Pat Lardner-Burke

Man and Machine

Pat Lardner-Burke

On Tuesday 2 December 1941 the London Gazette announced that ‘The KING has been graciously pleased to approve the following awards in recognition of gallantry displayed in flying operations against the enemy...’ The sixth award mentioned was the Distinguished Flying Cross for a Pilot Officer by the name of Henry Patrick Lardner-Burke (87449), RAFVR, of No.126 Squadron. The citation reads as follows:

In November, 1941, this officer was the pilot of one of 4 aircraft which engaged a force of 18 hostile aircraft over Malta and destroyed 3 and seriously damaged 2 of the enemy's aircraft. During the combat Pilot Officer Lardner-Burke, who destroyed 1 of the enemy's aircraft, was wounded in the chest and his aircraft was badly damaged. Despite this, he skilfully evaded his opponents and made a safe landing on the aerodrome; he then collapsed. Throughout the engagement, this officer displayed leadership and courage of a high order. He has destroyed 5 enemy aircraft over Malta.

Pat Lardner-Burke was born on 27 June 1916 in Harrismith, Orange Free State, South Africa. He joined the Royal Air Force in spring 1940 and in June he began his training at No.4 Elementary Flying Training School, Brough. After progressing to No.57 Operational Training Unit at Hawarden, Lardner-Burke was posted to No.19 Squadron in early 1941 where he flew Spitfires. His time with the Squadron was to be brief when in May that same year he joined a Hurricane equipped squadron, No.46. In June the Squadron left the UK for Malta and at the beginning of the following month it formed the nucleus of No.126 Squadron. In the defence of Malta, Lardner-Burke would see considerable action with the Squadron in an effort to fend off the Italian Regia Aeronautica as it attempted to bomb the strategically important island into submission.

          During the morning of 19 August 1941, Pat Lardner-Burke was airborne as Yellow 1, flying with the Squadron near Cap Passero. At around 1110 hours enemy aircraft were sighted flying at 23,000 feet and the ‘Tally ho’ call was given. Lardner-Burke followed Red 1, who turned left towards Cap Passero and flew about 5 miles inland. The two Hurricane pilots caught sight of a formation of 6 Italian Macchi 200 fighters flying at the same altitude as they were. Lardner-Burke also noted 6 more Macchi 200 fighters flying about 2,000 feet above. Red 1 turned towards the lower formation which split up into two sections of 3 and Lardner-Burke went after a Macchi flying in the rear of the second formation. Lardner-Burke fired a short burst which appeared to hit the pilot. The Macchi turned over and spun towards the land. Lardner-Burke then climbed for height and turned his aircraft towards another Italian fighter, which he engaged from astern. The Macchi pilot pulled his aircraft’s nose up and Lardner-Burke opened fire. His ammunition appeared to enter the Italian’s cockpit before the enemy fighter spun downwards emitting white smoke.

          Six days later Pilot Officer Lardner-Burke would claim another Macchi 200 as destroyed when flying in combat with the Squadron near Sicily. On this occasion Lardner-Burke was flying as Black 2 in a weaving role below the Squadron. Suddenly he heard ‘Tally ho’ over the R/T and positioned himself to attack the enemy at around 1715 hours. Red 1 dived and Lardner-Burke followed. One of the Italian fighter’s broke off from the main formation so Lardner-Burke followed in pursuit. The Macchi turned away and Lardner-Burke let off a quick deflection shot which missed. Lardner-Burke climbed and then made another pass at the evading fighter. This time his effort caused the Italian’s port wheel to drop. The Macchi then went into a steep dive towards the coast of Sicily and Lardner-Burke followed it down at close range and concluded his attack with a long burst. The enemy aircraft’s tail plane broke up and it dived straight into the sea from 1,000 feet. In his combat report Lardner-Burke noted that the Macchi pilot appeared to be trying to abandon his aircraft before it went down. But the pilot did not escape the Hurricane attack.

          On the morning 4 September 1941 nine Hurricanes of No.126 Squadron met approximately 16 Macchi 200 fighters flying at 22,000 feet to the east of Malta.

          Again, Lardner-Burke was weaving as Black 2 with the Squadron until he broke off with Black 1 to engage the enemy. An extract from Lardner-Burke’s combat report describes his part of the action:

I went up [and] away from the formation. Black 1 was already attacking an E.A [Enemy Aircraft] with another on his tail. I engaged the latter and saw his wing disintegrate.

Lardner-Burke had most likely rescued Black 1 from being shot down. His burst was so effective because he was flying a Hurricane IIC equipped with cannons. As a result of Lardner-Burke’s attack the enemy aircraft turned over and its pilot was seen to bale out.

          Pilot Officer Pat Lardner-Burke became an ‘ace’ on 8 November, when the Squadron was involved in one of the biggest dogfights it had been in for some time. 18 Macchi 200s and the new Macchi 202s fighters were intercepted on an escort mission for bombers bound for Malta. Lardner-Burke was flying Hurricane BD789 when he engaged and shot down a Macchi 202 near Dingli, but he was in turn fired upon from behind and wounded when a 12.7 mm bullet from an Italian fighter penetrated his seat armour and passed through his chest. Somehow, with a punctured lung, Lardner-Burke managed to land his Hurricane on Malta. Flight Lieutenant Tom Neil of No.249 Squadron was off duty at the time, but he walked down to dispersal to watch a number of Hurricanes come in to land. Lardner-Burke’s approach in particular caught his attention:

“...I noticed the battle damage and began to run. The propeller was still turning as I pulled down the retractable step and climbed onto the wing-walk, the slipstream clutching at my face and hair. The pilot still had his face mask attached but I recognised him immediately as Pat Lardner-Burke. I heard myself shouting, ‘Are you all right?’ – then knew immediately that he wasn’t. Pat’s head was bowed and his shoulders slumped. He undid his mask, clumsily. ‘They’ve got me in the back.’ He was obviously in shock and pain. I sought to comfort him. ‘All right. Don’t worry. Just hang on and we’ll get you out.’ I shouted to those beneath. ‘Get the ambulance and a stretcher.’ After which I began to consider how best to extricate him... Aware of the need to act quickly, I tried climbing onto the rim of the cockpit myself but found nowhere to put my feet. Then I thought about sitting on top of the open hood but saw immediately that I would not be able to reach down sufficiently to heave him up bodily. A pox on the man who designed this aircraft, I thought wildly, we would have to get a crane and winch him out. But there was no crane, or none that wouldn’t take hours to find and fetch. I said urgently, ‘Pat, can you stand? Or climb out yourself? Otherwise we can’t get at you.’ He said wearily, ‘I’ll try,’ and painfully pulling himself to his feet whilst I grasped his shoulders, he croaked an entreaty which would remain with me always: ‘Don’t shake me, Ginger...’ Somehow we all reached the ground, to be faced with two airmen with a collapsible canvas stretcher.[1]”

Painfully Lardner-Burke was laid onto the stretcher and then lifted in to an ambulance which took him to hospital. As the ambulance drove off in the direction of Imtafa, Neil climbed back onto the Hurricane to inspect the damage. He found several bullets that had hit the side of the aircraft behind the cockpit. He was shocked to find that one had punched a hole in the armour-plate and penetrated the back of the seat, gone right through Lardner-Burke, and carried on right through the dashboard and through the armour-plate in front. Several other pilots joined him, shaken by the sight of such powerful ammunition.

