The unknown Battle of Britain

Sgt John Hannah VC (IWM)

In August 1940, the Battle of Britain was at it's height and had been raging since early July. The enduring image of the Battle for most people around the World is of 'The Few', that gallant band of fighter pilots from the RAF supported by their comrades in arms from the Commonwealth and Allied air forces who succeeded in taking on the Luftwaffe over southern England, denying the Germans air supremacy and thus rendering stillborn any chance of a land invasion of this country.

To put matters simply, this is what happened; history tells us so and the fact remains that the efforts of RAF Fighter Command provided a turning point in the war and proved to the remainder of the World that the Nazi war machine was capable of being beaten and more importantly kept these islands free to ultimately provide the springboard for the liberation of Europe some four years later.

Of course, it was not known at the time that Hitler was lukewarm about an invasion of the British Isles, as were his Generals and especially his Admirals who rightly harboured a deep seated inferiority complex to the Royal Navy and despite the promises from Goering of air supremacy feared a bloodbath amongst the invasion fleet should the Navy be let loose amongst them. These divisions were not known to the British people and their Government and an invasion attempt was widely expected at some point during the summer or early autumn of 1940.

August 13th 1940 was 'Adler Tag' or Eagle Day, which was planned to be the first day of a concerted attempt by the Luftwaffe to knock out the RAF on the ground as a prelude to invasion. As so often during the Battle of Britain, German intelligence was faulty and many airfields which were not part of Fighter Command were attacked and thus Fleet Air Arm, Training Command and Coastal Command stations were attacked. This represented a hugely wasted effort by the Luftwaffe which merely allowed them as the hunters to become the hunted when RAF fighters from airfields hitherto untouched on the day tore into the German attackers, taking an especially heavy toll of the Ju87 Stukas. The sequence of events on August 13th 1940 is really beyond the scope of this particular article but suffice to say Adler Tag ended in a resounding defeat for the Luftwaffe, with forty five of their aircraft shot down for the loss of thirteen RAF fighters. Even a 700 per cent exaggeration by the German press of the RAF's losses could not disguise the fact that this was a defeat and that air supremacy over the British Isles would not come easily. After further heavy fighting and another decisive defeat on September 15th 1940, the day we now commemorate as Battle of Britain Day, Hitler postponed the invasion of Great Britain indefinitely two days later.

However, whilst this struggle for Britain's airspace was raging, another battle was going on, which to this day receives little publicity but which in it's own way was vital and demonstrated the British determination to defend the homeland whatever the cost.

In 1940, RAF Bomber Command was a shadow of the force it was to become two to three years later. Like the Luftwaffe's bomber force, it consisted almost entirely of twin engined light and medium bombers, along with the remnants of the single engined Fairey Battle force which had been all but wiped out during the Battle of France. The twin engined bombers were mainly obsolescent types such as the Blenheim, Whitley and Hampden, all of which were unsatisfactory aircraft and deeply unsuitable for daylight operations. The only modern bomber in the RAF's arsenal in 1940 was the Vickers Wellington, designed by Barnes Wallis, which with it's revolutionary geodetic construction was able to absorb huge punishment, which was just as well as this aircraft too, was unable to defend itself in daylight attacks, forcing the RAF to adopt the night bombing tactics with which it was to largely persevere for the remainder of the war.

83 Squadron Badge

Bomber Command had been at war almost as soon as war had been declared on September 3rd 1939, when a force of Hampdens from 83 Squadron at RAF Scampton set out to attack German warships at Wilhelmshaven. Fortunately for the bomber crews, they could not find their targets and eventually all returned home safely. The following day fifteen Blenheims set off for Wilhelmshaven, whilst a further fourteen Wellingtons departed for Brunsbuttel. This time the results were disastrous for the RAF; five Blenheims were shot down as were two Wellingtons, without any of the shipping targets being hit. This was to prove the shape of things to come for these unescorted daylight raids, culminating in a truly appalling attack on 18th December 1939 by twenty two Wellingtons on the Wilhelmshaven area which resulted in twelve of the bombers being shot down, after which the RAF retired to lick their wounds.

