Fighter Aces
Fighter Aces
Fighter Aces
It is generally agreed that the title ‘ace’ applies to any fighter pilot who has destroyed five
or more enemy aircraft in air to air combat. It is also generally agreed that the term
originated with the French in the early part of 1915. It is not generally known, however,
that the first pilot to earn this accolade was a Frenchman named Roland Garros, who was
a lieutenant in the French air force.
At the time he was trying out a new device which was fitted to his Morane
monoplane. This was very much his own idea, and allowed him to fire a fixed machine
gun through the arc of his propeller. It consisted simply of fitting deflector plates to the
airscrew blades.
The story is told in more detail in later paragraphs, but for the present it is only
necessary to note that his success was immediate and decisive. Garros shot down five
German aircraft in just over two weeks between l and 16 April 1915. This was a feat
absolutely unheard of at the time, and seldom equalled since. He received the Legion of
Honour, and his victories were given prominence in most of the Allied newspapers. He
became a hero overnight.
How the term ‘ace’ came to be applied to him and to future airmen is best told by Arch
1
AUSTRALIAN FIGHTER ACES
Whitehouse in his book Decisive Air Battles of the First World War:
Five victories in sixteen days! That was the initial harvest of Roland Garros’
front-firing guns. He was cited for the Legion of Honour, and nearly every
newspaper in France and Great Britain carried the astounding news of his aerial
accomplishment. The gay boulevardiers screamed their cheers and toasted the
newest hero in champagne. ‘Oh, that Garros’, they cried. ‘Roland Garros our
aerial saviour! Five enemy flying machines he has destroyed. Garros is an ace! 1
The French word ace was a popular catchword of the day in Paris, particularly in
relation to athletes, and was applied to anyone who had performed anything unusual. The
latest Grand Prix winner was an ace; the newest cycling hero was an ace; popular jockeys
were included in this newest category of headliners. It was natural that the word should
be applied to Roland Garros.
This continued reference was caught by an American newspaperman in Paris
who interpreted it to mean any pilot who had downed five enemy planes and, in his next
dispatch to New York, applied the reference to Roland Garros without bothering to
explain how the Frenchman had run up his score or with what new weapon. It thus
became the journalistic standard by which a French fighter pilot was rated.
The French word ‘l’as’ for ace, or ‘top of the pack’, was soon adopted by the
French Army. The title was awarded officially to every pilot who destroyed five (or
more) enemy aircraft. Their destruction had to be confirmed by at least one witness or
‘other good evidence’. Most other countries also adopted the term and it soon became
universallly recognised. Occasionally, and in some countries, the score for recognition
was raised from five to ten, but five is the figure now accepted by all who use the term.
However, it was never adopted officially by the original British air forces, and it is still
not recognised by either the RAF or the RAAF.
The British ignored all references to individual fighting scores and still did not
accept the ace designation. Not until late in 1915 did they compile authentic records of
enemy aircraft shot down, and they did not publish the names or the day-by-day scores of
their outstanding airmen. It was only on the publication of decorations and awards that
the victory scores of their heroes were mentioned. Nevertheless, it is a well established
and internationally recognised term and the above definition is the one which has been
used throughout this book.
Even to this day, neither the RAF or the RAAF have ever recognised the term in
the official sense, and as a consequence, no official records of enemy planes shot down
by individuals have ever been produced. More importantly, neither air force have ever
published the names of their aces or outstanding pilots. On the other hand, the subject has
been deeply researched and written about for so long that there is now little argument
about ‘who did what’.
1
Arch Whitehouse, Decisive Air Battles of the First World War, Duell, Sloane & Pearce, New York, 1963,
p. 86.
2
DEVELOPMENT OF THE FIGHTER - WWI
Garros thus not only gave us the first fixed gun fighter. He also demonstrated its
effectiveness beyond doubt. It was this weapon and this weapon alone which led
to the highly specialised role of the fighter pilot, and the long line of aces which
followed. Without such an aircraft there would be no story to tell. We should now
go back and trace the events leading up to this unique combination of man,
machine and weapons.
(For a brief biography of the life of Roland Garros see Appendix Three.)
Reporters interview Roland Garros (centre) after one of his prewar flights.
3
AUSTRALIAN FIGHTER ACES
4
CHAPTER TWO
In August 1914, at the start of the World War One, each of the major powers had some
form of an air force. However, none of the aircraft were armed, nor was any form of air
to air combat foreseen. There was little difference between military or civilian aircraft, or
in the way they were flown. Military aircraft were intended purely for reconnaissance
and the duty of the military aviator was ‘to see, and not to fight’. In fact the real task that
any aviator had at that time was to keep his machine in the air. Any other duties were
quite secondary. The aviators’ real enemies in the early days were the weather, their own
lack of skill, and the general weakness and unreliability of their machines.
If, in the early days of the war, aircraft from opposite sides did meet, they would
either ignore each other completely, or the pilots might wave to each other before going
on their separate ways. As aerial reconnaissance developed and became more important,
it was soon necessary to try and stop the enemy planes from crossing the lines, or if they
did so, to try and chase them away. Airmen began carrying personal weapons such as
pistols, rifles and shotguns. These were readily available, were light, and the most
popular. Pilots, and later observers, would take potshots at each other with these hand-
held weapons, but not with any recorded success. Some even tried hanging grenades
below their machines, which hopefully would detonate on contact when dropped on an
enemy aircraft.
It was not long, however, before machine guns were fitted on improvised
mountings, but the added weight was a real problem. The gun also needed a lot of
ammunition, and this further added to the problem of weight and space. Also, in most
aircraft, there was no way that the gun could be fired forward or downward, as the
propeller, wings, struts and rigging wires got in the way.
Soon new aircraft came into service designed to carry machine guns as standard
equipment. Many of the problems remained, however, particularly in aircraft with the
engine in front. The observer could only fire to the rear, and in an arc over the tail. This
gave some protection in a defensive role but was no good in the offensive or attack role,
which was the original purpose in arming the aircraft.
5
AUSTRALIAN FIGHTER ACES
With rear-engined, or pusher type machines the position was quite different. The
gun could be mounted in the nose and fired forward free of all obstructions. The observer
consequently had a wider and much safer field of fire. This type of installation was
ideally suited for the attack role, and was quickly adopted.
As a matter of interest, the French are credited with the first confirmed victory in
this new style of warfare. As early as 5 October 1914 the observer of a Voisin (a pusher
type) shot down a German Aviatik two-seater with a Hotchkiss machine gun mounted in
the nose. Nevertheless it remained a difficult and hazardous operation until a new breed
of aircraft was designed and built.
Whether the engine was mounted at the rear or in front, there were problems
common to both. The gunner normally had to direct the pilot into a position where the
guns could be brought to bear on the target. This usually called for sudden and
unexpected changes of direction. In turn this put a considerable strain on both pilot and
machine. Performance was still very marginal, and it was difficult enough in most cases
to control the aircraft without the extra weight of gun and ammunition, or the drag
induced by the gun and other fittings. The net result was that it was usually extremely
difficult to get close enough to the enemy to be effective. In many cases the intended
victim was able to pull away unscathed. However, as the object was in fact to chase the
enemy away, the results were to some extent successful, whether or not he was
destroyed.
Nevertheless, the new technique continued to achieve a comparatively high rate
of success, and a high degree of skill and team work soon developed between pilots and
observers. Where an enemy aircraft was destroyed, the pilot and observer were each
credited with one enemy destroyed.
However, as the single seat fighter gradually overtook the role of destroying
enemy aircraft, when two or more aircraft were involved in shooting down a single
aircraft, each pilot was only credited with a half each. The system of crediting one each
to the pilot and observer of a single aircraft ceased, and the two crew members received a
shared half each, and their previous record adjusted accordingly.
For the record, however, under the old system, the following Australian observers
were originally credited with a single kill each, and they achieved ace status where their
score was five or more:
Name Score
6
DEVELOPMENT OF THE FIGHTER - WWI
Under the new and universally adopted system, the above observers would now
have had their scores halved and none of them would have achieved the required five to
achieve the accolade of ‘ace’. Consequently no Australian observers have been recorded
in the final list of World War One aces as presented in this text. However, it was
considered of general interest to place their names on record as set out above.
It was soon realised, of course, that most - if not all - the problems would
disappear if the pilot himself could aim the gun by just pointing the aircraft. Some way
had to be found of mounting a fixed machine gun firing forward along the axis of flight,
but without shooting off your own propeller. As early as December 1914 both the French
and the British had begun to develop some form of mechanical device to interrupt or
synchronise the rate of fire so the bullets would pass harmlessly through the arc of the
propeller and between the blades. By April 1915 they had actually perfected such a gear,
but it had not yet been fitted to an operational aircraft.
In the meantime, other developments were going on, and it is claimed that the
world’s first true fighter was the British designed and built FB5 ‘Gunbus’. This was a
two-seater pusher type aircraft with a rear-mounted engine. A machine gun was
mounted on the nose, with the observer still in front and the pilot behind. The Gunbus
began to arrive in France as early as February of 1915, but was soon replaced by the
DH2. This was also a pusher type of similar design, but was a single seater, and the
pilot sat alone in the nacelle with a Lewis gun mounted in front of him. This gave an
almost uninterrupted forward field of fire, and left the pilot completely in command of
gun and machine. The aircraft was light and manoeuvrable and achieved a high rate of
success from the start. In fact it was to be the standard fighter aircraft for the British
for some time to come.
About the same time the Germans and French developed single-seater aircraft
with the engine in the nose. These were fitted with guns facing forward on the upper
wing in front of the pilot. They had to be angled upward to avoid the propeller, and the
pilot needed to allow for the offset from his line of flight. All this required a certain
judgement and skill, but in general was fairly successful as a compromise. The best
known, and perhaps the most successful of these was the French Nieuport II, with a
Lewis gun mounted on the top wing.
At the time of the history-making events described in Chapter One, the aircraft
being flown by Garros was a Moraine-Saulnier Type N. It was a ‘parasol’ type
monoplane with the mainplane mounted on a canopy above the fuselage. Its speed and
manoeuvrability were such that when war came the best pilots were able to intercept all
German aircraft. Besides being noted as one of the first natural interceptors in aviation
history, the Type N gained its fame as ‘the first true fighter of all time embodying that
special harmony of aircraft, armament and system of aiming’.1
The fixed gun, mounted slightly to starboard of the pilot, was a 7.7 mm machine
gun, firing forward but to starboard of the axis. Whilst a system of synchronising
propeller and gun systems was being worked on as early as 1914, in the meantime there
was a system of steel wedges set into the propeller trailing edge to repel bullets.
However, this was a crude and potentially dangerous system, because it both lowered the
propeller efficiency and diverted bullets in unpredictable directions.
Operationally the aircraft was quite efficient, but only in the hands of expert
pilots, as these early monoplanes had very sensitive controls, and as a result were
extremely manoeuvrable. One of the negative points was the rather high landing speed.
1
Apostolo, Georgio, War Birds: Military Aircraft of the first World War in colour, Macdonald and Jane’s
(Macdonald & Co.) (Publishers) Ltd, London, 1974, p. 105.
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AUSTRALIAN FIGHTER ACES
The British used the French machine because their only indigenous fighter, the Bristol
Scout, could not be supplied in sufficient quantities. The French Type N was the only one
available to oppose the Fokker threat at the crucial time.
The sole duty of these new fighter aircraft (or ‘scouts’ as they were known) was
to protect the unarmed two-seater observation planes, and one or two were attached to
each squadron for this purpose. The day of single-purpose squadrons, or even units made
up solely of the same type of aircraft was still very much in the future. The prime role of
the air force was still reconnaissance, and everything revolved about this central mission.
The early doctrine for the new fighters required them to provide ‘close escort’ to the
observation machines.
For special missions it was not unusual for a single reconnaissance aircraft to be
escorted by as many as twelve fighters. Soon, however, some of the more aggressive
pilots found it was better to go looking for the enemy rather than to wait for him to
attack. Thus began the offensive tactics which the Allies adopted of carrying the battle
over to the German side of the lines.
The next development also occurred in the early part of 1915. This was the
device being tested by Garros when he became our first ‘ace’. It consisted of metal
deflectors fitted to his propeller in the form of steel collars attached to the boss at the foot
of each blade. The gun was then fixed to fire forward through the airscrew disc along the
axis of flight. It appeared from his early and immediate success that a mechanical
interrupter or synchronising gear might not now be required. However, there were some
sceptics, and when he failed to return from a mission only three days after his fifth
victory, it was immediately believed that he had shot away his propeller.
In fact, this was not the case. He had been forced down through engine trouble
and made a safe landing, but in German territory. He was captured before he could
destroy the aircraft and special device. The aircraft was sent to Anthony Fokker who at
once realised the significance of the metal collars. Fokker at that time was working on the
design for a new fighter, but as yet had not even thought of providing any arrangement
for firing through the propeller blades. However, he did not think the simple collars
would be reliable or safe enough, and set to work at once to design a mechanical
interrupter gear.
Only one month later, on 20 May 1915, the new device was ready and fitted to
one of his new Fokker M5K monoplanes. For the first time it was now possible for a
stream of bullets to pass through the arc of the airscrew without hitting the blades. This
enabled the pilot to point his aircraft at the target aircraft and he could sight directly along
the axis of his machine. This was a remarkable achievement in research and development
by any standards, and was to change the whole concept of fighter operations. In less than
a month, aircraft equipped with the new device, were shooting French and British planes
out of the sky.
The day of the friendly wave from an enemy pilot was gone forever. Now a
shooting war was being fought in the air as well as on the ground.2
The new aircraft was put straight into operation and the first score was made
by Lieutenant Boelcke on 30 June 1915. By early July of the same year the Germans
were flying the Fokker E1 single-seater fighter, which was the production model
developed from the modified M5K described above. However, there were still some
bugs, and the testing and development was taken over by the already well known
2
Gurney, Gene, Flying Aces of World War I, Scholastic Book Services, New York, 1965, p. 21.
8
DEVELOPMENT OF THE FIGHTER - WWI
Lieutenant Immelman. His successes were even more devastating and dramatic than
the early results by Garros. The era of the true single-seater fighter had begun.
Fortunately for the Allies, the new Fokkers were only available in small numbers,
as the DH2 and the rugged FE2 were the only aircraft capable of engaging the new
German machine. In fact the Fokker E1 was not a particularly good aircraft except for its
superior fire-power. Although already obsolete, the DH2 was still somewhat superior in
performance, and with the FE2 was to some extent able to hold the E1 in check. Then
fate intervened once again in the rapidly developing saga of the fighter.
On 11 August 1915 one of the pilots flying the new Fokker E1 became lost. He
ran out of petrol and landed intact in French territory, thus returning the earlier call by
Garros. The effect was electric. The discovery that the Germans already had an
operational aircraft fitted with an interrupter gear set off an intensive effort to put an
Allied fixed gun machine into the air as soon as possible. In the meantime, it was the
French Nieuport II which took over from the DH2 and began to clear the Fokker E1 from
the skies.
The first British aircraft to carry a forward firing gun with a workable interrupter
gear was the Sopwith 1½ strutter, which did not come into operation until April 1916. It
is interesting to note that although the 1½ strutter had a forward firing machine gun, it
was a two-seater with the observer firing another machine gun in the back from the
newly developed Scarff ring. It was closely followed by a scaled down single-seater
version, the Sopwith Pup.
With the introduction of the new style fighters, there was an urgent need to
develop a doctrine for their use. In the early days combat tactics were either non-existent
or were very much an individual affair. Fighter aircraft were at first only introduced in
small numbers and the fighter pilot remained a lone flyer, stalking the enemy on his own.
It was soon noticed, however, that there were advantages in flying in pairs. One would
attack from the side, usually from long range, whilst his partner would attack from
behind and below at close range. They could also give each other mutual support.
With the increase in numbers and the specialisation of units, squadrons began to
take the air together and fight in formation. Then, as will be seen later, several squadrons
would be combined into wings or ‘circuses’, and the true ‘loner’ finally disappeared.
Fighter pilots became more and more dependent on teamwork and on each other for
success. The true war in the air was about to begin. Soon the specialised fighter pilot was
to emerge and the cult of the ‘ace’ to begin in earnest.
As the early aces began to emerge in 1916, so the demand for better fighters
increased, and the Sopwith Pup was followed by the Nieuport 17. Both of these aircraft
were in turn outclassed by the new German Albatros DIII, introduced by the beginning of
1917. It was fitted with twin Spandaus having a combined rate of fire of 1000 rounds per
minute compared with the Pup’s 300 rounds per minute. This time the Germans did not
introduce the new fighters a few at a time, but concentrated them into the first of the
‘hunting’ squadrons. The express purpose of these squadrons was to seek out and destroy
enemy aircraft. They were not in any way diverted by escort duties or other missions.
The impact of this new aircraft, together with the new tactics, was absolutely
shattering, and the Albatros gained complete mastery of the air. Recovery by the Allies
began with the arrival of the British SE5 in April 1917, and the French Spad XIII in May.
The SE5 was a rugged biplane with two machine guns, although one of them was a
Lewis gun mounted on the top wing, but it was a very stable gun platform. The Spad was
equipped with two forward firing Vickers guns, both synchronised to fire through the
airscrew. Final superiority was made certain by the arrival of the Sopwith Camel in July.
9
AUSTRALIAN FIGHTER ACES
Both the Spad and the SE5 had excellent performance characteristics and were
sturdily constructed. They proved to be amongst the best two Allied fighters of the war,
and were in production and service to the very end of the war. The Camel was also an
excellent machine which had outstanding aerobatic capabilities. It too was fitted with two
forward firing Vickers. These three aircraft between them soon obtained complete air
superiority against the Albatros. The Germans produced no replacement for the Albatros
DIII and so lost their supremacy, never to regain it.
However, by August 1918, when the final Allied offensives began, two new
types of scouts had just begun to appear. These were the British Snipe, and the German
Fokker DVIII. The Snipe was intended to replace the Camel, although by the end of the
war a few months later, only two squadrons had been re-equipped. The Fokker DVIII
was also too late to become effective, although it had already begun to make its mark. It
is interesting to note that the new Fokker was a monoplane, as had also been its been its
earlier predecessor, the Fokker EIII, perhaps the most successful fighter of its day.
As we have seen, when the war began in August 1914, the aeroplanes of the day
were elementary in design. They were frail and unstable, very underpowered and most
unreliable. They were small in numbers and only used in the simplest of roles as
observation vehicles. By the end of the war, only four years later, they had matured into
deadly, fast, high performance machines used in a wide variety of roles, and were
operating in their thousands. However, they were still basically constructed of wood,
wire and fabric. The pilots and crew, even in the large bombers which had been
developed, sat in open cockpits. They all had fixed undercarriages and with one or two
exceptions were all biplanes.
10
Chapter Three
The Squadrons
Whilst the above developments had been going on, Australia had not been idle. In fact
the Australian Army had received official approval as early as September 1912 to form a
Central Flying School for ‘training in the art of flying’,1 and the Australian Flying Corps
had been formed as a part of the army organisation. The school opened at Point Cook in
March 1914, and the first course of pilots actually began training on the 14 August - just
ten days after the start of World War One.
The first Australian flying unit to see active service left Melbourne on 30
November 1914, with a total strength of two officers and two aircraft, for the campaign in
German New Guinea.
The second operational unit was the famous Half Flight, which went into action
in Mesopotamia in April 1915. The first full squadron to become operational was No. 1
Squadron, which formed in Australia in early 1916. It was sent to Egypt where it arrived
on 14 April 1916, but was not fully equipped, nor trained and ready for operations until
some time in July. The next fully Australian unit was No. 3 Squadron which formed in
England and moved to France on 9 September 1917.
Both these units were basically reconnaissance squadrons, equipped with two-
seater aircraft such as the BE2c and RE8. However, as mentioned previously, it was still
the practice to provide some fighter aircraft for escort duties as part of the strength of
each observation squadron. Nos. 1 and 3 Squadrons ARC were no exception to this
policy.
No. 1 Squadron was equipped with a flight of Bristol Scouts which were replaced
later by Martinsydes. Later again these were replaced by the two-seater Bristol Fighter.
By early 1918 the role of the squadron was changing and the number of Bristol Fighters
with the squadron had increased to eighteen. No. 3 Squadron was at first provided with
protection by RFC units and did not receive any Bristol Fighters of its own until
September 1918.
