264 squadron news€¦ · 6 doug dargie 17 richard willey 29 keith parkinson 7 tony warren 18 john...

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Page 1: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

264 Squadron News

September 2013 We Defy Issue 3/13

C omments: It hardly seems possible that we are

two thirds of the way through the year, where does the time go? Just a few notes on the Association. As stated in the last edition, Peter Wright has accepted the position of being asked to be our President, and due to David Boden’s inca-pacity, Mike Webster agreed to become our Vice Chair-man, so many thanks to them.

I welcomed three new couples in the last Squadron News, but it was nice to meet face to face with Ian Kearl (ex-pilot) and Sheila his wife. Together with Alan and Derek Cook and their respective partners, who were related to Edward Rowland Thorne, pilot of the deadly duo of Thorn/Barker

from the Battle of Britain days..

Reunion I have submitted a report on the Reunion on pages 6,7 & 8 with pictures, so won’t add anymore here.

Your Views would be appreciated: There was a suggestion from two of our members, that we should open the Association up to keen ex-RAF type who have no association of their own. Although personally I have some sympathy with the sentiment, knowing what the Associ-ation means to many of us. I do have concern that it would dilute the special comradeship that we have with others from our Squadron. But as we are democratic, I would welcome your views on this matter, after all it is your Association. I realise that I can’t keep this producing the Squadron News forever, so any suggestions for a deputy to take over, or help out when either I become incapable or fall off my perch, would be most helpful. It’s really no use waiting until that hap-pens, as we need a smooth “hand-over”.

Photographs: Many thanks to Ken Heaney and Ken Burton for sending pho-

Lapel Badges We have finally been able to obtain Squadron Lapel badges, these were not as we knew them (in the old days), but as the company who used to produce those wanted £200 for tooling and a minimum order of be-tween 100—200, that was a non starter. Below is a pic-ture of that which we have ordered and if you want one,

then please let me know, we are sell-ing them at £5.00 each and if you do request one, please make the cheque out to 264 Squadron Association. And send to Bob Tacey. You should have his address but let me know if you haven’t

22mm Dia For those who want that in the “old money” it’s 7/8 of an inch diameter. They seem to be selling very well, so let me know if you want one to advertise our Squadron Association. It is a fixed pin and clutch grip. If you wear it on something thin, then to stop any rotation you might want to put a piece of material between clutch and the article you’re wearing. (If you see what I mean!)

Dornier 17z Dornier 17 Z-2 Ser No 1160 of 7 Staffel, III Gruppe/KG3 (7th Sqn of 3rd Group of Bomber Wing 3) There has been a lot in the news recently about this particular German Bomber, recently and successfully raised from the Goodwin Sands and now to be restored at RAF Cosford. Why should we be interested?, well it was shot down by a Defiant (probably PS -T Reg. No L6857) flown by P/O Hughes (later to be Air Vice Marshal of the RAF*) and Fred Gash) There is more about this discovery on pages 9 and 10 and as more comes to light, I may do a bit more about it

H M Armed Forces We Defy

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Editor: Geoff Faulkner, 8 Rosamond Avenue, Shipton Gorge, Bridport, Dorset DT6 4LN. 01308 897275 Email: [email protected]

Group Photo outside The Watermill Hotel, Bourne End

New Members:

We welcome another “Old Timer” from just post war period. He is Alan Jennings and he lives in Wales at a place called Rhiwdina. We now also welcome Paddy Hughes (son of Air Vice Marshal Desmond Hughes*) and a former RAF Hunter and Lightening Pilot in his own right. We welcome them both to our Band of Brothers and hope that they will find true Squadron Comradeship and friendship

Page 2: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

Consolidated Diver Combat Report, July 10/11th, 1944.- General Report.

One Mosquito XIII was airborne from Hartford Bridge

for Beach area patrol at 01:55 hours on the 11th July, and

at about 02:10 sighted “Diver” approaching from France

across the Portsmouth area.