          Later in the month, Lardner-Burke learned that he had been awarded the DFC for his leadership and courage in action. In January 1942, when he had sufficiently recovered from his injury, Lardner-Burke returned to England.

          In May, the South African ace joined the Gunnery Instruction Training Wing as an instructor, where he remained until being posted to No. 222 (Natal) Squadron as a flight commander in March 1943.

          On 19 August 1943a Spitfire IXB, that was built at Vickers in Castle Bromwich and tested by famous chief test pilot Alex Henshaw, was delivered to No.222 Squadron. This particular Spitfire, serial number MH434, sporting the code letters ‘ZD-B’, would become Flight Lieutenant Lardner-Burke’s regular mount in the approaching operations.

          On the evening of 27 August the Hornchurch Wing was responsible for providing high fighter escort cover to 60 USAAF B-17 Flying Fortress bombers that were ordered to attack a target 4 miles north of St. Omer Marshalling Yards. The Wing, led by Wing Commander William Crawford-Compton, DFC and Bar, was comprised of 13 Spitfires of No.222 Squadron and 13 Spitfires of No.129 Squadron. The Wing took off at 1833 hours, climbed from base and crossed over Dungeness at 16,000 feet. When the Wing reached Berck at 22,000 feet it rendezvoused with the leading box of bombers at 1904 hours and positioned itself to port of the Fortresses. The formation reached a point north-west of St. Pol, turned left and flew north to St. Omer and then on to Mardyck. Having escorted the first box of bombers some 15 miles out to sea, the Wing turned back for St. Omer to pick up the second box of B-17s. Once again the Hornchurch Wing guided the Fortresses as far as they should go and then returned to escort the third box of bombers. But somewhere between St. Omer and Mardyck at 1939 hours the Wing saw nine Focke-Wulf 190s dive at the third box of Fortresses in small and loose formations and then climb back up towards the bellies of the B-17s. No. 129’s Red Section and No. 222’s Yellow Section remained above as cover whilst Wing Commander Crawford-Compton led the rest of the Wing down to 15,000 feet to attack the German fighters.

          Flying as Red 3 in Spitfire MH434, Lardner-Burke witnessed a FW 190 attack Wing Commanders Crawford-Compton and Davidson. Lardner-Burke shook the 190 of their tails by getting behind the enemy fighter and firing a two second burst from 350-300 yards range. His bullets struck the starboard wing and tail of the 190 which then turned sharply to starboard and dived away. The attack was seen by both Wing Commanders and the 190 was claimed as damaged.

          Lardner-Burke then latched on to another FW 190, closed to within 300 yards range and thumbed the gun button for 4 seconds from dead astern. The enemy fighter dived and Spitfire MH434 followed it down. Another burst from , this time lasting 2 seconds from astern caused the 190 to dive vertically into the ground near Audrioq. This second action was witnessed by Red 4, Yellow 2 and Yellow 3and for this reason Lardner-Burke was credited with 1 enemy aircraft destroyed.

          Red 4 was Flying Officer Otto Smik, a Czech pilot who intercepted a FW 190 that had intended to attack Lardner-Burke out of the sun. Seemingly aware of Smik’s presence, the 190 pilot put his aircraft’s nose down and dived, but Smik followed it down and opened fire at 400 yards using his cannons. The burst hit the starboard side of the 190’s fuselage and white smoke poured out into the air. The 190 pulled out of the dive, rolled on its back and the pilot baled out of the stricken aircraft.

          Another No.222 Squadron victory was scored by a New Zealander, Flying Officer Raymond Hesselyn, DFM and Bar. As Blue 3, he attacked a 190 as it broke away after it had attacked the bombers. A 4 second burst from his guns caused the enemy fighter to dive. Hesselyn followed it down and fired another 4 second burst from 300 yards astern and observed cannon strikes and large red flashes on the 190’s fuselage. He continued to close in and ended the engagement with a lengthy 6 second burst which most likely killed the pilot for the enemy aircraft went into a gentle dive and  finally crashed 10-15 miles north-east of Guines. The engagement took place from 8,000 feet and down to 6,000 feet before the FW 190 was destroyed.

          The general report written by Hornchurch’s Sector Intelligence Officer on form “F” includes some additional information regarding this sortie:

W/C Compton and Blue 4, 222 Squadron also fired but make no claim.

Blue Section 129 Squadron chased a F.W.190 but were unable to get within range.

1 F.W.190 was seen going down vertically and smoking after being hit by the guns of a Fortress.

A Fortress was seen to crash in flames 10 miles N.E. of Fruges, but the crew is believed to be safe 8/9 parachutes were seen floating down.

After the engagement, our aircraft withdrew in small formations and one landed at Gravesend, the remainder landing at Base by 2017 hours.

Bombing was not observed but much smoke was seen coming from a wood north of St. Omer.

Considerable heavy flak between St. Omer and Mardyck accurate at bombers.

On the morning of 5 September 1943, Wing Commander Crawford-Compton led the Hornchurch Wing from its base to North Foreland, where the Spitfires detailed to act as high escort, rendezvoused with 72 B-26 Marauders that were instructed to attack the Marshalling Yards at Ghent/Meirelbeke.

          The Wing met up with the bombers at 0800 hours and climbed towards Knocke, flew along the coast and crossed in at Nieuwesluis at 21,000 feet. A warning reached the Wing of enemy aircraft approaching from the north-east of its position, so the Spitfires began to orbit over Sas van Ghent and later east of Ghent. When bombs were seen to burst on the Marshalling Yards at 0829 hours the Wing turned to starboard from the target area. Approximately 10 minutes later the Wing was bounced by about 20 Focke-Wulf 190s attacking out of the sun. Four sections of the Wing engaged the 190s and various dogfights followed.

          With Yellow Section, Lardner-Burke climbed to port to head off half of the 190 fighters, one of which turned in front of his Spitfire and the South African opened fire. With a 3 second burst from 400 yards astern, Lardner-Burke scored hits on the 190’s engine and cockpit. The rest of Yellow Section watched the 190 turn over pouring smoke and then go down in flames in an uncontrollable spin.