The first of the Australian fighter squadrons was No. 2 Squadron which formed
in Egypt in September 1916 but moved at once to England for training. This took almost
a year, and the unit did not arrive in France until September 1917. However, it was
quickly followed by No. 4 Squadron which had also been training in England and arrived
in France in December 1917. No. 2 Squadron was originally equipped with DH5s, later
replaced by SE5As. No. 4 Squadron was originally equipped with Sopwith Camels
which were replaced by Sopwith Snipes in October 1918.
1
Military Order 570 of 1912: Section 6 (i).
11
AUSTRALIAN FIGHTER ACES
As the Australian squadrons came under command of the RFC, upon their arrival
they were automatically given RFC squadron numbers:
As it came to be recognised officially that there was in fact a separate and individual
Australian Air Force, the squadrons reverted to their original Australian numbers. As
previously noted, Australia was the only Dominion to provide and maintain a separate
and individual air force throughout World War One. The other Dominions contributed
the personnel for individual squadrons, which then became an integral part of the RFC.
There was great rivalry between the AFC squadrons, particularly the two fighter
units, and very soon the aces began to appear. Altogether a total of 276 German aircraft
were destroyed by these four squadrons, and over fifty of the pilots were to earn the
accolade of ‘ace’.
In addition to the four operational squadrons Australia also maintained a training
wing in England consisting of four training squadrons to keep up the flow of needed
replacements for the units in the field.
Initially, the first two squadrons, Nos. 1 and 3, were formed as complete units
with a full complement of personnel, before receiving any equipment or conducting any
training of personnel, except that pilots were given a very elementary course of
instruction, little better than a rudimentary aircraft familiarisation course. Further training
was undertaken in England by arrangement with the Royal Flying Corps (RFC).
Officers selected for training in England as pilots, were sent to either No. 1
School of Military Aeronautics, Reading, or to No. 2 School of Military Aeronautics,
Oxford, for a course of six weeks duration.
Air Mechanics were trained at a school of technical training at Halton camp,
divided into eight sections, depending on the grouping of the technical trades, courses
varied in length from five to eight weeks.
It can rightly be claimed that Australia was the first and only Dominion to have
established its own flying corps in World War One. In addition, many hundreds of
Australians volunteered as individuals for service with the Royal Flying Corps and the
Royal Naval Air Service.
The reason for this exodus was that there were many more volunteers wanting to
fly than the infant Australian Flying Corps could accept, particularly in the early days.
On the other hand, the British were always calling for volunteers to train as pilots, and
many hundreds of Australians responded, and were accepted. They entered the RFC, or
the RNAS, and remained with those services throughout the war.
Early in the war it was not clear whether Australia would send its own flying
units, or like New Zealand, South Africa and Canada, would allow volunteers to make
their own way to England, where they could enlist directly into the RFC. The flow of
men from the dominions was remarkably high, and included many who later made their
names as leading aces. The next stage for the RFC was to seek permission for direct
recruitment in Australia, but this was rejected out of hand by the Australian Government,
although they did agree to a reasonable compromise in July 1916.
12
THE AUSTRALIANS ARRIVE
Praising Australians already in the British services, in a letter dated 11 February 1916
from the War Office to AIF Headquarters, and quoted in Cutlack’s official history of the
Australian Flying Corps, which stated (in part):
In view of the exceptionally good work which has been done in the Royal Flying
corps by Australian-born officers, and the fact that the Australian temperament is
specially suited to the flying services, it has been decided to offer 200
commissions in the Special Reserve of the Royal Flying Corps to officers, non-
commissioned officers, and men of the Australian Force.2
The campaign for RFC recruits was widely published throughout the AIF and
recruiting went ahead, with the result that of two hundred applicants some one
hundred and eighty were commissioned in the RFC.
2
F.M. Cutlack, The Australian Flying Corps, University of Queensland Press, St Lucia, 1984.
13
AUSTRALIAN FIGHTER ACES
14
The Australian Half-Flight at Bombay, May 1915
15
THE AUSTRALIANS ARRIVE
Officers of No. 1 Squadron, Australian Flying Corps, at Mejdel, Palestine (AWM B01475)
AUSTRALIAN FIGHTER ACES
16
Officers of No. 2 Squadron, Australian Flying Corps, after the Battle of Cambrai. (AWM E01436)
17
THE AUSTRALIANS ARRIVE
Officers of No. 3 Squadron, Australian Flying Corps, Bailleul, November 1917. (AWM E2765)
AUSTRALIAN FIGHTER ACES
18
Officers of No. 4 Squadron, Australian Flying Corps, near Clamerais, France. (AWM E02543)
Chapter Four
From the end of World War One until the early thirties fighter aircraft design seemed to
be frozen round the concept of the single-seater biplane with two guns firing forward
through the arc of the propeller. The big change came with the development of the
monoplane and the capacity to fit guns in the wings, clear of the propeller entirely.
The rapid development of civil aviation, however, led to considerable technical
advances. Already by the early thirties, monoplane design had begun to come into its
own, whilst enclosed cockpits and cabins were now almost standard. Aircraft designers
were also turning more and more to all-metal construction, which led to stronger and
larger aircraft with improved load carrying capacity. Vastly improved engines had also
been developed and these, together with the development of retractable undercarriages,
improved performance to a marked degree, particularly in regard to speed and altitude.
Perhaps one of the greatest advances was in the rapid development of reliable air-to-
ground radio links, particularly in the use of voice transmissions.
Gradually these developments came to be adopted in the design of military
aircraft. In addition, armament became heavier whilst methods of sighting and ranging
became more accurate. However, although the new fighters were now being made with
metal frames and wings, many still relied on fabric covering for most of the fuselage.
This was considered to make repair of battle-damage easier. More importantly, perhaps,
certain combat criteria were agreed by all as necessary in the design of a successful
fighter. These included manoeuvrability, speed, ceiling, rate-of-climb, endurance,
sturdiness, firepower and crew comfort, and all such criteria were sought after in varying
degrees by the aircraft designers.
It was the Spanish Civil War which began in 1936, that gave the necessary
impetus to the development of the new generation of fighters. The Great Powers had
agreed to a policy of non-intervention, although Italy and Germany very soon began to
support Franco. Meanwhile, the Republicans on the other side, were receiving air support
almost exclusively from Russian units, manned and commanded by Russians.
Although forbidden under the terms of the Treaty of Versailles to have an air
force, Germany had been secretly training military pilots for a number of years. This was
done under cover of the German civil airline, Deutsche Lufthansa, together with the
establishment of clandestine flying schools in Sweden and, of all places, in Soviet Russia.
With the rise to power of Hitler and the Nazi party in 1933, this was brought out into the
open with the creation of an Air Ministry and the official announcement of the existence
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AUSTRALIAN FIGHTER ACES
of a German air force, the Luftwaffe. A rapid expansion program was immediately
undertaken to increase the strength of this force to 4000 aircraft by September 1935.
The civil war in Spain was then seized upon by the Germans as a perfect training
ground for the newly established Luftwaffe, as well as providing it with a ready-made
proving ground for weapons and tactics. Some Junkers bomber-transports together with a
small number of Heinkel 51 biplane fighters were flown to Spain with volunteer pilots.
This initial effort was quickly expanded by the formation of a tactical air force, known as
the Condor Legion. This was a completely self-contained force, consisting of bomber,
fighter, ground-attack and reconnaissance squadrons, with its own communications,
medical and supply units. It soon developed into a highly mobile force, capable of
moving from airfield to airfield, and even had its own anti-aircraft units.
Early operations quickly showed that the Heinkel 51 biplane fighter was inferior
not only to the Russian Polikarpov 1-16 (known as Rata), but also to the American
Curtiss biplane, both types being flown by the Republicans. The Rata was a low-wing
monoplane fighter with four machine guns, and was undoubtedly the best and most
modern aircraft of the time, with a speed of 280 mph (450 kph) in level flight, and could
climb to 16,400 feet (4998 metres) in six minutes. Accordingly, the He5l was restricted
as far as possible to close air support until a better fighter, already under development,
arrived from Germany. This was to be the Messerschmitt Bf 109, which quickly proved
itself to be far superior to everything else in Spain.
The Bf 109 was a single-seater, low-wing monoplane, armed with three 7.9 mm
machine guns, and it was the forerunner of a long series of fighters from the same stable.
It was equipped with a 670 HP Jumo engine which gave it a top speed of just under 300
mph (482 kph) at an altitude of 13,000 feet (3962 metres). It entered service just a few
weeks before the British Hawker Hurricane first flew, and only a few months before the
Supermarine Spitfire, which became its chief opponent in World War Two. These three
high-powered aircraft were all cabin monoplanes, and marked the definite end of the long
reign of the open cockpit, biplane fighter.
All were also equipped with radio telephones and for the first time fighter pilots
could now receive and transmit in clear speech between themselves and with ground
control stations. Previously, control from the ground was limited to morse code
transmission and the equipment carried in fighter aircraft was of necessity limited in
range. Messages took time to transmit or receive and were a definite distraction to the
pilot, so the use of radio was strictly limited in its application. Communication between
aircraft in formation was until then limited to rocking of wings or firing of coloured
lights. The information or orders which could be passed by this method was obviously
limited. Until the introduction of radio telephony, or R/T as it became known, air fighting
was an inarticulate affair. In Spain it became articulate for the first time, and this led to
closer control from the ground, and far better teamwork in the air. This was almost as big
a step forward as the new aircraft themselves.
At the end of the Spanish civil war, the Condor Legion returned to Germany, but
the lessons learnt were closely studied. For example, the three light machine guns were
proved inadequate for modern combat, compared to the four in the Curtis P.36, or the
heavy cannons used by the Italians. Accordingly, the new Messerchmitts were equipped
with the Oerlikon 20 mm cannon. Also, the range of the Bf 109 was found to be
inadequate, and drop tanks which could be jettisoned before action, were ordered. A
good rate of climb, high speed and good manoeuvrability, to get out of trouble, were once
more found to be essential, and the higher fire power now available enabled an opponent
to be destroyed or put out of action in only a few seconds.
20
DEVELOPMENT OF THE FIGHTER - World War Two
Fortunately for the British, a few far-sighted designers had been keeping up with
these developments, and had produced the Hawker Hurricane, which flew for the first
time in November 1935, entering service with the RAF a year later, and the Supermarine
Spitfire which first flew in March 1936, and entered service in August 1938. As is well-
known, these two fighters were highly successful and remained in front-line service, with
various improvements in performance, throughout the war, and saw action on many
fronts.
Among the first of these was the Spitfire, with four guns in each wing. This
development led to a terrific increase in firepower, and subsequently the machine guns
were replaced with small cannon. It also became possible to mount rocket propelled
missiles under the wings and, in more recent times, sophisticated electronic guided
missiles.
The Hurricane was designed in 1935 as a simple but tough aircraft. Structurally,
it was in many ways rather old-fashioned even at the time it was designed. It still had
fabric covering on the fuselage and a fixed-pitch wooden airscrew. On the other hand, it
had a revolutionary armament consisting of eight .303 inch Browning machine guns
located, with their supply of ammunition, within the monoplane wing. It was powered by
the 1030 horsepower Rolls Royce Merlin liquid-cooled engine which gave it a speed of
just on 310 mph (499 kmh) and ceiling of 34,000 feet (10,363 metres) although lack of
gun heating restricted its maximum operational height to 15,000 feet (4572 metres).
It was easy to fly, easy to aim and fairly easy to repair, and a total of 14,533 were
built. In the Battle of Britain, Hurricanes are claimed to have shot down more enemy
aircraft than all other aircraft and anti-aircraft guns combined. Many of their victories
were against the Me110 twin engined escort fighters, considered in many ways to be
much more modern than the Hurricane.
The Spitfire, on the other hand, was one of the first all-metal stressed-skin aircraft
built in Britain. As a result it was more difficult to build or repair than the Hurricane, but
it had a significant edge in performance. It was powered by a 1478 horsepower Rolls-
Royce Merlin v-12 liquid-cooled engine, and could reach 369 mph (593 kmh) at heights
of between 13,000 and 20,000 feet (3960 and 6090 metres) with a ceiling of 37,000 feet
(11,280 metres). It had a large elliptical shaped wing which gave it the ability to turn very
tightly. This latter characteristic, however, was the only major advantage it had against
the almost comparable Me109E. One particular advantage the latter had over the Spitfire
was the special design feature of the engine which allowed it to run under negative
gravity, such as in a dive or when inverted.
The Bf 109 which, of course, was the real fighter opponent to the Spitfire, had a
1270 horsepower Daimler-Benz v-12 liquid-cooled engine which gave it a speed of 373
mph at 20,000 and a ceiling of 36,000 feet. However, it obtained its speed and superb
handling capability at the expense of firepower. Initially it was only armed with one 15
mm Mauser cannon and two 7.92 mm machine guns. It was later equipped with both
more and larger guns, but this in turn greatly reduced its manoeuvrability.
The single-seater, single-engined fighter remained the major design criteria for
most air forces, including in particular the Americans and the Japanese. On the outbreak
of the Pacific War, the leading American fighter was the Curtiss P-40, while the Japanese
had developed the well-known Zero. The P-40 was powered with an Allison
v-12 liquid-cooled engine of 1090 horsepower, giving it a speed of 340 mph (547 kmh).
A large number of them had been ordered by France, and this order was taken over by
the British.
21
AUSTRALIAN FIGHTER ACES
The RAF named the type the Tomahawk, but despite further developments, it
was never equal in speed, firepower, climb or manoeuvrability to the Zero or the best
Allied or German fighters, and was eventually relegated to ground-attack duties. It was
ideal for this purpose, being strong and rugged and armed with four rifle calibre
Browning guns in the wings, or alternatively with two rifle calibre Browning guns in the
wings and two heavy .5 inch Browning guns mounted above the engine firing through
the airscrew. Later versions were also capable of carrying up to 1500 pounds (680
kilograms) of bombs.
The standard US Navy fighter was the Grumman F4F Wildcat, and this
aircraft saw early action at Coral Sea and Midway in 1942. It was also flown by the
US Marines, particularly in the fighting for Guadalcanal. It was powered by a 1200
horsepower Pratt & Whitney Twin Wasp 14-cylinder air-cooled radial engine. This
gave it a speed of 331 mph (532 kmh) at 20,000 feet (6096 metres), a ceiling of
37,500 feet (11,277 metres), with a range of 845 miles. Armament was four .5 inch
Browning heavy machine guns in the wings, and could carry two 100 pound (45
kilogram) bombs. The American pilots flying the Wildcat soon found it could hold its
own against the Zero, provided they did not engage it in a dogfight.
The Zero, on the other hand was a particularly successful aircraft. It was
developed during the earlier war with China, from the need to have a fighter which
would be able to escort the Japanese bombers to any target in China. The targets in China
were well defended by Chinese fighters and even a target such as Shanghai was 1250
miles (2011 kilometres) from the Japanese bases on Formosa. The bombers suffered
heavy losses, and unescorted bombing raids were soon completely abandoned until a
suitable escort fighter could be found. The answer was the Zero and it had already had
over eighteen months combat experience when the Pacific War began.
Despite several drawbacks, the Zero was a superb fighter. It was heavily armed
with two 20 mm cannon and two 7.7 mm machine guns, and had a speed of 300 mph
(480 kmh). These advantages, when combined with its outstanding agility and rate of
climb, made it more than a match for any opposition it was likely to meet. In 1940 it had
set world records for combat range over China, on one occasion flying 1000 miles (1610
kilometres) in one round trip. Later versions could operate at up to 1500 miles (2414
kilometres).
For the Americans in the Pacific and Far East the biggest problem was how to
combat the Zero. In the first six months or so of the war with Japan it was all-conquering.
The original Zero Wing which had operated against the Chinese from Formosa moved to
the East Indies in early 1942. From here they moved to Rabaul in New Britain, and then
across to Lae on the east coast of New Guinea. From there they began to fly on
operations over Port Moresby where by this time the Americans, and the Australians,
were operating P40s.
The USAF and RAAF squadrons would climb to meet them as they passed over
the 15,000 feet (4570 metres) high Owen Stanley Mountains. The Japanese with the
advantages of height, speed and experience would be amongst the defenders before they
knew it, and casualties among the Americans and Australians were very heavy initially. It
was here that teamwork began to play a very important part in the air fighting, a factor in
which the Japanese at first, fortunately, appeared the weaker.
Thus, the Japanese entered the war with an already established and proven long
range fighter. This was something the allies sadly lacked, and it was to be several years
before the deficiency was made good. On the other hand, the Germans did in fact have a
type of long-range escort fighter in the Messerschmitt Bf110. This was a two- or three-
22
DEVELOPMENT OF THE FIGHTER - World War Two
23
AUSTRALIAN FIGHTER ACES
24
CHAPTER FIVE
The Aces
Introduction
The accolade of ‘Ace’ is now generally applied to any airman who has destroyed five (or
more) enemy aircraft in air-to-air combat. Although not generally accepted that the
accolade should be officially bestowed on a pilot, the term has universally come to apply
to any pilot who meets the requirement. It will be of interest to learn who have actually
qualified for such recognition, and where and when they served.
The first ace was in fact Eugene Gilbert who scored his first victory on l0 January
1915, but this was gained by fire from his observer. Eventually, as a pilot, he shot down
five German aircraft before he was killed in the summer of 1915. However, the title of
ace had not then been introduced and, as we have seen, the first pilot to have this
accolade bestowed on him was Roland Garros on 15 April 1915.
Although not universally recognised officially, particularly in the British services,
where no specific and official records are maintained or published, most of the facts
relating to fighter aces can be obtained from official individual and unit combat reports,
and in the citations for decorations and awards. There are also a variety of private diaries
and books written either officially or by individuals. Much of this material has been
published over the past several years, and many official personal records have become
available for open access. It is, therefore, possible to arrive at a consensus of the data by
cross-reference of the material available.
The data presented in this paper has been carefully checked against a variety of
sources and then finally checked against such official records as do exist and are
available. These latter checks are very pertinent to personal details, such as date and
place of birth, units in which served, and promotions and appointments. The information
presented here is therefore considered to be as accurate as can be expected. In this regard,
all personnel records for the first AIF, including those of the Australian Flying Corps, are
held by the Australian Archives, and those for the RAAF are held by the RAAF
Discharged Personnel Records Section, and a good deal of more general and statistical
information is held by the RAAF Historical Section. It is wished to record the thanks of
the author for the efficient, able and ever tactful and cheerful assistance by the staff of all
three groups in attending to his many enquiries. It should not be implied from this,
however, that the figures are in any way official, and any errors are entirely the
responsibility of the writer.
Having set the background, as it were, let us now look at the actual scores of the
leading aces, and see how the Australians fit into the picture.
25
AUSTRALIAN FIGHTER ACES
Table 5.1: The Top Twenty Fighter Aces - World War One (All countries)
26
THE ACES
27
AUSTRALIAN FIGHTER ACES
Table 5.2: Australian Fighter Aces - World War Two (Listed By Scores)
Although not making the top twenty, it will be noted that as well as Little,
another Australian serving with the RNAS at the time who also achieved a high score
was Major R. S. Dallas, DSO, DSC & Bar, CdeG, with a total of thirty-nine. These two
scores remain unbeaten to this day by any other Australian.
The top-scoring Australian in World War One, and actually serving with the
Australian Flying Corps, and in Australian uniform, was undoubtedly the (then) Captain
A.H. Cobby, DSO, DFC&2Bars, with a total of twenty-nine confirmed victories. His
record also remains unbeaten by any other Australian, although Group Captain C.R.
Caldwell, DSO, DFC&Bar, came close indeed in World War Two with a score of 28.5.
Nevertheless, Cobby remains the top scoring airman of any of the Australian services,
and his record is even the more remarkable when it is realised it was achieved in only ten
months of front-line service.
In summary, this list also confirms the fact that well over half of our World War One
aces were serving with the RFC/RNAS, and not with any Australian units. In summary,
the figures are as follows:
28
THE ACES
Table 5.4: The Top Twenty Scoring Aces - World War Two
(All Countries - Alphabetical)
In general, however, it will be noted from the various tables that the top aces from
the major powers in World War One were all fairly well matched, and scores were
generally quite high, when compared with the figures for World War Two.