Height of the “Diver” was 7,000 feet and its speed

roughly 310 mph.

The “Diver” was travelling on a course of 320 degrees

when our Mosquito turned onto its track, closed to 4,000

feet range and opened fire with a half second burst.

The “Diver” immediately dipped from 7,000 feet, disap-

peared, and whilst the Navigator counted “three” it

dived towards the ground.

On the count of “three” there was an explosion in the

cloud below as the “Diver” blew up.

Area approximately 8 miles South of ALTON. Hants.

The Pilot was F/Lt Rayment D.F.C., Navigator F/O Bone. 264 (Madras Presidency) Squadron.

Ammunition used Total 92 Rounds

Claim. O*E DIVER DESTROYED By 264 SQUADRO*.

Regards

Graham Berry

I have produced this list separately from the Photograph, so that if you want to take the photo off, then it should be

relatively easy. I’m sorry the actual hard copy of the photo wasn’t as clear and sharp as we would have liked in the

Squadron News, but I will have a word with the printers about trying to sharpen and darken any further photos.

Another report about 264 Squadron regarding “Divers”. Attacks on V1’s

Back row: Middle row: Front Row:

1 Bob Downing 12 Jock Wallace 24 Dewi Edwards 2 Fred Packer 13 Norman (nobby) Stirling 25 Chota Murphy 3 F/S Hall? Alan Brown 14 Dennis Winterbotham 26 Dick Grant 4 Jim Hall 15 Inky Webber 27 Ron Ashford 5 Dave Danby 16 Don Swain 28 Jerry Tull 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie" Ferguson 9 Don Drysdale 20 Mike Heffer 32 Deb' Debenham 10 David Court-Smith (middle row) 21 Nick Carter 33 Pete Kingston (B Flt Commander) 11 Derek Hall (middle row) 22 Dave Taylor 34 Lew Harris 23 Bob Olding 35 Ted Rawcliffe 36 Jack Wilson

Requested and now *amed Photo of Aircrew 1957

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Page 3: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

no replies will be taken as tacit agreement.

An extract from “someone’s personal notebook, listing most of the Battle of Britain Pilots of our Squad-

ron and into 1944, which was sent to me last year on a CD. (sender unknown)

Shown below: These are the medals of Sqd. Ldr “Tommy” Thomas sold at an auc-tion in the USA and then pur-chased by a Lt Col in the United States Marine Corps, who is a friend of the Squadron Assn. and kindly took the photograph for his son and our records. I have added these as we have new members related to Rowland Thorne and also interest from Tommy Thomas’s son.

Reunion 2014Reunion 2014

When I asked earlier last year where people would like to go for the 2013 reunion, there was just a few When I asked earlier last year where people would like to go for the 2013 reunion, there was just a few responses and they were for the Shuttleworth Collection or Hendon Museum. As you know we finally responses and they were for the Shuttleworth Collection or Hendon Museum. As you know we finally chose the Shuttleworth Collection, and this turned out to be quite a popular and interesting venue. chose the Shuttleworth Collection, and this turned out to be quite a popular and interesting venue.

Concious of all round rising costs, and to try to keep the costs down, I have booked the Watermill Ho-Concious of all round rising costs, and to try to keep the costs down, I have booked the Watermill Ho-tel again at Bourne End, with next years venue of interest being Hendon, and hope I can rely on all the tel again at Bourne End, with next years venue of interest being Hendon, and hope I can rely on all the old faithfulls to support this decision. old faithfulls to support this decision. It would be very helpful if I could have some indication if you are It would be very helpful if I could have some indication if you are