Following the Battle of France, it was clear that a potential invasion of this country was next on the German agenda and the large numbers of invasion barges photographed by the RAF's fledgling Photographic Reconnaissance Unit (PRU) shown gathering along the Channel ports was testimony to this threat. The Blenheim light bombers were identified as being best able to deliver the low level attacks on the gathering invasion fleet, although the entire force was used on several occasions to attack the barges. By September, some sixty percent of the bomber force was consistently being directed towards the Channel ports.

Guy Gibson, three years later to become known to the World as the leader of the Dambusters raid, was at that time a relatively lowly Flying Officer with 83 Squadron flying Hampdens out of RAF Scampton and described the relentless nature of the attacks on invasion barges at Antwerp in his autobiography, Enemy Coast Ahead.

"After each raid a reconnaissance was made and the C.O. would call all crews together. 'I have got some pictures of C Basin at Antwerp. Yesterday there were 400 barges there; today's reconnaissance shows 350. Who is on C Basin?'

Some pilot would shuffle to his feet.

'Well, you sank fifty, you and the rest, but that is not enough. You have got to put all your bombs in that basin, not a stick starting on the edge and then doing it's job, but every single bomb. Otherwise those bastards are going to come over here and invade us and then you will have to fight with your bare hands.'

Then off we would go again."

Guy Gibson and crew in 617 Squadron days (IWM)

These attacks were usually made from a height of around 4,000 feet and due to the low-level nature of these raids and the intense light flak, losses were heavy amongst the bombers but the German invasion barges and their naval personnel also suffered grievously and the forces concentrated in places such as Antwerp, Boulogne, Calais, Dunkirk and Ostend were never allowed to assemble in peace.

One of Bomber Command's Victoria Crosses was won by a member of 83 Squadron, Sergeant John Hannah, a Wireless Operator in one of the Hampden bombers in Gibson's squadron. On 15th September, Hannah's Hampden had delivered yet another attack on the invasion barges gathering at Antwerp and turning for home, the bomber was struck inside the bomb bay, immediately starting a fierce fire. The fire was so intense that the rear gunner was forced to bale out of the stricken bomber and Hannah could certainly have done the same. However, he chose to remain behind and fight the fires whilst the pilot, Pilot Officer Connor, a Canadian, attempted to bring the crippled Hampden home. Hannah fought the fires for fully ten minutes, exhausting two fire extinguishers and eventually resorting to stamping out the fire with his feet and hands. Hannah was wearing a flying suit, which had some fire resistant qualities but in his efforts to put out the fires, he suffered serious burns to his hands, face and eyes, as well as losing his parachute in the process. Effectively trapped on his aircraft, Hannah eventually succeeded in completely extinguishing the fire, by which time the aluminium floor of the bomber had completely melted in places, leaving a precarious grid formed by the main structure of the aircraft. The fires safely extinguished, Connor succeeded in nursing the damaged Hampden back home to Scampton. Tragically, John Hannah contracted tuberculosis in 1941, no doubt as a result of the smoke inhalation and was invalided out of the RAF. He struggled to make a living as a cab driver but his health was too frail to continue in this employment and he died in 1947 from a heart attack, aged only 25.

Handley Page Hampden (RAF photo)

In 1942, under Sir Arthur Harris, Bomber Command truly went onto the offensive with it's area bombing tactics, using their ever growing force of four-engined heavy bombers to wreak havoc by night amongst German cities and their occupants. As with the 'Battle of the Barges', the cost was a high one; by the war's end, some 55,573 Bomber Command aircrew had perished. The vast majority of these losses were on operations over German cities but when looking back at the Battle of Britain, it is wise to remember that at least some of 'The Few' were bomber crews.