With a few outstanding exceptions, it will be noted that, in general, the overall
scores in World War Two are considerably lower than those for World War Two. There
are several reasons for this.
To begin with, in World War One the aircraft on both sides were fairly evenly
matched. They also operated in similar roles and almost without exception flew in the
same limited battle area under the same conditions. This was not so in World War Two,
where the battles were fought right across the globe in widely differing conditions.
29
AUSTRALIAN FIGHTER ACES
On the Allied side, in particular, it will be noted that the figures for World War
Two top scoring aces are just half those obtained in the World War One. The top scorers
were Squadron Leader M.T. Pattle, DFC& Bar, a South African serving in the RAF, with
a total of forty-one, and Major Richard I. Bong, MH, DSC, SS, DFC, AM, the American
ace with a total of forty.
It is interesting to note that the top scoring Australian ace in the World War Two
also makes the top twenty top scorers on the Allied side. This is Group Captain C.R.
Caldwell, DSO, DFC & Bar, Polish Cross of Valour, whose total score was 28.5.
A complete and detailed list of all Australian aces in World War Two, sorted
by individual scores, is presented in Table 5.6. From this it will be noted that the next
highest score to that of Caldwell by an Australian in World War Two was well below
his total, and in fact is only just over half that figure.
The second Australian top-scorer in World War Two was Flight Lieutenant A.P.
Goldsmith, DFC, DFM, MID, with a score of seventeen, while Flight Lieutenant K.W.
Truscott, DFC & Bar, MID, was only just behind this with sixteen. However, it will be
noted that these scores are well below that achieved by Caldwell, and in fact are only a
little over half his score. Compare these figures with Little’s forty-seven and Cobby’s
twenty-nine in the earlier conflict. The difference in figures is even more outstanding
when it is considered that the total obtained, for example, by Cobby in World War One
were obtained in less than a year; while Caldwell’s and the other scores for World War
Two were spread over four years and three or four different areas.
30
THE ACES
31
AUSTRALIAN FIGHTER ACES
Table 5.6: Australian Fighter Aces - World War Two (Listed By Scores)
These comparisons are not meant to detract from the performance of any pilot,
nor do they in any way suggest that one was better than the other. The figures are merely
used to emphasise the difference between the conditions in the two conflicts. In fact they
can be used as a very strong argument in support of the RAF and RAAF policy of not
officially adopting the ace system, and of not giving publicity to any pilot or his score.
Whilst on this subject, however, it is also of interest to note that the number of Australian
airmen who can be defined as aces in World War One totals fifty-seven, whilst the
32
THE ACES
number for the World War Two stands at eighty, a comparatively low figure, considering
the huge increase in numbers of pilots and units participating on both sides.
In further support of the danger of trying to draw any specific conclusions by
comparing scores, it is worth while to look at the two top scoring Austro-German aces in
World War Two, as set out in Table 7. One of them exceeded a score of three hundred,
and the other two hundred, by wide margins. In actual fact there were eight Austro-
German pilots who individually shot down more than a hundred of the enemy. For the
record, these were:
NAME SCORE
Hartmann 352
Movoton 258
Barkhorn 301
Phillip 213
Rall 275
Holders 115
Kittell 267
Galland 103
Table 5.7: Austro-German pilots with more than one hundred victories
Most of these victories were achieved on their Eastern (or Russian) front, and
were obtained by experienced pilots with vastly superior machines. Given the same
conditions as the Germans experienced, there is no doubt that many Allied pilots might
have been equally successful.
It may be of further interest to note that although the number of Australian airmen
who can be defined as aces in Wold War One totalled fifty-seven, only thirty-three of
these, or a little over half, were actually members of the Australian Flying Corps and
wearing Australian uniform. The rest were all serving with the RFC/RAF or RNAS. The
reason for this was simple. There were many more volunteers wanting to fly than the
infant Australian Flying Corps could accept, particularly in the early days. On the other
hand, the British were always calling for volunteers to train as pilots.
Many Australians, both within and without the AIF, responded and were
accepted. They entered the RFC, or the RNAS, and remained with these services
throughout the war. Whereas the number of Australian aces in World War Two stands at
seventy-three, and all but seven of them were serving members of the RAAF and wore
Australian uniform. The comparison is even more striking when it is realised that the
total number of pilots in the Australian Flying Corps could be counted in hundreds
against the thousands in the RAAF in World War Two.
In World War One Australia only had four squadrons on active service. One of
these was confined to a small area of the Middle East, and was only active for about two
years. The other three squadrons were always together in the same part of France, and
were operational for less than a year. Only one of these units was a true fighter squadron,
the role of the others was primarily that of reconnaissance. The number of pilots could be
measured in hundreds, but the fighting was concentrated and their scores were high. The
aces in World War One achieved all but six of their victories in France, with the
remaining six being gained in Palestine.
33
AUSTRALIAN FIGHTER ACES
In World War Two our airmen served in all parts of the world, and they were
numbered in thousands. The vast majority of them served in RAF squadrons, under the
Empire Air Training Scheme, in every theatre of war from the United Kingdom to Burma
and the Far East. Our purely RAAF squadrons were also dispersed between Europe, the
Middle East, the Far East, and the Pacific. The roles and activities of our airmen were as
diverse as the areas and the squadrons in which they served. There was great mobility of
men and units across the globe, and our airmen were active in one way or another
throughout full six years of war.
As previously noted, the scores by the top-scoring aces of World War One were
almost double the scores in World War Two, and some reasons have been given.
However, there are other factors to be considered. For example, many excellent and
skilful pilots were never able to become aces because of lack of opportunity. Also, a great
number of them were killed or injured before they obtained the required number of
victories. Others served in quiet areas. To judge a fighter pilot entirely by the number of
victories is unjust, and this is the prime reason why the RAAF has never officially
recognised the concept of an ace. To compare the scores from the two world wars would
be equally unfair unless one takes into account the vastly different circumstances.
As a matter of particular interest to Australia, the top-scoring Japanese fighter
pilot was Sub-officer Hiroyoshi Nishizawa, with a total of one hundred and three to his
credit. The next top-scoring Japanese was Lieutenant Saburu Sakai with a mere sixty-
four. The Russians even claim to have a top woman ace in the person of Lieutenant Lila
Litvak with a score of thirteen, all won on the German Eastern front. To complete the
picture, the top Russian ace appears to have been Maj Gen Ivan Nikitaevich Kozhedub
with a total of sixty-two.
34
THE ACES
majority of Point Cook graduates being accepted by the RAF, and only very few taken by
RAAF until 1937. At that time the RAAF had begun its own expansion, and only a
minimum number was declared surplus for the RAF, with the majority being absorbed
into the RAAF.
It should be explained that the course was a twelve month one, with entries every
six months so that there was always a senior course and a junior course, graduating in
turn in July and December. By this time the course strengths had increased to about forty
per course, and cadets on entry signed a declaration on enlistment that they would serve
either in the RAF or RAAF. It should also be noted that quite a number of the Australians
accepted for short service commissions, actually received permanent commissions in the
RAF.
To demonstrate the great change in the distribution of graduates at the change
over in 1937, of a course that graduated in June with a strength of forty, thirty-six went to
the RAF, and only four remained in Australia. At the December graduation, from a
course of about the same number, only four went to the RAF and the remainder stayed in
Australia.
As a result of this scheme which ran for just on sixteen years, it can be seen that a
very large number of Australians became members of the RAF, and many of these were
offered permanent commissions, which explains to some extent the large number of
Australians in the RAF, many having reached higher ranks by the time World War Two
began.
The scheme was officially suspended in Australia in July 1938, but short service
commissions in the RAF continued to be advertised in the Australian press, and intakes
continued until mid-1939. Those accepted under this modified scheme were selected by a
board of RAAF officers, but were not given any initial flying training at Point Cook, and
at the outbreak of war in 1939, several who had been accepted did not have any flying
training at all.
Also to be considered were the large number of Australians still serving on short
service commissions, going back to the graduating classes from Point Cook, up to and
including those accepted by the RAF between June 1935 and 1939, amounting to a figure
of about two hundred and fifty.
35
AUSTRALIAN FIGHTER ACES
Initially the United Nations fighter units were equipped with World War Two
piston engined aircraft. Early in the conflict they came up against Chinese operated Mig
jet fighters, and despite the skill and experience on the United Nations’ side, they were
outmatched initially, until re-equipped with jet aircraft. It is recorded that the first jet
versus jet combat in the world took place in Korea on 8 November 1950. On that date an
F-80C flown by Lieutenant Russell J. Brown (USAF) shot down a Mig 15.
The very first jet ace in history was Lieutenant Colonel James Jabara flying an F-
86 (Sabre) who shot down his first Mig-15 on 3 April 1951 and became an ace on 20
May 1951 after shooting down two Mig-15s on the same day. The top-scoring ace was
Captain J.C. McConnell, with a score of sixteen Migs, who entered the fight much later,
and did not shoot down his first Mig until 14 January 1953, and his fifth a month later.
There were no Australian aces in the Korean War, and in fact there were only
thirty-nine on the entire United Nations’ side. They were all Americans, and all but one
of them achieved their scores while flying F-86 Sabres. A list of the top twelve with
individual scores is set out below:
Name Score
McConnell, Capt Joseph C. 16
Jabara, Lt. Col. James 15
Fernandez, Capt Manuel J. 14.5
Davis, Lt. Col. George A. 14
Baker, Col. Royal N. 13
Blesse, Maj Frederick C. 10
Fischer, Capt. Harold E. 10
Johnson, Col. James K. 10
Garrison, Lt. Col. Vermont 10
Moore, Maj Lonnie R. 10
Parr, Capt. Ralph S. 10
Low, Lt James F. 9
The RAAF was represented in the Korean conflict right from the beginning, as
the Australian government made No. 77 Squadron available a few days after hostilities
began. This unit had been part of the RAAF element of the British Commonwealth
Occupation Force in Japan, and was about to return to Australia. Although there were no
Australian aces in Korea, the unit claimed six kills, including three while flying the
piston-engined Mustangs with which the unit was originally equipped. These were later
replaced by Meteors. The total score for the squadron as a whole consisted of three Mig
l5s in the air, with three other aircraft destroyed on the ground. No pilot destroyed more
than one of the enemy.
Vietnam
It is difficult to obtain any really accurate figures for the Vietnam war, but there does
appear to be only five allied airmen who reached ace status. This distinction seems to
have been shared between two American two-man crews, and one lone Weapons-
Systems Officer (WSO). They were Captain R.S. Ritchie (pilot) and Captain C.B.
DeBellevue (WSO) of the USAF, flying together in an F-4, and Lieutenant
R. Cunningham (pilot) and Lieutenant W. Driscoll (WSO) of the USN, also flying as the
36
THE ACES
crew of an F-4. The fifth member of this select group was Captain J.S. Feinstein of the
USAF, flying as a WSO also in an F-4. Captains Ritchie and DeBellevue were credited
with destroying five and six MiG’s respectively, while Lieutenants Cunningham and
Driscoll and Captain Feinstein each obtained a score of five.
It is interesting to note, by way of contrast, that there were at least fifteen North
Vietnamese pilots who are believed to have qualified as aces, at least eleven of whom
scored six or more victories, with thirteen being claimed as the top score. In general,
most of these victories were obtained while flying MiG 17s and MiG 21s.
The RAAF was initially represented in this conflict by six RAAF Caribou
transport aircraft. These arrived in Vietnam on 8 August 1964, and their mission was to
help in providing airlift support for Vietnamese troops. This unit, initially known as
RAAF Transport Flight Vietnam was expanded in June 1966 to become No. 35 Squadron
RAAF. A few days later, this unit was joined by No. 9 Squadron RAAF, equipped with
Iroquois helicopters, in direct support of the expanded role of the Australian army in
Vietnam. The presence of the RAAF in Vietnam was further increased in April 1967
with the arrival of No. 2 Squadron RAAF, consisting of eight Canberra jet bombers, to
provide ground support for the Australian and Allied forces.
No fighter squadrons were deployed to Vietnam, although the RAAF was directly
involved in that conflict for seven and a half years, from August 1964 until February
1972, and just on 4500 members served there during that period. A few RAAF officers
did serve on exchange duties with USAF tactical and fighter units, but mainly as Forward
Air Controllers, or Air Liaison officers. These were in fact, mainly fighter pilots, but
again, as in Korea, there were no aces.
It has already been noted that in World War One a total of fifty-seven Australians
qualified for the accolade of ‘ace’, and most of these only served for less than twelve
months on active service. In the World War Two we only had a total of eighty aces,
despite the far greater numbers and the much longer period on active service. This only
serves to show that it had become much harder to qualify for the necessary five aircraft
destroyed. The overall lower scores, however, not only reflect this fact, but make the
feats even more noteworthy. In Korea, of course, there were even lower scores although
the conflict lasted for three years, and the lack of large numbers became even more
apparent in the Vietnamese conflict.
Conclusion
Whatever their score, and whatever their country, there is one thing which is certain.
Wherever they fought, and whoever they were, there was no way of knowing if they
would ever be aces. They were as different as they were individuals. Perhaps the qualities
of a fighter ace are best described by Stanford Tuck, himself one of the highest scoring
British aces of the last war. In a foreword to a book on fighter aces, he writes:
The term fighter ace always seemed to me to conjure up the mental picture of
some gay, abandoned, almost irresponsible, young pilot leaping into his aircraft,
and tearing off into the sky to chalk up victories like knocking off glass bottles in
the circus rifle-range. Nothing could be further from the truth. Any fighter pilot,
after his first combat is very well aware that air fighting on the scale of the last
war was a cold, calculating, cat and mouse type of combat, which required great
37
AUSTRALIAN FIGHTER ACES
preparation, lightning reactions, first-class team work and above all, cool decisive
leadership.1
1
Shores, Christopher, and Williams, Clive, Aces High, A Tribute to the Most Notable Fighter Pilots of the
British and Commonwealth Forces in WWII, Grub Street, London, 1994, p. 4.
38
FOUR OF A KIND - ACES HIGH
39
AUSTRALIAN FIGHTER ACES
40
CHAPTER SIX
Introduction
Our poker hand, ‘four-of-a-kind - aces up’ displays the four top-scoring Australian aces
from both world wars. They are:
Captain R.A. Little of the Royal Naval Air Service (RNAS), with a total score
of forty-seven, is undoubtedly the top scoring Australian ace for all time, and all
his victories were obtained in World War One.
Major R.S. Dallas, who was also a member of the RNAS, can well claim the
next highest score by an Australian, with a total of thirty-nine, also all gained in
World War One.
Captain A.H. Cobby, with a total of twenty-nine, has the third highest score by
an Australian and again all gained in World War One. However, he has the
distinction of being the highest scorer in Australian uniform, as a member of the
Australian Flying Corps.
Group Captain C.R. Caldwell, with a total of 28.5 was the top scoring
Australian in World War Two and, as a member of the RAAF, is recorded as the
Australian with the fourth highest score ever, and the second highest wearing an
Australian uniform.
This completes our ‘four-of-a kind’, and it is with the story of Little that we begin the
personal biographies of our four leading aces.
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AUSTRALIAN FIGHTER ACES
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FOUR OF A KIND
43
AUSTRALIAN FIGHTER ACES
acceptance as a military pilot was to first obtain a civilian licence. He enroled in the
Royal Aero Club’s flying school at Hendon as a student pilot, at a cost of £100, and
gained his basic pilot’s licence on 27 October 1915. It worked like a charm.
He immediately applied to join the Royal Naval Air Service, and within three
months was commissioned as a probationary Flight Sub-Lieutenant in the RNAS. On 25
January 1916 he was posted to the RNAS Flying School at Eastchurch, where his basic
civilian flying skills were soon polished up and extended. By May 1916 he was stationed
in Dover with the Naval Air Station War Flight, whose purpose was to engage German
bombers coming across the North Sea to attack England. However, there was little
action, except for the occasional Zeppelin raid on London. In fact no aircraft attacked the
capital until a year later.
In the meantime, Little was suffering from continuing air sickness, and often
climbed from his aircraft white-faced and retching. It was thought this was caused by the
effects of the fumes from castor oil used as a lubricant in the early engines, and which the
propeller splashed liberally over the pilot.
On 9 May 1916 he married Miss Vera Gertrude Field, an English girl from Dover, just
ahead of a posting to No. 1 Wing, RNAS, at Dunkirk on 30 June. The unit was engaged
in bombing attacks on the German submarine bases at Zeebrugge and Bruges, flying
single-seat Sopwith Pups, which had been successfully modified for bombing operations.
Captain R.A. Little, DSO and Bar, DSC and Bar, Croix de Guerre and Star – top Australian
fighter ace of World War I with his wife Vera. (AWM A05196)
His earlier medical problems cleared up, probably with the change of aircraft, and
the operational atmosphere at Dunkirk, after the lack any action at Dover. He was finally
in action and enjoying every moment. His fearless determination on the various bombing
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FOUR OF A KIND
missions and his eagerness and devotion to duty soon distinguished him as a valuable
war pilot was soon noticed by his superiors, and he rapidly gained a reputation as one of
the leading operational pilots in the squadron.
His first successful engagement was on 9 July when he was initially attacked by a
Fokker, but was able to quickly turn the tables by shooting down his opponent. He
continued to take part in the bombing raids, and fighter patrols, but with no further
successes, and in August he went down with pleurisy. However, by October he had
recovered and was one of the original group of pilots posted to No. 8 (N) Squadron on its
formation, and was assigned to ‘B’ Flight, commanded by another Australian ace, Flight
Lieutenant S.J. Goble (q.v.).
In the early autumn of 1916 the Royal Flying Corps was being hard pressed by
the introduction of a new series of enemy fighter aircraft. In October 1916, the German
Flying Corps had been re-equipped with the latest Albatros DI and DII aircraft with two
forward firing guns, which created havoc among the RFC with their slower single-gun
fighters.
The Navy was asked to send fighter units to strengthen the RFC on the western
front, and were forming ten special new squadrons for the purpose. Naval Eight was the
first to go, with personnel all selected from Dunkirk resources, and Flight Sub-Lieutenant
Little was one of the pilots chosen. It was armed with the new Sopwith Pups, the first
really effective British fighter and was in the field with the RFC in early October 1916.
Naval Eight, as it became known, was attached to 5th Brigade, Royal Flying
Corps, as part of No. 22 Wing, and quickly achieved an extraordinary reputation for
fearless fighting and esprit de corps. By 19 October all but three of its aircraft had
arrived, and five days later the unit flew its first operation, but much to their
disappointment failed to attract the attention of the Germans. Naval Eight went into
action on the Western Front on 9 November, and Little had his first victory with the new
unit on the 23rd, when he engaged an Aviatik C and shot it down in flames. From then
on, he recorded victories with a regularity which soon earned him an enviable reputation.
By March 1917 he had claimed four victories and was awarded a DSC, and also about
this time, the squadron was withdrawn from the frontline service and went back for a
short rest and to re-arm with the new Sopwith Triplanes.
The Sopwith Pup until then had been the RNAS’s best fighter, but it had only one
gun, with a very low rate of fire, timed with the engine speed. It also had many
stoppages, caused by the extreme cold at altitude. The Triplane was a great advance over
the Pup, and achieved immediate success with the RNAS in combat with the Germans
and helped the British gain air superiority for the first time since the beginning of the
war.
After the conversion to Triplanes, the unit rejoined the RFC at the front in April
1917. It quickly became obvious that the new aircraft were particularly suited to Little’s
personal style of combat tactics. Only considered an ‘average’ pilot, his successes were
due to his superb marksmanship and he had realised very early that in a dogfight, a pilot
only got one chance to fire a telling burst at the enemy.
Many lost that chance by firing from too far away or without taking accurate aim.
They simply fired long bursts, spraying them around, hoping that one or two bullets
might hit the pilot or some vital part of the engine or fuel tank. The successful pilots all
came in close and concentrated on putting a concentration of destructive fire into the
cockpit and engine area. They made this first, and usually only, burst count.
It was frequently said of Little that he was not so much a leader as a brilliant lone
hand, but all commented on the fact that there were few better shots. Once Little came
45
AUSTRALIAN FIGHTER ACES
within range of the enemy, he did not give up until either the enemy was shot down, or
his own engine failed, or he ran out of ammunition. It was said of him that he had the
fighting characteristics of a bulldog, and he never let go. For as long as petrol and
ammunition held out, Little held on until the enemy machine either broke up or burst into
flames.