interested. No replies will be taken as tacit agreement.interested. No replies will be taken as tacit agreement. I have managed to get a very competitive price again for the rooms at £45 per person per night (double room) and to I have managed to get a very competitive price again for the rooms at £45 per person per night (double room) and to include the VAT include the VAT andand evening meal, and for a single room this would be £65 (try to match that anywhere near Lon-evening meal, and for a single room this would be £65 (try to match that anywhere near Lon-don!)don!) However, what we save on that is slightly eroded in that I aim to book a coach from the hotel to Hendon, as although However, what we save on that is slightly eroded in that I aim to book a coach from the hotel to Hendon, as although more costly, it was certainly more relaxing and stress free, especially in that area.and I hope that you will agree with more costly, it was certainly more relaxing and stress free, especially in that area.and I hope that you will agree with that decision. I will speak nicely to Bob (Our Treasurer) to see if we can subsidise the fare, but that will be up to him that decision. I will speak nicely to Bob (Our Treasurer) to see if we can subsidise the fare, but that will be up to him and the President to decide. If I am reading this correctly, there is no charge for entry. Although it may be as well to and the President to decide. If I am reading this correctly, there is no charge for entry. Although it may be as well to get a guide, as the one we had for Shuttleworth was brilliant., which may cost a £1.00 moreget a guide, as the one we had for Shuttleworth was brilliant., which may cost a £1.00 more I am making contact with Hendon regarding the “lifted” Dornier and making suggestions that the Squadron Associa-I am making contact with Hendon regarding the “lifted” Dornier and making suggestions that the Squadron Associa-tion arrange for a plaque (or notice) to be displayed alongside the Dornier when it is restored, to point out 264 ‘s tion arrange for a plaque (or notice) to be displayed alongside the Dornier when it is restored, to point out 264 ‘s Squadron’s involvement in its demise. Whether I’ll be successful remains to be seen, but we’ll give it our best shot.Squadron’s involvement in its demise. Whether I’ll be successful remains to be seen, but we’ll give it our best shot.

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Page 4: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

Yet another report on 264 during the war: I make no apolgy for printing this, as I am trying to get all details of our Squadron’s proud history down for posterity and any researchers that may be interested in the future.

In October 1939 No. 264 (Madras Presidency) Squadron was reformed at RAF Sutton Bridge to operate the Defiant. Initial training and development of tactics began with other aircraft as it only received their first Defi-ants in early December at Martlesham Heath. They began night fighter training in February 1940. The squad-ron tested their tactics against British medium bombers – Hampdens and Blenheims – and 264's CO flew against Robert Stanford Tuck in a Spitfire showing the Defiant could defend itself by circling and keeping its speed up. By March, 264 Squadron had two flights operational with Defiants and No. 141 Squadron received its first Defiant. When the Defiant was first introduced to the public, the RAF put out a disinformation cam-paign, stating that the Defiant had 21 guns—i.e. four in the turret, fourteen in the wings and three cannons in the nose.

The first operational sortie came on 12 May 1940. Defiants flew with six Spitfires of 66 Sqn, and a Ju 88 was shot down over Holland. The following day, in a patrol that was a repetition of the first, Defiants claimed four Ju 87s, but were subsequently attacked by Bf 109Es. The escorting Spitfires were unable to prevent five of the six Defiants being shot down by a frontal attack. (details of this operation in Holland are listed ina separate Booklet, edited and translated by one of our founder members, Ray Loveland)

During the evacuation of the British Expeditionary Force from Dunkirk, the Squadron was forward based at RAF Manston one of the 16 Squadrons that No. 11 Group had available to cover the evacuation. On the 27th

264 Sqn claimed 3 He 111 and 2 damaged. On the 28th, shortly after take-off 10 Defiants were attacked by about 30 Bf 109s – forming a circle, six German fighters were claimed for the loss of three Defiants.

The Defiant was initially successful against en-emy aircraft. Its best day was 29 May 1940, when No. 264 Sqn claimed 37 kills in two sor-ties: 19 Junkers Ju 87 Stuka dive bombers mostly picked off as they came out of their dives, nine Messerschmitt Bf 110 twin-engined heavy fighters, eight Bf 109s and a Ju-88. One Defiant gunner was lost after he bailed out

though the aircraft made base to be repaired.

