Coastal Commands Air War Against the German U-Boats (Images of War)

First published in Great Britain in 2014 by PEN & SWORD AVIATION an imprint of Pen & Sword Books Ltd, 47 Church Street, Barnsley, South Yorkshire, S70 2AS Copyright © Norman Franks, 2014. A CIP record for this book is available from the British Library. ISBN 978 1 78383 182 1 eISBN 9781473841642 The right of Norman Franks to be identified as Author of this Work has been asserted by him in accordance with the Copyright, Designs and Patents Act 1988. All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording or by any information storage and retrieval system, without permission from the Publisher in writing. Printed and bound by CPI UK Pen & Sword Books Ltd incorporates the Imprints of Pen & Sword Aviation, Pen & Sword Maritime, Pen & Sword Military, Wharncliffe Local History, Pen & Sword Select, Pen & Sword Military Classics and Leo Cooper. For a complete list of Pen & Sword titles please contact Pen & Sword Books Limited 47 Church Street, Barnsley, South Yorkshire, S70 2AS, England E-mail: [email protected] Website: www.pen-and-sword.co.uk

Contents Introduction Chapter 1 – The Cinderella Service Chapter 2 – No. 19 Group Over the Bay in 1942 Chapter 3 – No. 15 Group – and Iceland, 1942 Chapter 4 – Air Headquarters Gibraltar, 1939-42 Chapter 5 – No. 15 Group, 1943 Chapter 6 – Iceland, 1943 Chapter 7 – Conflict over the Bay, 1943 Chapter 8 – D-Day and the Final Months

Photographs: Over many years of study about the air war waged by RAF Coastal Command against Germany’s Uboats, and having written several books on the subject, I have accumulated several hundred photographs. In the main these came from members of RAF aircrew engaged in the anti-submarine war, I having met many and corresponded with dozens all over the world. Others came from correspondence with German U-boat men. Several came from the late Chaz Bowyer’s collection, a friend and fellow author, who was himself engaged in many aspects of Coastal Command’s history. It is not surprising that almost all former RAF aircrew had kept copies of official photos taken by their aircraft cameras during and after attacks. These men often flew hundreds of hours over empty seas, so if they came into contact with a U-boat it was something to remember and have recorded. Any number took their own personal cameras along and would be able to snap events, certainly after the attack, being free from danger if the U-boat was going down or being abandoned. We historians are ever grateful for their youthful enthusiasm for recording such events.

Introduction This book summarises the story of how RAF Coastal Command overcame the German U-boat danger during the Second World War and how the escalation of the U-boat war promoted the development of anti-submarine warfare, leading to victory over this menace in the Atlantic. At the start of the war, RAF Coastal Command had virtually no real chance of either finding or sinking Germany’s submarines, but within a short period of time, the boffins came up with new methods of detection and of delivering deadly ordnance with which to sink this underwater menace. It took the men of Coastal Command long hours patrolling over an often hostile sea, in all types of weathers, but their diligence, perseverance and dedication won through, saving countless lives of both merchant and navy seamen out in the cold wastes of the Atlantic, contributing much to the final victory over Nazi Germany.

Chapter One

The Cinderella Service With the outbreak of the Second World War, the three major RAF commands, Fighter, Bomber and Coastal, had all been victims of the inter-war years of cuts and reduced development. However, in the final years of peace, some improvements had been made and others planned, but priority had been focused on Fighter and Bomber Commands. Coastal Command was last in the ‘food chain’, so, in September 1939, it was a small and largely obsolescent force with aircraft that, in today’s terms, would be viewed as ‘not fit for purpose’. Coastal Command’s main function was to patrol and defend the seas around the British Isles, and off Britain’s base on Gibraltar while also safeguarding the passage through the Straits of Gibraltar into the Mediterranean. As the war at sea intensified, Coastal had squadrons based on Iceland and, later, on the Azores. There were, of course, other maritime units further afield, but this book is concentrated on the exploits of the men of Coastal who found themselves adversaries to Germany’s submarine force of Unterseeboote – the U-boats. No doubt the thinking at the War Office, the Admiralty and the Air Ministry, was that the main danger was likely to come from German bombers flying against Britain, and the need to have a reasonable force to strike back. Unless things changed dramatically, Coastal Command would still be able to continue its primary role of reconnaissance in support of the Royal Navy, while its ships would be able to contain to a large degree any submarines that tried to exit northern German ports. In this they would be aided by Coastal Command aircraft which would search the seas off places such as Bremen or Wilhelmshaven, and direct RN surface vessels onto them. This was fine in theory, but Germany had been successful in evading British warships during the First World War and had taken a great toll of Allied shipping in that conflict. Exactly how the Navy and the RAF were going to do this twenty years on, with a reduced number of ships and aircraft that were little improved from 1918, is not clear. In the Great War RNAS and then RAF coastal aircraft were mainly large seaplanes such as Curtiss H4 and H12 flying boats, the Felixstowe F2A flying boats, or the Short 184 floatplanes, for reconnaissance and anti-U-boat work. In 1939 the RAF still had large flying boats for reconnaissance and anti-submarine patrols, such as the Saro London, Short Singapore III and even a few obsolete Supermarine Stranraer flying boats.

Fortunately Short Brothers had introduced their Empire flying boats in the 1930s for passenger flying and this proved an ideal long-range aircraft for Coastal Command – renamed the Sunderland. They had entered RAF service in 1938 and when war was declared there were three Sunderland squadrons in operation, and the type was to remain on active service throughout the war, gaining much success and reputation against the U-boats. Apart from this, there were a few landplanes pressed into maritime service, such as the Avro Anson for reconnaissance, but more widely known as a training machine, and also the Lockheed Hudson, the first American-built aeroplane to see operational service with the RAF in the Second World War. The Hudson proved a maid of all work, but also found a niche in anti-submarine work, not only with Coastal Command but with other maritime organisations in the Middle and Far East, and East Africa. The main problem, however, faced by the crews of anti-submarine squadrons whatever aircraft they flew, was (a) how to find a U-boat and (b), if they did, how to sink it. By their very nature submarines are often underwater and therefore out of sight. Occasionally, if one was lucky enough to fly over a submerged boat, certain conditions might allow sight of it, but a vigilant airman had to be right above it and be looking in the exact spot, and this was generally only for a fleeting moment. At this early stage of the war there was no air-to-surface radar. Another piece of luck was if the submarine captain happened to raise his periscope at just the wrong moment, and again a vigilant airman might spot it among the white horses of wave-tops, always supposing again he was looking in the right direction. Submarines often sailed on the surface of the sea – for two main reasons. One, they had to come up to re-charge their batteries and suck in fresh air for the crew. Two, a boat could sail faster on the surface than below it, and if there was no apparent surface danger, a captain would choose to cover more ground in the hope of locating enemy shipping. If again, the aircraft spotted this surfaced sub quickly and its captain reacted equally quickly, an attack might be attempted. However, on the surface the U-boat would have several men on look-out duty and their lives depended on their keen eyesight. As soon as the alarm was sounded, the men in the boat’s conning tower rapidly went down through the hatch, even as the boat was making a crash-dive below the waves. Meantime, the lucky crew who had spotted either a boat just under the surface or making a hurried dive to safety, had still to inflict harm on it. All the RAF aircraft had do so were contact bombs, and the chance of hitting a comparatively small and narrow target such as a U-boat, whether on the surface or diving, was virtually pure luck. If one bomb actually hit the boat there was a chance, but it was far more likely that all bombs would miss, either narrowly or by a large margin. The bombs were either of 100lb, 250lb or perhaps 500lb and, even depending on the size of the aeroplane, not many were carried, so a single attack was probably all that could be achieved, which was either on target or close, but more than likely, neither. During the winter of 1939-40, there were very few sightings of any description and, therefore, no attacks of any significance. The Royal Navy continued patrolling the North Sea and Coastal Command flew observation sorties, but little happened. Coastal Command HQ had Groups around the UK. No.18 Group’s area covered the north, running right around Scotland and down the North Sea to Bridlington on the east coast. No. 16 Group Area began at Bridlington, down through the English Channel to Lymne Bay. From this spot round and back to where 18 Group began, was the responsibility of No.15 Group. The first German submarine sunk by Coastal Command, was in 15 Group’s area, on 30 January

1940. There was a shipping convoy (OA 80G) and a report came into Group HQ at Pembroke Dock that a U-boat had been reported, and a Sunderland of 228 Squadron was sent out, piloted by Flight Lieutenant E. J. Brooks. The search area was off the north-west tip of France, and Brooks headed for his first check point off the Isles of Scilly and began a sweep. The submarine, U-55, had earlier attacked the convoy but had been depth-charged by British escort ships, HMS Fowey and HMS Whitshed, which damaged the boat. Fowey and a French destroyer then began picking up survivors of a torpedoed ship as Brooks arrived on the scene. Continuing to search, he eventually spotted the U-boat on the surface and it later transpired that the damage sustained, and a need to recharge its batteries, made it impossible for the boat to dive. Brooks made a hurried attack with just one bomb that exploded within twenty feet of the vessel. Gunfire from the German was returned by the Sunderland’s crew. Brooks contacted the Fowey and it arrived shortly before the U-boat captain ordered the boat to be scuttled and the men to abandon it. Survivors from U-55 were picked up by the Navy, the only loss being its commander, Kapitänleutnant Werner Heidel. The ‘kill’ was shared by the two ships and the Sunderland.

* * It was another Sunderland that made the second kill for Coastal, on 1 July 1940. U- 26 was on her eighth patrol and was heading for the Bay of Biscay from Wilhelmshaven. She torpedoed ships bringing the crew’s total to ten but she was located by a Sunderland from 10 Squadron RAAF. U-26 had also been damaged by escort vessels and forced to the surface. The Sunderland pilot, Flight Lieutenant W. N. ‘Hoot’ Gibson, made two attacks with bombs after which the boat was scuttled. Seven of the crew were lost, the other thirty-nine being rescued. The reason U-26 was heading to the Bay of Biscay was also the reason the anti-submarine war was about to dramatically change. With the fall of France a month earlier, the French naval bases along the Atlantic coast, had fallen into the hands of the invaders. Bases such as Brest, Lorient, la Rochelle, la Pallice, Saint Nazaire and Bordeaux, allowed German U-boats to no longer attempt a return to Germany after patrols. Once they entered into the Atlantic they could head directly for the Biscay ports, and operate from them time and time again. Shortly afterwards, Coastal Command restructured its Groups, and 19 Group came into existence, its area taking over from the south-west section of 15 Group, beginning from Lymne Bay, round Land’s End and up to Achill Island, on the west coast of Ireland Its operating area stretched down to the Bay of Biscay and the Spanish border, an immense area that would see the main battle against the U-boats, for the French ports, while they offered shelter and a quick return from Atlantic forays, forced them to run a formidable gauntlet across the Bay. No. 19 Group aircraft, in consequence, became the highest scoring of the Coastal groups as regards sub-kills. Despite some interesting propaganda about the RAF sinking German submarines, mostly with drawings or artwork in magazines and aviation journals, 15 Group would not claim a sinking until the late summer of 1942, although it would damage at least four. No. 18 Group didn’t even have a sinking until September 1942, but did damage one in October 1940, although its second damaging hit only came in September 1942. It should be explained here that damaging a U-boat was important, especially if it was on its way out to patrol, or indeed, on its way back to base. In the former scenario, it often meant that the boat had to abort its mission, thereby reducing Admiral Dönitz’s force out in the Atlantic.

If, on its way back, the damage might well need a long stay making repairs, so it would be delayed in setting out once more. During the war it was often very difficult to assess results of attacks accurately. If the boat was visibly seen to break in half, be abandoned, sink with a number of men remaining in the water, then a kill could be recorded. However, debris or even one or two bodies in the water, might not be sufficient evidence of a kill. It was not a rare occurrence for the boat to crash dive, its hatch closed, before all deck crew could clamber through it. There were wooden slats along the fore and aft decks of the boat, that might easily be torn off by an explosion, and bodies and debris, even traces of oil, could not prove a sinking, while many boats escaped clean away, perhaps not even sufficiently damaged to abort a patrol. On the other hand, it has been proved that some boats, where an attack was not thought to result in anything more than a shaking-up for the crew, in fact went straight to the bottom. So, we have just five sinkings and another five damaged within the period 1939- 41, plus one sunk and one damaged by aircraft operating from Gibraltar and another two lost to Iceland-based aircraft. Not a great deal to show for hundreds of sorties covering thousands of flying hours out over the waters around Britain and into the Atlantic. Meantime, the Germans were having a wonderful time operating out of the Biscay ports, with little trouble in going to and fro, although this ‘happy time’ was soon to come to an end. Meantime, another new maritime flying boat had arrived in Coastal Command’s armoury. The American Consolidated PBY5, which the RAF called the Catalina, had been flown by the US Navy since 1936 and was a high-wing, twin-engined patrol reconnaissance aeroplane with a crew of eight or nine. With around eighteen hours of endurance, it was ideal for long sea patrols, and with its high wing structure, sea observation by crew members was excellent. First deliveries to the RAF were in 1941 and it would do valiant work for the rest of the war, especially over the North Atlantic, protecting convoys. Although it looked smaller than the Sunderland, the latter’s endurance was about four hours less, but these two flying boats were the epitome of Coastal Command’s war efforts. It was a Catalina which made the first sub kill from Iceland on 28 August 1941, a machine of 209 Squadron flying convoy cover. Flying Officer E. A. Jewiss and crew had just commenced their cover patrol when they received signals from an Iceland-based trawler, HMS Vascama, concerning information about a submarine that it had just attacked. However, it took another ten hours before a sighting was made, U- 452 being found on the surface about a quarter of a mile ahead. Jewiss immediately dived to attack and dropped four depth charges as the boat was diving. The explosions brought the sub back to the surface and then it slowly began to sink from the stern. There were no survivors. Ted Jewiss received the DFC but was killed in a flying accident that December. Iceland’s second kill came two days later and proved an important one. U-570 was located by two Hudson aircraft, but depth charges failed to release from the first one, allowing Squadron Leader J. H. Thompson to drop his charges and have his gunners spray the boat with machine-gun fire. The sub began to go down but then re-surfaced, bow down, and men could be seen coming on deck, followed by a white flag waved from the conning tower. Thompson radioed for assistance and two aircraft from 209 Squadron arrived (one flown by Ted Jewiss) to help with the capture. Later, some destroyers approached and U-570 was boarded and taken in tow by the trawler HMT Kingston Agate to Iceland. The trawler’s captain, Lieutenant Henry Owen L’Estrange, from Co. Sligo, was awarded the DSC. Although upon

inspection, the boat’s Enigma code machine had been jettisoned, its box remained and intelligence people realised that it had been made to take a machine with another coding wheel, which was an important discovery for the code-breakers at Bletchley Park. The captured sub was later taken to England where it became HM Submarine Graph.

* * These two accounts mention depth charges. The Royal Navy had been using depth charges against Uboats since the First World War, and it was soon realised that if these could be carried and dropped from modern aeroplanes, the chances of a kill would be vastly increased compared to the use of contact bombs. Trials in the spring of 1940 were successful but, in order to be effective, the aeroplane needed to attack from low altitude and low speed. However, as it was expected that U-boats would be in the act of crash-diving or already under the surface, this should not prove a major problem. The depth charges were generally set to explode at twenty-five feet (7.6m) below the surface, both to catch the boat before it had time to move away, and to maximise the effect of the exploding Torpex explosive filling. The standard RN Mark VII depth charge then became the standard weapon for Coastal Command’s war against the U-boats. An exploding depth charge was designed to cause sufficient concussion in the water to crush or fracture the hull of a submarine. Generally the lethal range was about twenty feet (6m) but in practice an exploding depth charge much closer might still fail to inflict damage, and one exploding much further away could be successful. It was all very hit-and-miss on occasion. The tactic that now had to be adopted by Coastal crews was not to patrol too high, so that they could quickly reduce height to around fifty feet (15.24m) for the final run-in to the target, ideally to straddle the boat with a stick of charges hoping that at least one or two would explode near enough to destroy the boat. As U-boats could get below the surface of the sea within twenty-five seconds, it was obviously necessary to react to a sighting immediately. If cloud cover was sufficiently low, it might allow an aircraft captain to use it to make an approach, always assuming the aircraft had not already been spotted. If it hadn’t there was still a good deal of skill in making a blind approach, hoping that, upon breaking cloud, the target would be in a good position for a quick drop in height and run-in. Speed had to be constant. Too fast and the charges would overshoot, too slow and the danger was of undershooting. After the slow start, Coastal Command now had a good chance of making kills, so the war for the U-boat now took on a more dangerous face.

When the Second World War began Coastal Command still had a number of near obsolete aircraft, such as this Supermarine Stranraer, These large biplane flying boats, like the Short Singapore III, Supermarine Southampton or Saro London, were soon replaced with Sunderlands or Catalinas.

Supermarine Southampton II on the water.

Coastal Command’s first U-boat kill, 20 January 1940. Damaged by a Sunderland of 10 Squadron RAAF and shared with HM ships, U-55’s captain scuttled his craft allowing his crew to be picked up and taken prisoner. This is the aircraft’s second run-in, while in the foreground is the aftermath of a bomb explosion near-miss.

A Sunderland of 10 Squadron RAAF, based at RAF Pembroke Dock, South Wales.

Although not sunk by Coastal Command, U-31 was destroyed by a Blenheim IV bomber of 82 Squadron on 11 March 1940 off Borkum. She was raised by the Germans and put back into service, only to be sunk again by a destroyer on 2 November. The picture depicts how low the Blenheim had flown to ensure it bombs scored hits.

Initially, Coastal Command only had bombs with which to attack U-boats. Here four 150lb bombs have been run out to the underwing position on a Sunderland.

A Hudson of 206 Squadron. It was a Hudson of 269 Squadron that helped to capture U-570 on 27 August 1941 south of Iceland. This led to finding valuable evidence on the Enigma code device on board. Taken to England, U-570 joined the Royal Navy’s submarine arm as HM Submarine Graph

U-570 under attack on 27 August 1941.

S/Ldr J. H. Thompson of 269 Squadron, whose attack on U-570 led to its capture. He received the DFC for this action.

F/O W. J. O. Coleman, Thompson’s co-pilot, also received the DFC. Here he is being given U-570’s captain’s bridge coat by the Admiral commanding the area. Thompson is standing in the background.

Captured U-570 being brought into Barrow in Furness on 3 October 1941.

U-570, now HM Submarine Graph, after extensive trials and inspections, became operational with the Royal Navy and carried out four war patrols before becoming a training ship.

A group of 209 Squadron pilots at Reykjavik in 1941. In the foreground is F/O E. A. Jewiss DFC, who had recently been awarded the DFC for helping to sink U-452 on 25 August 1941. Standing l to r: F/O E. W. F. Edwards, co-pilot in Jewiss’s crew, F/Lt B. ‘Bud’ Lewin, who captained another 209 Squadron Catalina on 27 August, F/O P. ‘Squib’ Squires, F/Lt John Wyllie and F/O Wilf Nixon.

Coastal Command aircraft eventually carried Torpex-filled depth charges, a much better weapon with which to destroy U-boats. Again the picture shows three of these on a rack that has been run out under a Sunderland’s wing. They looked very similar to a long oil drum.

The cavernous interior of a Short Sunderland looking towards the tail.

Sunderland’s interior looking forward. A ladder takes one up towards the flight deck.

