Mosquito: Menacing the Reich: Combat Action in the Twin-engine Wooden Wonder of World War II

164 Pages·2009·3.58 MB·English

by  Bowman

First published in Great Britain in 2008 by
Pen & Sword Aviation
An imprint of
Pen & Sword Books Ltd
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Copyright © Martin W. Bowman 2008
ISBN 978 1 84415 823 2
eISBN 978 1 84468 435 9
The right of Martin W. Bowman to be identified as the author of this work have been asserted by him in
accordance with the Copyright, Designs and Patents Act 1988
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Contents
List of Plates
Chapter 1 Down Low
Chapter 2 On High
Chapter 3 Finders, Markers and Light Night-Strikers
Chapter 4 Berlin or Bust
Chapter 5 Fast Night-Striking Force
Chapter 6 The Banff Strike Wing
Chapter 7 Star and Bar
Chapter 8 The Reich Intruders
Chapter 9 The Shell-House Raid
Chapter 10 ‘The Forgotten Front’
Notes
CHAPTER THREE
Finders, Markers and Light Night-
Strikers
O riginally formed from 3 Group, using volunteer crews, 8 Group had started
as a specialist Pathfinder Force (PFF) on 15 August 1942 under the
direction of Group Captain D.C.T. ‘Don’ Bennett and was headquartered at
Wyton. On 13 January 1943 the PFF became 8 (PFF) Group and ‘Don’ Bennett
was promoted Air Commodore (later Air Vice Marshal) to command it. The
tough talking Australian ex-Imperial Airways and Atlantic Ferry pilot wanted
Mosquitoes for PFF and target-marking duties. No.105 Squadron’s few B.IX
bombers, which were modified B.IVs with Oboe radar, which no one wanted,
helped him achieve his objective.91 Gee-H (from 1944, HS)-equipped B.IXs of
2
139 Squadron and Oboe II-equipped B.IXs of 105 Squadron spearheaded the
Main Force bombing raids. Oboe had first been used on 20 December 1942. No.
139 Squadron went in with the target-marking Mosquitoes of 105 Squadron,
sowing bundles of the thin metal strips called ‘Window’, which produced a
‘clutter’ of blips on German radar screens to give the impression of a large
bomber force. They made diversionary attacks called Spoofs on other targets to
attract enemy night fighters anything up to 50 miles away from the Main Force
during the attack. Bennett’s Mosquitoes were to prove so successful that
ultimately, eleven Mosquito-equipped squadrons operated in 8 (PFF) Group (the
other eight squadrons being equipped with Lancasters). In addition, 1409 (Met)
Flight was established at Oakington on 1 April 1943 using Mosquitoes and
crews from 521 Squadron, Coastal Command at Bircham Newton.
‘Nuisance’ raiding had begun in April 1943 and was so successful that by the
summer a Light Night-Striking Force (LNSF) of Mosquitoes was established.
Mosquitoes went in up to an hour before the main attack, descended slowly and
released their Spoof cargoes of two 500lb bombs, two target indicators (TIs) or
‘sky markers’ (parachute flares to mark a spot in the sky if it was cloudy)92 and
bundles of Window. German fighter controllers sent up their night fighters, so
that when the ‘heavies’ did arrive, the Nachtjagdgeschwaders were on the
ground having to refuel. No.139 Squadron first tried Spoof raiding on the night
of 18 November 1943 when flares and bombs were dropped on Frankfurt.
Various plain colours with starbursts of the same or a different colour prevented
the enemy from copying them. On 26 November three Mosquitoes of 139
Squadron, flying ahead of the Main Force, scattered Window on the approaches
to Berlin and returned to drop bombs.
After having converted to the Mosquito at 1655 MTU at Marham, Flight
Lieutenant Jack Richard ‘Benny’ Goodman93 and his navigator, Flying Officer
Arthur John Linzee ‘Bill’ Hickox (after ‘Wild Bill Hickok’ of American West
fame) were posted in October 1943 to 139 Squadron at Wyton. Benny Goodman
had completed a tour of thirty-seven operations and 1,300 hours on Wellingtons.
Bill Hickox had also completed a first tour on Wimpys, although he had been
shot down and had to walk back through the desert. Their first operational sortie
in a Mosquito took place on 3 November 1943, the target being Cologne. Benny
Goodman recalls:
Marking was to be done by 105 and 109 Squadrons, using Oboe. Our
bomb load was four 500lb HE bombs and the attack was to be an all-
Mosquito affair. Out first operational takeoff in DK313 was only
marginally longer than out takeoffs from Marham in Mosquitoes without
bombs. The acceleration was rapid and in next to no time we were at the
unstick speed of around 100 knots and climbing smoothly away. We
climbed rapidly to 28,000ft, levelled out and settled down to an
economical cruising speed of around 250 knots (true airspeed). As we
neared Cologne the first of the Oboe-aimed target indicators began to
cascade down ahead of us. Bill took his place at the bombing panel and
began the time honoured verbal directions: ‘Left, left, Steady...’ and
ultimately, ‘Bombs gone.’ We then turned for home, more bacon and
eggs and bed. The post-flight interrogation was much the same as on any
operational squadron in Bomber Command, with one important
exception. 139’s full title was 139 (Jamaica) Squadron and we were all
offered a tot of rum on return from every operational sortie the rum being
provided by the good people of Jamaica. When I was on 139 we had with
us a Jamaican named Ulric Cross, a flight lieutenant navigator, highly
efficient and well liked. Later he became Lord Chief Justice of Jamaica.