Initially, Luftwaffe fighters suffered losses when "bouncing" flights of Defiants from the rear, apparently mistak-ing them for Hurricanes. The German pilots were unaware of the Defiant's rear-firing armament and encoun-tered concentrated defensive fire. With a change in Luftwaffe tactics, opposing fighters were able to outma-noeuvre the Defiant and attack it from below or dead ahead, where the turret offered no defence. Defiant loss-es quickly mounted, particularly among the gunners who were often unable to leave stricken aircraft. The ad-ditional weight of the turret and the second crewman plus the aerodynamic drag gave the Defiant lower perfor-mance than conventional fighter aircraft.

According to the book The Turret Fighters by aviation historian Alec Brew, 264 Sqn. developed a counter against single-seat aircraft such as the Bf 109. By flying in an ever-descending Lufberry circle, Defiant crews sac-rificed the advantage of height but eliminated the possi-bility of attack from underneath, while giving 360° of de-fensive fire. This tactic was used successfully by 264 Sqn. but when the Defiants of 141 Sqn. were committed to combat a few months later during the Battle of Britain, it chose to ignore their advice with devastating conse-quences. On 19 July 1940, seven out of nine Defiants of 141 Sqn. sent to cover a convoy off Folkestone were shot down by Bf 109s of JG 51 and the remaining two only survived, one badly damaged, due to the interven-tion of Hurricanes of 111 Sqn. The Hurricanes reported

that the Defiants had shot down four Bf 109s. Although 264 Sqn. claimed 48 kills in eight days over Dunkirk, the cost was high with 14 Defiants lost. The actual German losses were no more than 12 to 15 enemy aircraft; the turret's wide angle of fire meant that several Defiants could engage the same target at one time leading to multiple claims. 4

A flight of Eagles..Mescheschmitt 109’s

Junkers 87. Stuka dive Bomber

Page 5: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

264 Squadron lost three aircraft on 26 August (two to Ace Hpt. Gunther Lutzow of JG 3 and five on 28 August (to JG 26), with the deaths of nine crew members. With these losses, the Defiant - which had been intended from the start as a day and night fighter - was transferred to night fighting and there the Defiant achieved some success. On the same day, Defiants of 264 squadron claimed several Dornier Do 17 bombers shot down or damaged. One of the victims, Do 17Z, serial no. 1160 (5K + AR) of 7/III/KG3, was forced to ditch in the Good-win Sands area off the coast of Kent. The German bomber was discovered in the sands in 2010 relatively in-tact and is projected to be raised and preserved in 2012–2013. (And of course, as you know, has been!)

An interesting article appeared in the Summer edition in the “Aeroplane” Magazine, which I have appended to the end of the article on page 10 at the bottom. Confirmation at last!

Defiant Night fighters typically attacked enemy bombers from below, in a similar manoeuvre to the later suc-cessful German Schräge Musik methods. Defiants attacked more often from slightly ahead or to one side, ra-ther than from directly under the tail. During the winter Blitz on London of 1940–41, the Defiant equipped four squadrons, shooting down more enemy aircraft than any other type. The turret-fighter concept was not imme-diately discarded and the fitting of Defiant-type turrets to Beaufighter and Mosquito night fighters was tried to enable these aircraft to duplicate these methods but the effect on performance proved drastic and the idea was abandoned. The Defiant Mk II model was fitted with the AI Mk IV airborne interception radar and a Merlin XX engine. A total of 207 Mk II Defiants were built.

