Against Four Enemies Page 3

  Five Tomahawks took off at 05.25 for a strafing attack on Rayak airfield, and six Morane fighters on the ground were strafed. There was no air combat. Later, Rawlinson was one of four Tomahawks that escorted Blenheims bombing Beyrouth (Beirut). The bombs were seen to hit the nominated target, and there were only four ‘very inaccurate anti-aircraft bursts.

  For the next few days the squadron flew reconnaissances and escorts to shipping, with no combats.

  Alan Rawlinson made another forced landing on 9 June, and put Tomahawk AK439 down wheels-up in a field. It was found an engine connecting rod had failed.

  Next day he led the squadron formation sent to escort naval vessels north of Tyre.

  Vehicles were strafed following a reconnaissance by eight Tomahawks, Rawlinson leading, of Beyrouth on 11 June, after take-off at 16.50, and return to base at 18.26.

  Next day, leading four, Rawlinson had to abandon the sortie when Peter Turnbull could not find the formation after take-off. They all returned, landed, sorted out any problems and took off again at 15.30, but this time could not find the target.

  Eight Tomahawks, led by Rawlinson, took off to escort ships off Saida on 13 June for two hours from 09.15, and returned to base. Their replacements arrived over the ships at the same time as eight Ju88s, of which three were claimed destroyed by Peter Jeffrey, John Perrin and John Saunders, with two others damaged.

  Reportedly the Ju88s had Italian markings, but were from II Gruppe LehrGeschwader 1 (II/LG1) . Two were shot down, one each from 4 and 5 Staffel.

  Rawlinson led seven other Tomahawks on a patrol over Sidon on 14 June, and a similar number next day as escort to Blenheims, with no enemy contact. Over the next few days strafing attacks were made on vehicles of various types, at several locations.

  On 15 June a temporary unit of RAF Gladiators patrolled over friendly troops, with an escort of Tomahawks led by Rawlinson. A strafing sortie found two French-flown Glenn-Martin bombers and Peter Jeffrey and Peter Turnbull shot them down. They then continued with strafing. The bombers were from GB 1/39.

  The French had ordered the modern Martin 167 bomber before the war began, and some had been delivered. The bomber was fast, but carried a small bomb-load of only 2,000-pounds, and was armed with the pre-war standard small-calibre machineguns. The narrow fuselage meant difficulty for the crew in moving from one position to another and to assist the pilot if necessary. When France was defeated, others in the order were taken over by the RAF for use in the Mediterranean theatre under the Lend Lease program. In the squadron diary these are referred to as ‘Glenn Martins’ and will be so here.

  Another forced landing was made by Rawlinson that day, in AK488, when the undercarriage would not lock down. Again he was uninjured, but the aircraft was damaged. Presumably he did thorough pre-take-off checks after these experiences, though there was nothing he could do about such mechanical failures.

  There was no air combat for the next few days, though strafing sorties were flown and motor transport, armoured vehicles and a cavalry unit were attacked. Rawlinson led a strafing sortie on 16 June, take-off at 12.25 and landing at 13.45, against vehicles north-east of Kuneitra, with another next day, leading four Tomahawks.

  The forward Australian troops were at Jezzine and on 18 June a morning patrol over them was led by Rawlinson, but no enemy appeared.

  Next afternoon, at 15.25 Rawlinson led the escort for a Blenheim doing a leaflet drop, and returned, but turned back to engage eight Glenn Martins bombing north of Saida. Four Glenn Martins were claimed damaged but none were destroyed.

  The Tomahawks were flying relatively slowly to stay with the Blenheim, and saw the enemy below to port. Rawlinson took the fighters into the sun, increased speed and dived on the last Glenn Martins. They saw the fighters and dived port, dropping bombs. Rawlinson had gun problems, with his .50-calibre machine guns stopped. He broke off and reloaded with the charging handles in the cockpit, and took up the chase, hit the bomber selected, and last saw it diving steeply. He commented that it was hard to catch the bombers once they dived – the Glenn Martin was fast. Two were hit, one seriously.