The size of the Short Sunderland can be understood in this picture with a Spitfire placed next to it for comparison. This was taken at Gibraltar in August 1942 while operating with 202 Squadron. The Spitfire, and those off to the left, are no doubt on their way to Malta. The insignia on the flying boat appears to be the Disney cartoon elephant ‘Dumbo’.

Chapter Two

No. 19 Group Over the Bay in 1942 As already mentioned, 19 Group would have the lion’s share of action due to its main area of operations, over the Bay of Biscay. All U-boats heading for the Atlantic or to the south towards Gibraltar and the Mediterranean, had to exit the Bay, and those returning had to face the gauntlet of Coastal Command aircraft patrols. By this time the boffins had come up with a method of detecting vessels on the surface of the sea called ASV – Air-to-Surface-Vessel – radar. This improved things enormously and although chance sightings still occurred, most attacks from then onwards usually began with a radar sighting. Other than a pilot, navigator and engineer, the rest of an aircraft’s crew, because of the long hours on patrol, constantly swopped places, so as not to become over-tired with just the one routine. Therefore, the rear gunner, radio operator and radar operator each had to know the others’ jobs, so that they could easily mix and match. All available eyes would, of course, scour the sea for the merest hint of a sighting, but the man on the radar set would generally be the first to call out a warning, giving the pilot a heading. There was no hesitation amongst them; each had a job to do and knew only too well it had to be done quickly if there was to be any chance of a successful attack. Of course, submerged boats were still invisible, and, at this stage, early ASV might not pick up a periscope. For his part, a U-boat captain, having raised his periscope, would immediately scour the sea and sky about him and, if there was any sign of danger, he would order the boat down to below periscope depth. On 30 November 1941, a 502 Squadron Whitley, made contact with a U-boat using ASV and attacked. Due to the vagaries of knowing what had actually occurred, a later assessment decided that this aircraft had attacked and sunk U-206, but postwar investigations found that U-206 had been lost the previous day, having hit a sea mine. What the Whitley crew had done was to inflict slight damage on U71. This is a case in point where events of even a hopeful nature would eventually prove false. The assessment about U-206 came about because radio contact with this boat ended at about the time of 502

Squadron’s attack, but two and two did not make four in this instance. Admiral Karl Dönitz made it a standing procedure for his U-boat commanders to report briefly to his French HQ every few days, giving him their position and a quick weather report. What he did not know was that Britain’s codebreakers were able to intercept and read most of what was reported, thereby giving the Admiralty information as to where a specific U-boat was. The Admiralty had fairly large maps of the Atlantic and Biscay areas printed, something about three feet by two feet, onto which clerks noted the latest position of each U-boat operating at sea. With these plotted and recorded, it was easy to guess where the boat was heading, and when its next report was made, and the boat’s new position noted, the plotter could then draw a line from its last position. After several such reports, the U-boat’s course and heading were fairly plain to see. Naturally, few people new of this intelligence, and certainly nobody at squadron level for fear of a leak. Undoubtedly, one or two senior men at Group HQ knew for they helped to plan antiU-boat patrols. Obviously, there could be no direct flight to an area where a U-boat was known to be, in the hope the RAF crew would find it, as it could still be out of sight underwater. So, to help camouflage any suggestion that someone in Britain knew where a boat might be found, the aircraft sent would be one of several flown to the general area, so that if a boat was located it would seem to the Germans just bad luck. It seemed a bit unfair that of, say, five crews that were sent down to the Bay on different patrols, the RAF planners knew that only one would have a chance of finding a target, but it was imperative that the Germans did not even suspect that their boat locations were known. The U-boat crews knew of the obvious dangers of crossing the Bay in daylight, so they would mostly make the journey at night in order not be seen. Even if they were spotted on radar, it was far from easy for an aircraft to make a low approach in the dark in the hope of spotting a sub in time to drop his depth charges. It might, of course, be a French fishing boat. A better way needed to be found. It was found, mostly with the brain of Wing Commander Humphrey de Verd Leigh DFC, then aged forty-four. Leigh, who had won his DFC during the First World War, was now an administrative officer with Coastal. In the Great War he had served in the RNAS in Mesopotamia and Egypt, then on early versions of aircraft carriers. Becoming aware of the problem of finding U-boats in the dark, he no doubt thought about the problem of a cinema usherette trying to locate an empty seat for a customer – use a torch. He decided that if an aircraft could locate a U-boat on the surface with ASV it could make a reasonable approach, carefully reduce height to the required fifty feet, and as soon as the target was within half to three-quarters of a mile – use a ‘torch’. A huge searchlight device, known as the Leigh Light, was fitted to the aircraft, and switched on at this point. Hopefully, it would quickly illuminate a surfaced U-boat and moments later the aircraft’s depth charges would be heading down. This was a massive shock for U-boat crews, feeling relatively safe within the cover of darkness. Even if they heard the aircraft above the noise of the sea, especially if they were travelling through some wet and windy weather, they would not have felt vulnerable. Yet in that heart-stopping moment when, from out of nowhere, this dazzling beam of light flooded their world, the men on the conning tower would know they were facing death in the next few seconds, and had no way of avoiding it. Squadron Leader Jeaff Gresswell and a number of pilots under him tested the method and quickly came to the conclusion that it was perfectly feasible to use on operations. By this time, 19 Group were also using Armstrong Whitworth Whitley bombers, which had become obsolete in the night-bombing

role and in the first months of 1942. No. 502 (Ulster) Squadron, had been assigned to Coastal in January 1939 and was operating Whitleys, and had damaged three U-boats. The Vickers Armstrong Wellington bomber had also been taken on to Coastal Command strength and Gresswell now commanded 172 Squadron, using the Wellington. Operations with the Leigh Light began early in June, Gresswell heading down to the Bay on the night of the 3rd/4th. Everything worked as planned. ASV picked up a target at five and a half miles, the Wellington went down and the Light went on at three-quarters of a mile. Unfortunately, the aircraft’s altimeter had not been set properly and the Wellington was too high, forcing Gresswell to abort and try to come in again. The surprised U-boat crew – in fact it was an Italian boat, the Luigi Torelli – must have thought the aeroplane friendly as they began firing off what must have been identification flares, but this helped Gresswell keep the target in view. Coming in again, but much lower, his depth charges crashed into the water about the sub, causing damage. The boat, severely shaken, and with its engines having stopped, was then subjected to two machine-gun attacks by the Wellington’s gunners, but the boat finally got underway and limped towards the Spanish coast and safety. On his return flight, Gresswell suddenly came across a second Italian boat but, having no depth charges, was only able to make runs so that his gunners could open fire. As it transpired, these two boats were the only ones present in the Bay this night, and Gresswell had found them both, or perhaps he had found the Torelli twice. On 6 July came the first Leigh Light kill. Again it was 172 Squadron; a Wellington flown by Pilot Officer W. B. Howell, who was an American in the RAF, sank U-502. They picked up an ASV contact at seven miles and, getting down to fifty feet, put the Light on at one mile, illuminating a surfaced sub in the act of crash-diving, although the decks and conning tower were still above water. As the swirling water abated, the Wellington dropped flame floats but nothing further was seen. However, U-502 had gone to the bottom along with her fifty-two crew members. This was the first Leigh Light kill, and the first U-boat sunk in the Bay since September 1941. From now on sailing across the Bay at night was going to be equally as dangerous as in daylight, forcing the U-boats to make the crossing underwater. Wiley Howell received the DFC and later transferred to the US Navy.

* * In 1941 Coastal Command received another aircraft to use, the Consolidated B-24 Liberator, which began to combat U-boats in 1942. This large four-engined American aircraft would later form a large part of the USAAF’s bombing effort with the Eighth Air Force in Britain, alongside the B-17 Flying Fortress. What endeared it to Coastal Command was its range. At 2,400 miles, compared to the Sunderland’s 1,300 miles, it was going to help bridge the gap in Coastal’s operational efforts, that being an area of mid-Atlantic out of range of aircraft from the UK, Canada or Iceland. The closest UK bases were in Northern Ireland rather than Britain. U-boats in this gap area were fairly safe from attack from the air, but now they could face detection by these large Liberator aircraft. As 1942 progressed the Fortress also joined Coastal’s ranks, going to 15 Group squadrons. It, too, had a good range, anything up to 2,000 miles with the Mark I, and 2,700 with the Mark II. The first two Liberator kills came in October. On the 20th, 224 Squadron sank U-216 that had been part of a ‘wolf-pack’ in the Atlantic but was now on her return journey. She was picked up on radar while on the surface 700 miles west-south-west of Fastnet, and Flying Officer D. M. Sleep at the Lib’s

controls, headed straight in, but it was not to be a perfect attack. Sleep had got down to just thirty feet when he released his depth charges but they exploded on impact with the boat, sending debris and casing fragments up to the tail of the aircraft. The Lib’s tail gunner watched as both the aircraft’s elevators disintegrated around him. With some difficulty, Sleep managed to get back to England, overcoming a problem of a tail-down attitude by having most of the crew huddled in the nose and the control column tied down forward. Their radio and electrics were knocked out and they decided to make a crash-landing at Predannack. However, upon arrival at this airfield, the elevator cables snapped and in the enforced crash landing one of the crew suffered a broken leg. The Liberator was destroyed but the rest of the crew got away with just cuts and scratches. David Sleep received the DFC, and his flight engineer, Flight Sergeant G. T. Lenson the DFM. George Lenson worked above open bomb doors to release further ordnance for one and a half hours, and after the crash, carried the injured navigator away from the flames. There were no survivors from U-216’s forty-five-man crew. Four days after this incident, Pilot Officer B. P. Liddington of 224 Squadron, was on his way to cover convoy KX2 but on the way it located a surfaced U-boat northeast of the Azores and attacked. As the Liberator came in, a man was seen running towards the conning tower from the forward deck but disappeared in the eruptions of exploding depth charges. After the attack only a dark patch of oil came to the surface, so it was difficult to know if the sub had been sunk. However, post-war records show that U-599 had indeed been destroyed but, with no confirmation at the time, Liddington did not receive a DFC. The sub’s forty-four crewmen did not survive. Apart from U-boats sunk, confirmed or otherwise, 19 Group aircraft had several other encounters resulting in eleven subs being damaged. The Sunderlands of 10 RAAF Squadron accounted for four of these, including one by Wiley Howell DFC, the American who had sunk U-502 in July. Wellingtons were also to the fore, with 172 Squadron making a Leigh Light attack on U-66 on 10 November, while 311 Czech Squadron and 304 Polish Squadron each damaged boats in July and September respectively. Things were going badly for Allied convoys in the Atlantic, and Air Marshal Sir Philip Joubert de la Ferte, AOC-in-C of Coastal, desperately needed help from Bomber Command by way of extra aircraft. Bomber Command’s Sir Arthur Harris was reluctant to reduce his bombing force, but did from time to time lend squadrons to Coastal. In 1942, one squadron was the Canadian No.405 Squadron. On 27 November, one of its Halifax crews, in company with a Hudson of 223 Squadron, damaged U-263. This boat had had a torrid time. Having been attacked on 24 November by the Hudson, two days later she was found by a Fortress of 59 Squadron who called up the Halifax. By this time the U-boat, calling for assistance, had been met by two German minesweepers. Despite gunfire from these two vessels, Flight Lieutenant C. W. Palmer RCAF, piloting the Halifax, came in out of the sun and dropped six depth charges. Coming round again, another four depth charges went down amidst the gunfire, one of which lifted the boat and then appeared to go down stern first. The commander considered whether to abandon his boat but the damage did not seem too serious, but the Halifax’s gunners, having raked the boat during the attacks, had wounded several crewmen. Without knowing how badly the boat had been damaged, the aircraft had to abandon the area and head home. Free from attacks, the boat surfaced and sent the wounded men ashore at Bayonne in a patrol boat, then limped into la Pallice. All the while an unexploded depth charge, lodged in the sub’s

fore decking had forced the boat to remain on the surface but, fortunately for them, they were not found again. The depth charge was finally disarmed and removed after the boat arrived at Bordeaux. U-263 was so badly damaged that it did not sail again until January 1944, but it hit a mine the day after it sailed and was lost. Flight Lieutenant Palmer had received the DFC for earlier bombing operations, and later commanded 405, but failed to return from a raid in September 1944.

A Whitley of 502 Squadron displaying its ASV aerials. 502 Squadron damaged U-71 on 30 November 1941, U-563 on 1 December, U-129 on 1 April 1942 and U-590 on 14 April. This Whitley was lost on 5 August 1942, being forced to ditch into the sea.

Another Whitley to ditch, off Cornwall on 21 September 1942, was Z6795 of No.10 Operational Training Unit. Coastal needed all the aircraft it could get and Bomber Command lent10 OTU to them for periods. They suffered several losses but did catch the odd U-boat. This picture shows its recovery from the sea.

Inventor of the Leigh Light that ended the U-boats crossing the Bay of Biscay in safety during darkness hours, W/Cdr H. deV. Leigh DFC (right), standing with an outstanding U-boat hunter, S/Ldr Peter Cundy DSO DFC. The Light here has been installed beneath the starboard wing of a 224 Squadron Liberator.

Pete Cundy at the controls of his Liberator. Note the gun sight in front of him. St Eval, January 1942.

S/Ldr J. H. Gresswell DSO DFC, pioneered the use of the Leigh Light in 1942, damaging the Italian submarine Luigi Torelli on the night of 3/4 June 1942.

The Luigi Torelli limping into harbour after attacks by Gresswell and a Sunderland of 10 Squadron RAAF.

Some of the damage to the Luigi Torelli. The front section of the boat’s keel has been blown off.

Tenente di Vasello Augusto Migliorini, commander of the Luigi Torelli. He received the Medaglia de Bronso al Valore Militare for his part in saving his submarine.

The American Consolidated B-24 Liberator was a welcome addition to Coastal Command’s aerial force. This is a machine flown by 224 Squadron, a unit that achieved much success against the U-boats.

S/Ldr A. W. Southall DSO DFC, was another to help pioneer the Leigh Light, flying with 172 Squadron.

Another who helped to develop Leigh Light operations was J. B. Russell, seen here as a wing commander in 1944, with his 612 Squadron crew, having just helped damage U-373 during a night attack. Standing: l to r: F/Sgt G. H. Underhill, Russell, F/Lt R. D. Skyrme (Nav), F/O J. T. A. May (second pilot); kneeling: F/Sgt C. V. Brignall and F/O H. M. Bedford.

A Leigh Light Wellington VIII of 172 Squadron in 1942 (HX379) with its ASV aerials in view. This aircraft, with 179 Squadron, ditched west of Gibraltar on 3 May 1943.

Kapitänleutnant Heinz Franke receiving his Knight’s Cross. He had two commands damaged by Coastal aircraft, U-262 on 26 September 1942, and U-2502 on 19 April 1945

Korvettenkapitän Richard Zapp, commander of U-66, whose boat was damaged in an attack by a Leigh Light Wellington from 172 Squadron on 10 November 1942.

U-71 under attack by a Sunderland of 10 Squadron RAAF on 5 June 1942 and damaged. It had earlier been damaged by a 502 Squadron Whitley on 30 November 1941, one of the first U-boats to be detected by ASV.

Chapter Three

No. 15 Group – and Iceland 1942 The squadrons operating within 15 Group of Coastal Command had a torrid time during 1942, with just two U-boats sunk and two damaged. Their area of interest was in the North West Approaches where few U-boats were located now that boats were operating from Biscay ports. Those that did sortie from northern Germany had a vast expanse of ocean in which to hide as they skirted the north and west of Scotland. Coastal Command crews flew hundreds of hours scouring the sea in the hope of catching a Uboat on the surface but, with eyes tiring and concentration waning, it proved a long and laborious task. The two submarines the Group did sink were achieved by a Whitley crew of 58 Squadron on 15 September and a Flying Fortress crew of 206 Squadron on 27 October. U-261 was 58’s victim, Sergeant B. F. Snell being the pilot of the Whitley VII, flying amidst showers and over a rough sea. At 3.00pm a fully surfaced U-boat was seen seven miles away, Snell making an approach through low cloud, only emerging when he thought he was close to an attack position. And he was, the boat was just ahead as he dropped to twenty feet, letting go three depth charges, one actually landing on the conning tower. When the water cleared the boat was sticking up in the air, but Snell came in again, dropping his remaining charges, whereupon the boat slid beneath the waves, leaving debris, wood and an oil drum. U-261 sank with the loss of all forty-three men aboard, north-west of the Butt of Lewis. Basil Snell received the DFM but he was killed in a crash in May 1943. U-627 was lost to an attack by Pilot Officer R. L. Cowey of 206 Squadron whilst flying cover to convoy SC105 south-west of Iceland. Off to one side of the ships, his crew spotted the surfaced U-boat at seven miles, and Cowey headed in to loose seven depth charges as the boat was diving. He had to judge where to place his charges, hoping that at twenty-five yards ahead of the swirl of water as it went under would be the right spot. As he circled, a long trail of oil bubbled to the surface, some 100 yards long, and although there was little else to indicate what damage might have been inflicted, U-627 had indeed gone to the bottom with her forty-four-man crew. She had been on her first cruise from Germany, sailing just twelve days earlier and had traversed the route around Scotland only to be found by the 206 Squadron aircraft as she began to search for Allied shipping. Bob Cowey would achieve further success

in 1943. The two boats damaged by 15 Group were both found by the same pilot in 120 Squadron, on detachment at Predannack, Cornwall, and came within two days of each other, 16 and 18 August 1942. The pilot was Terry Bulloch who had joined the RAF in 1936 and, after becoming a pilot, joined 220 Squadron. Not long after war began he was flying Hudsons with 206 Squadron, but other jobs came along, so it was not until August 1941 that he joined 120 Squadron, by which time his service with 206 had led to the award of the DFC.