After trials in 1940 with the School of Army Co-operation to assess its capabilities in that role, the Defiant was tested as a high-speed gunnery trainer with the Air Ministry agreeing to continue production. The Defiant was removed from combat duties in 1942 and used for training, target towing, electronic countermeasures and air-sea rescue. The electronic countermeasure experimental Flight was under the control and carried out by our own Derek Wilkins as CO and on which “Tommy” Thomas also served. I managed to pick this off the internet

Two types of electronic counter-measures equipment were carried by the Defiant, both countering the German Freya early warning radar. The first system to be deployed was "Moonshine" which re-transmitted the radar's signals to simulate large formations of aircraft. As each "Moonshine" transmitter only covered part of the Freya's frequency, a formation of eight Defiants were needed, giving the appearance of over 100 aircraft. As the system required formation flying, it could only be used in daylight, where it could draw German fighters onto British fighters leaving another area relatively free for a British bombing raid. A "Special Duties Flight" was set up in May 1942 to use the new countermeasures equipment, with "Moonshine" being used for its first live test on 6 August 1942. Subsequently it was used operationally as part of "Circuses" against coastal targets and on 19 August in support of the Dieppe Raid

An unexpected and very welcome agreement:

Bob Tacey alerted me to several articles about our Squadron and based around the Defiant Aircraft, in the Magazine, Flypast. So I went out and bought a copy and was impressed by all the details shown in it. I con-tacted their Editor, Nigel Price, asking for permission to reproduce them in our own Newsletter. He very genourously agreed to my request and so we are ensured of a good supply of Defiant material for a good few editions. It was a very magnanimous gesture from Flypast and its Editor and for which the Association offers our very sincere thanks.

Another New Member We welcome Alan Jennings to the Association (as mentioned on page 1). Alan was called up in 1944 and much to his horror, he was one of the 10% National Servicemen to be sent down the mines as a Bevan Boy. I doubt any of us can imagine the fear and shock at such a blow. I hope that Alan might write a short article about his experiences. However, after 2 years and facing a tribunal, he managed to get out and joined the RAF and was eventually posted to RAF Linton-on-Ouse. Initially in the Orderley Room, before being trained as Radar Fitter. Alan kindly sent me a few wartime pictures of 264 Squadron Aircrew and our Mossies, which I will add into the January edition. I think I may not have mentioned Richard Thorne, who was “Tommy” Thomas’s son. He too has joined our elite band and we welcome him also. Maybe I can persude either or both to give us some insight into their ex-periences.

From October 1942 To July 1943 S/Ldr. S.R. Thomas, DFC, AFC

CO of 515 Squadron

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Page 6: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

The 13th Reunion - 2013, The Watermill Hotel, Bourne End. Well this may have been the 13th, but it was far from unlucky! I think maybe it was one of the most relaxed and happy reunions, especially for me. Peter Wright (our President), Lindsay and Joan and I went on Friday to ensure everything was in place for a successful weekend, and the Water-mill Hotel had everything sorted and under con-trol. The weather was again, and as usual had been kind to us (except last years and although it still remained dry for us, was hellish cold). Not so this year, we basked in sunshine. We were able to greet Ian Kearl an ex-pilot of our Squadron and Sheila, his charming wife. We also met two new members and their partners. These were Alan and David Cook with their respective ladies,

Sylvia and Judith who quickly intergrat-ed into our Association. Sadly we missed Brian and Pauline Long and Bill and Jeanette Griffeths who pulled out before the reunion. We basically dined together in a loose infor-mal meal on the Saturday and there was a fair bit of reminiscing going on and I think maybe the bar did quite well!. Sunday morning dawned, and much to my surprise, following the coaches arri-val promptly at 1000 hrs, the party was ready to move out in about 15 minutes (surely a record of disciplne for ex air-crew). I must admit that I was just a little apprehensive about the forthcom-ing visit to The Shuttleworth Collection, as from a personal point of view I’m not

THAT interested in pre 1939 aircraft. However, with a superbly knowledgable and enthusiastic guide, I think everyone was impressed and enjoyed our visit there. The Official Squadron dinner was well organised by their manager Manish Patel (a de-lightful man) and his hard work-ing staff. It should be noted that they also had a huge Indian wedding running concurrently and it was all done so well and we were treated well. Then the Manager, whispered in our ear that he would like to buy everyone a drink, which was a very nice and unex-pected bonus. The group look at a Lysander