          Another 190 fell to the guns of Wing Commander Crawford-Compton’s aircraft when later over Dunkirk he sighted 3 190s and led his section down towards them at 7,000 feet. He opened fire at one of the fighters from dead astern and followed up with another burst as the enemy turned to port. The 190 spun and crashed into the sea east of Dunkirk.

          Wing Commander Crawford-Compton then warned his wingman, Flying Officer H.L. Stuart of an enemy fighter on his tail and instructed him to break. Stuart broke to starboard; the 190 followed but overshot his Spitfire and then turned to port. Stuart’s aircraft had already sustained damage to its port flap, his port cannon was shot away and there were strikes on both the Spitfire’s wings, the engine and propeller. Nevertheless Stuart managed to get astern of the 190 and fire a 1 second burst from 400 yards. He then followed it up with another quick burst from 300 yards range and finished with a 2 second burst at 200 yards. Stuart saw strikes on the 190’s fuselage and starboard wing before it went into an uncontrollable spin. The 190 was last seen by Stuart at 2,000 feet going down vertically. Both Stuart and Crawford-Compton were of the opinion that the 190 could not recover and the enemy aircraft was claimed as a probably destroyed.

          Stuart’s damaged Spitfire was streaming glycol but he managed to safely land it at Manston.

          During this engagement, Squadron Leader E. Cassidy, DFC, and Flying Officer Daniel Thiriez of Red Section were bounced by 4 FW 190s, but the enemy fighters overshot them. Two of the 190s turned to port and Cassidy and Thiriez went after them guns blazing. One of the 190’s was struck by their ammunition and it went down vertically streaming white smoke. Both Cassidy and Thiriez were convinced that the pilot had lost control of his aircraft or was killed. This FW 190 was claimed as a shared probably destroyed.

          The tense battles had proved favourable for the pilots of No. 222 Squadron, who landed back at base at 0935 hours. But Sergeant Carmichael of No.129 Squadron failed to return. He was last seen diving with a FW 190 on his tail.

          On 8 September 1943 Lardner-Burke was airborne yet again in Spitfire MH434. The Hornchurch Wing, comprising of 25 Spitfires were flying as high cover to a formation of bombers that were detailed to attack targets in the Boulogne area between 1740 and 1817 hours. On this occasion the Wing was led by Squadron Leader H. Gonay, Croix de Guerre (Belgian) of No. 129 Squadron because Wing Commander Crawford-Compton was unable to take off at the appointed time due to engine trouble. He did however take off in another aircraft and joined the Wing over the target area shortly after it arrived.

          The Wing crossed the French coast at 22,000 feet at 1740 hours and then three patrols were carried out between Hesdin and Audricq. No.222 Squadron patrolled at 24,000 feet and No.129 Squadron flying 1,000 feet above.

          At the end of the third patrol, 12 Messerschmitt 109Fs were sighted by No.222 Squadron, which were then at 25,000 feet. The 109s climbed except for two of the fighters which dived to port. The General Report written by Hornchurch’s Intelligence Officer describes Lardner-Burke’s involvement as such:

F/Lt. H.P. Lardner-Burke D.F.C, and F/O. O. Smik (Blue 1 and 2) dived down on the leading e/a [enemy aircraft] which was diving steeply to the S.E. while Blue 3 and 4 followed, covering their attack. F/Lt. Burke opened fire from about 10° closing to dead astern at 350/300 yards range. He fired two bursts of 3 seconds and one of 2 seconds. Black smoke was seen to pour from the e/a which appeared to be in difficulties. F/Lt. Burke broke to port to enable F/O Smik to fire a 14 seconds burst from 300 yards dead astern, closing to 250 yards. He expended all his ammunition and broke off the combat at 7,000 feet. The e/a continued to dive at about 500 m.p.h. (Both Blue 1 and 2 were diving at 470/480 m.p.h.). The starboard wing tip of the e/a fell off and it dived straight in the ground 10-15 miles S.S.E. of Boulogne. The crash was also witnessed by P/O Wyllie (Blue 3). This Me.109F is claimed as destroyed.  

No.129 Squadron did not see any of the enemy fighters. There was intense heavy flak over the target area and five large fires were observed as a result of the bombing.

          Escort missions continued for the Wing and on 27 September, whilst escorting 72 Marauders that were detailed to bomb Conches aerodrome, No.129 Squadron claimed 2 FW 190s destroyed, 1 FW 190 damaged and 2 Messerschmitt 109s damaged. A single claim was made by No.222 Squadron after Flying Officer Smik shot down a Messerschmitt 109F. As Red 1, Lardner-Burke confirmed Smik’s claim.

          While turning to port Smik saw the enemy fighter attacking a Spitfire from 200 yards line astern. Smik tightened his turn to help the Spitfire pilot, who having been warned of the fighter on his tail broke away leaving Smik behind the enemy aircraft. From 180 yards range Smik opened fire with a long burst from his cannons and machine guns which raked the 109’s engine and cockpit. The starboard underside of the cockpit exploded and the starboard undercarriage leg dropped. The 109’s engine then stopped and finally after a port spin, pouring black and white smoke, the enemy aircraft crashed 20 miles south of Rouen.

          After the melee most of the Spitfires re-formed above the bombers and came out at St. Valeru-en-Caux at 1750 hours. Slight heavy flak was encountered and one Marauder received a direct hit and went down in flames. None of the crew was seen to bale out.

          On 3 October, 72 Marauders took to the air to bomb Beauvais/Tille aerodrome. The Hornchurch Wing climbed from base and crossed east Hastings at 15,000 feet to rendezvous with the bombers about 30 miles north of Dieppe at 1703 hours. The Marauders carried out their objective as accurate bombing was observed to strike the dispersals and airfield at Beauvais. Four minutes after leaving the target area the Wing was bounced out of the sun by 40 109s and 190s that dived straight towards the Marauders. Wing Commander Crawford-Compton ordered No.129 Squadron to remain above as cover while No.222 Squadron went down after the enemy fighters.

          Flight Lieutenant Hesselyn was seen to attack the rearmost aircraft, a Messerschmitt 109, which after being set on fire crashed in a wood as Blue Section pulled out at 1,000 feet. The Spitfires then climbed rapidly but were bounced by 2 FW 190s at 15,000 feet. One of the enemy fighters was seen to fire a short burst at Hesselyn’s aircraft which soon caught fire and, after turning on its back, went down in flames and then poured black smoke into the air. Flight Lieutenant Lardner-Burke saw the action from his own cockpit and reported seeing a parachute below. He was convinced that Hesselyn had baled out when turning the Spitfire on its back... and he was right. Hesselyn was able to successfully abandon his aircraft suffering burns and wounds to both legs. He was soon captured and became a prisoner of war.