  These were from a French naval aviation unit, 4F Flotilla.

  Naval ships needed an escort on 20 June, and Rawlinson led the squadron Tomahawks sent to carry out this duty. He had to return early, and the others used the opportunity to go off and strafe when their time over the ships ended.

  Next day he took three other Tomahawks on a strafing attack, taking off at 11.25, and returned with claims for 35 vehicles attacked and a cavalry force scattered. Another strafing sortie was flown on 22 June.

  Meanwhile, Germany had attacked the Soviet Union. Over-confident, despite not having brought the British Empire to the stage of asking for negotiations, and with campaigns in the Atlantic, along the coast of France, and in the Mediterranean, Hitler struck to the East. Tremendous early results seemed to vindicate the decision.

  Rawlinson led a strafing attack on ‘El Qsir’ (Quousseir) air field on 23 June, and claimed one Glenn Martin destroyed on the ground. Next day another formation patrol was flown over Rayak field, but no enemy were met.

  On 25 June Rawlinson flew two sorties, leading eight Tomahawks over Palmyra in the afternoon. One Tomahawk returned to base and the other seven pressed on, until about 15 miles (25km) south-west of Palmyra four Potez 63 aircraft were seen and attacked. All four were claimed shot down, by Jackson, Saunders, Cameron and Jewell.

  There were only three aircraft, actually the very similar-looking LeO451, from GB1/12; all three were destroyed.

  Two more sorties were flown on 26 June, the first a strafing attack and the second a patrol, both before lunch. The strafing was at Rayak, and four Morane D520s were destroyed and six damaged.

  Strafing large targets demanded planning and use of every advantage. Rawlinson intended to attack from the east, out of the rising sun, down a long slope to the airfield, with the Tomahawks spread out to cover the air field, and at a speed that allowed targets to be identified and have the fighter adjust its flight path, then deliver a long burst of gun fire.

  The weather was ‘beautiful’; the Tomahawks arrived without warning and the Dewoitine D520s were lined up as in peacetime, with ground crews performing daily inspections. Rawlinson’s first burst hit a train on the line outside the airfield and some sort of building next to it, which started to burn, so he adjust his sight-line and brought the tracer onto the first of eight fighters lined up, brought the hail of fire through them all, and sped past.

  He pulled up slightly to allow the other pilots to see him, and turned south along a main road. Behind was arising cloud of smoke. Later it was found the fire he started at the fence was fuel, which spread flames to the train, which was loaded with ammunition, and it blew up.

  The attack flowed along the road to El Qsir and to Rayak. Vehicles along the road were attacked and other aircraft at the two air fields. At Homs, four bi-planes and a Dewoitine were destroyed or damaged.

  On the way back, about ten French fighters took off from Rayak and were engaged, with Bothwell shooting down two.

  These were modern Dewoitine D520s from GC III/6, were unable to climb above the Tomahawks and were at a disadvantage. Bothwell’s victims were killed, and another D520 was badly damaged. This was flown by a French ace from the 1940 campaign, Pierre Le Gloan. On 14 June 1940 he shot down five Italian aircraft, and became the only French pilot to be ‘an ace in a day’. This brought his score to nine, a probable and two shared. The unit was sent to Syria.

  Le Gloan claimed seven victories against RAF Hurricanes and Gladiators in this campaign, and six against the Germans later, but in September 1943 died in the crash of his P-39 Airacobra in Algeria.

  Rawlinson led the second sortie of the day, escorting Blenheims, and when they had departed, took the Tomahawks down to strafe targets of opportunity. Another escort to Blenheims was flown on 27 June. For many of these operations Rawlinson flew Tomahawk AK446.

  The squadron was ordered to send
the flying elements to the advanced landing ground at Jenin, and this was done over the next days, with the aircraft returning for maintenance or repairs to Lydda.

  28 June 1941

  The day began early, with Rawlinson leading nine Tomahawks off at 6.00 a.m., to Damascus to refuel, and take-off at 09.00 a.m. to escort Blenheims. The bombers were escorted successfully, and after they had bombed the fighters patrolled near Palmyra. Six Glenn Martin bombers appeared, in twos, and tried to bomb the Allied troops, but were intercepted and all shot down.