Little became known to his squadron comrades by the nickname of ‘Rikki’, after
the mongoose called ‘Rikki-tikki-tavi’ which outstruck the cobra in Rudyard Kipling’s
tale.
Following his return to the front in April, Little had already added six to his score
during the month when on the 30th, together with three other pilots, they dived on twelve
Albatros D II’s which were attacking two RE 8s, and they shot down five of them. He
personally accounted for two, bringing his own score to twelve, and in May recorded
another eight victories. This was followed in June by the destruction of a further four and
the award of a Bar to his DSC.
Then in July he shot down the extraordinary total of fourteen enemy aircraft and
the fourth of these victories, on the 10th, was his last victory with the Triplane. He then
flew Camels for the rest of the month, for a further ten victories. At the end of the month
his total score stood at thirty-eight, with twenty-four of them gained while flying
Triplanes. He was posted to England for a rest, and did not see any further action until
March 1918.
He was awarded a Croix de Guerre on 11 July, and was one of the first three
British airmen, including Dallas, to receive the award. On 11 August he received the
Distinguished Service Order, the citation for which referred to his gallantry and skill in
combat and the numerous aircraft he had destroyed in May and June of that year.
When the award was gazetted, Little was back in England. As he was one of the few who
had survived a year at the front and had become the Navy’s leading ace, the Admiralty
decided that he needed a rest from combat, and at the same time could pass on some of
his expertise to those being trained at home. In September a Bar to the DSO was gazetted
and was awarded for a series of actions during his last month in France. It read:
For exceptional gallantry and skill in air fighting. On July 16, 1917 he observed
two Aviatiks flying low over the lines. He dived on the nearest one, firing a very
long burst at very close range. The enemy machine dived straight away, and
Flight Lieutenant Little followed him closely down to 500 feet, the enemy
machine falling out of control.
On July 20, 1917, he attacked a DFW. After a short fight the enemy machine was
seen to dive vertically, its tail crumpled up and it was completely wrecked.
On July 27, 1917, he attacked a BFW Aviatik and brought it down completely
out of control.
On July 27, 1917, in company with another pilot, he attacked an Aviatik. After
each had fired about twenty rounds, the enemy began to spin downwards. Flight
Lieutenant Little got close to it and observed both occupants lying back in the
cockpit as if dead. The machine fell behind enemy lines and was wrecked. Flight
Lieutenant Little has shown remarkable courage and boldness in attacking enemy
machines.
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FOUR OF A KIND
Little remained in England during the winter and in October he was attached to
the Dover station, where he was able to spend some time with his wife and infant son,
living in the nearby town. The son, christened Robert James Alexander, had been born
earlier in the year. A Mention in Despatches was gazetted on 11 December, but Little
could no longer remain inactive and he volunteered to return to the front.
He elected to join No. 3 Naval Squadron as there had been a change in command
of Naval Eight, and in March 1918 he joined No. 3 (N) squadron as a flight commander.
Naval Three was commanded by Lieutenant Colonel Reginald Collishaw, a Canadian,
who later became the top scoring ace in the RNAS with a final score equal to Little of
forty-seven, but was already at this time credited with twenty-seven victories. He
remained in the RAF after the war, and retired as Air Vice-Marshal Reginald Collishaw,
CB, DSO,OBE, DFC.
In later years Collishaw wrote an appreciation of Little in which he described him
as ‘an outstanding character, bold, aggressive and courageous, yet he was gentle and
kindly. A resolute and brave man.’
On 1 April 1918, the Royal Flying Corps and the Royal Naval Air Service were
amalgamated into a single service to become the Royal Air Force, and Little now became
Captain Little, RAF. The Navy squadrons were all renumbered by adding the prefix 200
in front of their existing numbers, and No. 3 (N) Squadron thus became No. 203
Squadron, RAF.
Flying Camels once more, he shot down a Fokker Triplane on 1 April, and claimed eight
more victories during the next two months, a run which ended on 22 May with the
destruction of two two-seater Albatros Cs, and by March the following year, had claimed
four more victories.
As the Allies once again began to regain control of the air, enemy aircraft were
now becoming hard to find. However, a few weeks earlier the Germans had started some
new tactics and their large twin-engined Gotha bombers had begun to bomb areas behind
the Allied lines at night. Collishaw and Little had decided to try to bring one of the
Gothas down with some new tactics of their own. Their Camels were not equipped for
night flying and lacked any cockpit lighting or blind flying instruments, so that flying at
night was still a rather risky business.
However, they had both been airborne on several moonlit nights, but without
sighting any of the new enemy machines. Little then decided that when the next full
moon occurred, he would again fly by night and resume his search for a Gotha.
On the night of the 27 May, Gothas were reported to be bombing St Omer, a
nearby town. Collishaw was on leave, and Little was in temporary command of the
squadron. There was a full moon and as soon as the report came through, Little ordered
his Camel prepared for action. At 9.00 pm he took off alone without lights but, as
confirmed later, it was still light, and arrangements had been made in advance for a flare
path to be lit on his return as soon as his engine was heard.
He managed to intercept the Gotha and was closing in when his aircraft was
illuminated in a searchlight beam. He was hit by a single bullet, either from one of the
gunners in the bomber, or from the ground, which passed through both thighs, causing
him to crash-land in a field, where he bled to death.
The squadron pilots waited for his return and on the airfield his ground crew
stood, ears tuned for the first sound of the lone Camel. It never returned, and when his
petrol endurance was known to have expired, Little was posted as ‘Missing’. The next
morning his aircraft was found by a gendarme in a field, and a message was received
from the army for the squadron to send someone to identify the body.
47
AUSTRALIAN FIGHTER ACES
On his return the next day Collishaw carried out a thorough investigation, but
nothing was learnt other than Little had crashed after he had received a fatal wound in the
groin. It was never established whether he had been killed by a bullet from the ground or
from the Gotha. In the final analysis, as suggested by Collishaw, ‘Little fell to a bullet
fired by an unknown assailant’. He was twenty-two and was buried in the St. Evan’s
Cemetry. Apart from the fatal wound in the thigh, Little had suffered a fractured skull
and ankle in the resulting crash-landing.
His final score was forty-seven destroyed, plus many damaged or driven down,
making him the most successful Australian fighter pilot of the war.
An obituary was published in The Times on 24 July 1918, and it was revealed that
Captain Robert Little held the record for the late RNAS for its enemy destroyed. Little’s
wish was that, should death befall him, his wife and son would emigrate to Victoria and
that his son be educated at Scotch College. His widow carried out his wish and migrated
with their son and made Victoria their permanent home until her death at Elsternwick in
August 1977.
As it transpired, it was not practical to send their son to Scotch College, and he
attended Wesley College which was located nearer their family home. Captain Little’s
son became an electronic engineer, and for twenty years was on the staff at the University
of Melbourne. He died at Elwood, Victoria, in August 1976.
When the new Australian Defence Force Academy (ADFA) was established, the
names of distinguished servicemen and servicewomen were honoured by being selected
as the names of the ADFA cadet divisional accommodation blocks. As stated officially,
cadets: ‘will receive inspiration during their training from the legacy of service provided
by those after whom the buildings are named’. One of the blocks now bears the name of
Flight Commander R.A. Little DSO and Bar, DSC and Bar, and a short account of his
life and service is inscribed on a brass plaque displayed in a prominent place in the block.
The two aircraft allotted to Little and most frequently flown by him in France
were Sopwith Pup No. N5182 and Sopwith Triplane N5493. The Pup was found in
France in 1960 in very poor condition and over the next sixteen years was privately
restored to perfect flying condition and then presented to the RAF Museum at Hendon
for permanent display. On 23 October 1976 the RAF celebrated the Diamond Jubilee of
No. 8 Squadron RNAS/208 Squadron RAF with a parade and fly-past and other activities
at RAF Station Honington. The restored Sopwith Pup No. N5182 led the flypast.
48
FOUR OF A KIND
NOTE
Little’s log books and medals are held at the Australian War Memorial, but are not on
display.
The propeller from his Triplane has been on display at the Australian War Memorial, but
was recently withdrawn on a temporary basis. His brother officers had mounted a clock
in it as a tribute and presented it to his widow.
There is a painting at the Australian War Memorial which depicts Little flying his
Triplane in a lone attack against eleven enemy machines.
Captain R.A. Little’s decorations. DSO and Bar; DSC and Bar; French Croix de Guerre and Star. At
the bottom is his Scotch College swimming medal. (AWM A05219)
49
AUSTRALIAN FIGHTER ACES
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FOUR OF A KIND
Major Roderic Stanley Dallas, DSO, DSC&Bar, CdeG, was the second top-scoring
Australian in the first world war, and sixteenth on the list of British aces, with a score of
thirty-nine.
He was born at Mount Stanley, Queensland, on 30 July 1891. The Mount Stanley
station property was extremely isolated, involving a long rough ride by horse and buggy
from the town of Esk, and trips for supplies were only made at intervals of many months.
After the birth of another son in January 1893, the family moved to Tenterfield, in New
South Wales, which was his mother’s home town.
Five years later they moved to Mount Morgan, where his father became a shift
boss at the mine, and where Dallas attended the Mount Morgan state school for the next
six years. In 1907, at the age of sixteen, he became an assayer with Mount Morgan Gold
Mines, while continuing chemistry studies at the local Technical College. He was
extremely popular at school with his fellow students and teachers and had begun to show
the qualities for which he was later to be greatly admired. He extended a natural air of
good fellowship with a quiet sense of humour, combined with an extremely high
intelligence.
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AUSTRALIAN FIGHTER ACES
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FOUR OF A KIND
an Aviatik in flames, and on the 21st was on patrol at 12,000 feet (3650 m) when he
sighted a formation of five enemy two-seaters.
Diving on them from directly above, he broke them up into single units which did
not quite know which way to turn. He pounced on a straggler, giving it a burst from his
wing-mounted gun, and the enemy plane lost a wing, rolled over and crashed into the sea.
The remainder then headed off for home, but not before he was able to account for one
more of the enemy.
The next day the Germans carried out a series of heavy raids on Dunkirk,
dropping three hundred and seventy bombs and killing thirty-two persons, and No. 1
Wing was soon heavily engaged in the defence. Dallas was flying alone when he sighted
an enemy formation and immediately went to the attack. He engaged two of the enemy,
one after the other, at 7000 feet (2130 metres), but expended all his ammunition without
success. He landed at the aerodrome, quickly reloaded and took off again.
He caught up with the enemy formation at 10,000 feet (3050 metres) and diving
at the rearmost aircraft, gave it an accurate burst, when it caught fire and dived into the
sea. He attacked another, but by this time not only was his ammunition again exhausted,
but he had also run out of fuel and had to make a forced landing on the beach. The
following day he was out again and, in the company of another aircraft from the unit,
engaged a large enemy formation and was able to add one more victory to his score.
By mid-July he was flying a prototype Sopwith Triplane on a trial basis, and
although he was in many engagements with the new aircraft, most were inconclusive.
However, he did score his first victory with the new aircraft on 1 July, and another on 30
September. His score continued to mount and on 6 September he received a DSC and
was appointed a flight commander. The citation stated that:
Flight Sub Lt. R.S. Dallas, in addition to performing consistently good work in
reconnaissance and flying patrols since December 1915, has been brought to
notice by the Vice Admiral, Dover Patrol, for the specially gallant manner in
which he carried out his duties.
By the end of the year he had brought his total score of enemy aircraft destroyed to
seven, and except for the Triplane victories, all had been on Nieuport Scouts.
He soon began to earn a reputation for being quite indifferent to making official
claims for enemy aircraft destroyed. In fact, several of his victories were reported by
British anti-aircraft gunners or other ground observers reporting that there had been a
successful engagement by a British aircraft resulting in one of the enemy being shot
down. From details of time and place, the pilot might later be identified as Dallas, who
had either not reported the event, or had been late filing his combat report.
In the new year No. 1 Wing became No. 1 Squadron, RNAS, and began to re-
equip with Sopwith Triplanes, as did many RFC units.
The Sopwith Triplane which, because of its unique staggered wings, was quickly
nicknamed the ‘Intoxicated Staircase’. It received a mixed reception when it appeared on
the Western Front and the RFC units offered to exchange their ‘Tripehound’, as it
became more generally known, for RNAS Spads. The main objection to the Triplane by
the RFC pilots was that it was considered structurally weak and that the wings would fold
if the plane was put into a steep dive. Nevertheless it could out climb any German fighter
on the Western Front at that time.
In the hands of leading naval aces like Dallas and Little, the ‘Tripehound’ was
almost unbeatable, and became the main scourge of the Germans. It quickly became a
53
AUSTRALIAN FIGHTER ACES
favourite with Dallas, and he took the first one delivered to his squadron into action on 5
April and shot down an Albatros, followed by another on the 8th. His first major action
with the new aircraft occurred shortly afterwards, when Dallas with another member of
the squadron, was on patrol at 16,000 feet (4800 metres) when they sighted an enemy
formation of fourteen DFW two-seaters and Albatros single-seat fighters in the distance.
The two of them immediately gave battle.
Attacking from opposite sides they repeatedly split the enemy formation with
short dives, firing a rapid burst and then regaining height to turn back to launch a fresh
attack. The Germans repeatedly closed formation to protect their observation planes from
the continuing and determined attacks of Dallas and his partner. The two continued their
attacks for the next forty-five minutes, maintaining complete tactical command and
completely frustrating the Germans from their task, which appeared to be a special
photographic mission of some importance.
The pair forced the formation lower and lower until it was in complete disorder,
and broke off the dogfight and retreated back to their own lines. The Germans had lost
two Albatros DIIIs shot down and another Albatros which broke up in combat. This
engagement has been described as one of the great tactical air battles of the entire war,
and a superb example of skill, courage and mastery of battle tactics.
Dallas received the French Croix de Guerre, First Class, for this action, and was
one of the first three British airmen, including Little, to receive the award.
In April the Germans launched a major offensive on the Western Front, and the
British airmen in France were outnumbered and their losses reached calamitous
proportions. No. 1 Squadron was moved to the Somme front, together with other RNAS
units, to reinforce the RFC. The joint effort by the two services, finally managed to
contain the Germans by their superior tactics and skill. During the remainder of the
month Dallas claimed eight more victories and was awarded a Bar to his DSC.
On 14 June he was appointed to command the squadron, by which time he had
destroyed thirty enemy aircraft. In February 1917 his squadron became the first to be
fully equipped with the new Triplane, and he continued to lead the unit until March 1918.
On 16 June he shot down an Aviatik two-seater and six days later received a Bar
to his DSC for an action in which he shot down three more aircraft. In the morning he
destroyed an AEG two-seater that had been protected by six scouts and in the afternoon
another AEG and a Halberstadt.
On 16 August he shot down an Albatros DV during an attack on an enemy
aerodrome. However, by now another phase of the war in the air had been reached, with
the eclipse of the Triplanes by a more a modern fighter. The squadron was rested and re-
equipped with Sopwith Camels, and on 10 November 1917 moved back to Dunkirk, with
the task of protecting units operating along the Belgian coast.
The squadron was up to full establishment within a month and was ordered to
Dover, but on 16 February 1918 it was transferred to a new base at Teteghem. Their role
now was to protect units operating along the Belgian coast and in some adjacent inland
areas. Dallas continued to claim a rising number of victories and on 18 March was posted
as Commanding Officer of No. 40 Squadron.
On 1 April 1918 the RAF was formed by merging the RFC and RNAS and he
continued in command of the squadron, where he shot down nine more aircraft. He shot
down a two-seater on 11 April, and three days later was wounded in the leg by ground
fire while attacking a column of enemy motor vehicles but carried on until wounded a
second time, when he returned to the airfield where he made a perfect landing.
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FOUR OF A KIND
Recovering from his wounds, he returned to active duty and on 26 April had
increased his official score to thirty-seven enemy aircraft and was awarded the
Distinguished Service Order. On 18 May while on patrol he shot down another enemy
and his final victory came when leading a patrol of three and they attacked a formation of
Pfalz scouts, and destroyed one each.
Dallas had become a legend in the methods he adopted for training new pilots to
give them confidence in engaging the enemy. He would take the newcomer up with him,
lead him into action and then manoeuvre an enemy machine into a position where the
new pilot could fire a good burst and make his first kill.
On 1 June he was on a lone patrol along the lines, just west of the forward
trenches, when he sighted three Fokker DRIs and immediately went after them. He was
concentrating on his attack, when he was surprised by two Albatros scouts flying out of
the sun from behind him. They opened fire before he could regain the initiative, and he
was killed instantly. His aircraft went into a steep dive and came down on the German
side of the lines.
He had been on active service almost continuously since late 1915. With a final
score of thirty-nine, he was second only to Little as the leading Australian ace of the war.
The irony of his death was that he had been promoted to wing commander that
day. A message telling him to take over command of a wing and not to fly any more was
on his table waiting for him to read on his return. Writing after his death, one of his
contemporaries, Lieutenant Colonel E.A. Ewart, wrote:
Dallas was one of the finest flying men I have ever met and put up some amazing
performances that made his name famous amongst the airmen, by whom he was
affectionately called the Admiral.
When the news of his death reached England, the well-known and respected
editor of the Aeroplane magazine had this to say:
Roderic Dallas had become almost a legendary character in the RNAS. He was a
pilot of quite extraordinary skill, a fighting man of astonishing gallantry, a
humorist of a high order, and a black-and-white artist of unusual ability. But,
above all this, he was a great leader of men. To be in Dallas’ squadron was quite
one of the highest honours open to a young fighting pilot of the RNAS and the
high reputation held by certain of the RNAS squadrons operating with the RFC
during the past year or two has been largely due to the training, example and
leadership of Roderic Dallas.
It is known that he was several times recommended for the Victoria Cross, which
was never confirmed. The Aero Club de France struck a gold Medal in his honour, and
American aviation recognised his deeds by awarding him the Bronze Medal and
Diploma. Perhaps the outstanding, and most authoratative, testimony was recorded by
Admiral Sir Reginald Bacon in his book The Dover Patrol 1915-17:
I must mention one of the finest fighting pilots of the R.N.A.S. – Lieutenant
Dallas. He was attached to the squadron at Furnes and the skill and courage with
which he carried out his attacks served as a wonderful example and incentive to
all the pilots with whom he came in contact; later (on) he was posted to a naval
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AUSTRALIAN FIGHTER ACES
squadron, lent to the Army, and exhibited his fighting qualities in the same
vigorous manner.1
Amongst his brother officers he was always extremely popular, his quiet and
unasumming nature being in direct contrast to his fighting tactics.
Dallas was credited with thirty-nine confirmed victories, but his indifference to
official claims suggests that he may have in fact accounted for the destruction of more.
He was one of the great fighter pilots in World War One.
His home town of Mount Morgan continues to honour his memory, and the local
Historical Society Museum proudly displays his medals, uniform, ceremonial sword,
photographs and propeller from his aircraft.
1
Bacon, Sir Reginald H.S., KCB, DCVO, DSO, The Dover Patrol 1915-1917, Hutchinson & Co.,
London, 1932, p. 567.
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FOUR OF A KIND
1
Cobby, A.H. DSO, DFC & Bars, High Adventure, Kookaburra Technical Publications Pty Ltd,
Melbourne, 1981, p. 19.
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AUSTRALIAN FIGHTER ACES
Cobby has recorded that at that time his total flying experience, both dual and
solo was 12 hours, and this had been obtained on no less than seven different types of
aircraft. Some of the other pilots had even less experience and many, including Cobby,
had not even fired their guns in the air. Again, in Cobby’s own words: ‘We were novices
almost to a man’.2
After some weeks of familiarisation fights over the area, and some gunnery and
formation practice, Lieutenant Cobby made his first patrol on 9 January, but without any
contact with the enemy. This came four days later when he was one of a flight of three
Camels which were ‘jumped’ by three Albatros. The Australian formation broke up, and
one of their number was forced down and taken prisoner, although Cobby and the other
pilot got home safely.
Then, on 3 February, he made his first ‘kill’. He was again in a flight of three,
but this time they were able to surprise three enemy two-seaters by diving on them
from above. There was quite a hectic dog fight, but they shot down all three of the
enemy, scoring one each, without any damage to themselves.