          At the end of the engagement the majority of the Wing re-formed and came out behind the last box of bombers before returning to base.

          During this same month Lardner-Burke received a posting to HQ, Fighter Command, at Stanmore, where he served with Group Captain Bobby Oxspring, DFC and two Bars.

          Oxspring wrote the following of his new appointment: 

“Before my leave expired, an order arrived cancelling my return to Sicily but instead to report to Fighter Command at Stanmore. A vacant slot needed filling in the Tactics and Training branch of the illustrious headquarters, and I joined a formidable squad of fellow tour-expired veterans whose cavalier approach to their work sent spasms of horror through the dedicated Staff College graduates.  The tactics and training publications directed at the day fighter squadrons were entrusted to three of us sharing an office.

          Jackie Urwin-Mann, a pre-war vintage Canadian who had sweated through the Battle of Britain and the Western Desert, occupied one chair. The third desk was the domain of Pat Lardner-Burke, a rugged South African who, with Hornchurch sweeps and Malta behind him, displayed a refreshingly irreverent attitude to all senior officers with whom he disagreed. Facetious comments filled the minute sheets of numerous files which we solemnly circulated between ourselves, and on rare occasions to other departments. Delaying as long as possible any publication from Fighter Command on our particular subjects, our natures rebelled at the preposterous notion of issuing a training directive to the likes of Johnnie Johnson, or a tactics manual to Sailor Malan.[2]”

In April 1944 Lardner-Burke took command of No.1 Squadron, which he successfully led until December.

          During this time Lardner-Burke and Oxspring would meet again when the latter was assigned as Wing Leader of the Detling Wing. The meeting was almost disastrous, when, one morning the Wing lined up on Manston’s large runway to take off for Detling, and something went wrong with Oxspring’s aircraft, as he recalled:

“I had almost gained flying speed when my engine cut dead. Holding rudder against the torque I couldn’t prevent a violent swing across the path of Pat Lardner-Burke formatting on my wing. Pat hauled back on his stick and his aircraft literally jumped over the top of me. I can still visualise every single rivet on his under fuselage as he careered over my canopy. Bouncing down off his kangaroo leap, he demanded: ‘What the hell goes on, Bobby?’ The Wing roared away as I trundled off the runway with a fuel starvation problem; I didn’t need to remove my helmet, my hair shot up so straight it just pushed it off. Pat’s lightening reactions avoided a messy pile up. Years afterwards we still chilled over the memory. Such dramas tend to play hell with the nervous system. As Pat remarked, ‘Man, we bloody near became a couple of chattering wrecks.[3]’

As time moved on Lardner-Burke was later promoted to Wing Commander Flying at Coltishall and during February 1945, he was awarded a Bar to the DFC. Lardner-Burke’s citation reads as follows:

This officer continues to display a high degree of courage and resolution in his attacks on the enemy. Recently, he has led the squadron on many missions in the Ruhr area and throughout has displayed great skill and tenacity. Squadron Leader Lardner-Burke has destroyed seven enemy aircraft in air fighting. He has also most effectively attacked enemy targets on the ground.

          By the end of the year Pat Lardner-Burke had attended a course at No. 1 OATS, Cranwell, and taken command of Horsham St Faith airfield. Then for three months Pat served as Wing Commander Flying at Church Fenton.

          After fulfilling a number of varying appointments in the service for a number of years, Lardner-Burke applied to remain in the RAF, but was not granted a Permanent Commission, so he left.

          The South African fighter ace eventually settled on the Isle of Man with his wife, Mylcraine, where for several years he ran a public house.

           After a period of ill-health, Wing Commander Pat Lardner-Burke, DFC and Bar died of renal failure on 4 February 1970.

          Today Spitfire MH434, which Lardner-Burke christened ‘Mylcraine’ in August 1943, can be found at the Imperial War Museum Duxford, in Cambridgeshire. MH434 is arguably the most famous and iconic airworthy Spitfire still flying today. The aircraft is painted in No.222 Squadron markings bearing the code letters ‘ZD-B’. The name ‘Mylcraine’ and Lardner-Burke’s personal ‘scoreboard’ have been painted on the port side of the cockpit to replicate the South African’s markings in 1943. 

In July 2011 I had the opportunity to sit in the cockpit of Spitfire MH434 at Duxford.

Spitfire MH434, Duxford 2011

Copyright Christopher Yeoman 2011

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[1] Neil, Tom, Onward To Malta, Airlife Publishing Ltd, 1992, page 162-163.

[2] Oxspring, Bobby, Spitfire Command, Grafton Books, 1987, page 178.

[3] Oxspring, Bobby, Spitfire Command, Grafton Books, 1987, page 197-198.

Bobby Pearce

Battle Attack

Flying Officer Bobby Pearce - centre photo June 1940

At the outbreak of war a small RAF force was dispatched with the BEF (British Expeditionary Force) to assist France in its efforts to repel a German advance. Initially, four Hurricane squadrons were sent out to assist the brave young men who flew in light bomber aircraft such as Fairey Battles. One such airman was Bobby Pearce, a Wireless Operator / Air Gunner from Erith, Kent.

          Bobby joined the RAF in 1938, as an aspiring Wireless Operator. He began his basic training at Uxbridge and then went on to Cranwell Wireless School to learn his chosen craft. On completion of the course Bobby had his first taste of Wireless duties from the air in a Vickers Valentia aircraft. There were 12 students on board and each was given a different message to send to the Radio Shack. Once the message was sent they would then receive a reply. As a young man with a keen passion for aviation Bobby found the experience to be a complete thrill. As the course continued Bobby soon became a capable Wireless Operator and Air Gunner and was then posted to No. 63 Squadron stationed at Upwood. Prior to his posting Bobby and his peers were told that they would be sent to either a Blenheim or a Fairey Battle squadron. When Bobby realised that he would be going to a Fairey Battle squadron he was assuredly informed by the “old sweats” that he was extremely fortunate because ‘Blenheims could not maintain height on one duff engine.’ It was not until Bobby arrived at Upwood that he instantly realised that the Fairey Battles had exactly the same problem!

‘The Battle light bomber was a fairly advanced aircraft at the time of its conception, but was virtually redundant before it eventually went to war in 1939-1940. The immense production effort, involving 2, 200 aircraft, engines and spares was largely wasted. This could not have been foreseen when the specification P27/32 was issued in August 1932 and in definitive form in April 1933, or when the first big orders were placed in 1935-1936 for the rapidly expanding RAF. Designed to replace and improve upon the Hawker Hind and Hart two-seat biplane day bombers the Battle lacked speed and defensive armament necessary to survive attacks even by the monoplane fighters of its own design era. Though accepted as being obsolescent, Battles continued to be ordered and made.’