  This was the same French naval aviation unit that had narrowly escaped destruction on 19 June; two of those pilots were in this formation.

  The Tomahawks saw smoke from bomb bursts, then the aircraft, and attacked from the rear. There were no French fighters and the Tomahawks shot down all six bombers in about three minutes. There were no survivors from four bombers but some parachuted from another and the sixth crashed but two injured men got out and were helped by local people.

  Rawlinson claimed three – the first two down and the last - Peter Turnbull two and Rex Wilson one.

  The Tomahawks landed to refuel at Damascus, but Sergeant Michael Randall had engine failure on take-off, tried to turn back to the landing ground, crashed and blew up. He was killed instantly.

  Next day another Blenheim attack was escorted, then the eight Tomahawks led by Rawlinson went to strafe Balbeck, but as there was nothing to be seen there, went on to El Qsir, where four Glenn Martins were destroyed on the ground, and another hapless Glenn Martin appeared, tried to flee and was shot down into the sea west of Beyrouth by Lindsay Knowles. The Tomahawks landed at Rosh Pinna.

  Blenheims again were escorted on 29 June, but there were no operations on the last day of the month.

  The squadron was still in two parts – the flights at Rosh Pinna and the headquarters and maintenance elements at Lydda. This was inconvenient and a few days later permission was given to re-unite the squadron, after all aircraft were made serviceable. The squadron had 24 aircraft on charge, but one was awaiting write-off and five needed repairs.

  The hazards of service in the area were not only those from the enemy. Flight Lieutenant Boddington was riding a motorcycle to Tel Aviv when he collided with a camel, broke an ankle and was admitted to hospital.

  Twelve Blenheims of 45 Squadron RAF set off to bomb an ammunition dump south of Beyrouth on 10 July. Seven Tomahawks, led by John Jackson, took off as escort and flew above the bombers, who hit the target and raised clouds of smoke.

  This was seen by a formation of D520s, who were lower than the Blenheims, and attacked. The first 3 Squadron knew of the interception was the sight of burning Blenheims going down. The Tomahawks dived and engaged the D520s and claimed five, with two to Peter Turnbull, and one each to Jackson, Lane and Hiller. French records show two did not return.

  Next day was to be the last on which operations were flown in the Syrian campaign, though no one at squadron level knew this. Six Tomahawks went to Palmyra and refuelled, then joined Hurricanes from two RAF squadrons. The formation took off at noon to strafe airfields near Aleppo. Three LeO451s with nine D520s were airborne, and one D520 had engine trouble.

  This aircraft trailed the French formation and the pilot saw the Tomahawks. He successfully attacked Flying Officer Frank Fischer, who was the ‘weaver’ behind the 3 Squadron formation. Fischer crash-landed and survived, later returning to the squadron. The D520 was shot down by John Jackson and Bobby Gibbs, who tossed a coin for the credit and Gibbs won.

  Fischer’s was the first Tomahawk lost by 3 Squadron on operations, and next day Lindsay Knowles was shot down by ground fire but managed to reach friendly territory.

  Armistice talks began, though the squadron was ordered to be prepared for intense flying if the talks failed. However, on 14 July the Armistice was agreed.

  15 July was the anniversary of the departure from Australia, and to mark this a squadron dinner was organised. It had been a busy time, and the previous six months had welded all ranks into a proud unit.

  At Rosh Pinna. L. to R.

  Rex Wilson, Dudley Parker,

  D. Scott, Geoff Hiller, Bill Kloster,

  Peter Turnbull, Jock Perrin, Peter Jeffrey

  Alan Cameron, Alan Rawlinson,

  J. Laver (medical officer), John Saunders,

  Wal Jewell, Lindsay Knowles,

  Tom Trimble. (AWM SUK14915)

  3 Squadron had shown the P-40 Tomahawk to be an effective fighter aircraft in the campaign, though it had not been engaged with the Luftwaffe, apart from one combat with Ju88s. Air-to-air claims had been for 24 victories, and French records showed nineteen had been lost, with another twenty destroyed on the ground and 35 damaged in strafing attacks. Losses had been one air-to-air, one damaged air-to-air, and two by anti-aircraft fire.