On 20 March, Cobby himself was leading a patrol of ten Camels, divided into
two flights, when he had his first brush with the famous Richoften Circus. He was over
enemy territory, but the countryside was obscured by a heavy mist, and Cobby was not
too sure of his position. He could see a line of observation balloons poking up through
the mist, and decided to fly along them towards home. Suddenly three red Albatros
poked their noses through the mist, followed by a string of other aircraft, all painted red.
They were flying on a course parallel to Cobby’s formation, only a little lower, and about
a hundred yards away. Cobby immediately attacked, and a wild dogfight began. In a few
minutes it was all over, with the enemy disappearing again into the mist. In the
meantime, the Australians had destroyed five, two of which fell to Cobby, with no
casualties to themselves.
The very next day a heavy German offensive began, forcing the Allies to retire,
and the squadron became heavily committed to a ground attack role. In this activity the
aircraft were continuously exposed to ground fire by everything from field guns to rifle
fire, and many of their aircraft were severely damaged, although casualties were
extremely low. Cobby’s main complaint was that even if they did surprise an enemy
machine everyone was too close to the ground for a proper dogfight, and such
engagements usually became hit and run affairs. However, by the end of April the
Germans had been stopped, and the squadron resumed its normal offensive air patrols.
Whereas in March the squadron had scored twenty-seven victories, there was a total of
only eight for April.
On 21 May, Cobby started a new sport. On that day he shot down his own - and
the squadron’s first balloon. This may seem a simple task, but it was entirely the reverse.
Balloons were always an attractive but dangerous target. They were usually protected by
aircraft standing patrols and surrounded by anti-aircraft artillery and nests of machine
guns. At the first approach by a hostile aircraft they would be pulled down by winch. If
the attacker persisted in following the balloon down - and it took a lot of shooting before
it would catch fire - he would come within range of fierce ground fire. Sometimes a
balloon basket would be filled with explosives as an added hidden danger. Shooting
down a balloon was thus often more hazardous than the destruction of an enemy aircraft.
However, all the pilots were soon at it, and the squadron eventually was credited with the
destruction of thirty-three balloons, of which thirteen went to Cobby.
2
Ibid., p. 35.
58
FOUR OF A KIND
By this time, he was regularly leading the flight and carried out three or four
patrols a day. He was also one of only three pilots remaining from the original batch. On
25 May he was promoted to Captain and given command of ‘A’ Flight. The squadron
score began to rise again in May, with Cobby’s own total increasing by another four
during the month. For much of May, however, the squadron was again employed in
ground attacks. In fact during the month they dropped eleven tons of bombs which is
quite an effort when it is considered that each Camel only carried two 25 lb bombs.
The bombing and strafing continued into June, but Cobby still managed to shoot
down another nine aircraft, plus one balloon during the month. For his courage and
initiative he received his first decoration, the Distinguished Flying Cross. The citation
reads as follows:
Award of the Distinguished Flying Cross. His Majesty the King has been
graciously pleased to confer the above award on the undermentioned officer of
the Royal Air Force, in recognition of gallantry in flying operations against the
enemy.
Within a month he had received a Bar to his DFC, and almost immediately afterwards
received a second bar. The citation for this last award speaks for itself:
One evening this officer, in company with another machine, attacked five Pfalz
scouts, destroying two; one fell in flames, and one broke up in the air. The officer
who accompanied him brought down a third machine out of control. While
engaged in this combat they were attacked from above by five tri-planes.
Displaying cool judgement and brilliant flying, Captain Cobby evaded this attack,
and returned to our lines in safety, both machines being undamaged. A
determined and most skilful leader, who has destroyed twenty-one hostile
machines or balloons, accounting for three machines and two balloons in four
days.
On 16 August the squadron took part in what, up to then, was the largest bombing
raid carried out by the Allied air forces in France. The objective was the enemy
aerodrome at Haubourdin. There were sixty-five aircraft in the raid, mixed AFC and
RFC, and each carried four 25 lb bombs which they dropped at roof-top height. Heavy
damage was done to hangars and buildings and large numbers of enemy aircraft were
destroyed. The attack was led by Cobby, and all the aircraft returned safely. An identical
raid with sixty aircraft was carried out the next morning against an airfield at Lomme.
Again the mass attack was led by Cobby, and again there was heavy damage inflicted on
the enemy. All but one of our aircraft returned safely. For his leadership and gallantry in
these two raids, Cobby received an immediate award of the Distinguished Service Order.
On 14 September, Cobby was posted back to England to be Wing Fighting
Instructor at the Australian Training Wing, leaving behind him yet another record. For
the whole of the time he had been leading ‘A’ flight, both before and after he became
flight commander, not a pilot had been lost on patrol.
59
AUSTRALIAN FIGHTER ACES
As can be imagined, he did not take too kindly to his new job, and tried all he
could to be returned to France. However, the end of the war saw him still with the
training wing. He admitted that he found the strain of his work there far worse than flying
in France, but he did well at it and became a Grade Al instructor.
Still in England for the first Anzac Day march, which was held in London on 25
April 1919, Cobby led a fly-past of the AFC. The salute was taken by the then Prince of
Wales outside Australia House, and Cobby got so low that he was flying along the
Strand. He was unable to get out again because of the overhead wires, and had to fly
along the street for nearly a mile before he could climb away at Trafalgar Square. This
was definitely his last flight before he sailed for home in May.
After demobilisation from the AFC, he joined the newly formed RAAF as a
foundation member on 21 March 1921 with the rank of flying officer (Honorary Flight
Lieutenant). He was to hold various flying and staff appointments, including that of
Director of Operations and Intelligence from 1931 until he resigned from the RAAF in
April 1936 with the rank of wing commander to join the Department of Civil Aviation as
Controller of Operations.
Cobby was into uniform again as soon as World War Two started and was
appointed Director of RAAF Recruiting in July 1940 with the rank of Group Captain. By
August 1942 he had been promoted to the rank of Air Commodore and was posted to be
Air Officer Commanding (AOC) Headquarters, North-Eastern Area (HQNEA),
Townsville, which at that time included responsibility for control of all RAAF units and
their operations in New Guinea.
In December 1943 he was returning from a tour of inspection of his area, when
the Catalina in which he was a passenger, crashed on landing on the water at Townsville.
One of the depth charges on board exploded, and thirteen of the nineteen on board were
killed. Cobby survived the original crash and explosion and managed to get clear.
Although injured, and knowing there was still an unexploded depth charge, he
nevertheless immediately re-entered the wreck in an attempt to rescue some of the
survivors still trapped inside and managed to save two.
For his outstanding heroism on this occasion he was awarded the George Medal,
and the full story is best told in the words of the citation, which reads as follows:
On the 7th September, 1943, Air Commodore A.H. Cobby, was returning from
Dutch New Guinea and upon arrival at Townsville the Catalina aircraft in which
he was travelling crashed on alighting, exploding one of the two depth charges
with which the aircraft was armed. The aircraft was badly shattered and thirteen
of the nineteen occupants were either killed or drowned.
Air Commodore Cobby managed to extricate himself from the wreck and,
although injured, he re-entered the submerged hull on three occasions to rescue
members of his staff.
60
FOUR OF A KIND
As a result of his strenuous efforts against the great pressure in the cabin he was
able to assist Wing Commander W.L.B. Stephens, who had a badly broken arm,
and brought him to the surface. The second time he extricated Wing Commander
B.P. Macfarlan and brought him to a position on top of the blister. He re-entered
the cabin a third time, but was unable to effect further rescues.
Owing to the fact that at least one other depth charge was unexploded, and that at
any moment the wrecked aircraft might slip under the water, Air Commodore
Cobby displayed outstanding courage in risking his life while effecting the
rescues of these members of his staff. His devotion to duty on this occasion is
worthy of the highest praise.
After recovering from his injuries Cobby was posted as Commandant of the
RAAF Staff School at Mount Martha, Victoria, for a year, before taking up his next
appointment as AOC No. 10 (Operational) Group in August 1944. In the meantime, he
had also been made a Commander of the Order of the British Empire (CBE) for his tour
of duty with North-Eastern Area, described in his citation as ‘one of the busiest areas in
the RAAF’. The citation went on to state:
At all times he has ably commanded his area, which includes Dutch New Guinea
and the units therein. Under his command, effective offensive operations have
been conducted continuously against the enemy, and that (his): ‘efforts have
taken the form of good leadership, personal example, keen understanding and
continued encouragement’.
No. 10 (Operational) Group controlled all RAAF units in New Guinea, and in
October 1944, with Cobby still in command, it became 1st Tactical Air Force (TAF) and
was set to be a mobile striking force, controlling Nos. 81 and 78 (Fighter) Wings and No.
77 (Attack) Wing, together with Nos. 61 and 62 (Airfield Construction) Wings. It came
under the operational control of 13th Fighter Command, which in turn was part of the
13th Air Force. By the end of 1943 the Japanese air force had to all intents been
destroyed by the American and Australian air forces.
Originally the new air force command arrangements were intended to support the
Americans in their return to the Philippines under the operational command of the US
13th Air Force but, together with all other Australian forces, they were finally excluded
from any direct part in the Philippines campaign, and were left to concentrate on the by-
passed areas.
One such particular operation was the planned assault on Borneo to establish a
base for the right wing of any invasion force and a harbour for the Royal Navy in support
of future British operations against Malaya. The efforts of 1st TAF became concentrated
in support of the Australian Army operations in this area, which involved a series of
assaults on Tarakan and Balikpapan which came to be known as the Oboe operations.
The air effort was aimed in neutralising enemy defensive positions and installations in
these areas, particularly those in the immediate area of Balikpapan.
With the capture of Morotai the way was now clear for the invasion of Borneo.
The task had been allotted to 1st Australian Corps, and the responsibility for the
supporting air effort was delegated to RAAF Command under the command of Air Vice-
Marshal Bostock. He established an advanced headquarters on 15 March at Morotai, and
was given direct control of the USAF 5th and 13th Air Forces as well as the RAAF lst
61
AUSTRALIAN FIGHTER ACES
Tactical Air Force and his own force of heavy bombers based at Darwin and Western
Australia.
The Borneo operations were planned in three phases. The first was to be against
Tarakan on 1 May, and the second against Labuan on 10 June. The defences of both
areas were formidable, with well-placed gun sites and strong concrete bunkers. The air
attacks and other military targets before each landing were so successful that the
attacking forces all reached their objectives with only light casualties. In a message of
congratulation General MacArthur described the air campaign as a ‘flawless campaign’.
The third operation was an
assault on Balikpapan, the most
important refinery installation in the East
Indies. Air photographs showed at least
120 concrete gun emplacements, many
with two or more guns, and all of which
could bear on the landing beach. The
army expected very heavy casualties,
estimated to be as high as 10,000
seriously wounded or killed on the
beaches alone. In fact they did not expect
the first two assault waves to even get
ashore.
In the pre-invasion stage Bostock
directed a continuous assault upon the
defences, and with aircraft coming from
distant and widely separated bases, this
required the most precise and skilled
timing and control. The attack began on 1
Air Commodore A.H. Cobby, CBE, DSO, July and not one soldier was killed at the
DFC&2Bars, GM, Air Officer Commanding
No. 1 Tactical Air Force actual landing, nor later while the
supporting forces were coming ashore.
The defences had been almost eradicated
by the air assault. It was found that only six guns could fire on the beach, and these were
quickly silenced by the supporting aircraft.
The RAAF had shot down their last enemy aircraft on 19 June 1944, and the
fighter pilots were looking for action. There was to be no RAAF participation in the
Philippines campaign that offered any alternative to the tedium of attacking targets of
questionable military value, and their dissatisfaction continued to grow. They considered
they were being employed in bombing and strafing ground targets, often quite heavily
defended, and considered they were suffering unnecessary casualties in operations that
seemed to them to be of no consequence.
All were highly experienced pilots who had served with distinction, and they
viewed the operations they were being asked to conduct were, in their opinion a waste of
time and was a reflection in fact of the sense of frustration felt by all RAAF aircrew over
the negative roles allotted to them. Cobby and his senior staff officers also appeared to be
either unaware of this dissatisfaction, or chose to ignore it.
62
FOUR OF A KIND
Chief of the Air Staff, Air Vice-Marshal G. Jones (right) discusses the plans for his visit to the
RAAF’s most forward operational areas with the Air Officer Commanding 1st Tactical Air Force,
RAAF, Air Commodore A.H. Cobby, Morotai 1945. (AWM OG2291)
Discontent reached a climax on 19 April 1945 when eight senior pilots, including
two group captains, two wing commanders and nine squadron leaders, the commanders
of two wings and eleven squadron commanders, presented Cobby with identically
worded resignations. This action on the part of senior officers was absolutely
unprecedented and became known as the Moratai mutiny.
An official enquiry was conducted by Mr. Justice Barry who found that the two
main factors which brought about this action were ‘the opinions generally held about the
nature of the operations on which the squadrons were engaged, and the attitude of the
senior staff’. He further found that as this ‘widespread condition developed and existed
without his being aware of it, the AOC 1st TAF failed to maintain proper control over his
command’.
Air Commodore Cobby and his two senior staff officers, Group Captain W.N.
Gibson, Senior Air Staff Officer, and Group Captain R.H. Simms, Senior Administrative
Officer, were subsequently sacked.3
3
A full account of what became known as the Moratai Mutiny is dealt with at some length and detail in
George Odgers, The Official History of Australia in the War of 1939-45, Series 3 (Air), Volume II ‘Air War
Against Japan’, 1943-1945, Australian War Memorial, 1957.
63
AUSTRALIAN FIGHTER ACES
In the event, the air campaign against ‘senseless, unimportant ground targets, etc’
was so successful that all the troops and equipment got ashore at Balikpan, with only one
casualty ... and as if to put the cap on it all, the Americans awarded Cobby their Medal of
Freedom with Bronze Palm for:
Meritous service which has aided the United States in the prosecution of the war
against Japan from 28 September 1944 to 31 January 1945. While under the
operational control of the 13th Air Force, Air Commodore Cobby directed his
planes in continuous action against enemy installations ... and inflicted heavy
damage on enemy shipping, supply areas and radar positions.
Shortly after these events, Cobby returned to Australia, but the war was over before he
could be settled into any new appointment, and his appointment was terminated on 19
August 1946.
It was indeed an unfortunate and unhappy way to have ended his career,
particularly when so many of the basic causes at the root of the complaints were largely
out of his control. It is felt by some that his two senior officers were aware of the
discontent, but did nothing to correct it, and certainly did not alert Cobby in any way.
With the end of hostilities, Cobby returned to the Department of Civil Aviation,
where he held several senior appointments before becoming the Director of Flying
Operations. He died in Melbourne quite suddenly on 11 November 1955. He was sixty-
one years old.
64
FOUR OF A KIND
GROUP CAPTAIN
CLIVE ROBERTSON CALDWELL
DSO, DFC and Bar, Polish Cross of Valour
65
AUSTRALIAN FIGHTER ACES
In a special reference to him at this time, the Official History of Australia in the
War of 1939-1945 records that:
Caldwell was already developing an uncanny gunnery sense which was to bring
him great success, and he assiduously practised this by low-level firing at his own
aircraft’s shadow when other targets were lacking.4
The squadron continued with convoy escort duties during July and August, being
heavily attacked on 18 August and again on the 29th. Although the enemy tried to break
up the escort on each occasion, they did not succeed and the attacks were beaten off. In
one such attack on 29 August, Caldwell was hit and wounded over Tobruk by two Bf
109s. The story is best told in his own words, quoted directly from his combat report:
At approximately 1905 hours whilst acting as weaver ... I was attacked by two Bf
109s, one coming from astern and the other from port side, neither of which I saw
personally. Bullets from astern damaged tail, tail trimming gear, fuselage and
starboard mainplane, while the aileron on that side was destroyed and a sizeable
hole made in the trailing edge and flap ... evidently by cannon shells, a quantity of
splinters from which pierced the cowling and side of the cockpit, some entering
my right side and legs. Fire from the port side ... damaged the fuselage, a number
of bullets entering my left shoulder and hip, small pieces of glass embedding in
my face, my helmet and goggles being pulled askew across my nose and eyes -
no doubt by a near miss. As a result of the hits on the mainplane and probable
excessive avoiding action the aircraft spun out of control. Checking the spin, I
blacked out when pulling out of the ensuing dive, recovering to find flames in the
cockpit. Pulling the pin from the safety harness, I started to climb out to abandon
the aircraft, when the fire, evidently caused by burning oil, and not petrol as I
thought, died out, so I decided to remain and attempt a landing.5
Looking behind me as I crossed the coast at about 500 feet some six miles east of
Sidi Barrani ... I saw a number of planes manoeuvring ... in a manner suggesting
an engagement. As my plane seemed to answer the controls fairly well, apart
from turns ... I made a gradual turn and climbed back towards said aircraft, finally
carrying out an attack on what I believed to be an Me-109. Having previously lost
the pin to my harness, I was holding the straps in my left hand for security which,
together with damage sustained to aircraft, ... (made it) ... inadvisable to attempt
much in the way of a quick change of altitude, so I carried straight on to very low
level and continued to base arriving at 2010 hours. Using half flap only (because
of damage), I landed to find the starboard tyre flat as the result of a bullet hole ....
.
Although not mentioned in the above account, it is recorded elsewhere that the attack he
made on the Me 109 on his way home, whilst wounded and in a badly damaged aircraft,
was successful, and it was officially added to his score. For this exploit he was awarded
the Distinguished Flying Cross.
September was fairly quiet, with the squadron mounting standing patrols and
continuing escort duty to convoys. It was about this time that No. 250 Squadron
4
Official History of Australia in the War of 1939-1945, Series 3 (Air) Vol III, Australian War Memorial,
Canberra.
5
Ibid., p. 105.
66
FOUR OF A KIND
began operating as an integral part of No. 262 Wing. This brought together most of
the RAAF pilots operating in the area, and as well as No. 250 Squadron, included No.
112 Squadron, RAF, and No. 3 Squadron, RAAF. In October these three units,
operating as a wing, began to carry out sweeps over Cyrenaica to test enemy reactions
but without any significant result. On 23 November, however, Caldwell shotdown
another Bf 109 and damaged another.
On 5 December Caldwell succeeded in shooting down five Ju87s in the one
sortie, and for this he received a Bar to his DFC. He had recently been made a flight
commander, and on this occasion was leading No. 250 Squadron, with No. 112 Squadron
as top cover, when they met forty Ju87s in company with fifteen enemy fighters.
The tactics were for No. 112 to engage the enemy fighters while No. 250 dived to
Squadron Leader Clive Caldwell and pilots of No. 112 Squadron, RAF, based in the Western
Desert, 1942. (AWM O11944)
destroy the Stukas. Flight Lieutenant Caldwell’s score of five was part of the total
squadron score of eleven destroyed and three possibles. A further nine of the enemy were
accounted for by No. 112 Squadron. Caldwell’s success was undoubtedly due to his
extremely accurate sense of gunnery and the determination with which he always pressed
home his attack. The story is best told by extracts from his own combat report.
67
AUSTRALIAN FIGHTER ACES
I was leading the formation of two squadrons, 112 acting as top cover to No. 250
Squadron, to patrol a line approximately ten miles west of El Gubi and had just
reached this position at 1140 hours when I received R/T warning that a large
enemy formation was approaching from the north-west at our own height. Both
squadrons climbed immediately and within a minute the enemy formation,
consisting of Ju-87s with fighter escort, was sighted on our starboard side ... 250
Sqn went into line astern behind me and as 112 Sqn engaged the escorting enemy
fighters, we attacked the Ju-87s from the rear quarter. At ... three hundred yards I
opened fire with all my guns at the leader of one of the rear sections of three,
allowing too little deflection, and hit No. 2 and No. 3, one of which burst into
flames immediately, the other going down smoking and went into flames after
losing about 1000 feet, I then attacked the leader of the rear section ... from below
and behind, opening fire with all guns at very close range.6
The enemy aircraft turned over and dived steeply down with the root of the
starboard wing in flames ... I opened fire again at another Stuka at close range.
The enemy caught fire and crashed in flames near some dispersed mechanised
transport ... I was able to pull up under the belly of the one at the rear, holding the
burst until very close range. The enemy aircraft dived gently straight ahead,
streaming smoke, caught fire and then dived into the ground.