The best Oboe crews could place a bomb within a few yards of the
aiming point from 28,000ft. However, since they had to fly straight and
level for several minutes in the final run to the target they were vulnerable
to flak and fighters. Moreover, they could only approach a given target
from two directions; in the case of Ruhr targets, almost due north or
south. The Germans quickly realized this and set up searchlight cones
over the aiming point which they plastered with heavy flak. Another little
trick was to position Ju 88s near the searchlight cones, at a higher level
than the Mosquitoes. Thus, when coned, a Mosquito might first be blasted
with heavy flak and then the barrage could suddenly cease. If the pilot
wasn’t in a position to react instantly, the next happening would be a
highly unpleasant squirt of cannon fire from the night-fighter. The
average time for a trip to the Ruhr was 2½ hours, while a run to Berlin
took about 4½ hours. To carry out such sorties in a Wellington had taken
something like 5½ hours and 8 hours respectively. For this reason alone,
Mosquitoes were greatly to he preferred to Wellingtons, it is better to be
shot at for a short time than for a long time!
At Wyton on 24 November 1943 ‘C’ Flight in 139 Squadron and its B.IVs were
used as the nucleus to form 627 Squadron at Oakington near Cambridge. Benny
Goodman and Bill Hickox were among the crews posted to the new squadron as
Bill Hickox recalls:
We went down to the flights after breakfast as usual. We were called in
by the Flight Commander and told to go back and pack our bags, as we
were to take an aircraft [DZ615] to Oakington, where we were posted to a
new squadron being formed; 627. We duly arrived at Oakington, where
we were told that we would be operating that same night. So without
having time to unpack our bags, or go through the normal arrival
procedures, we went to briefing, where we learned that we would be
operating to Berlin along with two other crews. This was only my second
trip to the ‘Big City’, but everything went well.
Benny Goodman adds:
It was a rule in Bomber Command that every new squadron became
operational as soon as possible after it was formed and when we arrived,
Bill and I found out that we were on the Battle Order for that night. The
resident squadron at Oakington was No.7, a Lancaster squadron of the
PFF force and on the day of 627’s arrival, the station was a hive of
industry. A Bomber Command maximum effort was in preparation and
Lancasters were being made ready for ops that night. To the Oakington
effort would now be added six Mosquitoes of 627 Squadron. As the day
wore on it became apparent from reports from the Station met office that
operations that night had become questionable; a warm front was
spreading in from the south-west more quickly that had been expected. At
tea time the Lancasters were stood down, but 627 remained on standby
and after tea we were briefed for an all-Mosquito attack on Berlin in
company with 139 Squadron. Early that evening Bill and I boarded
DZ615 and set off for the ‘Big City’, a trip which turned out to be
completely uneventful except that on returning to the airfield we were
flying in thick cloud and pouring rain. We broke cloud at 500ft, still in
heavy rain and approached and landed very carefully. On reporting to the
Operations Room for debriefing, we were astounded to be told that
DZ615 had been the only RAF aircraft over Germany that night. Ops had
been cancelled by Bomber Command at a very late stage but two of us
were already airborne and were left to get on with it. The other pilot had
trouble with his aircraft and turned back, which left me on my own.
Bill Hickox has no doubts, as to what gave 627 its Esprit de corps
It seems to me that 627 had it from the very start. Mind you, we had
everything in our favour. We were flying the finest aeroplane in the world
(Ah, de Havilland) and lived in comfort in the pre-war messes of a permanent
station near the beautiful city of Cambridge. Cambridge provided good
entertainment for nights off, ‘The Bun Shop’, ‘The Baron of Beef’ and even
‘Dorothy’s Tea Rooms’ being particularly memorable. Our CO, Roy Elliott,
was the finest squadron commander I ever knew in a long RAF career.94 His
Navigation Leader, William M. ‘Bill’ de Boos DFC, was a splendid Aussie
character and even the Adjutant was a good type, as were all the other air and
ground crews. We were a small, close knit community, proud of being
members of PFF and of being part of the Light Night-Striking Force
operating practically every night, even when the Main Force were stood
down. We didn’t even mind being known as the ‘Model Aeroplane Club’. On
the rare occasions on which we were stood down, it was great to pile into the
Hillman flight vans and blunder through the blackout until we came to the
bank of a river. There we would pull ourselves across on a chain ferry to a
delightful pub called the ‘Pike and Eel’. How was it that it was always the
Aussies who fell in on the return crossing?