  For July and August 3 Squadron remained in Syria, there was no operational flying and emphasis was on training new pilots.

  The squadron had a Miles Magister light aircraft used to give newly arrived pilots some experience before they went on to the modern P-40. No one was allowed to fly the P-40 until flights in the Magister were completed. On 8 August a new pilot ‘disregarded orders’ and performed a stall turn in the Magister, which affected the carburettor float, stopped the engine and caused a forced landing, which damaged the Magister. This meant all training at the squadron ceased. The damaged aircraft was not returned until 24 August. The popularity status of the pilot responsible can be imagined.

  Meanwhile, Alan Rawlinson had another flying experience that could have easily ended in tragedy. On 22 August he took off in a newly-delivered Tomahawk, AM386, for aerobatics. During the flight he heard a loud noise and looked back to see the vertical fin bent at right angles. What he could not see was that the starboard tail plane had separated from the aircraft.

  Rawlinson found he had to maintain an air speed of 150 mph to have any control, and made a successful high-speed landing, without flaps. The P-40 ran to the end of the runway, and at low speed into the drainage ditch at the end, and perched on its nose. This was what the Luftwaffe sense of humour termed a ‘flyer’s monument’.

  The fortunes of the German fighter pilots flying Messerschmitt Bf109s improved at this time, as units took turns to return to Germany to accept new Bf109F models. These were much improved on the 109E model, and had a more powerful engine allowing greater speed at high altitude, and improved climb rate, with a powerful armament of one cannon firing through the propellor hub and two machine guns mounted above it. This meant a concentrated stream of fire-power available with little work, like the twin .50-calibre guns above the engine in the Tomahawk, while the Hurricane had to have its wing-mounted guns harmonised.

  September 1941

  At the beginning of September the squadron had 21 P-40 Tomahawks on strength, 29 pilots and 339 officers and other ranks to perform the numerous duties concerned with a squadron on war service.

  The rest and training period ended, orders came to move west to the fighting area, and on 8 September 3 Squadron moved from Rayak over several days, by air and road convoy, to Landing Ground 102 at Sidi Haneish.

  The enemy had inflicted serious losses on 7 September, in strafing attacks on RAF airfields. At least 21 fighters were destroyed and others damaged in the RAF and South African squadrons, so the demand for results from 3 Squadron and 112 Squadron RAF was intense. The dangerous Bf109s had asserted their superiority and shot down or damaged a large number of Hurricanes, Tomahawks and other types. The pilots of the 109s began to accumulate high scores.

  The Hawker Hurricane had been withdrawn from fighter sweeps over France in August. Spitfires were retained for operations from England and it would be another six months before any were sent overseas. Until then, pilots had to fly Hurricanes and Tomahawks in North Africa. No US fighter was acceptable for use by the RAF in England.

  The RAAF squadron now adopted the new formation in the air of ‘fluid pairs’, as recorded in the war diary, ‘to combat the hit and
run tactics of ME109s, which allows greater manoeuvrability and can be used both offensively and defensively.’

  It had been recognised for a long time that the pre-war ‘vic’ of three was not suitable for modern air warfare, and in England the ‘finger four’ had been adopted. For some unknown reason, this had not been so in the Middle East.

  A far more dangerous opponent was not far to the west. The first Luftwaffe units in the region were Junkers Ju87 ‘Stukas’ of 1/SG1 and 2/SG2, Bf110s of III/ZG26, and Ju88s of III/KLG1. While the RAF Hurricanes and Tomahawks could cope with these, the arrival of experienced pilots in Messerschmitt Bf109s of I/JG27 meant a drastic change in the air war.

  The 109 had a superior rate of climb and could attack or disengage at will, so making combat a difficult proposition for the RAF aircraft, whatever the type.