* * As it became obvious that German submarines would quickly begin to wreak havoc amongst the convoys bringing supplies from Canada and America, Coastal Command saw bases in Iceland as a necessity. Unknown to the Admiralty was that the Germans had broken part of the British Naval code allowing them, for a period in 1942, to know when convoys were sailing and to where. Operating antiU-boat operations from anywhere along the west coast of Britain would stretch the already limited range aircraft could fly out into the North Atlantic, so Iceland needed to be a major base for these operations. The airfield at Reykjavik had seen the arrival of 209 Squadron’s Catalinas in August 1941, while the Hudsons of 269 Squadron moved into Kaldernes in June. Once the Americans came into the war, they based their VP-73 US Navy Catalinas on Iceland, and later VP 84’s Cats came too, both being under Coastal Command control. In July 1942 a detachment of VLR (Very Long Range) Liberators of 120 Squadron arrived at Reykjavik. As we read in Chapter One, two successful attacks had been made by 209 and 269 Squadrons in August 1941, but it was almost a year before another U-boat sinking was claimed. This was by an American Catalina of VP-73 Squadron, sinking a 1,600 ton supply boat, U-464. Piloted by Lieutenant R. B. Hopgood, the Catalina had been assigned to cover a small force of minelaying vessels, but spotted the U-boat just 1,500 yards away. Bob Hopgood attacked, dropping five 325lb US Navy depth charges from 100 feet which straddling the conning tower. Curving round, the crew could see the U-boat still above water and his gunners exchanged fire with gunners on the tower, while Hopgood radioed the minesweepers’ commander who despatched the destroyer HMS Castletown to the spot. By this time the sub had sunk, leaving most of her crew in the water. As the destroyer arrived, a fishing boat was already picking up survivors, and then the destroyer took on fifty-two of them. VP-73 attacked U-491 on 1/2 September, which was believed to have been U756 but this proved incorrect. U-491 escaped damage. No. 269 Squadron sank U-582 on 5 October during a convoy patrol and, a week later, 120 Squadron scored its first victory. The Liberator was piloted by a man who would become legend within Coastal, Squadron Leader T. M. Bulloch. His squadron had left 15 Group for Iceland but it was not long before Bulloch sank his first confirmed enemy submarine, which was also the first for 120. Out to escort convoy ONS 136, ASV picked up a contact shortly after midday and, five minutes later, a U-boat was seen and attacked, but the boat went down without apparent serious damage, although some wreckage and oil could be seen. Bulloch flew to the convoy and advised the Senior Naval Officer (SNO) of the contact. Almost three hours later Bulloch had to return to base, only to spot another U-boat. In an attack, two of his depth

charges did not release and the two that went down again did not appear to have done any harm. However, the first boat attacked, U-597, had in fact been destroyed along with her forty-nine crewmen. Three days later, 15 October, 120 scored again. This time Flying Officer S. E. ‘Red’ Esler made an attack (thought to have been on U-661) but success was not confirmed, and it turned out to be U-615 which suffered only superficial damage. However, a Catalina of VP-84, Lieutenant R. C. Millard and crew, did manage a sinking on 5 November. Two 650lb and two 325lb US depth charges straddled the crash-diving U-408 to the north of Iceland and the eight or nine sailors seen left on the conning tower disappeared in the explosions. When seen again, the men were swimming amongst much debris but within forty minutes they too had gone. Millard received the American DFC and would have further success. He had already attacked and damaged U-664 on 1 November. Bulloch too had achieved another success on the 5th, sinking U-132, or so it was thought. This boat was part of a wolf pack ordered to attack convoy ON 137, but bad weather caused an abandonment. Discovering another convoy, U-132 made an attack, sank three ships, but then disappeared. It has since been believed that one of her victims, crammed with explosives, had blown up under water destroying the luckless U-boat. Bulloch had in fact attacked and damaged U-89 while giving cover to convoy SC 107. He had already sighted a U-boat on the way there but he was seen and the boat had gone before he could attack. Over the convoy an escort ship told him they had a contact, gave a bearing, sending Bulloch off to investigate. At 3,500 feet a U-boat was spotted, Bulloch dropping down to attack. The boat began to submerge but with its conning tower still in view, six depth charges were dropped, the explosions sending the boat’s stern thirty feet into the air, with both screws turning. It then disappeared, replaced by rising air bubbles. U-89 was severely damaged, and had to abort back to port. Bulloch had received a Bar to his DFC in October and then received the DSO in December. Bulloch would, of course, have no way of knowing that, uniquely, this had been his second attack on U-89. As we read earlier in this chapter, he had done so back in August while operating with 15 Group. Bulloch was in action again on 8 December, records later showing he had sunk U-254, but, again, later research indicated this boat had been damaged in a collision with another U-boat on another date and lost. Bulloch had attacked another boat that had not been hit. However, 120 continued its success in the New Year. Meantime, patrols of anti-submarine aircraft continued out over the North Atlantic for the rest of the year and 1943 would see a massive increase in sightings and attacks. Nos 120, 269, and VP-84 would be joined by Liberators of 59 Squadron until Dönitz was forced to abandon operations totally in this area.

P/O R. L. Cowey and some of his crew, 206 Squadron, who sank U-627 on 27 October 1942. The two men on the left are un-named but Bob Cowey is standing centre back and on his left is his rear gunner, Sgt J. H. Morris. The two squatting, centre and right, are two of Cowey’s crew in 1943, when he sank U-710: P/O D. E. Bryon (Eng), and F/Sgt N. H. Wright (second pilot). The picture was taken in front of Fortress FL452 G in which P/O L. G. Clark slightly damaged U-632 on 15 January 1943.

Kapitänleutnant Klaus Korth, commander of U-93 who was lucky to survive a damaging attack by a Whitley of 502 Squadron on 10 January 1941.

Two New Zealanders who saw action with Coastal Command, seen here later in the war serving on Guadalcanal in the South Pacific. On the right is Bryan Turnbull, third pilot with Terry Bulloch’s crew in 1942 and with him when they damaged U-89 and U-653 that August. Noel Tingey was part of Turnbull’s successful crew in early 1943 as a WOP/AG. Turnbull received the DFC in 1944.

S/Ldr Terry Bulloch DSO* DFC*, 120 Squadron 1942-43, the most successful U-boat hunter with Coastal Command.

Consolidated B-24 Liberator of No.120 Squadron (FL923 V). F/O J. K. Moffatt flying this aircraft sank U-189 in April 1943. However, this machine was shot down attacking U-539 in October 1943. It was being flown by the unit’s CO, W/Cdr R. M. Longmore, crashing into the sea with the loss of all its crew.

US Navy Consolidated PBY 5A Catalina, the type used by both VP-73 and VP-84 operating from Iceland in 1942-43. Note the ASV aerials, and the two gun blisters either side of the rear fuselage, which gave crews excellent vision while searching for U-boats.

Three of Terry Bulloch’s crew in 120 Squadron, 1942. Sgt Noel Tingey RNZAF (WOP/AG), Sgt G. W. ‘Ginger’ Turner (WOP/AG) and Sgt ‘Dusty’ Miller.

The Short Sunderland looking every bit the queen of the skies. Painted white underneath, this helped camouflage an approach under cloud cover in order to get as near to a surfaced submarine as possible before its lookouts spotted it. Note the dirt and scum marks along the waterline, accumulated over weeks of sitting on the water at its base.

The men in this picture had an above average war as regards U-boat sightings and attacks spread over many months, with 120 and then 224 Squadrons. This picture was taken at RAF Nutts Corner, 1941-42, County Antrim. Seated l to r: F/Sgt E. J. J. Spiller (second pilot), F/O P/ J. Cundy (pilot), P/O Ronald ‘George’ Fabel (Nav). Rear: Sgt Ken Owen (Eng) Sgt Eddie Cheek (WOP/AG), Sgt Ian Graham and Sgt Archie Graham, two brothers (WOP/AGs). Ed Spiller later had his own crew in 224 Squadron and damaged U-426 on 2 July 1943. He received the DFC for valiantly evading attacks from ten Ju88s in May but was killed in a flying accident in September 1945, in a Liberator of 466 Squadron.

Catalina patrolling above an Atlantic convoy. The mere presence of Coastal Command aircraft saved many lives and many ships, U-boats being unable to follow a convoy underwater at the same speed as the ships.

An Italian submarine badly damaged and its crew starting to abandon it. Their chances of survival were slim; crews abandoning their vessels rarely survived.

There was always a ceremony upon the return of a U-boat, the men, mostly bearded from weeks away in the Atlantic, would line up and be welcomed by a high-ranking naval officer. Here U-960 receives their heroes’ welcome from a former captain. The boat’s present skipper, Günther Heinrich, is in the leather jacket with white scarf and cap.

Oberleutnant Günther Heinrich, commander of U-960.

Chapter Four

Air Headquarters Gibraltar, 1939-42 RAF Coastal Command set up a headquarters at Gibraltar a week after war was declared, with the task of covering the all-important Straits of Gibraltar. The need to have some control over the Straits was to stop the free-flow of U-boats entering the Mediterranean after sailing from northern Germany. Later, aircraft based on the Rock covered the southern area of the Bay of Biscay and along the western coasts of Spain and Portugal. There was also a need to patrol a little out into the Atlantic, the route U-boats would take in order to head south towards the west coast of Africa, while others would be sailing down to South Africa, then round into the Indian Ocean. Aircraft used only needed to be twin-engined, as there was no necessity to fly far out into the Atlantic, so squadrons there were mainly equipped with Hudsons, although in the beginning there were some Saro London IIs of 202 Squadron, but these soon went in favour of Catalinas. As far as contacting and attacking U-boats, there were no successful attacks until late in 1941. The first sinking came on 25 October 1941 by a 202 Squadron Catalina flown by Squadron Leader N. F. Eagleton DFC, engaged on covering convoy HG 75. Discovering a submarine he immediately attacked, dropping two depth charges, both of which failed to explode. Reluctant to waste his other charges, Eagleton kept the boat in sight while calling up HMS Lamerton, a Hunt-class Type II destroyer, from the 12th Escort Group with the convoy. Meantime, the sub – the Italian Galileo Ferraris, headed off but was shadowed by the Catalina. Although Eagleton reported his charges did not explode, he must have been wrong for, after the attack, the boat was unable to dive. The ship arrived and gave chase, opening fire from six miles and continued to close and fire, until the sub captain scuttled his command, allowing the crew to be taken prisoner. Its destruction was officially credited as shared between 202 Squadron and Lamerton. On 6 December, 202 Squadron attacked another submarine, this time a German boat, U-332. The Catalina was flown by Flight Lieutenant H. Garnell and crew, and they saw the boat, fully surfaced, six miles on their port bow. Hugh Garnell headed down and in as the sub submerged. Selecting four depth charges, one failed to release and another did not explode, but the other two splashed down about 100 yards ahead of the swirl. Forty-five seconds later a large quantity of oil bubbled to the surface, but

nothing more. However, U-332 had been damaged and limped into a port ten days later. Garnell was later killed aboard an anchored Catalina at Broome, Western Australia, by a Japanese Zero fighter that strafed it in March 1942. It would not be until 1 May 1942 that Gibraltar-based aircraft saw action again, this time attacking U-573 east of the Rock. Sergeant Brent and his 233 Squadron Hudson crew attacked the surfaced boat dropping two 250lb depth charges from thirty feet which exploded against the starboard side of the conning tower. The boat went down but soon afterwards re-surfaced, its bows sticking out of the water. Finally, it levelled out and the crew came on deck with their hands up in surrender. Unfortunately Brent had to leave the spot half an hour later. Badly damaged, U-573’s crew managed to get their boat under way, limping into Cartagena, Spain. It was paid off and sold to the Spanish government, and so lost to Germany. The very next day, the 2nd, U-74 was sunk by 202 Squadron, and the crew of Flight Lieutenant R. Y. Powell. The boat was on the surface seven miles away and began to go under as the Catalina approached. Powell released two depth charges from fifty feet which fell beyond the swirl, but nothing further was seen. However, damage had been inflicted and soon two destroyers came to the spot and depth charges sent the boat to the bottom with her forty-six crew. The boat had been on her ninth cruise since February 1941. Reg Powell received the DFC and, in 1944, still flying with 202 Squadron, received a Bar, having by then made attacks on seven U-boats. In June 1942, Gibraltar-based flying boats sank three Italian submarines. No. 202 got the Veniero on the 6th, 240 Squadron sank the Zaffiro, three days later, while a Sunderland of 202 accounted for the Alabastro on the 14th. No. 240 Squadron were on their way to the Far East that June, staging at Gibraltar, and Flight Lieutenant D.E. Hawkins DFC was asked to fly a patrol on the 9th. Flying in a cloudless sky, the Catalina crew spotted the U-boat ten miles away near the Balearic Islands and Hawkins dived to the attack. The boat’s gunners began to open fire when 1,000 yards away, and the boat was still on the surface as four 450lb depth charges splashed around it. More gunfire was exchanged as the aircraft circled, but then the boat began to go under, leaving oil on the surface. Five minutes later it re-emerged, and began to settle by the stern. Men began to appear on the decks, some even diving overboard, as a white flag appeared too. Hawkins attempted to land to pick up survivors but the sea was too rough and in the attempt his aircraft was slightly damaged so he finally had to leave, seeing several seamen dead in the water. Desmond Hawkins received a Bar to the DFC, and later commanded 36 and 230 Squadrons, ending his career as an air vice marshal. The Veniero, sunk by Robin Corrie on 7 June, had been located on ASV at a distance of sixteen miles and upon investigating found the surfaced boat but during his approach the bomb racks failed to roll out, so he was forced to turn, although his gunners opened fire as they went round. The boat, however, remained on the surface and returned the gunfire, wounding one of the Cat’s crew. Corrie came in again, the racks having now functioned, but the sub was going down. Four depth charges splashed into the water ahead of the swirl and, after they exploded, oil was seen on the surface. Corrie then left, landing at Ansiola to get attention for his wounded gunner, then returned to the scene but, although oil was still present, no further evidence of a kill could be seen. However, the sub had gone down with her crew. Lack of evidence indicated to ‘higher authority’ that the boat had survived, so Corrie received no recognition, although in 1945 he finally received the DFC for his work in the south-

west Pacific theatre.

* * There was a bit of a lull after this flurry of sightings in June but things were to change in November, brought on by the Allied armies landing in North Africa on the 8th, Operation TORCH. No. 500 Squadron in Cornwall was moved to Gibraltar, arriving on the 5th and was now operating a detachment out of Oran. On the 14th, 15th and 17th its Hudsons accounted for three U-boats, also damaging boats on the 13th, two on the14th and one more on the 17th, while a Hudson of 608 damaged another on the 18th and 233 Squadron damaged one on the 24th. It was thanks to the Gibraltar aircraft that these German submarines were thwarted in their attempts to interfere with the Allied landings. U-411 was sunk on the 13th by Squadron Leader J. B. Ensor of 500 Squadron, flying from Gibraltar. The same day, Flying Officer M. A. Ensor DFC RNZAF, of the same squadron, flying from Tafaraouri, Oran, damaged U-458. Mick Ensor recorded in his flying log book: Attacked U-boat with four depth charges after it submerged. Damaged U-boat surfaced and manned machine guns on conning tower. We shot them up with our guns until out of ammo, leaving several of gun crew dead and wounded. U-boat last seen down at the bows and making little headway. Although it was strange to have two pilots on the squadron with the name of Ensor, they were not related. Mick Ensor had recently received a Bar to an earlier DFC, for an attack on a U-boat on 24 August, operating from England. The squadron was then using depth charges filled with Amotol, which were inferior to Torpex (the latter had a mixture of TNT and powdered aluminium), and Ensor felt certain the boat would have been sunk had he carried Torpex charges. Another of the U-boats, U-595, had been damaged by 608 Squadron on the 14th and was unable to dive. It was located by 500 Squadron’s five aircraft that used her for target practice but she continued to survive, finally beaching west of Ténès and later sinking. Her forty-five-man crew were taken off by the French and handed over to the Americans. One of the RAF crews was 500’s squadron commander, Wing Commander D. F. Spotswood DFC, who received the DSO later in the war. He was to become Marshal of the RAF Sir Denis Spotswood. That same day a Hudson from 233 Squadron, piloted by Pilot Officer J. W. Barling, saw a surfaced U-boat, attacked and dropped three depth charges, all of which were seen to actually hit the boat’s hull. The boat was lifted by the explosions, then slid back and disappeared, leaving oil on the surface. The crew had spotted U-605 from six miles on a beautiful clear day, six miles north-west of Cap Ferrat, and initially it was thought to be a motor boat, but John Barling, using binoculars, quickly identified it. There was no attempt by the sub to dive, which amazed the RAF crew for, if they could see it, the conning tower lookouts should have seen them clearly. Only a few moments before the attack did the boat start to go down but it was still visible as the attack was made. There were no survivors. Barling received the DFC and later flew with 224 Squadron from the UK. On the 15th Mick Ensor scored again, this time sinking U-259 while operating from Algiers. Again it was a surfaced vessel and some distance from the Hudson, but he felt that with his whitepainted undersides, his aircraft might be difficult to spot until too late. He was at 7,000 feet but quickly reduced height, skimmed over the sub and let go his depth charges. However, something went wrong

and they exploded beneath him his Hudson becoming seriously unwieldy. Ensor struggled to control the machine and gradually managed to gain some height but, meantime, his rear gunner had announced that the U-boat had exploded. The gunner also reported that much of the aircraft’s rudders and elevators had gone and that he had a large hole beneath his feet. Slowly, very slowly, Ensor managed to climb but after reaching about 3,000 feet the altimeter began to slowly unwind and it became all too apparent that they were not going to make land. There were a number of Allied ships near them so the decision was made to bale out. Ensor and one of his WOP/AGs made it and were picked up, but the other two did not survive. Mick Ensor received the DSO for this action and his surviving crew member the DFM. The squadron sank yet another U-boat on the 17th, U-331. Flying from Tafouri, three Hudsons, led by Squadron Leader I. C. Patterson RNZAF, located a surfaced boat and Patterson straddled it with three depth charges. Men could be seen abandoning the boat and, as another Hudson came in, more went over the side as further depth charges blew vast amounts of water into the air. This was repeated as the third Hudson made its attack. Patterson began to circle as his companions were forced to leave the area, and he saw a white flag being waved. Returning to the North African coast he advised the Navy of the situation and then, accompanied by a Hurricane fighter, returned to the scene, arriving to find the surviving German crewmen sitting on the deck awaiting rescue. However, three Fleet Air Arm aircraft then happened upon the scene, a Swordfish, an Albacore and a Martlet fighter. Despite frantic signals to the Navy flyers, they proceeded to torpedo and strafe U331, completely destroying it, although seventeen men, including its captain, survived in the water and were later rescued by a Walrus amphibian. The captain, Hans-Dietrich von Tiesenhausen, had been decorated with the Knight’s Cross for sinking the battleship HMS Barham in November 1941. Her spectacular end, where she explodes while beginning to turn over, is often featured in films about the Mediterranean war. Ian Patterson later received the DSO. Another boat damaged on the 17th was U-566, after an attack by Sergeant E. H. Smith of 233 Squadron. A week later, Eric Smith depth charged U-263. This boat was so badly damaged she did not sail again until January 1944. Smith received the DFM. On the 19th the 608 Squadron crew of Flying Officer A. F. Wilcox, damaged U-413. He had seen the U-boat at a distance of nine miles and had crept up in cloud, breaking cloud at one and a half miles, and attacked. The boat saw the Hudson and crashdived but, although it had gone down, Wilcox straddled the forward part of the swirl with four depth charges, which produced oil, that continued to come up until the aircraft left eight minutes later as PLE1 was reached. The official assessment of this attack was not conclusive although Wilcox was praised for the manner of his attack, which deserved a better conclusion and at one stage it was thought he had in fact sunk U-98, but post-war records showed this not to be the case. U-413 was extensively damaged, however, and was in repair dock until early 1944.

* * Another important development had occurred at the eastern end of the Mediterranean on 30 October 1942. U-boat U-559, on her thirteenth war patrol, was found north-east of Port Said by several RN destroyers and the boat was forced to the surface, where the crew abandoned her. A specially trained

party from HMS Petard boarded and located code books and some secret code material. The sub was sinking all the while and one seaman, in trying to locate and take the M4 cypher machine, went down with the boat without obtaining it. All but eight of the German crew were saved. The material and code books were sent back to England, and further helped in managing to decode German messages using Enigma.

A Catalina of 202 Squadron at anchor at Gibraltar in 1942. No. 202 sank three U-boats and damaged another from late 1941 to the summer of 1942. Squadron codes are AX.

A Catalina on convoy patrol. Coastal crews spent many hours on such duties, rarely seeing anything but merchant ships, although always on the look-out for German submarines.

F/O R. M. Corrie RAAF, of 202 Squadron, sank the Italian submarine Veneiro on 7 June 1942. Robin Corrie later served in the south-west Pacific and was awarded the DFC in 1945 for his long, gallant, and devoted service. He had flown with 20 Squadron RAAF, and then commanded 112 Air Sea Rescue Flight.

Hudsons of 500 Squadron were particularly successful during the TORCH landings in North Africa in November 1942. This view of one was often the last thing a U-boat’s crew saw before the depth charges crashed down.