Benny Goodman continues.
The winter of 1943-44 was famous, or infamous, depending on your point of
view, because it saw the Bomber Command offensive against Berlin. Our C-
in-C said that if we could lay waste the Big City the Germans would be
brought to their knees.95 Sixteen major attacks were mounted but Berlin was
not destroyed. The truth is that the target area was too vast and the weather,
which could often be worse than enemy action, was appalling. Bill Hickox
and I took part in seven of these attacks against the German capital and also
busied ourselves with spoof raids against other targets, for example Kiel and
Leipzig. We knew only too well that we were engaged in a battle of attrition,
as was the US 8th Air Force and the outcome could be defeat for the
bombers.
During the Battle of Berlin we lost Squadron Leader ‘Dinger’ Bell, our
Flight Commander. However, he and his navigator managed to bale out and
became PoWs.96 At this time, Bill and I began to wonder if the sands were
also running out for us when, on the way home from the Big City, the oil
pressure on the starboard engine suddenly began to drop and the oil and
coolant temperatures increased. Eventually the readings reached their
permitted limits and I throttled back the engine and feathered the propeller.
Now we were in the cart with a vengeance, for we had to lose height and
were eventually flying along at a height and speed comparable to that of our
heavy brothers, but with no means of defending ourselves if attacked.
Moreover, since the only generator on the Mosquito was on the starboard
engine we had to turn off our internal lights, the Gee box and our VHF set.
So we drove on through the darkness with our fingers and toes slightly
crossed and feeling very tense. Wouldn’t you?
Eventually our ETA at the Dutch coast came and Bill switched on the
Gee. We were in luck. It worked and Bill quickly plotted a fix. So far, so
good. Next we turned the Gee box off and I called up the VHF guardian
angels on Channel ‘C’ – the distress frequency. At once there came that
voice of reassurance, asking me to transmit for a little longer. She then
gave us a course to steer and shortly afterwards said, ‘Friends are with
you.’ Bill and I took a good look round and spied a Beaufighter, which
stayed with us until we reached the English coast. We motored on
eventually and got down fairly expertly which drew from the
imperturbable Mr Hickox the comment, ‘Good Show’. Praise indeed.
Shortly after this effort came another indication that Lady Luck was
on our side. We were briefed for yet another trip to Berlin, but during the
afternoon the raid was cancelled and a short-range attack on a Ruhr target
was substituted. This was to be an all-Mosquito affair, led by 105 and 109
Squadrons. Our CO, Wing Commander Roy Elliott, decided that this was
an opportunity for new crews to have a go and Bill Hickox and I were
stood down in favour of two ‘makey-learns’. We had air-tested the
aircraft that morning and were satisfied that it was in all respects
serviceable. Yet as the Mosquito lifted off at night and entered the area of
blackness just beyond the upwind end of the flare path both engines failed
and there came the dreadful sound of a crash as the aircraft hit the ground.
Both crewmembers were killed. Would this have happened if Bill and I
had been on board? We shall never know.
On the night of 2/3 December 627 Squadron lost its first Mosquito when Flight
Sergeant Leslie ‘Doggie’ Simpson and Sergeant Peter Walker who were on their
first operation since joining from 139 Squadron, failed to return from a raid on
Berlin by 458 aircraft. Peter Walker recalls:
Before leaving the English coast it was found that the Gee set was
unserviceable but it was decided to carry on using Dead Reckoning
navigation with forecast winds. This proved to be highly dangerous as,
instead of Southerly winds, it was later reported that the winds had veered
to the North and strengthened. Apart from the occasional burst of flak
nothing amiss happened until, 100 miles from Berlin, in the region of
Magdeburg, a predicted burst of flak took out the starboard engine.
Doggie Simpson decided to carry on to the target on one engine. At a
much-reduced height and twenty minutes late on target Berlin was
bombed and the aircraft turned for the journey home. Unfortunately there
was no way of obtaining a visual pinpoint and those unreliable winds
were used. At approximately 23.59 hours a terrific barrage of flak was
encountered during which time the aircraft was continuously hit. The
aircraft was then at a very low altitude with a considerable number of
pieces missing from the airframe. After passing through this area, later
presumed to be the Ruhr, we continued for a further 50 minutes when at
00.50 hours the aircraft was abandoned. ‘F for Freddie’ had flown 2 hours
l0 minutes with both engines functioning and 4 hours 2 minutes on a
single engine, a total of 6 hours 12 minutes. The approximate fuel
consumption was 70 gallons per hour.97
Although it was a tight squeeze in the bomb bay, by early 1944 suitably
modified B.IV Mosquitoes were capable, just, of carrying a 4,000lb Minol
bomb, which went by the more familiar names of ‘Cookie’ or ‘Blockbuster’. To