Log From 1940 of Retreat Through France - Part 3

Squadron Air Party.

14.6.40
The Squadron air party left at 0630 hours having been delayed for two hours due to low mist.

Page 15

14.6.40
The Commanding Officer and Squadron Leader Tait left by air at 0800 hours after the final withdrawal of the ground defences of the aerodrome at Ousoner-le-Boyen (?).

All Squadron aircraft comprising 16 Battles and 2 Nagister aircraft arrived at SOUGE and were placed under the command of O.C. 76 Wing for operations.

Eight aircraft placed at one hours notice and four left for operations in which
F/O. Hawkins with crew of P/O. Hugill (?) were lost and made prisoners.
(F/O. Hawkins escaped to Vickey, and then to Spain, where the latest information received stated that he is at present interned. This officer carried every conceivable aid to escape and it is gratifying that he achieved his object.).

Sergt. Brusby. (?) Sergt. Hedley and L.A.C. Werner shot down in orchard at LAVAL, but regained the Squadron p.m. 14.6.40.

1700.
Low flying attack by approximately 9 M.E’s 110s or Dornier aircraft who approached over the brow of a hill bordering the aerodrome and delivered an “excellent attack”.

Several aircraft hit and set on fire. Sergt. Dons (?) wounded.

2000.
Orders received to standby to move air party to NANTES after operations on 15.6.40 expected on the scale of one sortie per aircraft.

15.6.40
0530.
All heavy and light Army A.A. defences withdrawn form aerodrome leaving Lewis gun defences of No’s 12 and 226 Squadron, which Squadrons also occupied the aerodrome with their aircraft.

0700.
German reconnaissance aircraft circled the aerodrome out of machine gun range.

Attempts made to contact H.Q. A.A.S.F. for permission to withdraw, or move to an alternative site all aircraft unserviceable for operations of which there were several. Unserviceability was due to a variety of causes, for example:- result of enemy action. failure of hydraulics. holed petrol tank etc.,

1000.
A reconnaissance mission of three aircraft despatched. All returned safely.

Page 16.

15.6.40
1200.
At approximately 1200 hours orders received via 76 Wing, H.Q. for all aircraft to proceed direct to United Kingdom. These instructions were put in force, but a heavy medium altitude attack coincided with the departure of the last aircraft, and several squadron aircraft were destroyed due to this bombing. A shallow trench was blown in and Sergt. Dowling of this unit believed killed. There were also about 8other casualties to personnel of No’s 12 and 226 Squadrons. Casualties were placed into ambulances and orders given for their evacuation to the nearest Civil hospital. Those killed were buried.

Wing Commander Dickens ordered the despatch of the rear parties of No’s 12 and 226 Squadrons and then made a final tour of inspection of the aerodrome with S/Ldr. Tait. During this inspection a heavy low flying attack was delivered and the open trench in which these two officers were sheltering survived a ten yards miss with a small bomb and a 15 paces miss with a 250 lb bomb. The trench was machine gunned. After the attack these two officers moved towards the River which bordered the aerodrome when their presence was noticed by one enemy aircraft which returned to the attack machine gunning. Refuge was then taken in the River and half up a tree, the lack of dignity involved in this experience has been the source of much humour. The Commanding Officer’s aircraft had been carefully dispersed previously to the this raid, but a stray bullet set fire to this machine. The situation then arose that the one staff car was insufficient to carry all personnel and an inspection was made of the two aircraft that remained on the aerodrome. One was found completely unserviceable, and the other badly damaged with the main spar severed, thanks holed and instruments unserviceable due to the blast. The engine was serviceable and started. The Commanding Officer flew this damaged aircraft to Nantes and reported the flight as being most unpleasant due to petrol fumes and a 45° low port wing when corrected. S/Ldr. Tait and P/O. Max were passengers.

On arrival at Nantes, Wing Commander Dickens had an interview with the A.O.C. in C., who explained that the squadron road party had left Nantes that morning to embark at Brest 0700 hours the next day (16.6.40). It was, therefore, impossible to contact the squadron main

Page 17.

15.6.40
party which had been the object of the flight to Nantes. The A.O.C. in C. instituted arrangements to be made for the return of W/Cdr., and S/Ldr., Tait to the United Kingdom. These Officers proceeded via Jersey on 15.6.40 and to Neston on 16.6.40.

F/O. Max and F/Lt. Ingram arrived at Nantes, the former by air and the latter in No. 12 Squadron transport. These officers flew reserve base aircraft to United Kingdom on 16.6.40.

The Squadron Air Party which left Souge at noon on 15.6.40, arrived Abingdon. (P/O. Barratt force landed at Shoreham, just clearing the channel).

Of the total squadron strength of 18 aircraft as at 1800 on 14.6.40, 9 arrived United Kingdom, 7 were destroyed in enemy air raids and tow lost on operations.

Ground Party No. 103 Squadron (Ousouer-le-Doyen to United Kingdom).

The Squadron main party left Ousouer-le-Doyen in good order at 2230 hours on 14.6.40. The starting point was passed on time, but the night was dark with a slight drizzle and the roads narrow with congested refugee traffic. It was an outstanding achievement on the part of P/O/ Terry i/c Convoy, the drivers and despatch riders what the convoy arrived at Nantes to schedule at 1800 hours on 15.6.40 being over 20 hours on the road.

NANTES
15.6.40
1030.
The night of 15/16th was spent in the vehicles driven up 5 miles past Nantes on the Brest Road. F/O. Vipan arrived by separate transport and took over control of the convoy.