P/O John Barling (right) with Sgt Jack Forbes, one of his WOP/AGs. They sank U-605 on 14 November 1942, Barling receiving the DFC. In 1944 he was to help in the destruction of another U-boat while flying with 224 Squadron.

F/O H. W. Thomson, Barling’s New Zealand navigator on 14 November. He later flew with a transport squadron in the Pacific.

F/O M. A. Ensor DFC of 500 Squadron, seen later in the war flying Liberators with 224 Squadron from England. He sank U-259 on 15 November 1942, having already damaged U-458 two days earlier. Later in the war he would fly with 224 Squadron in 19 and then18 Groups, encountering U-boats with both.

U-331 under attack by Hudsons of 500 Squadron on 17 November 1942. Although the boat surrendered, she was attacked by Fleet Air Arm aircraft before her crew properly surrendered, and sunk. Seventeen sailors survived.

Kapitänleutnant Hans- Dietrich Freiherr von Tiesenhausen, commander of U-331 in November 1942. He had received the Knight’s Cross for sinking the British battleship HMS Barham a year earlier.

Kapitänleutnant Gustav Poel, had his U-413 damaged by a 608 Squadron Hudson on 19 November 1942. He too received the Knight’s Cross for his command of this submarine, which he held until April 1944.

U-566, damaged by a Hudson of 233 Squadron on 17 November 1942. She made her way back to port but was scuttled in October 1943 following an attack by an aircraft of 179 Squadron. (We shall read more of this in a later chapter.)

F/Lt H. R. Sheardown RCAF and crew, who sank U-620 and damaged U-381 on 14 February 1943 during a night convoy escort. Standing l to r: F/Sgt Jack McIntyre RCAF (Nav), Sgt Geoff Chew RAAF (WOP/AG), Sheardown, Sgt Jim Fletcher RAAF (WOP/AG), Sgt H. Upson (Eng), F/O Spinney (not with 202). Front: Sgt Art King (WOP/AG), Sgt Reg Sprague RAAF (WOP/AG), Sgt Doug Watkins (Eng), F/O Dan O’Rourke (not 202).

F/Sgt Jack Cox RNZAF was Sheardown’s co-pilot on 14 February 1943, sitting with Arthur King RAF, one of the WOP/AGs that night.

Harry Sheardown, relaxed aboard his Catalina, FP223, in which he sank one U-boat and damaged another on 14 February 1943, operating out of Gibraltar.

Chapter Five

No. 15 Group 1943 If 1942 had been a lean year for 15 Group, with just two U-boat sinkings and one damaged, 1943 was quite the reverse. Coastal Command’s fight against the German U-boats during the Battle of the Atlantic, defending the massive convoys of supplies from Canada and the US, had finally started to look up. It now had the weapon to sink the menace and, at last, the aircraft to do the job. Flying Fortresses, VLR Liberators and Sunderlands dominated the convoy patrol work, edging into the area patrolled by Iceland’s Liberators, Hudsons and Catalinas, further to the north. However, there was now the start of a constant battle with technology from both sides. With the introduction of the Leigh Light, U-boat crews no longer felt safe travelling on the surface at night, but then the Germans came up with a method of picking up an aircraft’s ASV transmissions from patrolling aircraft, called Metox. As soon as the submarine’s radio room operator picked up the signals, the boat would dive. What is more, Metox could pick up these transmissions up to thirty miles away, virtually twice the range of the ASV coverage. By September 1942 a number of U-boats were having Metox installed, this number increasing as time went by. Nevertheless, the U-boat arm, while inflicting heavy losses on Allied shipping, was beginning to suffer serious losses of its own. Allied air power was beginning to establish itself over the Atlantic, the Bay of Biscay, and the approaches to it. With the Atlantic Gap largely closed with VLR Liberators, even if the number of Libs was still low, German crews were vulnerable from every quarter. Even more so with the later arrival of MAC ships and escort carriers added to convoys. Meantime, the boffins had been working steadily to help counter Bomber Command’s inability to hit targets in Germany, and provided a version of ASV III called H2S. The Americans at Massachusetts Institute of Technology (MIT) had been working on improvements to radar and shared their work with Britain’s Telecommunications Research Establishment to acquire centimetric radar. Bomber Command got priority with the new sets but finally Coastal began receiving them, especially when the Metox development began to reduce sub kills. The code-breakers at Bletchley Park had finally broken the fourwheel code of the Enigma machine that boats had been using since February 1942, but it had taken ten months. They were now reading U-boat messages once again and passing this information to Naval HQ. U-boats were still sending frequent position reports, as well as informing their HQ when they were

going to return through the Bay, and when they had successfully crossed out from Bay ports, or their north German ports. Eventually Coastal aircraft, using the new centimetric radar, would be able to home in on submarines even if only the periscope was above the surface. The see-saw struggle for supremacy through technology would continue.

* * In February 1943, 15 Group Fortresses sank two U-boats, and a Lib made it three, all round convoys. This increased to four in March, three by Libs and one by a Sunderland. Three more were damaged, all round convoys, two by Fortresses, one by a Sunderland U-710 was the victim of Bob Cowey and his crew from 206 Squadron, on 24 April. Operating out of RAF Benbecula, patrolling for convoy ONS 5, the boat was seen at periscope depth eight miles ahead. Cowey headed down and in, a gun on the conning tower opening fire as he approached. As Cowey later commented, this was a first, as U-boats usually crash-dived when the danger was seen. As the depth charges exploded, his rear gunner saw the sub rise vertically out of the water, and then sink, leaving much debris and about twenty-five men in the water. They had no way of helping them and, as the weather at home base was reported to be closing in, they had to leave. Like virtually all U-boat crews who survived a sinking, there was no rescue. Very occasionally another nearby boat might come along, but this was rare. This was Bob Cowey’s second kill and he received the DFC. May began with an 86 Squadron Liberator sinking U-109 on the 4th and on the 12th another from this Squadron, from Aldergrove, found U-456 in showery weather near convoy HX 237. Flight Lieutenant J. Wright’s crew dropped a Mark 24 mine that caused damage to the sub, which surfaced. Wright called the convoy’s SNO and a destroyer was despatched to the scene. The U-boat captain, aware of the approaching danger, decided to dive but was lost in the attempt. It was the device’s first kill. Wright would gain further success. The Mark 24 mine, an American weapon made available in great secrecy, was in fact an acoustic torpedo, which is why it was referred to as being a ‘mine’. Once in the water, the torpedo would home onto the submarine’s noise. It had a running time of ten minutes and a range of 4,000 yards and contained 9,216lb of Torpex. It had to be dropped from 250 feet with the aircraft flying at 125 knots, and it would steer towards the noise of a sub. Care had to be taken if Allied ships were near. Generally, it would only be dropped if a U-boat had just dived. In all 346 were dropped in anger. They were also known as Fido or Zombie. Another new weapon about to be unleashed was the 600lb (272 kg) anti-submarine bomb, which we will see used as the Germans changed tactics later in the year. In essence, this weapon was one that could be dropped at height, up to 5,000 feet, with the use of a bomb-sight. However, the depth charge remained the preferred device against the U-boats. Further success in May resulted in two sinkings and one damaged. One of these was found on 31 May by Flight Lieutenant D. M. Gall, of 201 Sunderland Squadron. Up until now, Douglas Gall had flown a total of 732 hours on Sunderlands, not seen any trace of a German submarine, and was beginning to believe he never would, so it came as a tremendous surprise when U-440 was sighted in the distance. Diving, he got his aircraft up to 150 knots, trying to get to fifty feet as quickly as possible. As the boat was making no signs of diving, Gall asked his navigator to check that they were not in one

of the ‘free lanes’ used by Allied subs. Closing in, Gall was even more sceptical as the boat began signalling to the Sunderland. Then one of his gunners came over the R/T saying that it was not a signal, it was gunfire. With him this day was the Squadron Gunnery Officer, Pilot Officer Martin, who was in the front turret and he used his skill to great effect, as witnessed by the number of bodies seen in the conning tower as the flying boat passed over. Gall pressed the release for four depth charges, Gall admitting that he would have missed by yards, but at the last minute the U-boat turned, right into the middle of the stick. The boat’s bows lifted out of the water and then slid slowly out of sight. Douglas Gall received the DFC. Five more U-boats were sunk or damaged in June, but one on 11 June had a very different end as far as the RAF crew were concerned. Wing Commander R. B. Thomson DSO was CO of 206 Squadron. The Fortress had been in its patrol area for two hours when a U-boat was spotted seven miles away. On the approach the boat’s gunners began to open fire, something that was becoming a regular occurrence, and bullets hit the front of the aircraft. The depth charges went down and, when next seen, the sub’s bows were up; then it went down stern first, leaving oil and about twenty-five men in the water. However, two of the Fort’s engines were giving trouble and, being unable to maintain height, Thomson was forced to ditch. Only one dinghy inflated and the emergency supplies were lost. The crew were in the water for three days until found by a Catalina of 190 Squadron (Squadron Leader J. A. Holmes DFC) who landed on the sea and picked them up. An earlier attempt by an American Catalina had failed, this having crashed as it attempted to make a sea landing. The RAF aircraft was well overweight and 140 gallons of fuel had to drained off before they were able to take off. Ronald Thomson was awarded the DFC as were two of his crew, and he later rose to be an air vice marshal. Jack Holmes received a Bar to his DFC.

* * Admiral Karl Dönitz, mindful of the recent increase in submarine losses, ordered a change to U-boat tactics which began about May 1943. Fully aware that a submarine is most vulnerable during a crashdive, once an approaching aircraft was spotted, he now ordered his crews to remain on the surface and fight it out. There was some logic to this for a large four-engined Liberator, Fortress or Sunderland, or even a twin-engined aircraft, coming in low, seemed a pretty good target. During a crash dive the Uboat had no defence and the attacking aircraft’s crew had no distractions from placing their depth charges right where they needed to be. Faced with gunfire from the boat there was every chance of shooting down the aircraft, or damaging it sufficiently for it to break away. At the very least, it might well put off the aircraft from pressing home the attack too closely. Of course, for the attacker it did at least show exactly where the target was, reducing the guesswork of where it might be once submerged. The new AOC-in-C of Coastal, having taken over from Joubert de la Ferte in February, was Air ViceMarshal J. C. Slessor CB DSO MC. He thought that, although it increased the danger to his crews, he would gladly exchange one aircraft for one U-boat. So this was the reason recent attacks on U-boats had found boats remaining on the surface and defending themselves. As we shall read later, 19 Group, operating over the Bay of Biscay, would likewise discover this change of tactics and face other changes as things developed.

Meantime, on 17 June, Flying Officer L. G. Clark of 206 Squadron, made his third successful attack on a U-boat. Those squadrons operating over the Atlantic but further south, on the approaches to Biscay, were beginning to fly within designated areas. These areas, one supposes, were where intelligence reports indicated better than average chances of spotting a U-boat provided it was caught on the surface. Les Clark had been assigned to patrol a rectangular area coded as Musketry, finding U-338 on the surface. A problem with the intercom delayed the attack but, when it began, the sub was seen to be manoeuvring to place its stern towards the aircraft so that its aft-mounted guns could be brought into action. Six depth charges went down but failed to do any major damage and, as Clark turned to come in again, the boat was crash diving. However, the damage inflicted was sufficient for U-338 to return to St Nazaire. This boat had successfully engaged a 502 Squadron Halifax in March, shooting it down, so its crew had some confidence in this new ‘stay up and fight’ doctrine. However, the damage forced her to remain in harbour till September and, when coming out again, she was sunk by a Canadian destroyer. Les Clark had now sunk one and damaged two U-boats and would be rewarded with the DFC. Flight Lieutenant J. Wright of 86 Squadron, made his second successful attack on the 23rd. Flying convoy cover, his crew located U-650 on the surface. In fact, they found three U-boats, but they all quickly submerged. Five hours later they located the three again, one immediately diving, the others staying up and opening fire on the Liberator. As Wright made his approach, these two began to go down but Wright let go a 600lb anti-submarine bomb but, apart from its large explosion, nothing more was seen. Unbeknown to him, however, was that U-650, heading for St Nazaire from Kristiansund was damaged and out of action until December. John Wright was not finished yet. Seeing three boats on the surface at the same time was evidence of yet another development by the Germans. U-boats now began crossing the Bay in small groups and, on this occasion, had been heading towards port. The idea was that more than one surfaced boat would increase the firepower against an attacking aircraft and, even if one was ordered to submerge for safety, there were still two to engage the attacker. Therefore, in addition to fighting back, groups of three or even five subs would face an attacking aircraft. This, of course, led to a counter-tactic by Coastal aircraft. As there were often several aircraft patrolling not too far from each other, either on the edge of the Bay or in the approaches to it, the order was that whichever aircraft found multiple U-boats, would circle and call up other nearby aircraft so that a co-ordinated attack could be made. Another successful attack was made on 4 August, but again the aircraft did not survive. Flying Officer A. A. Bishop RCAF was the pilot of a 423 Squadron RCAF Sunderland that found U-489, a Type XIV sub, that had been ordered to make for Japan but, at sea, this had been changed to Madagascar, sailing from Kristiansund. The Type XIV boats were used to refuel and resupply other subs at sea in order to prolong their patrols. On 3 August she was spotted by a Hudson of 269 Squadron, from Iceland, piloted by Flight Sergeant E. L. J. Brame. Attacked with depth charges and machine-gun fire, she was only slightly damaged. We shall meet ‘Peter’ Brame in a later chapter. Bishop had found the boat while it was recharging its batteries and he attacked from sea level. They were met by heavy cannon and machine-gun fire and, although Bishop tried some undulating movements, his aircraft was badly hit, but he still managed to drop six depth charges. As he pulled out he was told the aircraft was on fire in the galley area and bomb bay. Two engines were playing up and

he had little aileron control. Losing much of his control, he decided to make a sea landing but, after one bounce, the left wing float dug in and the aircraft cart-wheeled into the water. As Al Bishop came to the surface, what little of the machine remained was on fire. As he helped a wounded crew member, he saw the U-boat going down, its crew taking to dinghies. After some fifty minutes two destroyers approached but were only able to find six of the Sunderland’s crew. All but one of the U-boat’s crew survived and were picked up by the destroyers, including three Luftwaffe men, shot down by a Beaufighter off Norway some days earlier, who had been rescued by U489. Al Bishop received the DFC.

* * There was a lull in U-boat attacks by the group and it was not until 8 October that another was sunk, and this by John Wright of 86 Squadron, his third successful encounter. He was covering convoy SC 143 and, soon after it became light, a surfaced U-boat was seen but quickly went below the waves. Wright dropped depth charges but nothing further was seen. Wright continued to patrol round the convoy and, an hour later, found himself back at the same location, sighting what he presumed was the same U-boat, but this time it did not submerge. His last two depth charges went down, exploding right next to the boat’s hull, resulting in a violent explosion. As the scene cleared, thirty feet of the boat’s bows were sticking vertically out of the water amidst oil and debris, along with about fifteen sailors. He still had to continue his patrol and, soon after he had returned to the convoy, he found another U–boat but without any charges all he could do was to have his gunners strafe it. However, he was able to home in another 86 Squadron Lib that was nearby, flown by Flying Officer C. W. Burcher DFC RAAF. Cyril Burcher had sunk U-632 in April 1943, and had, in all, attacked some ten U-boats during his time with the squadron, an almost unprecedented number for one pilot. As he approached the scene, he saw the sub as it was starting to go down. He attacked but when the water cleared just some oil and scum was all that was visible. An hour later he returned to the spot and found a 120 Squadron Liberator attacking a surfaced U-boat – Flying Officer D. C. L. Webber DFC. The boat – U-643 – had had it and her crew could be seen taking to their dinghies and wearing lifejackets. The original U-boat, U-643, was certainly going down and as the Liberators circled, there was a violent explosion, after which there were some fifteen-twenty survivors in the water, who were later picked up by the same destroyer that had rescued Al Bishop in August – HMS Orwell. For these actions, John Wright received a Bar to his DFC, Denis Webber received an Immediate DFC, while his navigator also received the DFC and his engineer a DFM. Coastal was still not finished with the U-boats sniffing around SC 143, for that evening a 423 Squadron Sunderland, under the command of Flying Officer A. H. Russell RCAF, arrived on station at 17.34 hours and ordered to patrol astern of the convoy. Emerging from cloud some two hours later they spotted a surfaced sub just 100 yards ahead on the port bow. As the flying boat flew over it, the rear gunner began exchanging fire with the conning tower gunners. In the pilot’s seat was Wing Commander J. R. Frizzle RCAF, who had come along for the ride, but he quickly handed over to Russell as they turned to make an attack. Russell dropped his charges from 100 feet and two straddled the conning tower. The boat – U-610 – was lifted by the explosions and disappeared, leaving debris and oil on the

surface. U-610 had earlier on this day sunk the Polish destroyer ORP Orkan, but did not survive the attention of the Canadian Sunderland. Alfred Russell was awarded the DFC but on, 5 December, he and some of his crew were in a Sunderland which crashed into Knocklayd Mountain, County Antrim. There were sixteen people on board and two of Russell’s 8 October crew were killed and two others, as well as Russell, were injured. Eight days after these events, 86 Squadron sank U-964 on another convoy escort, leaving thirtyfive men in dinghies. It was one occasion when other U-boats went to their aid but in the event only four men were rescued by U-231. The Liberator pilot, Flying Officer G. D. Gamble DFC BEM, had radioed the convoy escort commander about the men in the water but his request to rescue them was turned down. This same 16 October another sub was destroyed, this time being attacked by two Liberators of 120 Squadron and another from 86 Squadron. They were escorting convoy ON 206, attacking U-470 in the early evening. The boat suffered several attacks and finally went down, leaving several men in the water. Again a request went to the convoy commander and, although two destroyers made a quick search, they were only able to pick up a few seamen before they were urgently required to rejoin the escorts. A Sunderland of 422 RCAF Squadron was shot down on the 16th whilst attacking a U-boat near convoy ONS 20. The aircraft crew in fact saw two U-boats on the surface – U-448 and U-281. Piloting the flying boat was Flight Lieutenant P. T. Sargent RCAF who selected U-281 for attention. All three antagonists exchanged gunfire during two attacks but, on the second, the Sunderland was hit and airmen were killed and wounded, although the boat was damaged by Sargent’s depth charges. The aircraft’s mortally wounded navigator gave his pilot a course for the convoy and, arriving over it, Sargent ditched in heavy weather. Seven of the eleven-man crew managed to escape but Sargent became entangled in the wreckage and, despite attempts to free him, he went down with the aircraft. Three of the U-boat’s crew were wounded in the exchange of fire. Flying in the Sunderland this day were 15 Group’s gunnery officer as well as the squadron’s RAF gunnery officer, the latter being lost. On 23 October, 224 Squadron sank U-274 near convoy ON 207, but the Liberator carried yet another weapon – rockets. Not dissimilar to rockets carried on Typhoon fighter-bomber aircraft, these were being experimented with by Liberator squadrons. It had been found that if released in about a 30 degrees of dive from 300 to 400 yards (274-365m) from the target, the rocket would travel some seventy yards (64m) under water before curving upwards and emerging again, as the heat had caused the red-hot tube end to bend. Squadron Leader E. J. ‘Billy’ Wicht was at the controls, patrolling well north of the convoy but radar picked up a contact ten miles ahead. Wicht climbed into cloud and when he emerged a U-boat was seen ahead. The sub appeared to be taken by surprise and there was no apparent activity on the bridge. Two rockets were fired at 1,000 yards from 1,000 feet, then a second pair at 800 yards and 800 feet, with the remaining four fired off at 400 yards. Uncertain if any had hit, the aircraft flew low over the boat, the gunners exchanging fire with German sailors who were now awake. The boat began to head away, always keeping its stern towards the circling Liberator, but finally Wicht made a depth-charge attack from fifty feet and it went down.