Published Sources:

Bomber Boys - Patrick Bishop, Harper Press 2007

Bomber Command 1939-45 - Richard Overy, Harper Collins 1997

Enemy Coast Ahead - Wing Commander Guy Gibson, Crecy 2013

The Most Dangerous Enemy - Stephen Bungay, Aurum Press 2001

VCs of the Second World War - John Frayn Turner, Pen & Sword 2004

Barnes Wallis, Guy Gibson and The Dambusters Raid

This week marked the sixty ninth anniversary of the RAF's raid on the great dams of the Ruhr, that has gone down in British folklore as The Dambusters raid, and which has been commemorated in the magnificent film of the same name with that music, composed by Eric Coates.

Wing Cdr. Guy Gibson and his crew (courtesy IWM)

The raid itself, although executed with great expertise and determination by Wing Commander Guy Gibson VC and his men of 617 Squadron, was in retrospect, only partially successful and was only achieved at tremendous cost. Of the nineteen specially adapted Lancaster bombers that set out from RAF Scampton, eight failed to return - a loss rate of forty percent. More important was the human cost; fifty three RAF aircrew were killed and three more taken prisoner. On the ground, two of the three targetted dams - the Mohne and Eder Dams - were breached but a third and arguably the most important - the Sorpe Dam - proved impossible to break. None the less, the damage caused was severe; German industry was severely disrupted for a matter of months although quickly recovered due to the failure of the RAF to mount follow-up raids on the dams whilst repairs were being undertaken. Ironically, for such an industrial target as these dams, much of the damage caused was to German agriculture. Vast areas of arable land were simply washed away by the ensuing flood waters and was not usable again until the 1950s. The loss of life on the ground was also high, with some 1,600 people being killed but again with supreme irony, many of these were Prisoners of War and forced labourers working in the Ruhr industries and therefore to the Nazis, supremely expendable.

Despite this debateable success, the raid proved a great fillip to the British public who were anxious to see the battle taken to the Nazis and also demonstrated to Stalin that the RAF were capable of mounting a sustained bomber offensive that could help take the pressure off his beleagured eastern front until such time as the Allies could open a genuine second front by means of an invasion of western Europe.

Much has been written and broadcast about this raid and it is impossible in a blog of this nature to discuss every facet of the raid in great detail but we can examine some of the people involved and how Operation Chastise to give the raid it's official name came into being.

Barnes Wallis

It is important to remember that the raid came out of an initial concept of a weapon designed by Barnes Wallis, who was the Assistant Chief Designer at Vickers. Wallis was a proven designer of quality and innovative designs such as the Wellington bomber with it's geodetic construction of huge strength that was capable of absorbing massive punishment and still being able to fly home. His initial concept of the Bouncing Bomb was of a ten tonne weapon designed to skim the surface as an anti-shipping device. The skimming aspect came out of a need to be able to skip over protective booms and nets, something that a conventional torpedo or mine was unable to do. The weapon was also quickly seen as a viable means of attacking the great dams of Germany - targets that had been identified as early as 1937 by the RAF planners in selecting targets when war with that country began to look inevitable. Testing of the bomb, firstly a scaled down version at the Building Research Establishment in Watford and later at the disused Nant-y-Gro Dam in Wales, convinced Wallis that the ten tonne concept was neither viable (no aircraft existed at the time capable of carrying such a weapon) nor necessary. Once he realised that a smaller version capable of being carried by the existing Lancaster bomber would suffice, full scale trials were carried out at Chesil Beach in January 1943. Wallis now had to sell his idea to the powers that be within the RAF, which effectively meant getting the scheme past the formidable head of Bomber Command, Arthur 'Bomber' Harris, who was notoriously opposed to anything that diverted resources away from his beloved area bombing plan and to whom scientists like Wallis were often dismissed as 'Panacea Merchants.' Indeed, Harris wrote initially that he felt that this scheme was "tripe of the highest order." However, this skepticism was not to last; Harris and his superior, Sir Charles Portal were sufficiently impressed upon meeting Wallis that Harris authorised the formation of a special squadron to undertake the mission. As a result, 617 Squadron was born and selected to lead this elite formation, was a 24 year veteran RAF officer - Wing Commander Guy Penrose Gibson.