The faithful old Hawker Hurricane

Page 7: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

Wine was donated partially by an older member, Harry Reed (unfortunately not able to attend) and the rest from the Raffle. Slightly down from last year in takings but over a £100 anyway. It had been slightly more ex-pensive this year, although this had been offset a bit by a generous reduction in the cost of the weekend tariff by their management. However, the coach and entrance fee to Shuttleworth made it a bit more expensive

overall. Peter Wright (our President) gave a nice amusing and welcoming speech and our new Deputy Chair-man, Mike Webster proposed the the Loyal Toast and also one to Absent Friends. I was allowed to rise and thank some of the behind scene folk, espe-cially to Bob Tacey, who works tirelessly for us keeping our finances on track. The ladies (Joan and Marjorie) for “doing” the raffle and Bob (again) for running it. Then the Manager, whispered in our ear that he would like to buy everyone a drink, which was a very nice and an unexpected bonus.

Above , From Left to Right: Clyde Anderson, Bob Tacey, Eric Wright, Marjorie Tacey, Val Anderson and Ken Burton.

Above: Alan and and Sylvia Cook Above: Mike Webster, Ian and Sheila Kearl.

Above: L to R, Sylvia Mann, Audrey Tudor, Brian Mann and Bunny Drysdale Above: Moyra and Bob Downing, and Sylvia Mann

Above: Jim and Susan Hall, Heaney, Terry Fensome and Audrey Tudor Above: Derek Cook and Judith (From USA)

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Page 8: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

A Collage of pics from the 2013 Reunion taken by Ken Heaney

Some of the attendees at the reunion at the Shuttleworth Collection

Audrey Tudor (The Adj) and Moyra Downing

Two of our lovely ladies

Bristol F2b Fighter (I think)

Geoff Faulkner (Sec) burbling on at the Dinner. (President

trying to read tea leaves hoping it will tell him when I will

stop talking!) or maybe I sent him to sleep!

Peter Wright (President) chatting to our Americam members,

Derek and Judith Cook.

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Page 9: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

The Downed Dornier 17 in the Goodwin Sands and why 264 Squadron Assn. should be interested.

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Picture Right: Dornier 17z being hoisted from its watery grave in the inverted posi-tion.

9

Page 10: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

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From next week, members of the public will be able to see the Dornier undergoing conservation at the Royal Air Force

Museum in Cosford, in the West Midlands. Other key Battle of Britain aircraft are on display at Cosford – and at the

Museum’s other base, Colindale, north- west London

From The Aeroplane Magazine—��mmer ��i�on� � ��o�e��

“T��D� ���17z ,�WkN �1160,�������������������S��T ���,���g���,� � ��� ���������������1340�� �����8�g����

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p��,��������g����p�����9�����W�����40� �������������� �U0z�7��z������� v�v��������g�POW’��U�� �ffi-