The land battle continued in pursuit of the enemy, and advanced past Benghazi.
Tobruk had been relieved, convoys had greater freedom of movement, and the threat to
Egypt was removed. The air force was engaged mainly in attacks on airfields and
transport columns and supply dumps. Air opposition and anti-aircraft fire were negligible
and squadrons were able to take a well-earned rest and begin re-equipping. Nevertheless
Caldwell was able to obtain another victory on 20 December by shooting down yet
another Me-109. On 13 January he was transferred to No. 112 Squadron, RAF, to
command. His score had by now reached a total of eighteen.
No. 112 Squadron was the famous ‘Shark’ squadron which had been formed with
Gladiators in 1939 for the defence of Cairo and the Nile Delta. During the latter part of
1940 it took part in the early campaigns in the Western Desert and was then moved to
Greece, still operating Gladiators. It gave a good account of itself against the Italians, but
was withdrawn to Palestine once the Germans appeared with their Messerschmitts. The
squadron was then re-equipped with Tomahawks and moved once more to the Western
Desert. It was at this time that the shark’s head with open jaws began to appear on the
nose of the squadron aircraft and became the squadron emblem. The unit had already
been re-equipped with Kittyhawks in December, before Caldwell joined them.
In this new aircraft Caldwell had his first success in the squadron when he led
them into battle on 21 February against seven Me-109s. He personally destroyed one
of the enemy, with one other falling to the guns of another squadron pilot. On 14
March he was in action again, destroying a Macchi 202 and sharing the destruction of
an Me-109. On another occasion he was not so lucky. He was leading six aircraft of
the squadron when they were jumped by a large formation of German fighters.
Caldwell and only one other survived, and even then he had a very close call. Two
20mm shells passed through his cockpit. One just flicked across the top of his leg and
missed his wrist by a fraction, whilst the other exploded behind his armour plated
back-rest. He was unharmed.
6
Ibid., p. 207.
68
FOUR OF A KIND
In the meantime, the concept of the fighter-bomber had been developing. Some
partial success had been obtained with the Hurricanes, but it was decided the Kittyhawk
would be a better vehicle, and No. 112 Squadron was selected to convert to this role. On
10 March Squadron Leader Caldwell carried out a test flight to check whether or not the
bomb would damage the airscrew on release. The test went well with a dummy and
Caldwell immediately repeated the trial with a live bomb. As a further proof of his
confidence he then carried out a bombing attack on an enemy target with great success.
The decision was then made officially to go ahead with using Kittyhawks in the fighter-
bomber role, but Caldwell had already left for Australia before the first operational
sorties took place.
Following on the Japanese entry to the war in December 1941, the Australian
Government sought the return of experienced RAAF members to help build up the forces
in Australia, and Caldwell was one of those specifically requested. About this time he
was awarded the Polish Cross of Valour for his service with No. 112 Squadron. Like
most RAF units at the time No. 112 Squadron had quite a mixture of members from the
various Commonwealth countries. Unusually, however, it also had quite a number of
Polish pilots, and the award of the Polish decoration was a recognition by the Polish
authorities of their appreciation of his special brand of leadership. The Polish Cross of
Valour is the equivalent of the British DSO, and Caldwell is one of the very few
Australians to be so honoured.
When he left the Middle East, Air Marshal Tedder wrote the following personal
assessment in his log book: ‘A fine commander, an excellent leader and a first class shot’.
This was a rare and highly valued honour from the AOC-in-C.
Caldwell came home via the United States, where he visited aircraft factories and
addressed the workers on the performance and success of their machines. He also
exchanged views on fighter tactics with the USAF and arrived back in Australia in
September 1942. He was posted to the fighter operational training unit (No. 2 OTU) as an
instructor, training new pilots and testing the new Australian designed and built
Boomerang fighter. However, very shortly he was posted to the newly formed RAAF No.
1 Fighter Wing.
Mr Churchill had agreed on 28 May to a request by the Australian Government to
send three Spitfire squadrons to Australia. Two of the squadrons chosen were Nos. 452
and 457, both of which were completely Australian EATS squadrons formed in England
in June 1941. The third squadron was No. 54 Squadron of the RAF. The personnel
arrived in Australia in August 1942, and seventy-one Spitfires had arrived by October. A
further thirty-three were on the water, representing an estimate of four months’ reserve.
The squadrons began training at Richmond and were formed, with supporting elements,
into No. 1 Fighter Wing before moving to Darwin, where the three squadrons were
separately dispersed to auxiliary airfields. This was necessary for safety reasons but
created problems in joining up and operating as one formation.
The wing was commanded by Group Captain A.L. Walters, of the RAAF, with
the now Wing Commander Caldwell as wing leader. Of the ninety-five pilots in the wing,
only six were fully qualified, while thirty-seven had had some fighter experience. The
remaining fifty-six had no experience. However, Walters and Caldwell, assisted by
experienced squadron commanders, soon managed to build them into an efficient
fighting force. Caldwell always put special emphasis on gunnery, which he practised
continually himself. He often expressed the view that: ‘A pilot who cannot shoot straight
may as well stay on the ground because he is useless in a fighter squadron’.
69
AUSTRALIAN FIGHTER ACES
As far as the aircraft were concerned, the Spitfire was less manoeuvrable at low
speeds than the Japanese Zero, however, in a dive and straight and level flight, the
Spitfire was infinitely superior. Although the Zero could climb faster, the Spitfire was
generally considered to be the all-round better aircraft. Nevertheless, it was considered
unwise to engage in dogfight tactics with the Zero, and pilots were eventually forbidden
to do so. The tactics subsequently adopted were to make a pass at high speed and then
break away in a dive until out of range, with a possible climb again for another high
speed attack.
The first victory for the new wing was claimed on 6 February when a pilot of No.
54 Squadron shot down a Dinah, but things generally remained quiet until 2 March. On
that date, sixteen Japanese aircraft were detected approaching the Darwin area. Caldwell
led No. 54 Squadron in a successful interception and he personally succeeded in shooting
down his first Zero, as well as a Kate torpedo bomber.
On 7 March No. 457 Squadron had its first success, shooting down a lone Dinah
over the sea just north of Darwin. Then another large raid by the Japanese occurred on 15
March, consisting of twenty bombers and an equal number of fighters. This time the
raiders were intercepted by the whole wing and a general dogfight occurred over Darwin
harbour. The Spitfires shot down seven of the enemy and were also credited with
damaging seven others. Although four of the Spitfires were lost, three of the pilots were
recovered safely.
From then until the beginning of May things were again very quiet, but on the
morning of 2 May all squadrons were ordered into the air to intercept a large force of the
enemy approaching Darwin. It was later confirmed there were eighteen bombers and
twenty-seven fighters. With Caldwell leading, and the entire wing operating as a single
entity, the thirty-three Spitfires climbed to a height of 26,000 feet at a position ten miles
north-east of Darwin. The enemy bombers were seen to be at 27,000 feet, and as our
fighters moved to attack, the enemy fighter escort was seen to be another 4000 feet above
and in a much better position than the Spitfires. Caldwell made the decision to climb and
attack the enemy fighter cover, rather than run the risk of attacking the bombers before
they dropped their bombs. After dealing with the fighters, he planned to get the bombers
on their way out.
In the meantime, the bombers continued on their way and, although heavily
engaged by the Darwin anti-aircraft guns, they dropped their bombs on target without
any loss to themselves. However, Caldwell did manage to get all his squadrons into good
positions and at an altitude of 10,000 feet (3050 metres) above the enemy fighters. No. 54
Squadron was directed to attack the fighters while No. 457 engaged the bombers. No.
452 was to give protection to the others. At the right moment Nos. 54 and 457 went in to
attack with an angle of dive of about 70 degrees and a speed of about 400 mph (640
km/h). The Zekes protecting the bombers turned head on to
No. 457 Squadron, diverting them to such an extent that only four penetrated to the
bombers.
All aircraft then immediately became engaged and there was a brief and furious
dogfight. It was later agreed that six enemy aircraft had been destroyed, another four
probably destroyed, and eight damaged. However, this had only been achieved with the
loss of five Spitfires and two pilots killed. The other three were picked up safely from
their rubber dinghies. In addition to direct battle casualties, there were others almost as
serious.
Unfortunately, an excessive amount of fuel had been used in initially
manoeuvring the wing and with the fast climb to altitude. A warning was issued by
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FOUR OF A KIND
Caldwell for all pilots to check their tanks and if low on fuel to return to base. The
warning was also repeated by the ground controllers. Nevertheless, five of the aircraft
had to carry out forced landings through lack of fuel before they could reach their base. A
further three also made forced landings due to engine failures. All but two of these eight
aircraft were later recovered, and none of the pilots were injured. At the time, however, it
looked as if we had lost thirteen aircraft for a known loss of only four of the enemy. The
damage to Darwin, fortunately, was only slight and there was only one casualty. The fact
that all the bombers had got through to their target without loss only made the situation
look that much worse.
As if this was not enough, an unfortunate press announcement was released by
Allied General Headquarters which, while certainly referring to the ground damage from
the bombing and the number of casualties as ‘negligible’, went on to say that ‘our own
air losses were heavy’. Much publicity was given to the fight and the press drew attention
to the fact that this was the first occasion when any communique had reported heavy
losses. The Japanese, of course, were able to make rich propaganda from the release. It
all looked very bad at the time.
As a result, the Advisory War Council ordered a full enquiry and called for a
special report from the Chief of the Air Staff. Following on the official investigation, the
fuel capacity of the Spitfire was greatly increased and tactics were changed to allow for
earlier interceptions, as well as the banning of dogfights by Spitfires. A more detailed
analysis can be found in Volume II of the Official History, Series 3 (Air).
After this raid offensive Allied air activity in North-Westem Area began to
increase, whilst the fighter wing was eager to prove its mettle and refute earlier criticism.
However, for a while there were only sporadic raids by small numbers of the enemy. The
continuing attacks on enemy airfields and shipping by RAAF and USAF bombers were
having their effect and it was not until 20 June that our fighters had their chance. On that
date there was a heavy raid by the Japanese on Darwin and forty-two Spitfires took off to
engage the enemy.
The raiders initially appeared to consist of a force of twenty bombers at high level
protected by about an equal number of fighters. However, while the main engagement
was developing a further enemy force of ten bombers came in at tree-top height. Despite
this surprise, the new wing tactics were most successful and a total of nine bombers were
destroyed, together with five Zeke fighters, including one by Caldwell, and another
possible ten claimed as damaged. All this was achieved for the loss of only two Spitfires
and their pilots. Congratulations were sent personally from General McArthur, and there
was a complete and well-deserved restoration of confidence in the ability of the Spitfire
wing.
They continued to fight with great skill and purpose until the end of July when
the Japanese daylight raids finally ceased. From then on there were occasional small raids
by night, but main Japanese activity over the area was by an occasional single
reconnaissance plane. The combined efforts of the Allied bombers and fighters had
finally achieved an outstanding victory in the area.
Meanwhile, Caldwell had taken over command of the wing from Walters and his
score continued to mount. On 2 June he destroyed two more of the enemy and during the
engagement of 20 June, described above, he had added one more Zeke to his total. On 28
June he destroyed a Betty bomber and on the 30th shot down yet another Zeke. Then on
20 August he scored a further victory when he destroyed a Dinah reconnaissance aircraft,
but this was to be his last. His score had by now reached his ultimate tally of 28.5. He
was awarded the DSO and posted to OTU as Chief Flying Instructor.
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AUSTRALIAN FIGHTER ACES
In May 1944 he was posted back to operations as wing leader of No. 80 Fighter
Wing. Then in August he was promoted to Group Captain and appointed commanding
officer of the wing. By this time the unit had moved to Morotai, but there was little work
for the fighters to do in their primary role. They were mainly engaged in attacks against
ground targets and barges. There was just no further opportunity for Caldwell to increase
his score, or for that matter, for any of the other fighter pilots in the wing. While the main
thrust of operations in the South-West Pacific was moving towards the Philippines, the
units of First (RAAF) Tactical Air Force, of which No. 80 Wing was a part, had been left
far to the rear. Their main task was to continue attacks and pressure on enemy forces
which had been by-passed by the main advance.
Group Captain Clive Cladwell, pictured with his Spitfire from No 452 Squadron, talks to
ground staff LAC W.V. Flynn and LAC J. Miller, Morotai, 1945. (AWM OG2000)
By the end of 1944, although the RAAF had been left far behind the main battle,
there was strong pressure on them to produce a maximum effort in sorties and flying
hours. Most of the targets were of no apparent importance and did not appear to justify
the efforts involved. A growing number of RAAF pilots, including some squadron
commanders, while not denying that by-passed pockets of the enemy had to be kept
under surveillance, did start to question the nature of the targets they were sent to attack.
They considered their role in the war had become unimportant and their tasks just not
worthwhile. Morale began to suffer and pilots felt their lives were being risked on
operations which would make no contribution to winning the war.
This conflict of opinion about unnecessary operations was, of course, not
confined to the Air Force. The army had similar, and probably even more justified,
complaints from the units left behind in the Solomons and New Guinea. Also, there was
growing criticism of the same sort expressed in the press and in parliament.
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FOUR OF A KIND
No. 80 Wing, now under command of Group Captain Caldwell, had only just
moved to Morotai from Darwin. Caldwell noted at the time of the move that the spirits of
his pilots had risen noticeably as they expected they would once more become engaged
in fighter operations. This exuberance was short lived when they found there was little
opportunity of meeting the Japanese in the air. Caldwell also rapidly came to the
conclusion independently that the purely strafing operations they were expected to carry
out failed to produce sufficient results to justify the accompanying loss of aircraft and
crews. He reported his views privately to the Chief of the Air Staff, but otherwise kept
them to himself.
In December 1944 the
commanding officer of No. 81
Wing had drawn the attention of
the Air Officer Commanding
First Tactical Air Force to the
loss of aircrew and aircraft
against unsuitable or ineffective
targets. He was acting from a
very high sense of duty and
expected the position to be
rectified. By April nothing
appeared to him to have been
done and he felt the operational
tasks to be even more wasteful
than ever before. Accordingly, he
discussed the problem with other
senior operational leaders,
including Caldwell, and the
commanding officers of several
independent squadrons. Eight of
them, including Caldwell,
resigned together as a body on the
Group Captain C. Caldwell, Commander No. 80
one day as a protest and in the
(Fighter) Wing, RAAF, Morotai, 1945. hope that something would be
(AWM OG1970) done.
73
AUSTRALIAN FIGHTER ACES
stopped any further aircrew training and ordered the release to civilian life of those
surplus to requirements. Preference was to be given to those who had served the longest.
During June Labuan was captured and following on this operation No. 80 Wing
Headquarters was disbanded on 30 July. All personnel and units were absorbed into the
newly formed, and larger, No. 11 Group. This released Caldwell, who was posted back to
Melbourne and released from the RAAF in February 1946. He went into private business
of his own, which he soon developed most successfully, and in which he continued to
take an active and very effective part.
He died on the 7 August 1994 and was farewelled at a private cremation service, the
following day.
His special qualities have been well summed up by George Odgers, the Official
Australian War Historian, who has this to say:
Wing Commander Caldwell ... combined great bravery with capable leadership ...
was an alert, fast-talking, quick acting man with an exuberant confidence ... It
was his belief that a man must have faith in himself. If he did not he could not
expect the confidence of others. He showed great aggressiveness in combat. 7
7
Odgers, ‘Air War Against Japan, 1943-1945’, p. 45.
74
APPENDIX ONE
75
AUSTRALIAN FIGHTER ACES
76
APPENDIX ONE
77
AUSTRALIAN FIGHTER ACES
UNIT
Shepherd A.S. CAPT MC,DSO 29 10
Simonson E.L. CAPT -- 2 AFC 5
Smith F.R. CAPT MC&Bar 2 AFC 16
Smith R.M. CAPT MC&Bar,DFC&2Bars, 1 AFC 67 11
AFC
Stephens E.J. CAPT DFC 41 13
Taplin L.T.E. LIEUT DFC 1&4AF 12
Thompson C.R.J. LIEUT DFC 19,84 7
Trescowthick N.C. CAPT DFC 4 AFC 7
Wellwood J.J. LIEUT DFC 2 AFC 6
78
APPENDIX ONE
ALBERRY, Frank
Frank Alberry was born in Hobart on 29 September 1892, and as a young man worked
his way to England where he joined the British Army, from which he later deserted and
returned home. On the outbreak of war he enlisted in the AIF on 25 August 1914, joining
the 8th Battalion and served with distinction at Gallipoli. He was promoted to sergeant
and accompanied his battalion to France in March 1916 as a Lewis gun section
commander. In July 1916 he was wounded in action, and awarded a Distinguished
Conduct Medal (DCM) ‘for conspicuous gallantry in action’. He was invalided to
England where his right leg was amputated.
On recovery he personally petitioned King George V for transfer to the AFC, and
this was approved. After initial flying training he was commissioned as a lieutenant and
joined No. 2 Squadron AFC in France on 16 June 1918. Here he flew SE5s and in the last
two months of the war gained seven victories, but on 13 August he was again wounded
in action, although he was able to rejoin the squadron within a few days. He embarked
for return to Australia on 20 November 1918 and his appointment was terminated on 6
March 1919.
He then became involved in the timber business, but subsequently joined the
RAAF in September 1939. He served on recruiting duties until 30 June 1942, when he
retired from the RAAF and was placed on the reserve list. He died at the Concord
Repatriation General Hospital on 23 January 1968.
(Baker) had carried out forty low level raids on hostile troops, aerodromes, etc.,
and numerous offensive patrols, and destroyed eight enemy. In all these
79
AUSTRALIAN FIGHTER ACES
operations he has shown exceptional initiative and dash, never hesitating to lead
his formation against overwhelming odds, nor shrinking from incurring personal
danger.
On 4 November, together with eight other members of the squadron, flying the
new Snipes, he attacked a German aerodrome. On their return they were met by a large
formation of Fokker DVIIs returning to their own base and flying high. They attacked
from above, and four of the Snipe pilots were shot down, including Baker. He was
originally reported missing ‘while on offensive patrol’, but was later confirmed killed in
action.
He was credited with a final score of twelve victories.
80
APPENDIX ONE
81
AUSTRALIAN FIGHTER ACES
82
APPENDIX ONE
For conspicuous gallantry and devotion to duty. With another officer he attacked
and disorganised six enemy machines that were about to attack our cavalry with
bombs. The engagement was continued until all six machines were forced to
return to their lines. His skill and courage on all occasions have been worthy of
the greatest praise.
In May 1918 Cole was posted to No. 2 AFC Squadron in France as a captain and
flight commander. Here he began flying SE 5As and over the next five months claimed
ten victories; being awarded a DFC after the fourth victory. In November 1917 he
embarked for England and in January 1918 was attached to the Gosport school of special
flying and on 13 May was appointed acting squadron commander of No. 5 Training
Squadron.
Then on 2 June he was posted to No. 2 Squadron AFC with the rank of captain
and appointed a flight commander and on 20 October was awarded a DFC. At the end of
October he was admitted to hospital and on 27 November was struck off strength of No.
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AUSTRALIAN FIGHTER ACES
2 Squadron and in January was returned to Australia, arriving home on 7 February 1919.
His appointment was terminated on 20 June 1919.
He joined the RAAF on its formation, being appointed on 31 March 1921, and
became the Director of Training. In 1926 he was posted as Commandant of No. 1 Flying
Training School at Point Cook, and in 1934 was Deputy Chairman of the McRobertson-
Miller Air Race. He went on to have a distinguished career in World War Two, and was
the Fighter Controller during the Dieppe Raid on 19 August 1942. He retired from the
RAAF as an Air Vice-Marshal.
CONINGHAM, Arthur
Arthur Coningham was born in Brisbane but spent his early life
in Wellington, New Zealand. At the beginning of the war he
served with the New Zealand Expeditionary Force in
Somaliland and Egypt. Then, in 1916, it seemed that his
military career had come to an end when he was invalided out
of the service with typhoid. However, he went to England and
joined the RFC. In early 1917 he was posted to No. 32
Squadron, flying DH 2s and DH 5s, and was soon appointed as
flight commander.