          In August 1939, while on leave, Bobby received a Telegram which exclaimed – “Report to your unit immediately”. On his return Bobby and two colleagues were flown to RAF Bicester to join No.142 Squadron who was preparing to depart for France. The Squadron, along with nine other Fairey Battle squadrons were to form the AASF (Advanced Air Striking Force) to offer support in France to both the British and French armies in the event of a German advance into the Low Countries. On 2 September 1939, No.142 Squadron left for France. When they arrived preparations were quickly underway.  

‘The Imperial crew spent some time with buckets of green and brown camouflage paint and long-handled brooms, concealing the beautiful silver paint with a sombre coating. Our destination was Berry-au-Bac, a small village about nine miles north of Rheims. About a mile from the village was a very large area of agricultural land which had recently been harvested. This was to be our aerodrome which was separated by the main Rheims/Laon road from a more modest field which had a small forest of saplings along its border. After landing the aircraft they were taxied over the road to the periphery of the wood, backed into small clearances, and young saplings were propped against the leading edges of the aircraft. The concealments were quite effective. Later the taxiing paths were covered with metal lattice grids by the Pioneer Corps. The N.C.O’s and airman were billeted initially in the village. My group were accommodated in a large barn. A groundsheet and a blanket were issued to each of us and our “adventure” had begun. Everything was fun. Breakfast was served in the open behind the Town Hall. It comprised of a slap of French Rye-bread, very dark in colour and very dense in texture. The bread was accompanied with bacon, decanted from 7lb. tins into large trays, and then heated over Primus stoves. We had the choice of either a rasher of bacon placed on our slice of bread or we could submerge our bread in the bacon fat. This repast was washed down with strong, sweet tea decanted from a vast urn. In these early days we were fed at mid-day by the French army caterers and in the evening we were fed in the village by our own cooks – mostly bread, margarine with bully beef or jam. All of this was very novel and great fun. We had quite forgotten that there was a war in progress.’

          Once the Squadron had organised the aircraft dispersal, the administrative and flight offices, practice began. At first the crews embarked on familiarisation flights in the area and formation flying. The latter was of particular importance because the Squadron was expected to fly in close formation with the intention of providing crossfire for its mutual defensive support. In due course a more exciting form of practice came about when the Squadron began practising low-level flying and dive attacks on the gun-pits that surrounded the Headquarters tent.

‘Our confidence in our aircraft was high, our low-level tactics we regarded as invincible.’

          The novelty of living and working in a foreign country soon wore off for Bobby; in fact after only a month of two the boys of  No.142 Squadron became very nonchalant with the supposed ‘war’ and soon adjusted to their life in France.

‘We established a very good relationship with the locals and we occupied a farm with all its outbuildings in the small village of Ville-au-Bois, quite near the airfield. We slept in the smaller sheds and the larger barns were used as mess-halls. The Officers were accommodated in a Chateau quite near Berry-au-Bac. The Chateau was occupied by the owner with his wife and many maids and menservants. They were welcomed into the family home and enjoyed a life of luxury. A swimming pool and a tennis court were available.’

          As winter approached the weather became severe and all of the Squadron’s efforts were directed at looking after the aircraft so that they would remain serviceable should a crisis breakout. To protect the Fairey Battles, canopies were erected over the engines of each aircraft and a small oil-burning stove placed below to create some warmth. Due to the extreme conditions of cold weather the airmen were issued a generous amount of cigarette rations and a constant flow of scarves and balaclava helmets were received from England. With little else happening, Leave passes were soon permitted for weekends in Paris. There were even rumours circulating about possible leave arrangements being made for visits to England. Bobby included began to feel a lack of urgency around the Squadron.

 ‘Any Trepidation we may have felt was now a thing of the past. We had not heard a shot fired in anger and the “War” may not have existed. We were all delighted when the Squadron moved down to the South of France for a “Practice Camp”. We landed at La Salanque near Perpignan on the Mediterranean. High temperatures, tropical plants and a total lack of snow made for an idyllic situation. We spent days engaged in air-to-air firing at a drogue towed by another Battle and air-to-ground firing. We also carried out dive attacks on targets with smoke bombs. Those Air Gunners who had not qualified as such, were, after a test, awarded the coveted Flying Bullet Air Gunners Badge. This award entitled the Air Gunners to an extra sixpence a day. We returned to Berry-au-Bac and began to enjoy the advent of spring. We were by now competent with our flying exercises and confident that we were ready for any eventuality.’

          Finally after what felt like an endless lull in Berry-au-Bac, No.142 Squadron was rudely awakened to the war. In the early morning hours of Friday 10 May 1940, a group of Heinkel 111s bombed and machine-gunned the Squadron’s airfield from 600 to 1, 000 feet. The attack left some damage to the airfield and two aircraft but fortunately there were no casualties. A second attack occurred less than two hours later when a lone bomber dropped incendiary bombs from a high altitude but caused no further harm.

          The Hurricane squadrons were also early into action, including the RAF’s first ace of the Second World War, Flying Officer Edgar James ‘Cobber’ Kain. Just before 0530 hours, Kain scrambled with No. 73 Squadron’s Flying Officer Harold Paul. Shortly into the patrol Paul ran into a formation of Dornier Do 17s of 4/KG2 at 18,000 feet, north-east of his aerodrome. Flying Officer Paul attacked a Dornier that was flying in the rear of the formation. His accurate bursts sent the bomber spiralling down inverted.

           Kain, flying at 20,000 feet over Metz took his Hurricane towards nine Do 17Z’s of 9/KG3 and opened fire. At first Kain overshot one Dornier but quickly engaged another. Kain scored direct hits on the bomber’s engines and fuselage causing it to burn and descend. Kain followed the machine down firing additional bursts until his ammunition boxes were empty. The Do 17 finally crashed east of Metz and Kain broke away from the attack. 

          At approximately 1200 hours, No. 142 Squadron was briefed to attack a Panzer Division which was approaching the French border. Eight Fairey Battles took off, but Bobby’s aircraft, flown by Pilot Officer I.C. Chalmers, had to return because their undercarriage failed to retract. Of the seven aircraft which were able to carry out their low level passes through light Anti-Aircraft fire, three failed to return. Flying Officer M.H. Roth and his crew were shot down and became Prisoners of War, Pilot Officer F.S. Laws and his crew were shot down and killed and Sergeant A.N. Spear, whom Bobby would later fly with, force - landed his damaged aircraft and returned with his crew back to Berry-au-Bac the next day. Pilot Officer W.H. Corbett and his gunner were wounded and their observer was killed. Flying Officer A.D. Gosman’s gunner also received slight wounds. Flying Office A.D. J Martin and Sergeant V. Heslop returned relatively unscathed.