Gibson had been born in India in 1918 but had returned to England with his parents, aged six, in 1924. He had joined the RAF in 1936 and had become a Pilot Officer in 1936. On the outbreak of war in 1939, Gibson was serving with 83 Squadron, flying Hampden bombers on raids into Germany and in July 1940 had won his first DFC. On completion of his first operational tour of 27 missions, instead of taking the usual six month rest from operational flying with a training unit, or desk job, Gibson volunteered for further flying duties with Fighter Command, flying Blenheim night fighters. He enjoyed great success in this role and on termination of his night fighter duties in December 1941, was awarded a bar to his DFC - effectively a second award of this coveted medal. In January 1942, he finally accepted a position as Chief Instructor at an Operational Training Unit or OTU, being posted to 51 OTU but in April 1942 was promoted to Wing Commander and posted in command of 106 Squadron in Bomber Command, flying the new Avro Manchester and later Lancaster bombers. After completing a further 46 sorties, he was selected to lead the new 617 Squadron to be based at RAF Scampton in Lincolnshire.

Gibson was not universally popular; he was something of a martinet and mixed socially only with fellow officers, rather than with his NCOs. He was known by his squadron subordinates, only half affectionally, as 'The Arch Bastard' but his professionalism and devotion to his duty was never in doubt and for all of his disciplinarian traits, he was also thought to be fair minded and reasonable towards his men and understanding of their problems. 

Having selected the leader, the squadron members had to be chosen and Gibson selected twenty one bomber crews from within 5 Group, Bomber Command and as well as British crews, Gibson picked men from Australia, Canada and New Zealand, making 617 Squadron a truly Commonwealth affair.

'Upkeep' bomb at IWM (courtesy IWM)

The Bouncing Bomb, codenamed Upkeep was designed to be delivered from low level, at night - from a terrifying sixty feet at an airspeed of 390 mph, so low flying practice was relentlessly pursued until the squadron could deliver the bombs faultlessly. At this frighteningly low altitude, the Lancasters altimeters were not sufficiently accurate and so a system of light beams, designed to converge at sixty feet was devised, as well as a simple aiming device designed to line up on the towers on the dam walls, when the bomber was at the correct distance from the dam to release the bomb.

Time was now pressing; the combination of optimum water levels in the dam and full moonlight was on the night of 16th/17th May 1943 and so after the final full scale practices over Derwent Water at the end of April, the Upkeep bombs were delivered to the squadron on 13th May. Such was the secrecy surrounding this mission, that it was only on the 15th May - the day before the mission - that Gibson's deputy, Flt Lt John 'Hoppy' Hopgood, his two flight commanders, Sqn Leaders Harry Maudsley and 'Dinghy' Young, together with his bombing leader Flt Lt John Hay, were briefed as to the targets. The remainder of the crews were not briefed until immediately prior to the mission but such had been the intensity of their training, the actual names of the targets were unimportant - the work to reach and hit them had already been done. It just remained to put the training into effect.

On the evening of 16th May, the Lancasters took off and followed carefully planned routes over Holland and Germany at one hundred feet. The squadron had been divided into three formation - one for the Mohne and Eder Dams, one for the Sorpe Dam and the third as a mobile reserve to replace any aircraft lost or to attack secondary target dams at the Ennepe, Schwelm and Diemel sites. As related earlier, the Mohne and Eder Dams were destroyed and breached - the politically incorrect codeword 'Nigger' (the name of Gibson's black labrador dog) for the Mohne and 'Dinghy' for the Eder being radioed back to Bomber Command as a sign of success. The Sorpe Dam was a tougher nut to crack; the bombing approach was difficult and being an earthen dam, rather than the more usual concrete walled variety, the Upkeep bombs energy was absorbed by the walls and only relatively minor damage was caused. All the bombs were used up and there was no alternative but the remaining Lancasters to return home.

As mentioned at the beginning of this piece, the human cost was high. Some 1,600 lives were lost on the ground, mainly due to the advancing deluge. The RAF losses amounted to forty percent - an appalling figure which could not be sustained. Barnes Wallis was essentially a peaceful man but one who recognised that Nazi tyranny had to be destroyed whatever the cost. Despite this, Roy Chadwick, the designer of the Lancaster, recalled seeing Wallis in tears when he learned of the losses of so many "wonderful young men."