Flame floats were dropped and then two or three destroyers arrived who continued the attack with depth charges from which the boat – U-274 – did not survive. She was officially shared between 224 Squadron and HM ships. Billy Witch, a Swiss national in the RAF, later received the DFC and in 1944 was awarded the DSO. Two of his crew, R. W. King (N) and C Owen (FE) had been in other successful crews of 224. The Group’s last sinking of 1943 was U-280, on 16 November. Flying Officer J. H. Bookless RAAF, of 86 Squadron, was on patrol near convoy HX 265, north of the Azores when they found and attacked the surfaced boat. On the run-in, the boat began firing at the Liberator, the front gunner from which also began to fire. Flak fire was intense and the Lib was hit and one engine knocked out. The first depth charges overshot but on a second attack they appeared to explode nearer and the boat was not seen again, later being credited to them.

* * Brief mention should be made here about the Azores. Following negotiations with the Portuguese, Coastal began to operate aircraft from here (247 Group) in October 1943. Two Fortress squadrons were deployed, 220 and 206, and Wellingtons of 179 and 172. No. 220 Squadron was the first to score a kill, sinking U-707 on 9 November, the B-17 pilot being Flight Lieutenant R. P. Drummond. Flying from Lagens airfield, the group sank half a dozen U-boats and damaged one more by late 1944.

Boeing B-17 Flying Fortress of 206 Squadron. This squadron sank five U-boats and damaged three others in the first half of 1943.

One of the successful pilots was Flight Lieutenant W. Roxburgh. He sank U-469 in the North Transit Area on 25 March, and received the DFC.

William Roxburgh and crew in front of a B-17. l to r: Sgt J. Rimmer WOP/AG, F/Sgt J. Griffiths (Nav), F/Sgt R. E. Thomas (WIO/AG), Roxburgh, F/Sgt R. L. Simpson (WOP/AG), Sgt L. R. Meech (second pilot), F/Sgt D. Eley (WOP/RM), Sgt J. K. Churchill (WOP/AG).

F/O C. W. Burcher DFC RAAF, 86 Squadron, sank U-632 in April and U-643 in October 1943.

W/Cdr R. B. Thomson DSO, CO of 206 Squadron, attacked U-417 on 11 June 1943, and although it was sunk, its gunners had badly damaged Thomson’s Fortress, forcing him into a crash-landing. However, he did receive the DFC.

F/Lt D. M. Gall, 201 Squadron, sank U-440 on 31 May 1943, and received the DFC.

Officers of 201 Squadron in front of Sunderland W6014. Seated front row 5th from left is the CO, W/Cdr J. B. Burnett. Far left top row is F/O J. C. Hamer, who was in D. M. Gall’s crew. Seventh from left is F/O I. B. F. Walters who sank U-1222 on 11 July 1944. Eleventh is F/O L. W. H. Stevens, crew member of F/O Layne (5th left, 2nd row) who damaged U-518 on 27 June 1943. F/Lt Gall is in the front row, second from right.

A Catalina of 190 Squadron, piloted by S/Ldr Jack Holmes DFC, found Thomson’s dinghy and landed on the water to carry out the rescue of him and his crew. Holmes was awarded a Bar to his DFC for this effort.

F/O A. A. Bishop of 423 Squadron RCAF attacked and sank U-489 on 4 August 1943, but its defensive fire so damaged the Sunderland that Bishop had to ditch. They were rescued by destroyers but only he and five of his crew survived. Standing rear: Sgt H. E. Finn (WOP/AG), Sgt P. McDonnell (Eng). Sitting rear: F/Sgt J. B. Horsborough (WOP), F/Sgt J. S. Kelly (AG), F/O Bishop. Sitting middle: Sgt F. Hadcroft (WOP), P/O H. Parliament (Nav), F/O D. M. Wettlaufer (second pilot). Front: Sgt H. Gossop (Eng), F/O A. E. Mountford (WOP/AF).

F/O Al Bishop DFC RCAF.

F/Sgt E. J. L. Brame scouring the Atlantic while piloting his 269 Squadron Hudson in the summer of 1943.

On 3 August 1943, ‘Peter’ Brame, operating from Iceland, found and photographed U-489 from 3,000 feet. Although he dropped depth charges his aim was deflected through severe return fire from the sub, and when he then dropped anti-submarine bombs from 3,500 feet the chance of a hit was minimal. He had, however, inflicted some damage to the boat which was located again on the 4th and sunk by 423 Squadron RCAF, (F/O A. A. Bishop) although defensive gunfire brought down the Sunderland.

U-643 at a submarine base at Hela in 1943. On 8 October she was attacked and sunk by attacks from two Liberators from 86 and 120 Squadrons, F/O Burcher and F/O Webber.

U-643 under attack by F/O D. C. L. Webber DFC of 120 Squadron.

To support Admiral Dönitz’s diktat that U-boats should remain on the surface if attacked and fight it out, boats began to traverse the Bay of Biscay in small groups. Here three U-boats are under observation by a Coastal crew, whilst calling up reinforcement aircraft from the area.

Remaining on the surface meant anti-aircraft cannon and machine-gun operators would man flak positions on the conning tower. This picture shows one 20mm gun and another lighter machine gun in operation as an attacking aircraft flies past.

U-377’s anti-aircraft flak defences, with twin 20mm and a quad 20mm cannon ready to defend the boat if attacked by aircraft.

F/Lt P. T. Sargent RCAF attacked and damaged a U-boat on 16 October but his 422 RCAF Squadron Sunderland was hit badly by its defensive fire. Sargent had to ditch by the convoy. Four men died in the attack or when ditching, including Sargent, trapped in the wreckage of his sinking flying boat.

A 120 Squadron VLR Liberator over the Atlantic. Note the Leigh Light under its starboard wing.

Kapitänleutnant Hans Speidel, commander of U- 643, sunk on 8 October 1943 by 120 Squadron. He was one of the twenty-three survivors rescued by destroyers but twenty-five others were lost.

The commissioning of U-470 on 7 January 1943, with Oberleutnant Günther Grave, the boat’s captain. Able Seaman Gerhard Tacken raises the flag, one of only two survivors when the boat was sunk by 120 Squadron on 16 October 1943, shared with HM ships.

F/Lt Rod Drummond and crew, 220 Squadron, sank U-707 on 9 November 1943, opening the score for Azores-based aircraft. Drummond is fourth from the right. Circled second from the left is F/Sgt F. L. Fitzgibbon, one of the WOP/AGs who, like his skipper, received the DFC for this action. Frank Fitzgibbon, flying with another crew, was involved in the sinking of U-265 south of Iceland, on 3 February 1943, when 220 was flying with 15 Group.

Chapter Six

Iceland, 1943 Coastal Command aircraft operating out into the Atlantic with 15 Group sometimes overlapped areas in which aircraft based on Iceland operated. No. 120 Squadron opened the 1943 scoring account with two U-boats damaged, U-465 by Squadron Leader D. J. Isted DFC and crew on 6 February, then U-135 by Sergeant B. W. Turnbull RNZAF and crew two days later. Desmond Isted would sink U-623 on 21 February, operating under 15 Group control. Isted had had much success in finding U-boats. His first DFC citation noted that, on a day in December 1942, he had located and attacked four of them. His citation for a Bar to this DFC recorded three excellent attacks in recent weeks, one of which involved a sortie of eighteen hours’ duration, being 900 miles from home base. Bryan Turnbull had already seen some action flying with Terry Bulloch in 206 Squadron, and he too would have a number of encounters now that he was with 120 Squadron, with his own crew. Iceland’s first confirmed success came on 15 February, the crew of another 120 Squadron captain, Flying Officer R. T. F. Turner, found themselves on a sweep around convoy SC 119, south-east of Greenland. On a moderate sea they spotted a surfaced U-boat, seven or eight miles ahead, and having dropped to seventy feet to make his attack, Turner could still see the conning tower as the boat dived. Oil and wreckage came to the surface. Reg Turner later received the DFC. However, after the February flurry, the next success did not come until 5 April, leading to another 120 Squadron kill, against U-635. The pilot, Flying Officer G. L. Hatherly, had set course for convoy HX 231 and as they approached this, flying in and out of cloud just to the north of the ships, saw what appeared to be a sub surfacing. Gordon Hatherly alerted the crew and went down to fifty feet, heading to the U-boat head-on, and carried out a visual attack, releasing six depth charges as the bow of the boat went beneath the nose of his Liberator. The boat disappeared and nothing further was seen and it was assessed as a ‘probable kill’ – the highest category if no wreckage or survivors were seen. There did not seem any reason for Hatherly and crew to be credited with a sinking and it was not until post-war German records were looked at that it was confirmed that U-635 had been the victim. Initially this boat had been credited to the frigate HMS Tay, but these same records showed that the frigate had attacked U-306 which had escaped destruction. However, Hatherly was to receive a DFC towards the end of the year.

The very next day, another 120 Squadron crew, under Flying Officer J. K. Moffatt damaged U-594 while escorting the same convoy. They had been alerted to the fact that there were ‘several submarines astern of the convoy’ and were eager to find at least one. And they did, with three men on the conning tower who appeared to have been taken by surprise as they looked up to see this huge aircraft coming straight for them at sixty feet. It was not a good straddle, although a bluish tinge came to the surface. Another U-boat was spotted some time later and two depth charges went down about twenty seconds after it had crash dived, but, again, nothing firm by way of evidence. However, the boat had been damaged and was forced to abort and return to St Nazaire for repairs. John Moffatt would have other opportunities.

* * As Coastal aircraft from Iceland, in company with those of 15 Group, continued to battle with U-boats around the Atlantic convoys, it is important to make clear that while the Navy escort destroyers and frigates did sterling work in defending their charges on the water, the mere presence of aircraft from Coastal Command, without knowing it, were adding to the misery of U-boat commanders. During the day they had to remain under the surface in order not to be seen, despite the number of sightings actually made by Coastal crews, and in doing so their forward speed was much reduced. This meant that despite constant zig-zagging of ships, their speed was greater than submerged boats so, unless they were able to intercept convoys as they headed towards them, they had great difficulty in chasing a convoy. At night it was different, as they could sail on the surface provided they kept a close eye and radar watch on the escort vessels, and could close with the convoy, even surface in the midst of one. The US Navy Catalina aircraft were still operating under Coastal Command control, and on 28 April, a PBY from VP-84 damaged U-528, having been sent to the area following two sub sightings by 172 Squadron RAF, around convoy SC 127. U-528 in her damaged state had to head immediately for France but, as we shall read later, was caught by a Halifax of 58 Squadron and RN ships in May. On 14 May VP-84 struck again, this time sinking U-640 near convoy ONS 7, the PBY pilot, Lieutenant (jg) E. T. Allen USNR receiving the British DFC. The very next day, 269 Squadron attacked and sank U-646. Sergeant F. H. W. James had seen the U-boat ten miles away when he was at 3,500 feet. In a cloudless sky he rapidly dropped to wave-top height, only rising to his attack height of fifty feet at the last moment. It caught the lookouts unaware until the last moment, too late to dive, and as the sea settled, wreckage, oil and debris was left. Francis James received the DFM. May 1943 was proving a successful month for Coastal, and another Hudson from 269 Squadron sank U-273 on the 19th while patrolling round convoy SC 130. Following the first attack from fifty feet, the boat remained on the surface, men manning the anti-aircraft guns, but Flying Officer J. N. F. Bell kept out of range, until he finally made a strafing run, his front gunner knocking at last one sailor from his gun. There seemed to be some panic by the bridge crew and then the boat began to sink; after fifteen minutes only debris was left on the surface. Its loss was not appreciated till after the war. Karl Dönitz lost his son Peter aboard U-954 on 19 May, sunk by HM Ships Jed and Sennon round this same convoy. Earlier this boat was thought to have been sunk by 120 Squadron, but later research assessed their attack as causing no damage. On the 20th more action round SC 130 resulted in 120 Squadron sinking U-258. Squadron Leader J. R. E. Proctor had sighted three U-boats during his patrol,

this attack being on the second one. Oil and bubbles came to the surface for twenty minutes afterwards. They had found the sub seventeen miles from the convoy, showing just how extensive were these convoy escort patrols. The third sighting of a U-boat resulted in Proctor bringing his Lib in for a strafing run, six men in the conning tower returning fire. A second run at height sent down a 600lb antisubmarine bomb, but without result. Another 120 Squadron skipper, Flight Lieutenant J. F. McEwen, on a similar patrol, sighted five U-boats, making attacks on one twice but to no avail. McEwen would have better luck in October. Aircraft were sometimes loading anti-submarine bombs, now that boats were fighting it out, in order to remain out of range of their flak defences. Lieutenant R. C. Millard USN, of VP-84, had already scored a kill in November 1942 (U-408) receiving his country’s DFC. With a much changed crew, he located U-467 on 25 May, on the surface south-east of Vic, Iceland and dropped three 350lb depth charges on it from 100 feet. The boat remained surfaced, its gunners firing on the PBY, then Millard ran in again as the boat began to submerge. Bob Millard added the British DFC after his name following this sinking. There were no survivors from the forty-six-man crew. Three days later, the 28th, 120 Squadron scored again, this time the crew of Flying Officer D. C. Fleming-Williams DFC were responsible. They were heading towards convoy HX 240 at 7,000 feet when they located a U-boat five miles away. The Liberator was raised into cloud, breaking cover as the sub was only two miles distant. Fleming-Williams had got down to 100 feet for his attack but the boat crash-dived although the conning tower was still visible. One minute later oil gushed to the surface followed by debris and pieces of wood, the oil making a patch some 300 feet in diameter. U-304 did not survive. June 1943 was a repeat of May, with three sinkings and two others damaged. No. 269 Squadron opened the account on the 8th, Sergeant R. B. Couchman and crew damaging U-535 near convoy SC 132. Gunfire had been exchanged and, as the boat submerged, it began to leave a long trail of oil, some two-and-a-half-miles long. The boat had to abort and head for France, having to be refuelled twice by other U-boats on the way, but before she could reach safety she was sunk by 53 Squadron on 5 July. On the 15th, 120 Squadron damaged U-449, Flight Lieutenant S. E. ‘Red’ Esler DFC attacking in the face of defensive fire. The boat received a lot of damage and had to head for France, but she too failed to get there, being sunk by Navy sloops of the 2nd Escort Group. VP-84 got another confirmed on the 20th, Lieutenant E. W. Wood USNR sweeping round convoy ON 189, some sixty miles from the ships, where he spotted U-388 fourteen miles away from his position. He appeared not to have been seen until about a miles from it, as it then began to turn. At 600 yards the boat’s gunners began to fire, the PBY’s gunners also opening up. Three depth charges went down but undershot and, as Everett Wood turned to go in again, the boat was starting to dive. A Mark 24 ‘mine’ was dropped but nothing further was seen, although oil and bubbles began to surface. About two-thirds of the boat came up, before it began to settle, leaving about thirty feet of the stern visible. On closer inspection, the PBY crew could see the stern had been split open with about ten to fifteen feet of the aft compartments in view. It appeared that the rudder and propellers had gone. Finally the boat went down, leaving debris and more bubbles. It appears that the acoustic torpedo had done its work. Wood received the British DFC. Flight Lieutenant A. W. Fraser DFC of 120 Squadron was heading out to convoy ONS 11 on the

24th but spotted a U-boat on the surface and again the boat opened fire as Fraser came in. This time the Liberator was hit, in the port wing and front port fuselage, damaging the hydraulics and accumulator, as well as suffering a fuel leak in one wing tank. Alexander Fraser selected four depth charges, but only two went down, as, due to the damaged hydraulics, the bomb doors had closed slightly after the first two went out. On a second run a 600lb bomb was selected but this also failed to release. However, it appeared his first two charges had found their mark, for oil and bubbles were coming to the surface; then about fifteen men could be seen in the water. Finding his flight engineer had been wounded, Fraser headed straight back home but, on reaching Reykjavik, found his nose wheel would not come down. Getting all his crew to the rear of the aircraft, Fraser made a tail-down landing, causing only slight damage to the Liberator’s underside. Fraser, an Australian in the RAF, was awarded a Bar to his DFC but was to die in a flying accident in July 1944. One of his WOP/AGs received the DFM. They had sunk U- 200. Joint honours went to VP-84 on this 24 June, Lieutenant (jg) J. W. Beach USNR and crew sinking U-194 south of Iceland. Again the boat was on the surface but in the first attack the depth charges failed to drop. Coming in again, two 325lb charges were dropped manually, one of which landed just fifty feet astern. Gunfire was exchanged and then the boat went down, never to re-surface. Flying with Beach as second pilot/navigator was the experienced Lieutenant Eugene T. Allen USNR, who had sunk U-640 on 14 May, and this was his fourth U-boat attack. Beech also flew as second pilot/navigator on occasion and this was his fourth attack also. He was later killed.

* * If May and June had seen much action and success, this was almost the end of it all. July saw no successful attacks. The Official History of the war says that between December 1942 and May 1943, the Battle of the Atlantic, was the most prolonged and complex battle in the history of naval warfare. The number of U-boats operating in the North Atlantic in May reached its peak at sixty. No fewer than thirty-three boats had attacked convoy SC 139 in mid-May, Coastal sinking four of them. Dönitz now considered there was little future in continuing the battle in the North Atlantic, the losses were just too great. In all twenty U-boats were lost during this month, nine sunk by aircraft with three more shared with ships. The Ultra intelligence, new weapons and the introduction of VLR aircraft, MAC ships, etc., that closed the Atlantic Gap, overwhelmed the U-boat arm, and most of his best skippers and crews had already been lost. Some boats, of course, still remained in the North Atlantic, but the big convoy battles were over. One unusual kill was made on 19 September by a Canadian crew of 10 Squadron RCAF, operating under RAF control. Flight Lieutenant R. F. Fisher was flying his Liberator that had been part of the escort to Winston Churchill’s visit to Quebec, and he was returning to Gander from Iceland. During this flight home they made a sweep round convoy ONS 18 and spotted a surfaced U-boat, 165 miles from the ships. Unable to get down to a bombing height quickly he made a second curving approach and dropped six depth charges despite gunfire from the sub. Fisher made a good straddle, which lifted the bows out of the water and, twenty seconds later, the crew saw a large explosion at the bow of the boat from which much debris flew into the air. The U-boat stopped and then began to settle, leaving an oil slick, as Fisher came in again, this time dropping four depth charges. Several objects were seen on the

water and some oil but it was only assessed at probably destroyed. However, U-341 went to the bottom after this almost chance encounter with this Canadian Liberator. Fisher’s brother was killed in India in October 1943 and he was granted home leave. Flying near Quebec on 19 October as a passenger in another Liberator, it crashed and all aboard were killed, including four of Fisher’s crew, also passengers. Peter Brame of 269 Squadron had another encounter with a U-boat on 21 September while patrolling an area called the Moorings, south-east of Iceland. Just as dawn was breaking they found a surfaced submarine six miles off and, as Brame made his approach, the boat opened fire, hitting the Hudson in the port wing with a cannon shell. Climbing to 3,000 feet Brame made another approach in order to drop a 100lb anti-submarine bomb which undershot by fifty feet, then another went down which exploded forty feet away. He was trying to force the U-boat commander to dive in order to be able to attack with depth charges from low level but his ruse did not succeed. Not playing ball, Brame decided to attack anyway, up wind in order to keep the sea spray in the faces of the U-boat crew’s faces. He released at thirty feet but at the last moment the sub made a sudden turn to starboard and the charges overshot by thirty feet. The Hudson had opened fire during the run-in and defensive fire had slackened somewhat. U-539 had only been shaken up, but continued her patrol.