In July alone he was credited with at least nine victories
and was awarded the DSO and MC. The following year he was
appointed to command the newly formed No. 92 Squadron, which he took to France in
June. He always flew at the head of his unit whenever possible, adding five more
victories, and received an award of the DFC. He was wounded twice in action, once with
No. 32 squadron and once with No. 92.
After the war Coningham stayed in the RAF, where his nickname of ‘Maori’
gradually became ‘Mary’, by which he was known for the rest of his life. During World
War Two he was the Air Officer Commanding, Western Desert Air Force from late 1941
to early 1943, after which he was appointed AOC, 2nd Tactical Air Force, a post he held
until 1945. He attained the rank of Air Marshal and was knighted for his services. He lost
his life on 30 January 1948 while on a civil flight as a passenger to Bermuda with South
American Airways.
84
APPENDIX ONE
COX, George J.
George J. Cox was born in Melbourne on 17 July 1894, and was a cabinet maker before
enlisting as a private in the AFC on 5 October 1916. He was posted to No. 4 Squadron in
December and promoted to sergeant on 9 January 1917, just prior to embarking with the
unit for UK. They arrived in Plymouth on 27 March and in August Cox was posted for
flying training. On completing the course on 4 December he was appointed to a
commission as second lieutenant and posted to France where he joined No. 2 Squadron
AFC on 3 April 1918.
Cox had already scored two victories when, flying in a formation about midday
on 22 September, they met 28 Fokker and Pfalz scouts at 17,000 feet (5180 metres). He
was later to claim three of these as further victories when he was forced to land behind
the German lines.
The squadron’s account of the engagement recorded the his engine had failed but,
after his repatriation at the end of the war, he gave a different account. He was about to
attack an enemy aircraft over Lille when he collided with something that knocked the
engine completely out of his aircraft. This put him into an uncontrollable spin followed
by the inevitable crash. He believed he had been hit by an artillery shell.
He was reported Missing in Action ‘whilst on offensive patrol’ and on 14
October was reported as a POW in Germany. He was repatriated to England on 24
December 1918 and returned to Australia by sea on 6 May 1919, where his appointment
was terminated on 24 July. He was credited with a final score of five destroyed.
This officer has proved himself an able and determined leader of offensive
patrols. In carrying out these raids he met with conspicuous success, heavy
damage being inflicted on enemy material and personnel. This has been due in
the main to his brilliant leadership and skilful navigation. Captain Cummings
possesses in a marked degree, courage, combined with cool judgement.
85
AUSTRALIAN FIGHTER ACES
86
APPENDIX ONE
87
AUSTRALIAN FIGHTER ACES
His leadership of patrols has been characterised by great dash and determination.
He has displayed skill in manoeuvreing and boldness in attacking superior
numbers.
88
APPENDIX ONE
In 1929-32 he was again flying with No. 60 Squadron, which by this time was in
India, followed by time as a test pilot with Avros. He was promoted to squadron leader in
March 1935, and in July was posted to Worthy Down for engineering duties. In 1938 he
became the commanding officer of the University of London Air Squadron, and in 1940
commanded RAF Hullavington. He later became president of the Aircrew Selection
Board, before retiring from the RAF. He died in December 1967.
HEPBURN, Allan
Allan Hepburn was born in Melbourne on 11 October 1896 and served in the Artists’
Rifles in France during 1916 before joining the RFC. He was posted to 24 Squadron in
June 1917, flying DH 5s, and was slightly wounded in action on 16 October. However,
he continued flying until mid-November, when he was posted to No. 40 Squadron as a
flight commander. He was involved in an accident soon after arrival and sent back to
England to recuperate. On recovering he joined No. 88 Squadron as a flight commander,
flying Bristol Fighters. By the end of 1918, together with his observers, he had claimed
sixteen victories and had been awarded a DFC. He returned to Australia after the war,
and joined the RAAF in 1921, becoming a wing commander in the 1930s. He died on 21
July 1975.
89
AUSTRALIAN FIGHTER ACES
90
APPENDIX ONE
fly back to Australia during the England-Australia Air Race. His body was subsequently
recovered by the Italian Navy and shipped back to Australia.
91
AUSTRALIAN FIGHTER ACES
He returned to Australia after the war and became Controller of Civil Aviation
from 1933 to1936. He was Assistant Director General of Department of Civil Aviation
from 1939 to 1955, and adviser to Qantas from 1955to 1967. He celebrated his ninetieth
birthday in 1986, and died on 22 May 1988.
JONES, George
George Jones was born in Rushsworth, Victoria, on 18
October 1896 and was a motor mechanic before the war. He
had already served for a year in the Light Horse (Militia)
before he joined the 9th Light Horse Regiment in June 1915.
He served at Gallipoli from October 1915 until the evacuation
in December and later in Palestine, before transferring to the
AFC on 28 October 1916. He was initially taken on strength
as an air mechanic, and served in this capacity until selected
for pilot training in October 1917. He completed the course in
December, and was posted as a second lieutenant to No. 4
Squadron AFC in France on 16 January 1918.
He gained his first victory in February, and then on 24
March, while carrying out a bombing run on enemy troops, he was wounded in the back
and chest and was off operations for several months. After returning to the squadron in
July he claimed three more victories. About this time the squadron had changed from
Camels to Snipes, and flying one of the new aircraft, he shot down two Fokker DVIIs on
29 October and one on 4 November, bringing his score to seven.
On 4 November he was promoted to captain and appointed a flight commander.
The armistice was declared a week later and he was repatriated to Australia in May 1919,
where his appointment was terminated on 8 August 1919. In the meantime the award of a
DFC was gazetted on 23 July 1919, and the following is an extract (in part) from the
citation:
A most daring and gallant leader in aerial fighting, in which he has destroyed
seven enemy aircraft. Captain Jones has always displayed marked ability in all
his duties.
After the war he joined the RAAF, and in World War Two held a series of senior
training and staff appointments, before becoming the Chief of the Air Staff in 1942. He
received a CBE in 1942, a CB in 1943, and was promoted to Air Marshal in 1948. He
was knighted following his retirement in 1952, and continued to live in Melbourne until
his death in August 1992.
92
APPENDIX ONE
93
AUSTRALIAN FIGHTER ACES
94
APPENDIX ONE
95
AUSTRALIAN FIGHTER ACES
The double award of the DFC and Bar at the same time was a very unusual event, and the
citations for the simultaneous awards are reproduced below:
D.F.C. ‘Early one morning this officer left the ground and, meeting an enemy
two-seater ten miles over the lines he engaged and destroyed it. He was
immediately attacked by five scouts; these he out manoeuvred, destroying one
and driving the remainder down. He is a determined and successful scout leader,
who in recent operations has accounted for nine enemy machines, in addition to
three others and one balloon, when serving with another squadron.
Bar to DFC. In the short space of one month this officer has destroyed ten enemy
aeroplanes and balloons. He has organised and carried out numerous raids on the
enemy, frequently at very low altitudes. Altogether he has destroyed fifteen
aeroplanes and four balloons. Early one morning he crossed our lines to attack a
balloon which he had previously located. As soon as daylight allowed he dived
and opened fire on the balloon, which was on the ground, descending to within
fifty feet of it. The balloon burst into flames. He then attacked some horse
transport, dropping bombs and firing some three hundred rounds at 1500 feet
altitude.
96
APPENDIX ONE
97
AUSTRALIAN FIGHTER ACES
98
APPENDIX ONE
99
AUSTRALIAN FIGHTER ACES
down two Fokker Triplanes, an LVG two-seater and a Fokker DVII, and on 22 June was
awarded a Bar to his MC. He had another victory in July and a further three in August,
bringing his score to fifteen. He was awarded a DFC on 3 August and in October was
promoted to major and appointed to command No. 6 Training Squadron.
Phillipps returned to Australia in late 1919 and his appointment was terminated
on 15 January 1920. He then took up farming in eastern Australia but returned to the
RAAF in World War Two as a flying officer in February 1940, and in May 1940 was
appointed to command No. 2 Elementary Flying School, at Archerfield. He was killed in
a private aircraft accident on 21 May 1941, having reached the rank of wing commander.
100
APPENDIX ONE
and transferring to the AFC on 17 January 1917. He was taken on strength No. 4
Squadron as an Air Mechanic (Radio) and arrived in England with the squadron on 27
March 1917. He then attended a Wireless Training School as a cadet in July and
graduated in December with the rank of second lieutenant.
He rejoined No. 4 Squadron in France on 29 January 1918 and on 20 March was
one of a squadron patrol of ten aircraft led by Cobby which intercepted a large enemy
patrol of mixed Albatros and Pfalz scouts. In the ensuing engagement five of the enemy
were destroyed, one of which was credited to Robertson. On 23 March he destroyed a
Fokker triplane and shot two others down out of control, and on the 25th he shot down
two triplanes and an Albatros, for a total of seven victories in six days. These were all
scored during the March offensive by the Germans when air activity was at its maximum.
These conditions were not to be repeated and Robertson did not score again.
He was awarded the Military Cross on 4 June and in July was posted to the
Gosport School of Special Flying, followed by a posting to No. 5 Training Squadron. He
was returned to Australia and his appointment terminated on 20 July 1919.
101
AUSTRALIAN FIGHTER ACES
102
APPENDIX ONE
On 4 May Smith was attached to No. 3 School of Military Aviation Middle East,
for pilot training and on qualifying as a pilot in July was posted to No. 67 Squadron. On 1
September he was wounded in the head and admitted to hospital, but was able to rejoin
the unit at the end of the month. On 19 October he forced an enemy two-seater to land
behind its own lines, and then landed next to it. His observer, Lieutenant A.V. Cann,
covered the crew with his rear guns while Smith set fire to the enemy aircraft, and they
then flew back home.
On 29 November he was promoted to Captain and appointed a flight commander
and in January he received a bar to his Military Cross. The citation sets out the
circumstances leading to the award:
For conspicuous gallantry and devotion to duty. He was one of two pilots who
carried out a remarkable series of photographs in one flight, completely covering
an important area of forty-five square miles. On a later occasion he successfully
bombed an important bridgehead from a low altitude, and his work throughout, as
well as his photography, has been invaluable, and characterised by the most
consistent gallantry.
He was known as a very aggressive pilot and received a DFC in September 1918,
by which time his personal score had reached eleven, and a Bar to his DFC was gazetted
in February 1919. The citation for the latter award is set out in full below:
103
AUSTRALIAN FIGHTER ACES
In November Smith was detached from No. 1 Squadron for a month for special
duty with the RAF in a flight from Egypt to India in connection with the recommended
air route from India to Australia for the proposed England Australia air race. A second
bar to his DFC was gazetted in February l919, and the award of an Air Force Cross, ‘in
recognition of distinguished services rendered during the war’, followed in June.
In 1919 he and his brother, Keith, made the famous first flight from England to
Australia in a Vickers Vimy, leaving England on 12 November and arriving in Darwin
on 10 December. Both brothers were knighted for their epic flight. Ross Smith was killed
in a flying accident on 14 April 1922.
Smith’s official record of service contains the following closing entries:
104
APPENDIX ONE
105
AUSTRALIAN FIGHTER ACES
106
APPENDIX TWO
107
AUSTRALIAN FIGHTER ACES
108
APPENDIX TWO
*NAME INIT RANK DECS RAF UNIT AUST UNIT THEATRE SCORE
Armstrong H.T. SQNLDR DFC* 129 611 72 452 EUR PAC 12
Arthur W.S. GPCAPT DSO DFC -- 3 75 76 81 71W ME PAC 10
MID*
Atherton G.C. WGCDR. DFC* MID -- 24 75 82 80 78W ME 5
Barr A.W. SQNLDR MC DFC* 23 3 71W EUR 12
Bartle J.P. SQNLDR DFC MID 112 450 ME 5
Bell M.H. PLTOFF DFC 19 EUR 5
Bisley J.H.S. FLTLT DFC 126 452 ME 7
Bowes R.H. FLTLT DFC 79 UK FE 6
Boyd J.L. PLTOFF DFM 135 242 ME 5
Boyd A.H. SQNLDR 3 75 84 76 ME PAC 5
Brennan V.P. FLTLT DFC DFM 64 249 452 79 UK ME PAC 10
Bretherton B.A. FLGOFF. DFC MID 73 255 267 ME 12
Bungey # R.W. WGCDR DFC 226 145 452 EUR 5
Bunting B. WOFF DFC 93 ME 5
Burney H.G. FLGOFF 112 ME 5
Caldwell C.R GPCAPT DSO DFC* 250 112 1W 80W ME PAC 28.5
PCV
Cameron A.C. FLTLT DFM -- 3 ME 5
Chisholm K.B. FLTLT MC DFM -- 452 EUR 6
PGC
Clare A.W.B. SQNLDR 453 24 5 PAC 5
Clisby # L.R. FLGOFF DFC 1 EUR 16
Coate E.E. FLTLT DFC* 252 227 272 ME 10
Cock # J.R. SQNLDR DFC 87 72 3 453 1W EUR PAC ME 10
Constantine# A.N. WGCDR 141 273 136 EUR FE 6
Cowper R.B. SQNLDR DFC* 108 456 EUR ME 6
Crombie A. FLTLT DSO DFC 25 176 39 EUR ME PAC 11
Cronin F.M. FLGOFF DFC 81 453 EUR ME 5
Cullen # R.N. FLTLT DFC 80 267 ME 16
Cundy W.R. FLTLT DFM DFC 135 260 452 EUR ME 5
Curchin # J. FLTLT DFC 600 609 EUR 9
Curtis V.F. FLGOFF 3 ME 5
Foskett R.G. SQNLDR OBE DFC 80 94 -- ME 6.5
MID*
Fry C.A. FLTLT DFC DFC* 112 ME 6
Gaze # F.A.O. SQNLDR DFC* 41 44 64 610 EUR 12
616
Gibbes R.H.B. WGCDR DSO DFC* -- 3 450 80W ME 10
Giddy P.R. FLGOFF -- 3 ME 5
Glyde R.B. FLGOFF DFC 87 EUR 5
Goldsmith A.P. FLTLT DFC DFM 234 126 452 EUR MEPAC 17
MID
Goold W.A. FLTLT DFC 607 EUR FE 5
Gordon R.L. SQNLDR DFC* -- 24 31 PAC 6
Hammond R.F. WOFF DFM 248 EUR ME 5
Hampshire K. McD. GPCAPT DSO* DFC 456 12 22 23 PAC EUR 7
Hillary # R.H. FLTLT 603 EUR 5
109
AUSTRALIAN FIGHTER ACES
110
APPENDIX TWO
111
AUSTRALIAN FIGHTER ACES
enemy aircraft. However, he did not score again until 14 April, when shot down a Bf 110,
while flying one of the new Hurricanes. By November 1941 the unit had again been re-
equipped, this time with Tomahawks, and on 22 November he was credited with
damaging three of the enemy.
Arthur was promoted to flight lieutenant on 1 October 1941, and appointed as a
flight commander, and on 30 November he was awarded an immediate DFC for downing
four aircraft in a single action. On this occasion he had already shot down three aircraft
when his own aircraft was damaged, and he started to return to base. On the way home he
shot down another aircraft, making a total of four in the one sortie, made up of two Ju 87s
and two Macchi 200s.
On one other occasion his aircraft was damaged in action with the enemy, and he
was forced to land inside the fortress of Tobruk. He somehow managed to borrow a
Hurricane and flew home to rejoin his unit and received a Mention in Despatches in
January 1942. He was posted back to Australia shortly afterwards, where he arrived in
March to join No. 76 Squadron at Townsville on 13 April. On 1 October he was
promoted to squadron leader and in January 1943 was appointed to command No. 75
Squadron, which was operating Kittyhawks and located at Milne Bay.
On 14 April the Japanese attacked Milne Bay with a force of one hundred aircraft
in a bid for air supremacy. Arthur led his squadron to the attack, but his guns failed to
fire. Nevertheless, he twice led his squadron in a determined head-on attack, and then
made several attempts to ram one of the attacking bombers in an attempt to force it to fly
into the sea. For this action he was awarded the DSO, the citation for which reads (in
part):
112
APPENDIX TWO
His experience and sound knowledge of air tactics has enabled the Wing to inflict
severe losses on the enemy with low cost to themselves. His aggressive
leadership has proved an inspiration to all other pilots of the wing.
In June 1945 he was appointed to command No. 8 OTU, followed by several staff
appointments, until he was demobilised on 28 June 1946. His final score was five
confirmed victories.
BARR, Andrew William
Andrew William Barr (‘Nicky’), was born in Wellington, New
Zealand, on 10 December 1915, but came to Australia at an
early age, and was raised and went to school in Victoria. He
became well known as an international rugby player, was a
member of the 39th Battalion CMF and an accountant by
profession, before joining the RAAF as a cadet in March 1940.
He graduated as a pilot officer six months later and was posted
to No. 23 Squadron on 20 November. He was posted to No. 3
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AUSTRALIAN FIGHTER ACES
Squadron on 28 September 1941, already in the Middle East and at the time being re-
equipped with Kittyhawks.
Barr shot down his first aircraft, a Messerchmitt Bf 110, on 12 December, and the
next day shot down a Ju 88 and a Bf 109. He increased his score to five on New Year’s
day 1941, by shooting down two Ju87s, and on the 11 January he destroyed a Fiat G50
and a Bf 109. He then noticed a fellow pilot had made a forced landing, and decided to
try to land and pick him up. With his wheels half-down he was attacked by two Bf 109s,
but shot down one of them and was credited with a ‘probable’ for the other.
Barr was then outnumbered by newly arrived German fighters and was himself
shot down but managed to survive a subsequent crash-landing. He was strafed by the
enemy fighters and wounded, but managed to get away and made for the Allied lines.
After walking through the desert for five days he reported back to his unit for duty, and
brought back much valuable information regarding the disposition of enemy tanks and
defences. He was awarded an immediate DFC and the following is an extract (in part)
from the citation:
He then observed one of his fellow pilots who had been shot down waving to him
from the ground, but when preparing to make a landing in an attempt to rescue
him, Barr was attacked by two Messerchmitt 109s.
Although the undercarriage of the aircraft was not fully retracted he immediately
manouvered to engage the attackers only to find that his guns had jammed.
Quickly rectifying the fault he delivered an accurate burst of fire which caused
one of the Messcerchmitts to disintegrate in the air.
A further two enemy aircraft joined in the combat and Flying Officer Barr was
wounded and forced down. While on the ground he was further wounded by the
enemy’s fire, but despite this he made his way through the enemy lines and
rejoined our forces some three days later.
He was soon back in action and on l February shot down a Ju 87, and on 8 March
destroyed a Macchi 202, with a probable Macchi 200, and two other 200s damaged, and
was promoted to flight lieutenant on 1 April.
In early May Barr assumed temporary command of the unit and on 22 May shot
down another Bf 109, but on 25 May his engine over-heated and he was forced to land
behind the enemy lines. He had just removed the engine covers when he noticed enemy
tanks approaching, but managed to get started and take off, returning to base without his
engine cowlings. On 30 May he was engaged by a force of eight Bf 109s, and managed
to shoot down one of them before his own aircraft was hit and he was forced into a crash-
landing behind the enemy lines. Once again he walked home, but this time in only two
days.
He was reported missing twice more, after being shot down, but made it back
home on each occasion, before scoring his twelfth and final victory, a Fiat G 50, on 24
June. On the 26 October he was shot down and badly wounded while escorting a force of
Bostons on a raid. He took to his parachute and was taken prisoner by the Italians, and
spent some five months in hospital, at a prison camp in Italy.
He later attempted to escape, but was recaptured and sent to a punishment camp
until 9 September 1943 when he was placed on a train bound for Germany. He escaped
from the train and was at large for a considerable time until finally making his way
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APPENDIX TWO
through enemy lines to friendly forces on 2 March 1944, and was hospitalised suffering
from malaria.
Barr had been promoted to squadron leader and awarded a bar to his DFC during
his captivity. For his bravery and exploits as a POW he was later awarded a Military
Cross. The citation for this award tells it all and is set out in full below:
Squadron Leader Barr was wounded and his aircraft shot down in North Africa
on 27 June 1942.
A few hours after being captured and while the Italians were attending to their
wounded, he hobbled a quarter of a mile in an unsuccessful attempt to escape. He
was transferred to Italy and sent to a hospital at Bergamo. Four and a half months
later he escaped and had almost reached Switzerland when he was recaptured and
sent to Gavi.