So ended Operation Chastise - a mission that was to enter British and RAF folklore but what became of those involved that night?

Wing Commander Guy Gibson was awarded the Victoria Cross, the nation's highest military honour, for his role in the planning and execution of the Dams Raid and was immediately removed from flying operations and sent on a lecture tour of the USA, as much as anything as a way of keeping this young hero out of harm's way. This lecture tour took place at a time when the first USAAF airmen were coming home tour-expired after 25 missions over German territory and during questions following one talk, Gibson was asked how many missions over Germany he had undertaken. When he replied "one hundred and seventy four", there was a stunned silence in the room. Despite this respite, Gibson was anxious for a return to operational flying and in 1944 was posted as a Master Bomber based at RAF Coningsby flying Mosquitos. On 19th September 1944, Gibson's luck ran out and he was shot down - possibly in a friendly fire incident - over Steenbergen in Holland. Gibson was just 26 years of age.

Barnes Wallis, despite his peace loving nature, devoted himself to finding methods to destroy Nazi Germany, devising ever more powerful bombs. First came the Tallboy weighing in at 6 tonnes and then the truly awesome Grand Slam which was a devastating 10 tonne weapon. Both of these bombs were aerodynamically shaped for deep penetration and their description as 'Earthquake' Bombs was very apt. Many highly important strategic targets such as V2 and V3 launch sites, submarine pens, railway viaducts and perhaps most famously, the German battleship Tirpitz fell victim to these fearsome weapons. Wallis also devised a refinement of the Upkeep weapon, named Highball, which was specifically designed as an anti-ship weapon to be used in the Far East but which was not deployed before the end of that war. Post war, Wallis continued his design work and was a great champion of swing-wing technology, as well as being a design consultant for the Parkes River Radio Telescope in Australia. Wallis also continued his aircraft design work but possibly because he had seen so much death at close quarters during the Dams Raids, used models as much as possible during his test works, so as not to expose his test pilots to unnecessary dangers. Barnes Wallis was knighted in 1968 and died aged 92, in 1979.

617 Squadron Badge

617 Squadron RAF continued during the war as Bomber Command's elite unit, being selected for precision attacks on the Dortmund-Ems Canal, U-Boat Pens and the aforementioned raid on the Tirpitz on 12th November 1944. The leaders of the squadron in these post-Gibson days were Group Captain Leonard Cheshire VC and later Wing Commander Willie Tait. After the war, the squadron re-equipped with the Avro Lincoln and later entered the jet age with the Canberra and the V-Bomber era with the Avro Vulcan. The squadron continues in service to this day, now equipped with the Panavia Tornado and has seen action in the Gulf War in 1991 as well as in Iraq in 2003. The squadron badge and motto 'Apres Moi Le Deluge' is a nod to the past and the reason behind the original formation of the squadron.

Some revisionist historians would have us believe that the Dams Raid was a waste of time, resources and valuable lives. Whilst there may be some mileage in this argument, there can be no doubt that in 1943, the raids provided a major boost to British morale and also demonstrated to our Russian allies that a sustained Allied bombing campaign was a serious proposition. The raid did cause massive damage to the Nazi war industries, even if for only a relatively short period of time and did demonstrate to the Nazi heirarchy that nowhere in the Reich was safe.The raid was also a further demonstration of British technical innovation as well as the great skill and determination of Gibson and his men in carrying out the operation.

To Barnes Wallis, to Guy Gibson and to the men of 617 Squadron, we owe a huge debt of gratitude - especially to the fifty three men who did not return from the night of 16th/17th May 1943.

Published Sources:

Bomber Command 1939-45 - Richard Overy, Harper Collins 1997

Bomber Boys - Patrick Bishop, HarperPress 2007

Bomber Harris - Henry Probert, Greenhill Books 2001

Dambusters - Max Arthur, Virgin Books 2008