z� ��������7���� �������� �� ����z���������,���� ����������g� ��v �� ����������

This is a copy of the actual event Painted by our Archivisit

Clyde Anderson, some year or so ago. *ow confirmed in

the Magazine “Aeroplane” and some Daily Papers

10

Page 11: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

B o u l t o n P a u l P . 8 2 D e f i a n t

Often maligned as a failure, the Boulton Paul Defiant found a successful niche as a night-fighter during the German 'Blitz' on London, scoring a significant number of combat kills before being relegated to training and support roles. The Boulton Paul company first became interested in powered gun turrets when it pioneered the use of a pneumatic-powered enclosed nose turret in the Boulton Paul Overstand biplane bomber. The company subsequently brought the rights to a French-designed electro-hydraulic powered turret and soon became the UK leaders in turret design. On 26 June 1935, the Air Ministry issued Specification F.9/35 calling for a two-seat fighter with all its armament concentrated in a turret. Performance was to be similar to that of the single-seat monoplane fighters then being developed. It was envisioned that the new fighter would be employed as destroyer of unescorted enemy bomber formations. Protected from the slipstream, the turret gunner would be able to bring much greater firepower to bear on rapidly moving targets than was previously possible. Boulton Paul tendered the P.82 design, featuring an 4-gun turret developed from the French design, and was rewarded with an order for two prototypes. On 28 April 1937, the name Defiant was allocated to the project and an initial production order for 87 aircraft was placed before the prototype had even flown. The first prototype (K8310) made its maiden flight on 11 August 1937, with the turret position faired over as the first turret wasn't ready for installation. Without the drag of the turret, the aircraft was found to handle extremely well in the air. With these promising results, a further production contract was awarded in February 1938. Performance with the turret fitted was somewhat disappointing, but still considered worthwhile. In May 1938, the second proto-type (K8620)was ready for testing. This aircraft was much closer to the final production standard. Development and testing of the aircraft and turret combi-nation proved somewhat protracted, and delivery to the Royal Air Force was delayed until December 1939, when No.264 Squadron received its first air-craft. Numerous engine and hydraulic problems were not finally resolved until early in 1940. The A. Mk IID turret used on the Defiant was a self-contained 'drop-in' unit with its own hydraulic pump. To reduce drag two aerodynamic fairings, one fore and one aft of the turret, were included in the design. Rectraction of these fairings by means of pneumatic jacks allowed the turret to traverse. Too allow the turret a clear field of fire, two rather large radio masts were located on the underside of the fuselage. These masts retracted when the undercarriage was extended. The overall aircraft was of modern stressed skin construction, designed in easy-to-build sub-assemblies which greatly facilitated the rapid build-up in production rates. Previously, a single-seat fighter unit, 264 Sqn spent some time working out the new tactics required by the type. Good co-ordination was required between the pilot and gunner in order to get into the best position to open fire on a target. A second day fighter unit, 141 Sqn, began converting to the Defiant in April 1940. The Defiant undertook it first operational sortie on 12 May 1940, when 264 Sqn flew a patrol over the beaches of Dunkirk. A Junkers Ju 88 was claimed by the squadron. However, the unit suffered its first losses the following day, when five out of six aircraft were shot down by Bf 109s in large dog-fight. The Defiant was never designed to dogfight with single-seat fighters and losses soon mounted. By the end of May 1940, it had become very clear that the Defiant was no match for the Bf 109 and the two squadrons were moved to airfields away from the south coast of England. At the same time, intercep-tion of unescorted German bombers often proved successful, with several kills being made. In the summer of 1940, flight testing commenced of an improved version of the Defiant fitted with a Merlin XX engine featuring a two-speed supercharger (prototype N1550). The resultant changes included a longer engine cowling, deeper radiator and increased fuel capacity. Performance increases were small. Nevertheless, the new version was ordered into production as the Defiant Mk II. The limitations on the Defiant's manoeuvrability forced its eventual withdrawal from daylight operations in late August 1940. 264 and 141 squadrons be-came dedicated night-fighter units. The Defiant night fighters were painted all-black and fitted with flame damper exhausts. Success came quickly, with the first night kill being claimed on 15 September 1940. From November 1940, an increasing number of new night fighter squadrons were formed on the Defi-ant. Units operating the Defiant shot down more enemy aircraft than any other night-fighter during the German 'Blitz' on London in the winter of 1940-41. Initial operations were conducted without the benefit of radar. From the Autumn of 1941, AI Mk 4 radar units began to be fitted to the Defiant. An arrow type aerial was fitted on each wing, and a small H-shaped aerial added on the starboard fuselage side, just in front of the cockpit. The transmitter unit was locat-ed behind the turret, with the receiver and display screen in the pilot's cockpit. The addition of radar brought a change in designation for the Mk I to N.F. Mk IA, but the designation of the Mk II version did not change. By February 1942, the Defiant was obviously too slow to catch the latest German night intruders and the night fighter units completely re-equipped in the period April-September 1942. From March 1942 many of the remaining aircraft were transferred to Air-Sea Rescue (ASR) units. The aircraft was modified to carry a M-type dinghy in a cylindrical container under each wing. Both Mk I and Mk II versions were used for this task, but the Defiant proved less useful than originally anticipated, and all examples were replaced in this role during the first half of 1943. A specialised Target-tug version of the Defiant was first ordered in July 1941, designated the T.T. Mk I. The new version was based on the Mk II airframe, with the Merlin XX engine, but with space formerly occupied by the turret now taken up with an observers station with a small canopy. A fairing under the rear fuselage housed the target banner, and a large windmill was fitted on the starboard fuselage side to power the winch. The first prototype Target-tug aircraft (DR863) was delivered on 31 January 1942. 150 Mk II aircraft were also converted to Target-tugs, under the designation T.T. Mk I. A similar con-version of the Mk I was carried out by Reid & Sigrist from early 1942 under the designated T.T. Mk III. Nearly all the Target-tugs were withdrawn from ser-vice during 1945, although one example lasted until 27 February 1947. Boulton Paul Defiant TT.Mk I of an RAF fighter Operational Training Unit based in the Middle East 1945. The Black and Yellowscheme was adopted for high conspicuity as a Target Tug