          After such an awful ordeal the dangers of flying in Fairey Battles were all too real for the airmen.

          During the following days, No.142’s Squadron’s airfield continued to be bombed by German aircraft. On 12 May, a morning raid scored a direct hit and destroyed one of the Squadron’s aircraft – K9259.

          On 14 May, four Battles of No. 142 Squadron left Berry-au-Bac to bomb the pontoon bridge which was located between Sedan and Mouzon. But at around 1300 hours the four aircraft were shot down by friendly fire. The unfortunate culprits were French Morane fighter pilots who mistook the Battles to be Henschel Hs 126s. One Battle pilot was badly burned, another was injured and 5 men were tragically killed.

          Shortly after this horrendous incident the Squadron was back in the air at around 1330 hours. Once again, Bobby was flying with Pilot Officer Chalmers alongside eight other Battles with orders to destroy the bridges at Sedan. The Squadron was met by intense Anti-Aircraft fire from the ground and Messerschmitt 109s, but the target was bombed and several hits successfully struck the bridges. Once again Sergeant Spear’s aircraft came under attack and he was shot down by Bf 109s. Both his crewmen were killed but Spear managed to bale out of his aircraft before landing behind enemy lines. He was able to evade capture and later returned to the Squadron. For this Spear was awarded the DFM. Out of the eight aircraft that originally set off only four returned to base.

‘In the days that followed, the Squadron’s losses were severe. There was however an apparently inexhaustible supply of replacement aircraft and crews. Most of the sorties required a total flying time of about 40 minutes. We had become very aware of our vulnerability to attack from below and from behind and we therefore tended to keep as close to the ground as possible. This was an exhilarating experience for the air gunner standing in the open rear cockpit. Quite small changes in height would cause the feet to leave the floor when he became “weightless” for a moment, the next instant he was forced to the floor when the aircraft gained height. This zero gravity effect alternating with a positive gravity situation necessitated a constant check on the “monkey chain” by which we were tethered to the floor of the aircraft. Our bomb-load at this time comprised of 4 x 250lb bombs, fused for low level attacks with an 11 second delay. We sometimes added a further 2 x 250lb bomb on external racks, one on each wing. It may be of interest to know that the cruising speed of the Battle was about 210 mph. With a bomb-load of 4 x 250lb bombs the speed was reduced to about 180 mph and with the Air Gunner’s canopy open (which was necessary in order for him to fire his gun, but acted as an airbrake – speed was reduced by a further 20 mph). It can be appreciated that the Battle with a speed of 160 mph was no match for a ME 109 with a speed of 360 mph and a cannon firing through his propeller hub with a range of 600 yards. The rear gunner had to maintain a very tight grip on his Vickers K gun. The loaded ammunition pens were stored on “pegs” on the side of the cockpit. When it was necessary to change a drum (each drum held 40 rounds), the empty was tossed on to the cockpit floor and the replacement quickly removed from its peg and fitted to the gun. At this period the guns were fitted with a ring and bead sight, later we had reflector sights which were more efficient. Each gunner was responsible for filling his own ammunition pans. Most of us favoured the idea of using predominantly tracer bullets. We considered that the enemy would be more discouraged by bullets which he could see approaching him. Anyway it seemed to work for me.’

          On 15 May, the Luftwaffe continued to mount aggressive attacks on Berry-au-Bac. In the afternoon a raid of Heinkel 111s bombed the airfield leaving 13 craters in their wake.

          The Squadron soon moved to Faux-Villecerf, salvaging what equipment they could from Berry-au-Bac. On the 19 May, further devastation hit the Squadron when out of the three serviceable Battles that went on a morning raid none returned. It was a desperate and sorry affair for No.142 Squadron. After being urgently reequipped by Pouan, the Squadron soon found themselves with 25 aircraft. Operations continued.

‘When the time arrived to attack German troop columns, the troops were not in the least intimidated by either the noise of the attacking aircraft or by the Browning gun mounted in the leading edge of the starboard wing. Neither did they seek shelter from the rear gunners bullets as the plane climbed away. Instead, in an orderly manner, they left their vehicles, made their way into the adjacent fields or verges, lay on their backs in serried ranks and, with their rifles pointing skywards, awaited the arrival of their attackers. Thus the final run was through a hail of bullets. It was no comfort to remember that the radiator beneath the Merlin engine, would very quickly lose its coolant if hit. Our attempts to slow the German advance were also hindered by the steams of refugees who were fleeing westwards.’

On 20 May, Bobby was back in the rear cockpit of a Fairey Battle with Pilot Officer Chalmers flying and Sergeant Howard as their Observer. Their orders were to make a photographic reconnaissance sweep of the Troyes area, which was successfully carried out. That same night, four Battles were detailed to take part in a late sortie but on preparation a flare ignited and set one of the aircraft ablaze. The bomb load exploded and tragically killed five of the Squadron’s ground crew.

          Three days later the Squadron switched to night operations due to the impossible loss of both men and machines. 

In June 1940, the Fairey Battle squadrons were kept actively involved in a range of various operational sorties against the rapidly advancing German army.

          The 7 June, saw the tragic and untimely loss of one of the RAF’s greatest fighter pilots – Flying Officer ‘Cobber’ Kain of No. 73 Squadron. By this time the New Zealander had claimed an impressive amount of victories against the Luftwaffe with 17 enemy aircraft destroyed and 2 damaged. Kain was due to go on leave, but shockingly he accidently crashed his Hurricane and was killed after ‘beating up’ his aerodrome for the final time.

          Sometime after the unnecessary tragedy, Bobby and a few of his friends investigated the Hurricane wreckage and each took a souvenir to remember the high scoring ‘ace’ by. Bobby retrieved Cobber’s oxygen mask connector.

          On the 12 June, No.142 Squadron continued to play their part in the defence of France. In the morning, Bobby was involved in an operational raid which consisted of four aircraft attacking a bridge at Le Manoir. Bobby’s Battle, flown by Sergeant Spear scored a direct hit on the target, as did a Battle flown by Pilot Officer L.H. Child.

‘On 15 June we had orders to fly back to England. In addition to my pilot and observer, we were to take with us the Squadron Intelligence Officer, all Squadron records and his large black Labrador dog. Having decanted our passengers at Shoreham airport, we made our way to RAF Waddington, where having been supplied with uniforms, we were sent on leave. Those of us that survived were indeed fortunate. Outnumbered and outgunned, the inadequacy of the Fairey Battle was all too manifest. The total loss of aircrew of the AASF in the period of 10 May until our evacuation on 15 June exceeded 650 killed or missing and more than 230 Prisoners of War. While our contribution to the campaign was difficult to assess, we undoubtedly acted as guinea-pigs in the new concept of modern air warfare. Hopefully lessons were learned from our endeavours which were of benefit to those that followed on.’