* * There was something of a flurry on 4 October, with 269 Squadron sinking U-336 near convoy ONS 19, the Hudson on this occasion having been fitted with rockets. The boat was firing at the aircraft until the first pair of rockets came at them, one of which hit the boat’s forward deck. The second pair hit just aft of the conning tower right on the water line, then another rocket hit forward of the conning tower. The U-boat – U-336 – stopped, its stern began to rise out of the water, and with its gunners still firing, began to slip below the waves, leaving fifteen survivors in the sea, most being covered in oil and seemingly motionless. Flying back over the spot a few minutes later, men and debris had gone. The Hudson pilot, Gordon Campbell Allsop, received the DFM. This same day saw an American Ventura aircraft of VP 128 USN, piloted by Commander C. L. Westerhofen, again under Coastal Command control, locate and attack a submerging U-boat. Westerhofen decided to fly away and return later, what maritime aircrew called baiting tactics, hoping that a boat would re-surface once the aeroplane appeared to go away. Upon their return the boat had indeed re-surfaced and in the face of flak fire, the Ventura went in, but three depth charges fell and exploded under the boat’s stern, conning tower and bows. Bluish-white smoke came from the conning tower as the Ventura made a strafing run, and the sub began to settle. Crewmen could be seen abandoning the sub on small rafts, with others in the water. As it transpired, this was not the first boat re-appearing. Westerhofen in fact damaged U-305 in his first attack, and what he found on returning was U-279, which sank. Gunfire from this boat had damaged the Ventura but, importantly, had knocked out the radio, making it impossible for the Ventura crew to radio for help for the survivors. The fifty-man crew did not survive. The next success this day was by 120 Squadron, and again it was F. J. McEwen in evidence. The Liberator was giving cover to convoy ONS 19 too, and the Squadron’s CO, Wing Commander R. M. Longmore, had taken off a short time later. When with the convoy they heard a radio message from Longmore’s aircraft that they were attacking a U-boat but nothing else was ever heard. McEwen went to

investigate but found no sign of either boat or Liberator. Resuming their patrol, they then received a message from a Hudson on a transit flight reporting they had seen a U-boat and gave its position. McEwen was nearing PLE but decided to take a quick look and in due course a surfaced U-boat was found. The Liberator attacked and its crew saw the U-boat split wide open, with numerous survivors in the water. McEwen ordered his crew to drop two emergency food and first aid containers, plus three K-type one-man dinghies. As they flew over, one blond-haired German was seen to be shaking his fist up at them. The boat’s forty-eight-man crew did not survive and John McEwen received an Immediate DFC. Wing Commander Longmore failed to return. He and his crew had attacked U-539 which had stayed up and fought back, knocking out both starboard engines but Longmore completed his run and dropped charges before crashing into the sea. The boat was only slightly damaged and had one crew member wounded. It had been this boat that had nearly shot down Peter Brame of 269 Squadron on 21 September. Another 269 (Pilot Officer H. M. Smith) crew damaged U-731 on this same 4 October, again on convoy escort to ONS 19. Once more, in this attack, boat and aircraft exchanged fire and just one depth charge was seen to explode near the stern. Gunfire and the explosion caused some crew to be injured and the boat had to head back to Brest. The battle around convoy ONS 19 enabled Coastal Command to sink three U-boats and damage two. Bryan Turnbull RNZAF featured again on the 8th, while taking his 120 Squadron Lib towards convoy SC 143. Radar picked up a contact at eighty miles and, closing the gap, they found a surfaced U-boat. It was Turnbull’s thirty-fifth operation and his longest to date – eleven and a quarter hours in daylight, six after dark. They dropped one 600lb depth charge and three normal sized ones while exchanging fire with the U-boat’s gunners. This made the sub crash-dive and everyone assumed no harm had befallen the boat but, in fact, some damage had been inflicted and a few crewmen had been injured. So much so that she had to abort her mission and make for Brest where repairs kept her in port till after Christmas. Turnbull, like others in 120 Squadron, were concerned when attacking U-boats that there was a chance that their CO and his crew, lost on the 4th, might have been picked up by a U-boat and did not like the feeling that an attack might sink the boat in which they might be captive. This was his second damaging attack on a U-boat. He would have a better result eight days later. On the 16th, a 59 Squadron Liberator captained by Pilot Officer W. J. Thomas was escorting convoy ONS 206 and found another Liberator – 86 Squadron, Flight Lieutenant E. A. Bland – circling a surfaced U-boat. Bland had made an attack and been hit by return fire and, with both port engines hit as well as the fuselage, his charges had failed to release. The convoy commander homed in Thomas, who made an attack, and then Bland made another attack but again his ordnance did not release. He was now in serious trouble and decided he had to ditch. Making an approach to come down near to an escort vessel, the Liberator hit the sea tail first and nosed into a ten-foot high wave at 117mph. The Lib broke up and survivors were rescued by the escort, although two of his crew were lost. Eric Bland later received the DSO for his courage. Meantime, Thomas made another attack too, although his starboard inner engine was hit, but the charges went down and exploded about the U-boat, which was reported sunk. Thomas headed for home

only to find another sub but it could only be attacked with machine-gun fire. This was U-540. U-540 was located again the following day and attacked by two more Liberators, one from 59 Squadron – Flight Lieutenant E. Knowles DFM – the other from 120 Squadron – Warrant Officer Bryan Turnbull and crew. Both crews located the boat on the surface and Eric Knowles, who had been awarded the DFM with 220 Squadron in 1940, had been on his way home but still made two attacks on the sub. Turnbull, also returning from convoy duty with ON 206, could only make a strafing run because Knowles was still heading in. He also hoped to confuse the boat’s gunners. Turnbull watched the other aircraft’s charges overshooting and the boat begin a turn to port but not diving. He made another run and this time dropped depth charges across its bows and on another run, more charges exploded about the target. His rear gunner then reported he could see both ends of the sub pointing skywards! About thirty survivors could be seen in the water, U-540 having been blown in two. This was the boat’s first war cruise and it went down in an area that had become known as the U-boat graveyard, south-east of Cape Farewell. Turnbull was commissioned and received a well-earned DFC. His second pilot, Flight Sergeant H. J. Oliver, would captain his own crew later and be credited with a U-boat sunk in April 1945, flying with 15 Group. With the victory over the U-boat in the North Atlantic won, Iceland-based aircraft started a very lean time for the rest of 1943 and in fact, only three successful encounters would be made for the rest of the war, one sunk and two damaged in 1944. No. 120 Squadron would damage U-737 in March, while 162 Squadron RCAF would sink one and damage another flying Canso aircraft. These of course were Catalinas although the RCAF called them the Canso. The RCAF often named its maritime aircraft after coastal towns, and the Canso followed this trend for the Canadians, after the port town of Canso in Nova Scotia.

Bryan Turnbull RNZAF had his share of U-boat sightings and attacks with 120 Squadron. This is his crew at Reykjavik, Iceland. L to r: W/O G. S. Mac

McDonald (WOP/AG), Sgt Al Hayes (second pilot), F/Sgt Noel Tingey RNZAF (WOP/AG), Sgt L. W. ‘Hoss’ Lenz RCAF (spare pilot), F/Sgt Ron

Copperthwaite (WOP/AG) Dinga Bell and Turnbull. F/Sgt Don Harborne (Nav) is in the front. They damaged U-135 on 8 February 1943. Al Hayes was killed in a flying accident in February 1945.

Gordon Hatherly and crew, 120 Squadron, sank U-635 on 5 April 1943. Seated L to r: Sgt E. A. Day (Nav), Hatherly, F/O A. G. McGregor (WOP/AG), Sgt B. Threlfall (second Pilot). Rear: Sgt A. E. Bartley (WOP/AG), Sgt E. H. Britton (Eng), Sgt E. B. Bailey (WOP/AG).

Turnbull and crew in front of Liberator FL913, E-Enid. This Lib had sunk U-304 and damaged U-594. Rear l to r: Sgt Al Hayes (second pilot), Turnbull, Ron Copperthwaite (WOP/AG). Front: F/Sgt D. A. Harborne (Nav), F/Sgt Noel Tingey (WOP/AG), Sgt G. S. ‘Mac’ McDonald (WOP/AG), Sgt E. ‘Jerry’ Storey (Eng).

F/Sgt Peter Brame, 269 Squadron, attacked and damaged U-489 on 3 August 1943, and slightly damaged U-539 on 21 September. On the right is Sgt E. Beaudry, one of his crew and also the best man at his wedding.

Peter Brame attacking U-539 on 21 September 1943 from fifty feet.

F/Lt R. F. Fisher and his Canadian crew of 10 Squadron RCAF who sank U-341 on 19 September 1943. Standing: F/O J. Johnson (WOP), W/O J. Lamont (WOP/AG), Fisher, F/O B. A. Murray (Nav). Kneeling: W/O J. Barabanoff (WOP/AG), Sgt E. Finn (WEM/AG). All except Murray died in a crash as passengers, 19 October 1943. Missing from the picture is second pilot F/O P. Dale.

F/Lt J. F. McEwen DFC and crew, 120 Squadron, who sank U-389 on 4 October 1943. L to R: F/Sgt R. Fallon (Eng), Sgt A. Allwood (WOP/AG), F/O H. J. Bates (Nav), P/O N. D. Hartnell RCAF (WOP/AG), Sgt H. Dixon (WOP/AG), F/O R. D. Ker (second pilot), McEwen, Lt Leonard USN (observer).

U-389 under attack by John McEwen 120 Squadron, 4 October 1943.

Depth charges explode all round U-389 under McEwen’s attack.

A substantial oil slick is photographed by the McEwen crew as U-389 went down.

A flame float marks the spot as the oil spreads and a piece of wreckage floats in the distance.

Pictures taken from the rear-facing camera of the attack on U-762 on 8 October 1943. The depth charges splash around the Uboat.

The depth charges explode, resulting in U-762 being badly damaged. W/O Bryan Turnbull and his 120 Squadron crew strike again.

Bryan Turnbull attacked U-540 on 17 October 1943, found on the surface. He opened up with his front cannon on his first pass and on this, the second, he is about to release four depth charges.

Depth charges explode around U-540

All that remains of U-540 is an increasingly large oil patch amidst which are some of the U-boat’s crew, who will not survive.

F/Lt Eric Bland of No. 86 Squadron, who received the DSO for his gallant efforts against U-844 on 16 October 1943. Gunfire from the sub so damaged his Liberator that he was unable to release his depth charges during two attacks and finally had to ditch his aircraft. Two of his crew did not survive.

Bryan Turnbull and his crew, 120 Squadron. L to r: F/Sgt D. A. Harborne (Nav), F/Sgt R. Copperthwaite (WOP/AG), Tingey, F/Sgt A. G. Storey (Eng), W/O G. S. McDonald (WOP/AG), Sgt A. S. Hayes (second pilot), Turnbull and Sgt L. W. Lenz (spare pilot).

F/O T. C. Cooke RCAF, of No.162 Canadian Squadron. He received an immediate award of the DFC for his attack on U-342 on 17 April 1944, which was the last confirmed success by an aircraft operating from Iceland

Chapter Seven

Conflict over the Bay, 1943 By now the reader will have grasped most of the aspects of Coastal Command’s air war against the Uboat. Gradually the boffins and engineers had improved the lot of the air crews by developing ASV radar, more reliable depth charges, anti-sub bombs and acoustic torpedoes, while they now had better aircraft. The fact that Dönitz had now effectively withdrawn from engaging in the mighty convoy battles of the North Atlantic, was as much due to the losses inflicted on his boats, as the losses, also in 1943, of boats traversing the Bay of Biscay. As 1943 got underway for 19 Group, so the actions increased week after week. Space does not provide as much detail of these actions as described in previous chapters, but in my book Conflict over the Bay (Grub Street, 1999) full coverage is given in a blow-by-blow account. In the early months of 1943, German tactics had not yet changed. The Leigh Light had prevented U-boat commanders crossing the Bay at night, and they were forced to travel for the most part on the surface, especially if their batteries need to be recharged and the boat’s fresh air supply replenished. This made them vulnerable as ASV could pick them up more easily. By May U-boat captains had been ordered to remain on the surface and fight back, their chances, Dönitz believed, would be better if they deflected an aircraft’s approach in the face of gunfire at low level – and the big Sunderlands and Liberators particularly, offered a huge target for gunners who held their nerve. As mentioned earlier, Coastal Command’s counter to this was to circle some way off, and either call up other aircraft in the vicinity in order to make a co-ordinated attack from different angles, thereby dividing the defensive fire, or, if in luck, one of the Navy’s anti-sub escort groups might not be too far away and could be homed in. The 2nd Escort (or Support) Group in particular seemed to be able to roam the outer Bay areas with impunity, and was constantly on the alert for U-boats, coming or going. Captain F. J. Walker CB DSO*** RN, with five sloops, would be responsible for a number of U-boats attacked, sunk and damaged. Sadly he died in July 1944, aged forty-eight, from cerebral thrombosis, brought on by overwork and exhaustion. He lost a son serving aboard a submarine in the Mediterranean in August 1943. By this time too, the USAAF had joined the fray, sending Liberator squadrons to England where

they, like the Iceland-based USN units, came under Coastal Command control, joining the Battle of the Bay. Their first success came on 20 February, First Lieutenant Wayne Johnson of 1 Squadron USAAF damaging U-211. Six days later one of Coastal’s best pilots, Squadron Leader P. J. Cundy, flying with 224 Squadron (Liberators), damaged U-508. He had already flown many sorties with 53 and 120 Squadrons and his experience was about to pay dividends. Wellingtons were still being used by 19 Group, and so too were Whitleys of No.10 OTU, released by Bomber Command in order to help support the group. On 22 March one 10 OTU crew damaged U-665. Quite a few boats were damaged in these early months, but some were also sunk. Pilot Officer J. B. Stark of 58 Squadron put his Halifax over U-528 on 11 May and his depth charges sent it to the bottom. Four days later, Wing Commander W. E. Oulton DFC, CO of the same squadron, sank U- 266. The next day, the 16th, Flying Officer A. J. W. Birch made it three for 58 by sinking U-463 – a tanker supply boat. Another new innovation by the Germans, now that they were beginning to stay up and fight, was the introduction of flak boats, carrying extra defensive armament. They were intended to be ‘flak traps’ to surprise and destroy attacking aircraft. One was U-441. Most U-boats encountered were the Type VIIC and it was a few of this type that were converted (others being U-211, 256, 263, 271, 621 and 953). Sailing for her first mission in her new role on 22 May, U-441 was found by a Sunderland of 228 Squadron, piloted by Flying Officer H. J. H. Debnam. He attacked in the face of extreme anti-aircraft fire and, although he placed his depth charges around the sub, the boat’s gunners were on target and the flying boat dived into the sea with the loss of all on board. However, U-441 had been damaged sufficiently, and sustained crew casualties, for it to be forced to return to base for repair. On the last day of May, Wilfred Oulton again encountered a U-boat, and began stalking it during an approach through cloud. Finally diving, he made a good straddle, leaving the boat in obvious difficulty and a second attack was made, after which the boat was seen to be trailing oil. Oulton kept the sub under observation while calling up another 58 Squadron aircraft, flown by Pilot Officer E. L. Hartley, but his charges fell short. A Sunderland of 10 RAAF Squadron was next on the scene and after two attacks the boat stopped and began to sink, with men appearing on deck in life-jackets. Another Sunderland arrived, from 228 Squadron, and made an immediate attack, bodies being seen thrown into the air as its charges exploded about the vessel. Oulton later received the DSO, and the two Sunderland captains received DFCs. There were no survivors from U-563.

* * These large four-engined aircraft were not the only aircraft operating over the Bay in 1943. The Germans had Junkers 88C fighters on the French coast and often made forays into the Bay to attack the RAF aircraft. It is amazing that the Germans did not make more of this, but fortunately they did not, although a number of running air battles between them did take place, and Coastal aircraft were lost. As a counter, the RAF sent Beaufighters out, hopefully to engage these Ju88s, but they also searched for Uboats. No. 236 Squadron also carried rockets and, on 1 June, Flying Officer M. C. Bateman found U418 which he attacked and sank with his RPs. As these were still on Coastal’s secret list, Mark Bateman had to report sinking the sub with depth charges. He was awarded the DFC, although no mention of this attack was mentioned in his citation.

Another fight-it-out duel on the night of 13/14 June had U-564 shooting down a 228 Squadron Sunderland, from which nobody survived. The boat was damaged, however, and limped away, only to be located the next day by a Whitley of 10 OTU, piloted by Sergeant A. J. Benson RAAF. Buzz Benson shadowed the sub, and another boat (U-185) that had suddenly appeared to help, while carrying out homing procedure but was then given permission to make an attack. Benson selected U- 564 and also met gunfire, but his depth charges went down and finished her off. Benson’s Whitley was badly hit, with his hydraulics knocked out and one engine giving problems. He radioed base saying he was heading home but did not make it. He and his crew survived a ditching and were fortunate enough to be rescued by a French fishing boat, but when they suggested to the skipper that he take them to England, he had to refuse, as his family would suffer if the Germans discovered what he had done. Thus Benson and his crew were taken to a French port and ended up as prisoners, although he later heard he had been awarded the DFM and promoted to warrant officer. Survivors from U-564 were taken aboard U-185 although twenty-nine of them had been lost. U-564 had been a successful boat, having been credited with sinking at least nineteen ships and damaging others. A Wellington of 172 Squadron sank U-126 on 3 July (Flight Sergeant A. Coumbis, who had damaged U-566 in April), while Peter Cundy of 224 sank U-628 on the same day. On board his Liberator was Lieutenant Colonel Farrant, an army officer helping to promote the use of a new antisubmarine bomb. These were called Hedgehog bombs, a 35lb device with a hollow charge. With enormous luck they found a surfaced U-boat and Cundy went in dropping depth charges and eighteen of these small bombs, that needed a direct hit to be effective. The boat engaged the approaching Liberator and did score some hits while the Lib’s gunners also hit the boat, knocking one man into the sea. In the first attack one depth charge actually bounced off the conning tower and in the second run more charges straddled the vessel. As the water cleared, several men could be seen in the water, and the Colonel was seen taking off his Mae West prior to throwing it down to the ‘poor devils’. He was, however, persuaded not to, as there might be a chance it might be needed for ‘the poor devils up here’. Cundy, who got home on three engines, received the DSO. Despite the Germans staying up to fight, July was proving a successful month as far as kills were concerned. On the 7th one pilot, Flying Officer J. A. Cruickshank of 210 Squadron, damaged U-267. It would not be his last contact with a U-boat. Terry Bulloch was now in 19 Group, flying with 224 Squadron. He had lost none of his skill and on 8 July sank U-514. He had been given something of a roving commission to fly where and when he wanted, so now flew a Liberator equipped with rocket projectiles which he was testing. On board he had Flight Lieutenant C. V. T. Campbell, an armament specialist, who just happened to spot the U-boat in amongst a group of Spanish fishing boats. Turning towards it, Bulloch could see half a dozen men on the conning tower and fired a pair of RPs at 800 feet distance, two more at 600 and then four from 500 feet, from a height of 500 feet. The boat disappeared, but came up again stern first at about a 20-degree angle. Not in the official report was that Bulloch also carried an acoustic torpedo, which he dropped as well, plus a couple of depth charges for good measure. Whatever got the sub, it was fatal and U-504, set for South African waters, was destroyed. U-441, the converted flak boat, was back out after being damaged on 24 May, but it did not fare any better this time. She was found by Beaufighters of 248 Squadron on the 12th, and not some large

Coastal aircraft that she could trap. The Beaus worked her over with their 20mm cannon, felling some of the crew who were on deck. After several strafing runs the boat went down, badly damaged, to return to home port once more. Ten of her crew had been killed and thirteen more wounded, including her captain. The flak-trap did not seem to be working.