Another, less publicised, task of the Defiant was in the radar jamming role. 515 Squadron operated at least nine Defiants fitted with 'Moonshine' or 'Mandrel' radar jamming equipment in support of USAAF 8th Air Force daylight bombing raids on Germany between May 1942 and July 1943, before re-placing them with larger aircraft types. One Defiant T.T. Mk I (DR944) was seconded to Martin Baker on 11 December 1944. It was fitted with the first ever Martin Baker ejection seat in the ob-servers station, and commenced dummy ejection trials on 11 May 1945. Another Defiant (AA292) was later used for similar trials by the Air Ministry until March 1947. Martin Baker retained their Defiant until 31 May 1948. The lack of forward firing armament presented a great handicap to a fighter which lacked the manoeuvrability to match single-seat fighters in combat, but

as an interim night-fighter the Defiant met with a great deal of success.

11

Page 12: 264 Squadron News€¦ · 6 Doug Dargie 17 Richard Willey 29 Keith Parkinson 7 Tony Warren 18 John Northall 30 Sqd Ldr Hugh Tudor DFC, AFC 8 Steve Richardson 19 Taff (?) 31 Pete "Fergie"

Now that I'm older, here's what I've discovered:

1. I started out with nothing, and I still have most of it.

2. My wild oats are mostly enjoyed with prunes and all-bran.

3. I finally got my head together, and now my body is falling apart.

4. Funny, I don't remember being absent-minded.

5. Funny, I don't remember being absent-minded.

6. If all is not lost, then where the heck is it ?

7. It was a whole lot easier to get older, than to get wiser.

8. Some days, you're the top dog; some days you're the lamp post.

9. I wish the buck really did stop here; I sure could use a few more of them.

10. Kids in the back seat cause accidents.

11. Accidents in the back seat cause kids.

12. It's hard to make a comeback when you haven't been anywhere.

13. The world only beats a path to your door when you're in the bathroom.

14. If God wanted me to touch my toes, he'd have put them on my knees.

15. When I'm finally holding all the right cards, everyone wants to play chess.

16. It's not hard to meet expenses . . . they're everywhere.

17. These days, I spend a lot of time thinking about the hereafter . . .I go somewhere to get something, and then wonder what am I "here after".

18. Funny, I don't remember being absent-minded.

19. HAVE I SENT THIS MESSAGE TO YOU BEFORE..........??????

God grant me the senility to forget the people I never liked, the good fortune to remem-ber the ones I do, and the eyesight to tell the difference.

12

I hope these little cartoons bring a smile to

your face. Better not laugh too hard

though, ‘cos of notice on top left!