          The men that flew in Fairey Battles during this period of history will always be remembered for doing their part to hinder the German advance in the Low Countries, despite working in obsolete aircraft. After participating in 14 operational sorties in Battles with No.142 Squadron, Bobby Pearce was indeed fortunate to have survived such a volatile and desperate campaign which ultimately failed. Bobby then went on to complete a tour of 20 operational sorties in Vickers Wellington Mk 2 bombers which the Squadron was equipped with when the Battles were withdrawn. After completing his tour, Bobby was then posted to an Operation Training Unit as an instructor, during which time he was able to participate in two of the first 1000 Bomber Raids. When Bobby was finally invalided from the RAF at the end of 1944 due to Tuberculosis, he continued to harbour an affectionate love for aviation but in particular that unfortunate aircraft called the Fairey Battle. 

Fairey Battle Gunner Bobby Pearce

Left- Wellington crew, Bobby far right
Right- Bobby with a Fairey Battle at Hendon

After the war Bobby Pearce became a Dental Surgeon, retiring in 1980. He was a dedicated supporter of the RAF Benevelent Fund and served as Secretary to the Friends of the RAF museum, Hendon, for many years. Bobby passed away on 24 April 2008, aged 87. 

142 Sqn Wellington Bomber & Bobby's ID

Bobby kneeling on the right & Bobby far left

Copyright Christopher Yeoman 2011

Len Adlam

Sgt Len Adlam

Leonard Adlam was born on 26 July 1915, in Kent. He was educated at the County School for Boys in Gillingham. When Adlam completed his education, he spent some time working at a bank and then in the insurance business. He married Phyllis Yeoman in 1934 and on 11 February the following year his daughter Delphine was born.

           In early 1939 Adlam joined the RAF Volunteer Reserve and took his first flight as a passenger in a Tiger Moth on 9 April that same year. He trained at No.16 Elementary and Reserve Flying Training School and flew solo on 24 June 1939 in Tiger Moth K4257. Adlam continued his training at No.8 FTS where he was rated as an ‘above average’ pilot.  A month later Adlam was flying Spitfires at No.7 Operational Training Unit, Hawarden. By the end of the course he had notched up a total of 170 flying hours.      

           Adlam’s next posting was to No.11 OTU, where he converted to bomber aircraft. From late July to early September 1940, he flew Wellingtons and on 9th Sergeant Adlam was posted to No.58 Squadron stationed at Linton-on-Ouse in North Yorkshire. The Squadron formed part of No.4 Group in Bomber Command and was equipped with Armstrong Whitworth Whitley Mk V aircraft.

           The day following Adlam’s arrival, he was airborne as second pilot in Whitley P4991 on his first offense raid of the war. Piloting the aircraft was Flying Officer Fleming, with Phillips, Haigh and Johnson making up the rest of the crew. The crew set off for Bremen at 2300 hours but due to heavy cloud they were unable to locate any targets and returned to base with a full bomb load at 0630 hours the next morning.

          On 15 September 1940 (Battle of Britain Day), Adlam was second pilot, on a night sortie in Whitley P4991 with Flying Officer Fleming and Sergeants Green, Haigh and Hunter-Muskett. The crew were detailed to raid Hamburg, but the mission became a hair-raising experience when their aircraft iced up and went into a dive from 14,000 feet. Fleming managed to pull out of the dive at 7,000 feet and returned to base, despite losing fabric and sustaining damage to the main-plane.

          Eight days later, in Whitley T4174, Fleming and Adlam were once again deterred from reaching their target (Berlin), due to an unserviceable starboard engine. After only 2 hours and 15 minutes in the air, they returned to base.

          Thus far operations were proving to be frustrating and on the night of 2/3 October, the difficulties would continue for the Squadron. Due to heavy cloud concealing their primary targets, the majority of the Squadron carried out attacks on secondary targets. Fleming and Adlam’s Whitley made two level attacks from 9, 000 feet but witnessed no results.

          On Sunday 20 October 1940, Adlam accompanied Pilot Officer Ernest  Brown in Whitley T4171 for an air test. After a 15 minute local flight, the pilots and crew found the aircraft suitable for the evening’s operation.

          At 1900 hours No.58 Squadron took off from Linton-on-Ouse with orders to bomb the Skoda factory at Pilzen in Czechoslovakia.  Adlam’s Whitley, flown by Pilot Officer Brown, was code lettered ‘GE-O’. Adlam was second pilot, Sergeant Robert Langfield, was the Wireless Operator/Air Gunner, Sergeant Cyril Green was the Observer and Sergeant Marcel Caryll-Tilkin, was the Wireless Operator/ Air Gunner.

          When the crew reached the target they dropped their bombs on the Skoda factory but in return they were hit by enemy flak which presumably caused damage to the Whitley's port engine because Pilot Officer Brown was hit by shrapnel and badly wounded. Brown was unable to continue flying the aircraft so Adlam took over the controls and turned Whitley ‘GE-O’ for home.

          It was a tense flight across the Channel, for home seemed a long way off and the cold dark water below was most unnerving for the crew. After what felt like an eternity the crew eventually crossed the southern coast of England. Adlam continued to limp the Whitley further north but they were low on fuel and soon became lost.

           Strained and exhausted, the Whitley crew continued to work together in finding their way back to safety, but their beaten-up aircraft continued to lose both height and fuel. Although on course for Linton-on-Ouse, the Whitley began to rapidly descend as it approached the Yorkshire Moors until finally the aircraft tragically crashed into a hillside at approximately 0612 hours on the 21 October 1940. The crash was heard by nearby villagers and soon after police, farmers and locals were soon hurrying towards the crash site.

          Tragically Pilot Officer Ernest Brown, Sergeant Leonard Adlam and Sergeant Marcel Caryll-Tilkin were killed. Sergeant Robert Langfield and Sergeant Cyril Green survived, although both were seriously injured. Two days later Sergeant Green died in hospital due to the serious nature of his internal injuries, leaving Sergeant Langfield as the sole survivor of the incident. At the time of the crash Langfield had been in the middle of the aircraft and had bent down to pick something up. He suffered major burns to his face and chest, a leg was smashed to bits and some of his ribs were broken. Despite his horrific injuries Langfield dragged all but one of the crew out of the aircraft and when the rescue party arrived he was found unconscious, holding the hand of the airmen that was trapped inside the burning Whitley.