* * No. 19 Group were still using their patrol areas; Musketry was mentioned previously. The areas did alter slightly from time to time, and other areas, named Derange, Seaslug and Percussion were also being used. Between 14 and 27 June patrols in Musketry had sunk one sub and damaged another, while outside them one had been sunk and five damaged. In July Musketry was extended, and within it Coastal sank seven and damaged two; outside it, four more were sunk and another damaged. Another case where U-boat and aircraft were lost together came on 24 July. Flying Officer W. H. T. Jennings, 172 Squadron, was guided to a surfaced U-boat by his radar man and went in for an attack. The boat’s gunners opened up, hitting the Wellington and presumably killed or wounded the two pilots, for although the depth charges were released, the Wimpy ploughed right into the sub and blew up. Only the rear gunner, Sergeant A. A. Turner, survived. One charge had landed on the boat’s deck and exploded when the crew pushed it overboard. A Wellington of 547 Squadron arrived and attacked the crippled boat, its crew abandoning it. A RN destroyer later picked up thirty-seven Germans, but not, however, its captain, and, hearing shouts from the rear gunner some way off, found him too. Turner had been involved in two other damaging attacks earlier in the year, with other pilots.

* * Coastal Command HQ still had a fair idea where the U-boats were from the code breakers, but they needed to be on the surface if they were to be located by aircraft. One of the most dramatic events during this period occurred on 30 July. By this time the month had seen five sinkings, one by Flying Officer R. V. Sweeny, an American with 224 Squadron, flying with Pete Cundy’s crew. In company with another Liberator, from 4 Squadron USAAF, U-404 had been sunk on the 28th. The American B24 had been damaged by the boat’s fire. Bobby Sweeney had been adjutant of the first American Eagle Squadron, his brother Charles having been the inspiration behind the Eagle Squadrons. On the 30th, U-461, a type IV supply boat, was seen by Flight Lieutenant D. Marrows and his 461 Sunderland crew. By a strange coincidence, the aircraft letter was ‘U’, so it was U-461 meeting 461/U. U-boats were still making crossings of the Bay in groups for mutual protection, and the Marrows’ crew spotted three of them shortly before noon. Other aircraft had found them already, a Halifax from 502 Squadron coming over, and an American B-24, both of which were circling. As the B-24 made a move towards the boats – U-461, U-462 (another supply boat, a Type XI, and U-504, a Type IXC) – the B-24 met the full force of the boats’ gunners. This gave Marrows an opportunity to nip in, managing to straddle U-461 to good effect. Meantime, his gunners blazed away at the other two boats. As the water cleared, survivors could be seen in the water, and a dinghy was dropped, some sailors being seen to get into it. With one remaining charge on board Marrows went for another sub but gunfire made him break away after hits caught the Sunderland.

In the Halifax, Flying Officer August van Rossum, a Dutch pilot in the RAF, had seen the sloops of the 2nd Escort Group heading for the U-boats, and when he arrived, all three aircraft began making attacks, and even another Liberator, from 53 Squadron, joined in, but was hit by flak and headed off. By now the gunfire from the U-boats was making it necessary to bomb them from height, Van Rossum putting a bomb close to the stern of U-462, but he could also see that the U-boat attacked by the Sunderland was being abandoned. Just then shells from the approaching sloops began to explode near the subs. U-504, attacked by Rossum, limped away and began to dive, but the sloops harried her and depth charges finished her off. On the first day of August, two Sunderlands, one from 10 RAAF, the other from 228 Squadron, sank two U-boats, U-454 and U-383, while on Musketry patrol but the Australian crew were shot down, just six of them being rescued by a sloop, and 228’s machine had also to limp back home, damaged ailerons making it impossible to turn. Everything was being thrown into the Bay battles, even a twinengined Hampden of 405 RCAF Squadron, that, on the 2nd, assisted a US Liberator of 1 Squadron to sink U-706 in Musketry. This same day U-106 was destroyed by a 228 Sunderland flown by Flying Officer R. D. Hanbury, shared with a 461 Sunderland. Gunners on the boat continued to fight back even as their comrades were taking to dinghies, but then the sub blew up. Thirty-seven of its crew were picked up by a sloop. A further U-boat group of three was spotted by the crew of a Wellington of 547 Squadron, flown by Pilot Officer J. W. Hermiston RCAF, on the 2nd. They were on their return to base when the airman manning the front gun saw the wake of the first boat. Informing his skipper, he was instructed to take photographs and then open fire when in range. Knowing they would meet the combined fire of the boats, Hermiston decided to drop an anti-sub bomb from 2,000 feet. Sergeant W. Owens, manning the gun, opened accurate fire at the boat, as the others began to close up. Hermiston then decided to drop depth charges, lowering to fifty feet to do so, but they overshot. Bill Owens opened up on other runs, but then all three boats went under. U-218 had been their main target and, while undamaged, Owen had caused so many casualties that she had to abort her mission to Trinidad and return to Brest. The Germans now countermanded the order to remain on the surface and fight, for this had obviously caused considerable losses. A few still did stay up, but these were generally cases where the boat was surprised and it was too late to dive safely. Those encounters on 2 August were the last for the month, and there were only two in September, a Wellington of 407 Squadron RCAF sinking U-669 on the 7th and a Halifax of 58 Squadron destroying U-221 on the 27th. However, in this attack Flying Officer E. L. Hartley and crew, which included their Station Commander, Group Captain R. C. Mead, was hit by flak as he went in, forcing Hartley to ditch. Two men did not survive the crash, and the others were not rescued for eleven days by the Royal Navy. They had not been searching for them and it was pure luck that they saw their signal flares. November saw just three successful attacks with two boats sunk and one damaged and just one sunk in December. It had been a momentous year and desperate summer but, with the losses in the North Atlantic, the U-boat arm was all but smashed. However, with the coming invasion, the U-boats and 19 Group, would have one last encounter.

Liberator II AL507 of 224 Squadron, named Dumbo by its pilot, S/Ldr P. J. Cundy DFC. Note the chin position radar dome. Cundy damaged U-508 in this machine on 26 February 1943.

Peter Stembridge of 172 Squadron had several encounters with U-boats and received the DFC.

Peter Stembridge and crew, 172 Squadron damaged U-437 on 29 April 1943. L to r: P/O Peter Dene (Nav), Stembridge, F/Sgt Denis Hobden (WOP/AG), P/O Jim Boyd (second pilot), Sgt Bob Webb (WOP/AG), P/O Eddie Goodman (WOP/AG).

F/Lt E. C. Smith and crew, 461 Squadron. They shared a damaging attack on U-415 on 1 May, and sank U-465 the next day. Standing l to r: F/O C. J. Dawson (first pilot), F/Lt F. B. Gascoigne (Nav), Egbert Smith, P/O E. R. Cricher (AG). Middle: Sgt R. V. Stewart (Fitter), F/Sgt H. Smedley (WOM), Sgt J. Barrow (WOP/AG). Front: Sgt L. W. Cox (Eng), P/O J. C. Grainger (second pilot), F/Sgt J. Gamble (WOP/AG), Sgt R. MacDonald (Fitter). Stewart, Smedley and Gamble were killed on 30 August, while Cricher was lost on 2 August, attacking U-106. Grainger was also lost on 13 August.

P/O Jimmy Stark and crew of 58 Squadron sank U-528 on 11 May. L to r: F/Sgt E. D. ‘Titch’ Jones (WOP/AG), W/O G. A. ‘Red’ Roy RNZAF (Nav), P/O H. W. ‘Frank’ Burroughs (second pilot), Stark, Sgt J. P. Young (Eng), Sgt J. E. ‘Ernie’ Abbey RCAF (AG). (Missing from the picture is F/Sgt K. Hopper (WOP/AG) and P/O G. P. Ruickbie).

Stark’s depth charges exploding round U-528. Picture taken through the No.2 mirror camera.

F/O H. J. Debnam (second from left) and crew of 228 Squadron, shot down attacking U-441 on 24 May 1943. The sub was damaged and forced to return to port but the Sunderland crew were all killed.

W/Cdr W. E. Oulton DFC, CO 58 Squadron, sank U-563 in company with two Sunderlands of 10 RAAF and 228 Squadrons on 31 May. He had sunk U-266 two weeks earlier, on 15 May. He was awarded the DSO.

F/O Mark Bateman of 236 Squadron, sank U-418 with rockets from his Beaufighter on 1 June 1943, and received the DFC.

Sgt A. J. Benson RAAF, 10 OTU, attacked and sank U-564 on 14 June, which had been damaged the day before by 228 Squadron, although the Sunderland was brought down and its crew killed. Benson and his crew ditched and were rescued by a French fishing boat that took them to France and captivity. Benson later received the DFM while in prison camp.

S/Ldr P. J. Cundy DFC and his 224 Squadron crew. This picture was taken on 3 July after they returned from sinking U-628. Some damage was inflicted on the Liberator’s wing, one engine and tail – as can be seen here. L to r: Peter Cundy, P/O E. Allen (second pilot), Lt Col Farrant (Army), Sgt A. H. Graham and his brother Ian (WOP/AGs), F/Sgt E. Cheek (WOP/AG), Sgt D. Doncaster (AG), F/Sgt C. Owen (Eng), F/O R. King (Nav). Eddie Cheek later received the DFM, having been involved in eight attacks on Uboats.

F/Sgt Alex Coumbis of 172 Squadron. Having already damaged U-566 on 26 April, he sank U-126 on 3 July. From Rhodesia, he was a married man but sadly he was killed in a flying accident as an instructor in January 1944. As there appeared little to confirm this kill, he was not decorated for his efforts.

S/Ldr Terry Bulloch DSO DFC, 224 Squadron, in front of his Liberator. It carried experimental rockets that can be seen attached to the fuselage far right. The aircraft’s insignia is a shark with a harpoon through it. L to r: Sgt R. McColl DFC (Eng), F/Lt B. Hennesay, F/O F. B. Lewis (WOP/AG), Bulloch, Sgt A. G. Dyer (WOP/AG), F/Sgt N. E. Lord (second pilot), F/O D. E. H. Durrant (Nav), F/Sgt D. Purcell (WOP/AG).

Terry Bulloch by his Liberator with its emblem, a shark being harpooned.

Depth charges exploding around U-445 on 13 July 1943, from a Liberator of 58 Squadron, although it was not seriously damaged. This was one of a group of three subs found by 19 Group aircraft, U-607 being sunk by 228 Squadron.

Kapitänleutnant Günther Krech, commander of U-558, sunk in attacks by an American B-24 of 19 Squadron USAAF and a Halifax of 58 Squadron, on 20 July. Krech, holder of the Knight’s Cross, had sunk twenty-three Allied ships. He and three of his crew were rescued in their dinghy four days later by the Royal Navy, having been spotted by Terry Bulloch of 224 Squadron.

A depth charge going down from a 612 Squadron Whitley on 20 July, flown by F/Sgt N. Earnshaw, attacking U- 415. Three Coastal aircraft made attacks which damaged the sub.

Norman Earnshaw (right) in 1945 with his navigator Jamie Jameson. By this time he was flying Mosquito FBVI aircraft with the Banff Strike Wing.

An American B-24 Liberator, known as a PB4Y-1 in maritime service. This aircraft is part of the US 7th Fleet Air Wing, operating out of RAF Dunkeswell, Devon. What looks like the ball turret underneath is in fact its ASV radar scanner.

A Wellington XII of 172 Squadron. This was the type that F/O W. H. T. Jennings crashed into the conning tower of U-459 on 24 July. Only his rear gunner survived and the boat later sank.

F/O R. V. Sweeny, an American (standing fourth from left) was second pilot to Peter Cundy until he took over his crew. On 28 July they, in company with a US Liberator of 4 Squadron USAAF, sank U-404, for which Bobby Sweeny received the DFC. L to r: Brothers Ian and Jock Graham (WOP/AGs), Pete Cundy, Sweeny, Ronald King (Nav). In front: ‘Perry’ Allen (second pilot), Eddie Cheek (WOP/AG) and Ken Owen (Eng).

Aircrew of 224 Squadron at St Eval, summer 1943. The group of seated officers in the centre (starting seventh from left) are: Lt Col Farrant, S/Ldr E. J. Wicht, who sank U-274 on 23 October, Pete Cundy DSO DFC, W/Cdr A. E. Clouston DFC AFC (CO), HRH Prince Bernhard of the Netherlands, Major Charles Sweeny (USAAF), F/O Robert Sweeny DFC, who helped sink U-404 in July.

An attack on a U-boat by 224’s CO, W/Cdr A. E. Clouston AFC, on 17 July 1943. Although he believed it had sunk, even describing gunners aboard still firing at his Liberator as their boat went under, there were no U-boat losses on this date.

In happier times when it was reasonably safe to surface in mid-Atlantic, U-461 is engaged in oiling another U-boat, while yet a third waits its turn.

F/Lt D. Marrows RAAF and his 461 Squadron crew. They sank U-461 on 30 July during a battle between Coastal aircraft and three surfaced U-boats, later assisted by RN sloops. Rear l to r: F/Sgt P. E. Taplin (second pilot), F/Sgt J. Tainer, F/O J. S. Rolland (Nav), Marrows, P/O P. C. Leigh (first pilot), Sgt D. C. Sydney (AG), P/O P. T. Jenson (first WOP). Kneeling: Sgt R L Webster (third WOP), Sgt G. M. Watson RAF (Eng), Sgt A. N. Pierce (Fitter), F/Sgt H. H. Morgan (second WOP – with dog), Sgt F. Bamber (Rigger).

Short Sunderland of No.461 Squadron, RAAF.

Again the sheer size of the Sunderland can be seen in this picture of 461 Squadron at Pembroke Dock in 1943. The CO, W/Cdr J. M. Hampshire DFC is seated in the centre surrounded by his officers, while NCOs and other ranks line up across the aircraft’s wings. Interesting camouflage on the hangar.

Korvettenkapitän Wolf-Harro Steibler, commander of U-461, sunk by Marrows on 28 July.

U-461 under attack by Marrows on 28 July 1943

U-218 soon after surfacing on 2 August, a mile from a 547 Squadron Wellington. As the RCAF pilot went in to attack, his front gunner opened fire on the men seen on the conning tower bridge, causing casualties. Although the boat did not suffer damage from the subsequent attacks, its commander had to abort his patrol due to the casualties suffered.

Sgt Wilfred Owen, the air gunner manning the front gun. He and rear gunner Sgt Davies in the Wellington, caused the casualties.

U-106 under attack by Sunderlands of 461 and 228 Squadrons on 2 August 1943, which sank it. Some of the crew were seen to begin abandoning the boat while others continued to engage the aircraft from the bridge. Finally, the sub blew up but later RN ships picked up thirty-seven crewmen, including its commander.

F/O E. L. Hartley and crew, 58 Squadron. They attacked and sank U-221 on 27 September but their Halifax II was hit badly, forcing the aircraft to ditch. Rear l to r: Sgt A. S. Fox (WOP), -?-, F/Sgt K. E. Ladds (AG), F/O T. E. Bach RCAF (Nav), Sgt R. K. Triggol. Sitting: Sgt M. Griffiths (AG), Hartley, Sgt G. R. Robertson (Eng).

Hartley and survivors in their dinghy, just about to be taken aboard a RN ship after eleven days adrift. Clockwise from left: Arthur Fox, Hartley, Ladds, G/Capt Mead, Robertson and Bach.

Chapter Eight

D-Day and The Final Months Towards the end of 1943 it was becoming clear that the U-boats were now totally on the defensive. With the losses in the Bay and Dönitz withdrawing from the North Atlantic, Coastal Command could concentrate on other areas, and none as important as the Western Approaches. No. 15 Group’s last success was in October, and in 1944 it would only sink a handful of boats and damage one, and these in only the first half of that year. Iceland aircraft, too, had almost seen the last of the U-boats, sinking just one in April 1944 and damaging two, while Gibraltar’s squadrons secured four kills to May with one more damaged. Even before the invasion of Europe in June 1944, 18 Group had also had a lean time, with six kills to the beginning of June and four damaged. No. 19 Group had half a dozen sinkings recorded, plus eight damaged prior to the invasion, but then the group began to be heavily engaged in what was known as Operation CORK. As the name suggests it was to block something, and that something was the western end of the English Channel. Once the invasion began that end of the Channel would be crammed full of warships, transports and support vessels, plying between the south of England and Normandy. It would be obvious to the Germans that U-boats had to engage and endeavour to halt or as least suppress this Allied shipping. Dönitz had indeed drawn up plans for his U-boats to attack an invasion force, called the Landwirt Group, consisting of forty submarines. For their part the Allied planners had in place ten Naval Attack Groups to counter them. Every square mile of the Channel was to be covered by ships and aircraft every thirty minutes. Again intelligence made it clear just where these boats were. By now the reader of this book will have a fairly good idea of how U-boats were hunted for, located, attacked etc., so it is not intended to narrate each successful attack or engagement, but there are a few actions that stand out. It was fairly obvious that U-boats would not be attacking Channel shipping during the day, but at night there was a lot of activity. No. 19 Group still had to hunt U-boats returning from Atlantic patrols, however. On the night of 6/7 June, Flight Lieutenant L. H. Baveystock DFC DFM of 201 Squadron found U-955, a boat that had been located a day or so earlier and which was known to be heading for a Bay port. They headed for the north coast of Spain and found a radar contact and,

heading for it, Les Baveystock ordered flares to be released. They did not see anything but moments later they tracked over a large area of swirl left by a diving sub. Unknown to the Sunderland crew, another Sunderland was doing similar work and coming almost head-on to the 201 aircraft and, when its flares also went down, Baveystock watched as the other flying boat passed just below him. They continued to search but the U-boat remained underwater. As dawn approached it was felt the boat had surely evaded them but, also, it might just still be nearby. The radar operator then reported a blip at eleven miles and the Sunderland went for it, only to be met a short time later by streams of tracer fire, and then there was the U-boat ahead. More guns opened up, the Sunderland replying with its guns and then the depth charges were going down. U-955 went straight to the bottom, Bayeystock receiving a Bar to his DFC. He had received the DFC and DFM with Bomber Command and had in fact been copilot to Leslie Manser when the latter was awarded a posthumous VC for actions on the night of 30/31 May 1942. Les Baveystock was to sink U-107 on 18 August, patrolling to look for escaping U-boats from Bay ports now that the Americans were advancing on them. Baveystock received an Immediate DSO for this sinking. With him this day was another crew, for the one he had had on 7 June had all been killed flying with another captain while Les had been away attending his father’s funeral. On the same night of 6/7 June a 228 Squadron Sunderland, captained by Flight Lieutenant C. G. D. Lancaster DFC, sank U-970, not long after it had sailed from la Pallice. The next night, Flight Lieutenant K. O. Moore RCAF of 224 Squadron went out on patrol along the Channel. His squadron commander had joked that he should get a sub, Moore responding, that he would get two. And that is exactly what happened: Moore sank U-629 and U-373 in the western Channel within half an hour of each other. It was the first time anyone had destroyed two U-boats in one sortie, for which he received the DSO. Not everyone was successful. On the night of 11/12 June, Flight Lieutenant D. Hewitt DFC and his 228 Squadron crew were shot down by U-228 (another coincidental numbering). That night also saw the loss of a second 228 Sunderland, by U-333, while a third 228 Squadron Sunderland was presumably shot down by another U-boat, possibly U-993. None of the RAF crews survived. There were other aircraft involved in CORK sorties, not only the large maritime types but Mosquitos too. On 10 June, Flight Lieutenant S. G. Nunn was leading four 248 Squadron aircraft off Ushant and found a U-boat. It had suddenly surfaced and by the time Nunn’s first cannon shells were hitting it, it was only just fully surfaced. Other Beaus also attacked, and so too did a nearby 206 Squadron Liberator, and in the end they shared the sinking of U-821. By the end of June 19 Group had accounted for six U-boats and damaged another eleven. Meantime, 18 Group had been responsible for another eight or so, with more damaged, mostly boats trying to access the North Transit Area. One of these was U-1225, a Type IXC/40, attacked by a 162 Squadron Canso out of Wick, on 24 June. Flight Lieutenant D. E. Hornell and crew were returning home after a ten-hour patrol and were north-west of the Shetlands when they spotted a surfaced U-boat., five miles away. Closing in, the flak became intense, hitting the Cat’s starboard engine which began to stream oil, and a fire began at the trailing edge of the wing. The engine was feathered at about 300 yards from the sub and, with the whole aircraft vibrating badly, Hornell was having difficulty controlling it. He released four depth charges from fifty feet and Hornell and his co-pilot, Flying Officer B. C.