Contact made with Officer Commanding 75 Wing, and orders received to depart for Brest with assembly point of Blain. No M.T. Petrol available and lorries filled with aviation from the towed tankers. One tanker abandoned en route to Blain due to poor performance of towing vehicle. No breakfast other than iron rations for all personnel.

BLAIN.
Co-operation of French authorities was poor and considerable difficulty and confusion occurred both in parking and obtaining petrol supplies. This delay made a much faster average speed necessary, and orders were given by O.C. 75 Wing to abandon trailers , this was completed

Page 18.

at Blain, R.A.S.C. railhead. Secret publications were retrieved from the officer trailer and destroyed, the cash of the imprest account was rescued, but time did not permit the salvage of further equipment. The Convoy refuelled with sufficient petrol for 400 miles and left at 1530 for Brest. The journey to Brest was completed overnight, and during darkness only side lights were used. The drivers although tired were magnificent en route to Bret.

Difficulty experienced in negotiating towns, when the local police appeared to take a pleasure in stopping the whole convoy or individual vehicles to scrutinise papers, they also split the convoy at cross roads etc., in spite of requests by interpreters carried in the leading vehicles. As a result convoys were bunched in towns and cross roads “rushed” with success.

The two despatch riders, A.C’s Brennan and Bridle drove consistently up and down the line of vehicles. On occasions they had to threaten with revolvers local inhabitants. These two airmen carried on until they were physically incapable of maintaining their balances due to tiredness and lack of sleep. They deserve the highest praise.

Brest reached at 0500 hours, two hours ahead of schedule, after 16 hours continuous driving with only half and hours sleep. The convoy was parked outside the town and personnel dispersed to sleep in the fields/ Air raid alarms sounded and much shrapnel fell locally. No casualties. Orders received for all personnel to proceed to the docks on foot leaving one driver per vehicle. Squadron main party boarded S’S Vienna at 0800 hours and left immediately for Plymouth arriving 0800 hours on 17.6.40. The journey was uneventful and was escorted by one destroyer.

O arrival at Plymouth, all personnel waited until the departure by train to Weston at 1500 hours. No food available. The reception organisation on arrival at Weston was excellent. The squadron personnel were fed and billeted. This was the first proper meal for nearly three days.

At 0900 hours the Squadron left Locking for and unknown destination, and after an extremely circuitous journey, arrive Honington at 2200 hours to be met by an air raid red. This it may be said produced little panic.

All personnel proceeded on 48 hours leave.

Page 19.

Squadron Rear Party.

The drivers left with the squadron vehicles, were placed under the orders of a senior staff officer of H.Q. A.A.S.F. This party were ordered to abandon their vehicles on 17.6.40 and arrived United Kingdom 19.6.40.

Conclusion Operations No. 103 Squadron, France. May — June 1940.

In concluding the history of operations in France during May and June, 1940, it should be stated that the behaviour of the squadron air crews was magnificent, ad an example may be recorded, the cheerful acceptance by P/O. Barratt and P/O. Hayter of the task remaining at SOUGE for additional raids when the remainder of the squadron was ordered to United Kingdom. The work of the maintenance crews was of the highest order. Long hours were necessary under difficult working conditions. No complaint was ever received.

The messing staff worked efficiently and meals for airmen and officers were always provided immediately the squadron completed a move. Sergt. Findlay of the airman’s cookhouse, Corpl. Oakey and L.A.C. Stephenson of the Officers Mess all displayed much initiative and the well being and high standard of health and resistance to fatigue within the squadron were the direct result of the efforts of these individuals.

During the first evacuation the road convoy completed a very commendable move in which no vehicle was lost or damaged. Flying Officer Vipen, Pilot Officers Terry and Taylor were primarily responsible for this success, and were ably assisted by S/Ldr., Roy., Betts (Chaplain), F/O. Mahon (?) (Medical) and Warrant Officer Bewley. Each and every driver deserves the greatest praise.

It is a subject of congratulations within the squadron that from the departure

Page 20.

to the reformation of the Squadron at R.A.F. Station, Honington on June 18th, 1940, only one airman was lost due to enemy air raids and that every individual on the strength of the squadron was successfully evacuated under difficult circumstances, the answer his name on roll call at Honington 1000hours on 18th June, 1940.

As a result of these operations, the following awards were recommended by the Squadron Commander:-

D.F.C. F/Lt. Havers. )
D.F.C. D/O. Kelly ) For outstanding achievements in flying operations
D.F.M. LAC Summers. ) against the enemy.

British Empire Medal. 82779. (?) F/Sgt. Partridge, E.J. (N.C.O. i/c “A” Flight.).
362030. (?) F/Sgt. Jennings, W.H. (N.C.O. i/c “B” Flight.).
625759 (?) L.A.C. Corrick, P.S.F. (?) (Tractor driver who drove
(alone during each move of the
(squadron, towing bomb train.

Mentioned in despatches.

Air Crews. 40649. Pilot Officer G.W. Thorougood. (Pilot).
40354. Pilot Officer A.A.D. (?) Barratt. (Pilot).
- Squadron Leader M.C. Lee (Pilot) (upgraded to D.F.C.)
39191 Flying Officer, A.L. Vipan (Pilot).
500441 Sergeant, Nerrington, D. (Air Observer).

Ground Personnel.
72489 (?) Pilot Officer A.C. (?) Terry — Adjutant
549348. L.A.C. Over, D.M. — Armr.
546107 (?). Sergeant Smith, C. — P.A.E.
568824. Corprl. Latham, F. (?) — F.Armr.
567401 (?) L.A.C. Brown, C. — Plt. 2.
568716. L.A.C. Clark (?), Plt. 2.

© Copyright of content contributed to this Archive rests with the author. Find out how you can use this.