          The evidence suggested that the aircraft had crashed due to running out of fuel on its return from Czechoslovakia. Even the official Accident Records Card is believed to share this opinion, but a later development uncovered another insight into the crash when a German source stated that Whitley T4171 was claimed by a Luftwaffe Junkers Ju 88 pilot.
          The Ju 88c pilot was Hauptmann Karl Hulshoff of I/NJG2, who was over the north of England on a specialist intruder mission (one of the first of its kind) when he apparently caught sight of the smoking Whitley of No. 58 Squadron as it attempted to return to base and shot it down. Oddly enough according to the Luftwaffe’s combat records, Hulshoff claimed this aircraft as a ‘Hereford’, intercepted near Dishforth.        

          Due to the uncertainty of events surrounding Whitley T4171’s destruction and the conflicting reports available, it would be a mere assumption to state the exact reason why four men lost their lives as a result of what happened in the early morning hours of 21 October 1940. Whether it was a combination of flak damage, lack of petrol, disorientation and bad weather over the high ground, or if it was the generally accepted opinion that it fell to a Ju 88 night fighter, is yet to be convincingly uncovered.

          Sergeant Leonard Frank Percy Adlam is buried at Ship Lane Cemetery in Farnborough, Hampshire. His headstone is inscribed with the words ‘Through trials to the stars’.

          For the full story click HERE

Right - by David Pritchard, Centre - T4171 wreckage

 

         

Mike Ferriss

H.M. Ferriss

 

Henry Michael Ferriss was born in London on 1 August 1917. He was educated at St Joseph’s, Blackheath and Stoneyhurst College before attending London University in 1935. Ferriss learned to fly with the University Air Squadron and also studied as a medical student at St Thomas’ Hospital.  In July 1937 he joined the RAF on a short service commission and was sent to No.6 Flying Training School at Netheravon to begin his training on 18 September.  After completing the course Ferriss was posted to No.111 Squadron at Northolt on 7 May 1938. It was there that Ferriss began to fly Hawker Hurricanes before moving with the Squadron to France.

          At about 2050 hours on 8 April 1940 Ferriss was flying as Green 2 when he shared in the probable destruction of a Heinkel 111 after firing a succession of short bursts at the enemy bomber. Two days later he shared another. When the intense fighting between the RAF and the Luftwaffe broke out in May, Ferriss was actively involved in flying daily patrols with the Squadron in hostile skies.
          On Saturday 18 May No.111 Squadron’s “A” Flight moved from Vitry to Lille/Marcq and was ordered off at 1525 hours in conjunction with No.253 Squadron’s “B” Flight to escort a Blenheim raid. En route to Valenciennes they encountered nine Bf 110s of ZG 26. Flying Officer ‘Mike’ Ferriss was flying in Hurricane L1822 as Yellow 1. He attacked the Bf 110s head-on with a three second burst from his guns. Ferriss later reported: “Front of e/a [enemy aircraft] collapsed and it dived out of control. A further three second burst was given in a beam quarter attack and pieces fell out of port engine. Aircraft spun down out of control. Crew baled out but as they were over enemy territory, I shot them both.”

          Ferriss then attacked a second Bf 110 from astern at 300 yards range closing to 200 yards. He scored hits to the port engine and the enemy machine dived out of control with smoke pouring from its damaged engine. Ferriss engaged a third Bf 110 with a long burst of six seconds and reported that he saw pieces break away from one engine before it issued volumes of black smoke. The enemy dived into cloud and out of sight. Ferriss was not finished. He went after a fourth Bf 110 and expended the rest of his ammunition and scored hits. On the way back to Lille he was bounced by two Bf 110s, but they soon left him alone when he performed feint attacks at them.

          The next day Ferriss was again in combat with Squadron Leader John Thompson leading seven of No.111 Squadron’s Hurricanes into action east of Cambrai. The pilots sighted and engaged a large formation of Heinkel’s proceeding west at about 10,000 feet. Ferriss was behind the controls of Hurricane L2001 and found his engine was ‘running rough’. He became mixed up with Bf 110s which attacked him from ahead and port quarter. Ferriss managed to get in a descent burst which struck one of the enemy machines, but he was forced to evade and flee the scene.

          On the evening of 31 May Ferriss was flying north of Dunkirk leading Yellow Section at the rear of the Squadron in line astern. Enemy fighters were sighted 2,000 feet above the Squadron which was patrolling at 14,000 feet. Ferriss instructed his section to close up on Red Leader and then the Bf 109s passed over them. Ferris turned, expecting the 109s to half-roll but found they did not. He then joined seven other colleagues in pursuit of some Bf 110s that were spotted. However they soon discovered that the enemy aircraft were out of reach and too far away from their patrol area, so they broke off the pursuit.  Ferriss then caught sight of a Spitfire with a Messerschmitt 109 on its tail. Ferriss reported: “I attacked the M.E.109 – it broke off and appeared to go down out of control. I had to attack another 109 which ran away, and saw nothing more in the sky so returned”.  On this occasion Ferriss was flying Hurricane P2888. Ferriss’ armament officer reported that he had fired 1,840 rounds from his guns during the patrol.

          On 6 June Ferriss claimed two Bf 109 shot down and was soon awarded a DFC for his success.

          On 21 June 1940 the London Gazette published the following: “Flying Officer Henry Michael FERRISS (40099). During two consecutive days in May, Flying Officer Ferriss shot down a total of four Messerschmitt 110’s although heavily outnumbered. Later, he shot down a further three Messerschmitt 109’s. In these combats he has displayed outstanding ability”.

          On 10 July 1940, the opening day of the Battle of Britain, Ferriss was flying Hurricane P3459 on an afternoon patrol. He shared in the destruction of a Do 17 with other members of his Squadron and then shot down a Bf 109 of JG 3 off Folkestone. In return his own aircraft was damaged by 109s that attacked him from astern. He managed to evade his attackers and got back to Croydon, where, despite a splinter in his leg, he climbed into a different Hurricane and took off again to join the fight.

          On 28 July, Ferriss attacked and damaged a He 59 which he caught down on the water, 10 miles west of Boulogne.

          On 13 August he shot down a Dornier 17 and damaged another. Two days later he claimed another Dornier as probably destroyed.

           At 1245 hours on 16 August, Ferriss attacked a formation of Dornier 17s in a head-on attack over Marden but he collided with one of the enemy bombers. Ferriss was killed and his Hurricane R4193 crashed on Sheephurst Farm. The Dornier he hit belonged to KG 76, which crashed at Moatlands, Benchley, Paddock Wood.

          Flight Lieutenant Henry Michael Ferriss, DFC, is buried in St Mary’s churchyard, Chislehurst in Kent. He was a brave pilot who demonstrated great ability and fighting spirit in combat. 

Left - Ferriss on far left, Centre - Ferriss, Right - 111 Hurricane

Ferriss standing on the left