Denomy, got the machine up to 250 feet, but the fire was spreading, forcing them to ditch. Once down, the Cat was quickly down in the water and had gone under in twenty minutes. The eight men shared a four-man dinghy and had to endure twenty-one hours in the sea, taking it in turns to sit in the dinghy until finally they had to struggle with all of them aboard. Most fortuitously they were spotted by a Catalina from 333 Norwegian Squadron, flown by Lieutenant C. F. Krafft, who had sunk U-423 a week earlier. They circled the dinghy and could also see some thirty to forty men in the water about three miles away, but they gradually disappeared as the day progressed. A Wellington arrived and dropped a lifeboat but the men in the dinghy were too exhausted to reach it. Finally, on the 25th, a high speed launch picked up Hornell and his crew, but two of the men had already died and Hornell succumbed twenty minutes after rescue. For his gallantry in this attack, Hornell received a posthumous Victoria Cross. The other five survivors were also decorated. U-1225 was on her first patrol, and was one of the new boats fitted with a schnorkel. This was a new innovation, whereby a periscope-like tube could be raised from the boat in order to replenish air in the U-boat, making it less necessary to surface and become vulnerable to being sighted. However, while it did help, it was also found that the latest version of the centimetric radar was also able to pick up even this schnorkel tube. Less than a month later, another 18 Group Catalina pilot was to win the VC also. This was J. A. Cruickshank of 210 Squadron. Amazingly, his radar operator was able to pick up the blip of U-347 forty-three miles away, reporting it to Cruickshank at forty miles. The later report only mentioned fifteen miles, presumably in order to conceal what could be achieved with centimetric radar. Again heavy flak met the Cat as Cruickshank headed in but the depth charges failed to release. Coming round again the German gunners became more accurate and the aircraft was hit. A 37mm shell smashed into the front of the PBY, killing the navigator and wounding the engineer. Two other crewmen were slightly wounded and Cruickshank was seriously wounded in both legs and chest. Despite his injuries Cruickshank continued the attack and destroyed the U-boat, which went down west of the Lofoten Islands. Shortly after the attack, Cruickshank passed out and was taken back to the rest bed. Base was five hours’ flying time away, and the second and third pilots headed home, knowing that the Cat’s hull was so badly damaged that a water landing would be virtually impossible. Finally reaching Sullom Voe, it was still dark so they circled, waiting for sufficient light to make a landing. By this time Cruickshank had regained consciousness and, knowing that the situation needed experienced hands on the controls, insisted on being taken back to his seat. He and his second pilot, Flight Sergeant J. Garnett, got the flying boat down and managed to run it up onto the beach to avoid sinking. John Cruickshank was on the critical list for several days but, for his gallant actions and for refusing medication that might preclude him from taking over the landing, he received the Victoria Cross. His co-pilot received the DFM. These two VCs were the only ones awarded to Coastal’s anti-U-boat aircrew in the war, and both had been Catalina pilots.1

* * While recording gallant actions, and multiple kills, we should mention here the actions of a 179 Squadron crew operating under Gibraltar control in the last weeks of 1943. Sergeant D. M. Cornish

RCAF attacked U-431 on 21 October, his radar operator having picked up a contact at fourteen miles. Closing in, the Leigh Light was switched on to reveal, not a sub, but a warship which opened fire. Getting away from that, they then picked up another plot but this time, when the Light went on, there was a surfaced U-boat. The attack appeared a good one but there was no evidence of a kill. However, unknown to Don Cornish and his crew, the boat had sunk. Just three days later they located another U-boat, but this time moonlight was all that was needed to run in on a surfaced U-boat until the very last minute. Flak came up and damaged the Wimpy’s tail slightly but the charges did their work. Circling some way off, the radar returns showed the boat still surfaced and other returns indicated dinghies were being launched. U-566 had been crippled so badly that its captain decided to scuttle. He and his crew were rescued by a Spanish fishing boat. Cornish received the DFM for this kill. By late 1943 Coastal Command was using the Azores to operate the anti-U-boat patrols and, on 26 November, Cornish and crew were operating from Lagens. On patrol, they again had radar to thank for a contact in the pre-dawn gloom and again the Leigh Light illuminated a U-boat. Despite intense flak, Cornish attacked with six depth charges. As he went over, the Light was swivelled round, allowing the rear gunner to see the boat surrounded by explosions but nothing further. In fact U-542 did not survive, making it three for the Wellington crew, virtually a record, yet it was not until recent years, the author of this book having contacted Len Neale, one of Cornish’s crew, that it became known that they had sunk three and not just the one they knew about. The commander of that U-boat met the crew in Germany in 1970 with some of his wartime sailors. Gibraltar aircraft had several encounters in late 1943 and early 1944. On 23 August 1943 Flying Officer D. F. McRae RCAF, also with 179 Squadron, sank U-134, another lost in a Leigh Light attack. Don McRae attacked U-760 on 6 September and so badly damaged her that she had to put into the Spanish port of Vigo where she was interned and therefore lost to Germany. In early 1944 American Catalina aircraft had some success operating under Gibraltar control. These PBYs carried MAD weapons (Magnetic Anomaly Detector), and operated from Port Lyautey, French Morocco. These were twenty-four retro Mark VI bombs, fired backwards from the wing after passing over either the sub or the area it had just dived at. The MAD gear (a magnetometer) in the aircraft would detect the U-boat by picking up its magnetic field and giving a signal, whereupon a smoke float would be dropped on the spot before the aircraft came back for a run. Because the signal was only heard directly over the submerged sub is the reason why the bombs were shot backwards, hopefully falling where the contact was made. They might also drop sonobuoys so as to keep in contact. These sonobouys were also new equipment, and once in the water they could pick up a contact with anything below the surface through its radio transmitter. The main American Navy squadron at this time was VP-63 and they sank, or helped to sink, three subs in quick succession in the Straits of Gibraltar between February and March 1944. During 1944, 18 Group sank over twenty U-boats, while 15 Group claimed half a dozen. Once the invasion forces had become established and the Bay ports were under threat, and then captured, 19 Group only sank seven before the war ended, boats found in the western Channel or south-west of Ireland. Five of the last sinkings were all made by USN Liberators (four) or by MAD Catalina (one). Three sinkings were made by 15 Group aircraft in early 1945, again around Ireland, and, in a final

flurry in the final days of the war, 18 Group had a field day, sinking nine between 5 and 8 May, all by Leigh Light, as boats desperately tried to escape towards Scandinavia across the Kattegat. One was blasted by Mosquitos firing rockets, the others by Liberators (seven) and one by a Catalina. Throughout the war the German U-boat arm had struggled against mounting Allied innovation and superior forces. Once technology prevailed, the U-boat crews were doomed to encounter more and more aircraft, better ways of being detected, and once they lost their French bases the game was up. Just how successful Coastal Command had been is difficult to assess merely by numbers. Total Uboat losses attributed to aircraft is still a rather fluid figure and, for some years, confirmed successes have had to be re-assessed in light of later evidence. During the war numerous air attacks resulted in sinkings, but crews that achieved these kills often had no way of knowing they had done so, the boat having gone straight to the bottom without leaving any tangible evidence. Often their reports were marked with a comment such as ‘possible damage’ or ‘a good attack, but probably not successful’. Even some that were not lost were recorded as sunk; only later did it become known they had survived that particular attack. Coastal Command may not have incurred the losses that Bomber Command did during the Second World War. That totalled 55,000 or so but, a few years ago, I was asked to compile a list of all Coastal Command personnel who died in the war, from senior officers to aircrew, airmen, even air women. That memorial book is now in Westminster Abbey, where it was unveiled by HM Queen Elizabeth in 2004, and lists over 10,000 names, of whom some 5,866 were members of aircrew. Coastal lost 1,511 aircraft on operations, with another 266 or so due to other causes. Again figures vary slightly, but during the Second World War air power accounted for 290 enemy submarines and ships a further 246. Of those sunk by aircraft, 245 were by land-based aircraft, 196 by Coastal Command with another forty-eight sunk by US aircraft, many whilst under Coastal Command control. Forty-eight more were shared with HM ships. The Germans lost around 28,000 submariners, with another 8,000 captured. In fact eight out of every ten German submariners did not survive the war. In many ways the Coastal Command crews fought a very lonely war, flying miles out into the Atlantic, spending anything up to eighteen hours gazing at an empty sea, or patrolling over huge ship convoys. Except for the Sunderland and Catalina flying boats, every other aircraft had nowhere to set down if faced with damage from the enemy, having engine or some other mechanical failure. If they were forced down, their chances of survival might be better than German submariners but, unless rescue came quickly, their chances were slim. U-boat gunners were skilled in defensive fire and there are many cases where a message would be received in England that an attack was about to be made, and nothing more was heard. Some crews flew whole tours without seeing a single U-boat, while others had a number of encounters, but even for those who saw nothing, their mere presence round a convoy undoubtedly saved lives by keeping the U-boats down and unable to close into the ships. All did their part.

F/O W. G. Loney DFC RAAF and crew, 59 Squadron, 15 Group, in February 1944. Wes Loney helped sink U-470 on 16 October 1943 and damaged U-621 on 13 January. l to r: standing: F/Sgt L. Hyam, W/O K/ J/ Field (WOP/AG), Sgt V/ Bruce, F/Sgt J. E. Dixon (WOP/AG). Seated: Sgt J. Merger, P/O R. G. Costan (Nav), Loney, F/O C. E. Goodwin (second pilot), F/O J. Collins RAAF. Note the broken wheel, a First World War souvenir of 59 Squadron.

F/O Wes Loney DFC RAAF, 59 Squadron.

Kaptitänleutnant Max Kruschka, commander of U-621. Surviving the war he was drowned on a fishing trip in 1948.

U-848 under attack on 5 November 1943 near Ascension Island, by USN Liberators of VP-107. Note the two men crouching on the bridge, one wearing a German ‘coal scuttle’ helmet. The boat has a forward 105mm gun, and eight 20mm guns (two twin and one quad) on the tower.

Lt C. A. Baldwin and his VP-107 crew who was in the action and helped sink U-848. There were no survivors as the only crewman rescued later died. Baldwin is kneeling, second from the left.

F/Lt R. D. Lucas RAAF and his 461 Squadron crew, which sank U-571 on 28 January 1944. Rear l to r: F/O H. D. Roberts (AG), F/Sgt C. D. Bremner (Nav), Dick Lucas, F/O R. H. Prentice (second pilot), F/Sgt G. H. Simmonds (Mech). Front: F/Sgt S. T. G. Bunnett (WOP/AG), Sgt J. R. Brannen (AG), Sgt D. Musson (Eng), Sgt D. N. Walker (WOM), F/Sgt W. J. Darcey (WOP/AG).

Seeing survivors from U-571 in the water a dinghy pack was dropped although the crew of 461 Squadron would know it was virtually useless to do so.

U-271 was also sunk on 28 January, by a Liberator from VP103 Squadron, USN. They found the sub while patrolling round a convoy, Lt G. A. Enloe making a surprise attack. The boat remained on the surface for some time but gradually sank leaving oil and continuing bubbles but no survivors from her fifty-one crew.

A USN Liberator heading over the English coast in 1944 from its base at RAF Dunkeswell, north of Honiton, Devon, the home of VP-103 and other USN squadrons.

U-763 at la Pallice. On the conning tower can be seen two white silhouettes representing two RAF aircraft its gunners shot down on 4 and 5 February 1944, a Liberator and a Halifax. She was returning across the Bay after a weather reporting sortie.

U-625 being abandoned after an attack by a Sunderland of 422 Squadron RCAF on 10 March 1944, to the west of Ireland. None of her crew survived.

F/O T. F. P. Frizell RAAF, had flown a tour with 423 Squadron and on 24 May 1944 was an instructor with No.4 (C) OTU. Flying with a trainee crew he found U-675 off the Norwegian coast, attacked and sank her, being awarded the DFC

U-675 which was sunk by F/O Frizell on 24 May 1944.

F/O K. O. Moore RCAF, of 224 Squadron, sank two U-boats on the night of D-Day – U-629 and U-373. He received an Immediate DSO.

A lion rampant with two storks with a baby in their beaks was the insignia of U-373, one of two U-boats sunk by F/O K. O. Moore on D-Day.

Leutnant zur See Johannes Glaser, U- 373’s executive officer, also survived.

Oberleutnant Detlef von Lehsten (left) and Leutnant Kohrgal Korger, his chief engineer aboard U-373. Korger was one of four men lost after Moore’s attack.

F/Lt D. Hewitt DFC, 228 Squadron. He and his Sunderland crew were shot down on the night of 11/12 June by U-228, and killed.

Some of Dudley Hewitt’s crew. Rear: W/O D. Macfarlane RNZAF, -?-. Sgt N. A. Wilson, -?-. Bottom: Sgt H. A. S. Filmer, Sgt C. Abram, F/Sgt W. Pierce, F/Sgt A. Davidson.

Les Baveystock had an amazing war, ending it with the DSO, DFC and Bar and DFM. With Coastal he sank two U-boats flying with 201 Squadron, U-955 on 7 June 1944 and U-107 on 18 August.

The other boat, U-256, was commanded by Korvettenkapitän Heinrich Lehmann-Willenbrock.

Kapitänleutnant Kurt Neide, commander of U-415. With U-256, this boat was hoping to interrupt shipping in the western Channel but they were attacked by aircraft on 7 June. Two Liberators were shot down by these subs but both boats were damaged and had

to return to Brest.

U-821 under attack from Mosquito aircraft of 248 Squadron on 10 June 1944. She is down by the stern and heading for the French coast. Her crew abandoned her and she was then finished off by depth-charge attack from a 206 Squadron Liberator.

This is the Mosquito of F/Lt S. G. Nunn of 248, who led the above attack in this aircraft, and received the DFC. This picture was taken a month later, after having one engine knocked out and flak damage to its tail during a shipping strike. Nunn made a successful crash landing.

F/Lt Stanley Nunn and his navigator, F/O J. M. Carlin of 248 Squadron, shared the sinking of U-821 on 10 June 1944. Both men received DFCs for a combat with a He177 aircraft. Both were wounded but got their aircraft back to base.

F/Lt David Hornell RCAF and some of his 162 Squadron crew that sank U-1225 on 24 June 1944 north-west of the Shetlands. However, the boat’s gunners scored hits on the Catalina which was forced to ditch. Two of the crew did not survive the experience, nor did Hornell, who received a posthumous VC for his actions. Rear l to r: F/O F. W. Lawrence (not in the action), F/O S. E. Matheson (Nav), Hornell, S/Ldr W. F. Poeg (not in the action). Front: Sgt F. St Laurent (Eng), Sgt D. S. Scott (Eng – both died), F/O G. Campbell (WOP/AG), F/Sgt I. J. Bodnoff (WOP/AG).

The second 18 Group VC winner was F/Lt J. A. Cruickshank of 210 Squadron. This picture shows Cruickshank (middle rear), F/O J. C. Dickson (Nav – killed in the air, second from right), Sgt J. F. Appleton (WOM/AG, far right rear), F/Sgt S. B. Harbison (Eng, far left front row).

U-347 under attack by John Cruickshank on 17 July 1944, an action which brought him the Victoria Cross. He had received seventy-two wounds from an exploding cannon shell but continued the attack. None of the forty-nine submariners survived.

Don Cornish RCAF and his crew of 179 Squadron. This crew sank three U-boats, but only knew of one, not becoming aware of the others until after the war, U-431 on 21 October 1943, U-566 three days later and U-542 on 26 November. No doubt, had their achievement been known at the time, this crew would have received more than the one DFM awarded to Sgt Cornish. Rear l to r: D. M. Cornish, Sgt M. L. Neale (WOP/AG), Sgt C. R. Ford (Nav); Front: Sgt C. P. Willats (WOP/AG), Sgt F. Clayton (second pilot), Sgt L. H. Gould (WOP/AG).

Kapitänleutnant Hans Hornkhol, skipper of U-566, the one boat Cornish and crew did learn had sunk.

The survivors of U-566, having abandoned their crippled boat, were lucky enough to be picked up by a Spanish trawler.

Retro-bombs splashing into the water above U-392 on 16 March 1944 in the Straits of Gibraltar. Note smoke floats in the background indicating initially where the boat was found. The Catalina was from VP-63, US Navy, and the boat was destroyed after attacks by three aircraft.

LtVan A. Lingle USN, captain of the Catalina of VP-63 which helped sink U-392 on 16 March 1944.

A Halifax II of 58 Squadron in 1944. This was yet another long-range aircraft that helped to bridge the Atlantic Gap. Note the radar pod under the fuselage. No.58 Squadron was the first to operate the Halifax with Coastal, in late 1942.

Twin 20mm cannon on the conning tower of U-415. On 7 June 1944 this U-boat shot down an attacking Liberator while patrolling between The Lizard and Hartland Point.

U-243 under attack by F/Lt W. B. Tilley of 10 Squadron RAAF, on 8 July 1944, south-west of Brest. Eleven of the fifty men aboard were rescued. The boat was already going down when a USN Liberator also made an attack, but its depth charges, as can be seen, exploded ahead of the sinking sub. Tilley received an Immediate DFC.

U-968 under attack by a Liberator on the morning of 19 July 1944. Gunfire killed one man on the bridge and wounded six others. The previous day the sub’s gunners had shot down a Halifax from No. 86 Squadron. Six of the RAF crew were later rescued by a RAF Catalina of 210 Squadron.

Oberleutnant Otto Westphalen, captain of U-968 from March 1944 till the war’s end, covering eight war patrols.

Liberator of 224 Squadron in 1944.

USN Liberator, known as the PB4Y-1. Under the wings are the W/Yagi radar antennae.

Note 1: Prudent Limit of Endurance- the time the pilot needed to begin his flight home before being in danger of running out of fuel.