When prisoners were being evacuated from the camp to Germany, Squadron
Leader Barr managed to unfasten the door of the waggon and, after organising
the escape of other prisoners with him, jumped from the train. He soon met
another officer who had injured himself when jumping, and after the latter had
received medical attention at San Lorenzo they both travelled on to Monastero.
Eight days later he left his companion and went to Goriana Valli and here,
finding himself too weak to cross the mountains, he organised prisoners in the
district and, as a result, many of them were able to escape to the Allied lines.
Squadron Leader Barr was again captured by Alpine troops and, after being ill-
treated, was handed over to the Germans who imprisoned him with another
recaptured escapee in a prison cell. Discovering the key of the door to be on the
outside, they managed to escape with the aid of a piece of wire and return to
Coriana. Here Squadron Leader Barr acquired a radio transmitter and continued
his good work among the prisoners.
Towards the end of February 1944 he obtained guides and brought ten prisoners
through to Allied lines.
A Military Cross was awarded to airmen only for gallantry on the ground and
was very rare indeed amongst RAAF personnel. Although quite frequently awarded to
airmen in the early days of World War One, it had been replaced by the Distinguished
Flying Cross for bravery in the air. It is believed that only about five or six Military
Crosses were in fact ever granted to Australian airmen in World War Two, and of these
two went to members of No. 3 Squadron - Barr and another officer named Cameron.
Barr was repatriated to Australia, arriving back on 11 September 1944, and was
posted to No. 2 OTU, Mildura, as Chief Instructor, with the rank of wing commander.
Just on a year later he was hospitalised at No. 6 RAAF Hospital, Heidelberg, and his
appointment was terminated on 8 October 1945.
After the war Barr became a company manager and director, but on 20 March
1951 joined the active CAF as a pilot and was granted the acting rank of wing
commander. He served in this capacity until 15 April 1953 when he relinquished his
appointment and was transferred to the general reserve at his own request.
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AUSTRALIAN FIGHTER ACES
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APPENDIX TWO
117
AUSTRALIAN FIGHTER ACES
He claimed his first victory on 15 December when he shot down a Sally, and
scored again on 5 March 1943 when he destroyed an Oscar. On 17 March he shot down
another Oscar and on 5 April he shot down a Zeke. In May 1943 he was awarded a DFC
and appointed a flight commander. On 21 May he engaged a large formation of Oscars
and destroyed at least two before he was shot down and killed.
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APPENDIX TWO
119
AUSTRALIAN FIGHTER ACES
before being posted in January 1944 to No. 255 Squadron in Italy flying Beaufighters. He
was promoted to flight lieutenant in June 1944 and on 6 July he shot down three Ju 87s in
the one sortie, which event was confirmed in the citation to his DFC, which read in part:
During July 1944 he was on patrol over the Ancona area when the enemy
launched a dive bombing attack on our positions. Despite continuous
anti-aircraft fire, this officer succeeded in intercepting and destroying three
Junkers 87s.
On 30 July he destroyed a Ju 88 and over the next two weeks got two more
Ju 88s, and his award of a DFC was gazetted on 8 September. Bretherton was returned to
Australia in November 1944 and transferred to the reserve on 26 April 1945 to join
Australian National Airways. His final score was twelve.
He was latter appointed to the active CAF as a pilot on 12 June 1951 with
No. 21 (CAF) Squadron, and granted the rank of squadron leader on 1 April 1954. He
was awarded an MBE on 12 June 1958 for service with the Citizen Air Force, and his
CAF service was terminated on 30 August 1966.
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APPENDIX TWO
Like many other good leaders Bungey passed over many opportunities for an
easy ‘kill’ so that a new pilot could gain some battle experience and confidence. The
records of the time are rather vague, but it is known that he shot down a Bf 109 on
6 November 1941, shortly before he left the squadron. He was awarded the DFC and he
is credited with an official score of five.
Bungey was promoted to wing commander on 10 July 1942 and went on to
command RAF Stations Shoreham and Hawking. He was placed on the reserve on
2 January 1943, and returned to Australia by sea, arriving in Melbourne on 6 May. He
died tragically a month later in Adelaide.
BUNTING, Bobby
Bobby Bunting was born at Melbourne on 18 July 1922 and joined the RAAF as an
aircrew trainee on 19 July 1941. He graduated as a sergeant pilot in February 1942 and
was posted to the United Kingdom. After further training he joined No. 93 Squadron on
23 August 1943 in the Middle East, flying Spitfires. He was promoted to warrant officer
in October 1943 and scored his first victory during the fighting over Italy. He is credited
with having destroyed two Fw 190s during the one sortie in February 1944, and followed
this up by shooting down two Bf 109s on 24 March also in the one sortie.
Three days later he was wounded during an engagement with a Fw 109, but
pressed home his attack and was credited with probably destroying it. In spite of his
wound and severe damage to his own aircraft he returned safely to base. On 2 July 1944
he received his commission as a pilot officer, and on 21 July joined No. 203 Squadron
after receiving a DFC on 9 June 1944. He had one more victory before the end of his
operational service, with a score of five confirmed and one probable.
Bunting was repatriated to Australia in November 1945 and his appointment was
terminated on 30 January 1940. He later received a post-war award of an American DFC,
gazetted in 1949, for his work covering the landing at Salerno.
121
AUSTRALIAN FIGHTER ACES
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APPENDIX TWO
Throughout his experience Pilot Officer Chisholm showed the greatest ingenuity
and outstanding courage and determination. His dogged persistence and careful
planning were of the highest order.
He was later awarded Poland’s Gold Cross with Swords and was demobilised on
5 March 1946. He died in the USA in 1991 and his ashes were returned to Australia by
his widow and subsequently scattered at a simple but impressive ceremony in the Garden
of Remembrance at Rockwood Cemetery, New South Wales, and a memorial plaque was
unveiled.
123
AUSTRALIAN FIGHTER ACES
January 1942 he claimed two more Japanese aircraft destroyed and was evacuated to
Batavia four days before the fall of Malaya, eventually arriving back in Australia on 15
March.
Clare was attached briefly to various units during the next three months, but
finally settled at No. 11 EFTS, Benalla, as a flying instructor on 14 September. He was
promoted to flight sergeant on 1 August and was commissioned as a pilot officer on 1
October. In June 1943 he was posted to No. 24 Squadron, and on 14 September was
posted to No. 5 Squadron as a flight commander.
In April 1944 he was posted to command the unit and granted the acting rank of
squadron leader, a post he held until October 1945, and was demobilised on 2 November
1945. He joined the instructional staff of the Newcastle Aero Club, where he became CFI
in September 1947. In the early 1950s he was on temporary duty with Gibbes Sepik
Airways, flying in New Guinea, but was later forced to retire from all active flying
because of ill health. He died on 19 August 1965.
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APPENDIX TWO
On 12 May Clisby shot down a Bf 109 and two Hs 126s, receiving an award of
the DFC on the same day, and on 13 May he destroyed a He 111 and a Bf 110. Then on
14 May, again alone, he engaged an overwhelming force of enemy fighters, of which he
destroyed two before being shot down in flames and killed, with a final score of sixteen.
Coate returned to Australia in June and was posted as an instructor to No. 5 OTU
and later served at RAAF Headquarters on intelligence duties. His service was terminated
at his own request on compassionate grounds on 16 May 1945.
125
AUSTRALIAN FIGHTER ACES
126
APPENDIX TWO
and probably destroyed or damaged four others. His final official score was six. He was
subsequently posted to the staff at Headquarters in Delhi. Constantine remained with the
RAF after the war, and later became involved in civil aviation in Australia. He was killed
in an aircraft accident on 29 July 1947.
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AUSTRALIAN FIGHTER ACES
He shot down his first aircraft on 19 June 1942, when he destroyed a He 111 and
in July shot down another He 111 and a Ju 88. After these initial successes he was posted
to Malta on 20 September where he carried out a number of intruder operations over
southern Sicily. During September he destroyed two more of the enemy and in October
destroyed another He 111 and a Ju 88. In November he shot down two more Ju 88s with
another Ju 88 as a probable, and in December added a Ju 52 to his score.
On 10 January 1943 Crombie was posted to India, where he joined No. 176
Squadron and began scoring as early as 19 January. Intercepting four Mitsubishi Sally
bombers, he shot down two in quick succession, but as he was getting into position to
claim another victim, return fire from one of the remaining enemy set one of his engines
alight. Ordering his navigator to bale out, and with one engine blazing furiously, he
returned to the attack and inflicted severe damage to one of the remaining Japanese
aircraft. His own aircraft now barely controllable, Crombie took to his parachute, just as
the petrol tanks exploded; miraculously he survived. As a result of his skill and
dedication in this encounter he received an immediate award of the DSO exactly one
month later, and a DFC followed in May. By this time his score had reached a final count
of eleven and four probables.
With service in the United Kingdom, Egypt, India and Burma behind him,
Crombie returned to Australia on 27 September 1943 and was posted to No. 5 OTU,
instructing on Beaufighters and Mosquitoes. On 1 September 1944 he was promoted to
squadron leader and became Chief Flying Instructor.
He was serving at RAAF Williamtown when on 26 August 1945, on finals in his
Beaufighter, crashed close to the base and died as a result of his injuries. He was buried
in the Sandgate War Cemetery near Newcastle.
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APPENDIX TWO
By this time, Cronin had reached the rank of warrant officer, and following on
this engagement, he received his commission as a pilot officer on 27 May 1943. He was
awarded a DFC on 25 April 1944, the citation for which stated in part: ‘He has destroyed
at least three enemy aircraft - successes which are an excellent tribute to his skill and
gallantry in combat’.
He was promoted to flying officer on 27 November 1943 and embarked for
Australia on 27 May 1944, with a final score of five. His appointment was terminated at
his own request on 22 March 1945.
129
AUSTRALIAN FIGHTER ACES
CURCHIN, John
John Curchin was born in Hawthorn, Victoria, on 20 January 1918. He was living in
London when the war began and immediately joined the Royal Air Force. His initial
service was with No. 600 Squadron, but in 1940 he moved to No. 609 Squadron where
most of the rest of his service was spent.
On 8 August 1940, the opening day of the Battle of Britain, he opened the round
by destroying a Bf 110, and on the 25th a Bf 109. He claimed another Bf 109 and
probably a Do 17 on 7 September, and on the 17th he received full credit for another Do
17. He claimed another Bf 109 on the 25th and next day shot down a He 111 and shared
a second. Another He 111 fell to his guns on the 26th and in October he was awarded a
DFC.
In 1941 Curchin became a flight commander and on 8 May destroyed a Bf 109
and shared a second. On 9 June he was killed in action, by which time he had been
credited with eight enemy aircraft destroyed plus four shared.
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APPENDIX TWO
131
AUSTRALIAN FIGHTER ACES
Fry’s total had reached five, when on 15 May 1942, and now on Hurricanes, he
destroyed a Messerschmit Bf 110 but was in turn shot down and became a prisoner of
war in Germany. He received a DFC on 22 August and was also awarded the Greek DFC
by the King of the Hellenes for his activities as a fighter pilot in the defence of that
nation. His final score was six destroyed, two probably destroyed, and one damaged.
He was repatriated to Australia in September 1945 and his appointment
terminated on 27 February 1946. He was transferred to the RAAF with retention of rank
and seniority with effect 27 August 1947.
132
APPENDIX TWO
133
AUSTRALIAN FIGHTER ACES
This officer showed great dash and offensive spirit and has accounted for four
enemy aircraft.
During July Glyde destroyed a Bf 110 and by 13 August he had added three
more, bringing his score to eight, when he was shot down and killed while attacking a
He 111 and his Hurricane crashed into the sea.
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APPENDIX TWO
135
AUSTRALIAN FIGHTER ACES
first confirmed victory. After coming into a close line astern position he opened fire on
an Oscar, which burst into flames almost at once, and the Japanese pilot took to his
parachute.
A week later Goold was leading a squadron formation when they encountered a
scattered force of forty Japanese fighters. Deploying his Spitfires, he attacked at once,
destroying one and damaging two more enemy aircraft. By the end of 1944 he had shot
down a further three, one probably destroyed, and damaged another two - all fighters. A
DFC was gazetted on 15 September 1944.
He remained with the unit until he was repatriated to Australia on 15 June 1945,
and was discharged on 14 September. His official score was five destroyed and one
probably destroyed, with five damaged.
When the formation was about to return to its base, it was attacked by a second
twin-engined fighter which damaged the port engine, starboard aileron and
hydraulic system of Squadron Leader Gordon’s aircraft. It then passed on to
attack the remainder of the flight. Opening up both engines to the maximum,
Squadron Leader Gordon attacked and destroyed the enemy fighter from a
distance of 350 yards.
On the return journey his damaged engine seized and the greater part of the
journey was made on one engine in an aircraft whose aileron controls were
practically useless. Finally with petrol tanks empty, he made a successful crash
landing on an auxiliary aerodrome.
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APPENDIX TWO
his tour he destroyed at least two more enemy aircraft, bringing his score to six, and was
awarded a bar to his DFC for his courage and leadership.
On 27 February 1944 he was on a test flight with his Beaufighter, when first the
port engine, and then the starboard engine failed. He landed in timber on the side of a hill
with his undercarriage retracted, and died of injuries received.
137
AUSTRALIAN FIGHTER ACES
DFC and continued to fly bombing and strafing raids over a variety of targets in New
Guinea and Papua.
On 4 February 1943 he was again leading a formation in an attack on enemy
aircraft grounded at Lae airstrip. Once again extremely bad weather was encountered, but
Hampshire was able to hold the formation together and lead them to the target. Before the
actual target could be identified, eight passes had to be made over the target area, with
the formation constantly subjected to intense anti-aircraft fire. Hampshire drove home the
attack with great determination and led his formation successfully back to base.
He was awarded a DSO on 27 August 1943, and while the citation covers details
of the above and other sorties, it also includes two further examples of his outstanding
determination, courage and leadership qualities. The relevant extracts are set out below:
On the 5th March, 1943, Wing Commander Hampshire led a formation which
was detailed to bomb and strafe Lae strip at first light. Whilst leading the
formation into line for the run over the target, intense anti-aircraft fire was
encountered which struck his aircraft and wounded him in the leg. Despite the
wound and consequent loss of blood, he drove home the attack with great
determination and led his formation back to base. He was later removed to
hospital where an operation was performed to remove shrapnel from his leg. On
16th March, although not recovered from his wound and with his leg heavily
bandaged, he insisted on leading a further formation over Salamaua.
Heavy anti-aircraft opposition was anticipated and as the run over the target took
the formation directly over four strong anti-aircraft posts, Wing Commander
Hampshire assigned to himself the task of attacking those posts by bombing and
strafing in order to reduce the opposition against the remainder of the formation
and so ensure more accurate bombing. As a result this strike was the most
successful carried out by the squadron and tremendous damage was done to
enemy installations.
Hampshire also took part in the Battle of the Bismarck Sea late in March 1943 and
scored two direct hits on a Japanese destroyer.
In July 1943 he was posted to the United Kingdom to take command of
No. 456 night-fighter squadron, flying Mosquitoes. Hampshire rapidly made a name for
himself as a night fighter pilot, and his first victim was a Ju 88 destroyed on 17 March
1944 just after he had returned from a long and arduous patrol. Alerted that enemy
bombers were approaching, he had his Mosquito refuelled, scrambled hurriedly and shot
the marauder down almost over his own airfield - all within ten minutes. He shot down
another Ju 88 on 25 March 1944, destroyed two more on the 28th, and another on 24
April. On the 29th he probably destroyed a Do 217, and was awarded a bar to his DFC on
12 May.
He claimed a Ju 88 on 23 May, a He 177 on 7 June and another Ju 88 on 13 June,
bringing his total score to seven. He was then promoted to group captain on 1 July 1944
and posted to Transport Command.
The award of a bar to his DSO was announced on 9 February 1945, the citation
for which noted that he:
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APPENDIX TWO
… has led the squadron on very many sorties during which thirty-two enemy
aircraft have been destroyed. Group Captain Hampshire had inflicted much loss
on the enemy, including the destruction of seven aircraft.
This officer became one of only four aircrew to receive a Bar to the DSO during
World War Two, (the others were Eaton, Martin and Shannon) and one of the very few to
achieve fame both as a bomber pilot and fighter pilot.
His appointment was terminated on 19 April 1946.
139
AUSTRALIAN FIGHTER ACES
NOTE: A total of twenty-one Australians were engaged directly in the Battle of Britain,
of whom fourteen were killed. As well as Hughes, there were eight other Australians who
achieved ace status.
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APPENDIX TWO
claim yet one more Ju 87. His guns then jammed, but he was able to force another to a
crash landing without firing a shot.
The squadron was then withdrawn and converted to Tomahawks before moving
to Syria, where Jackson destroyed two more aircraft before the unit returned to the
Western Desert. On 22 November he damaged a Bf 109 and on the 25th probably
destroyed a Bf 110, and on 8 January he shot down a Macchi 200 and damaged three
others. He was Mentioned In Despatches on 1 January 1942.
Jackson’s DFC was gazetted on 7 April 1942, by which time he had returned to
Australia and was already in Port Moresby where he had taken command of the newly
formed No. 75 (Kittyhawk) Squadron in March and been promoted to squadron leader.
On 4 April, after strafing an enemy airfield, he was hit by ground fire and forced to crash
on a coral reef. His brother, Les Jackson (q.v.), who was serving in the same squadron,
dropped a life jacket to him and he managed to get back safely to the mainland. On 10
April he was attacked by three Zeros when his guns jammed and he was shot down and
ditched in the sea. He was uninjured, except for losing the tip of his right index finder. He
was able to swim ashore and found his way back through the jungle, arriving back at base
on the 23rd.
On 28 April Jackson was shot down and killed while attacking a mixed force of
Japanese bombers and fighters, but is believed to have shot down a Zero before his own
aircraft was hit. His memory was commemorated by the naming of an airstrip after him at
the time, and the Jackson strip as it was then known, now survives as the main airport for
Port Moresby. His final score was eight destroyed, plus two probables and four damaged.
141
AUSTRALIAN FIGHTER ACES
Seeing what had occurred, two other Japanese Zeros dived down and started
shooting the downed fighter and its pilot, obviously set on stopping the aircraft from
falling into Australian hands. The attacking Zeros were so intent on their task that they
failed to notice two Kittyhawks coming up astern, flown by Jackson and another pilot,
and they were in turn shot down. Jackson was awarded a DFC on 16 July 1943.
Squadron Leader Jackson later commanded No. 80 Squadron, and then in 1943
he became wing leader of No. 78 Wing composed of Nos. 75, 78 and 80 RAAF
Squadrons, all flying Kittyhawks. He led this until the end of 1944 before becoming
Chief Flying Instructor at No. 8 OTU in December 1944, and the award of a Bar to his
DFC was announced early in 1945. In June he was promoted to wing commander and
posted to command the Advanced Headquarters in Madang. He was discharged on 8
February 1946.
JEFFREY, Peter
Peter Jeffrey was born in Tenterfield, New South Wales, on 6
July 1913. He had been a jackeroo, but was currently a first
year engineering student living in Sydney when he joined the
Citizen Air Force as an air cadet in December 1934. He
qualified for his wings and was commissioned in July 1935. In
May 1938 he applied for, and was granted a Short Service
Commission in the permanent air force and was posted to No. 1
SFTS Point Cook as a flying instructor.
In January 1939 Jeffrey was posted to the United
Kingdom for a specialist signals officer course, which he
completed in November. He had been promoted to flight
lieutenant in September, and on his return to Australia in
January 1940 he was posted to RAAF Station, Richmond for specialist duties. In June
1940 he reverted to flying duties and was posted to No. 3 Squadron moving with the unit
to the Middle East in July. By the end of the year he was already a flight commander and
on 1 June 1941 he was promoted to squadron leader and appointed to command the
squadron.
Jeffrey had his first victory on 30 March when he shot down a Bf 110 and then on
15 April 1941 he followed four Ju 52s until they arrived over their base, and as they
prepared to land, he very quickly destroyed one of them, causing havoc among the rest.
One of these landed down wind, colliding with another which had landed cross wind.
Jeffrey then made a low-level strafing run across the airfield and set fire to all three of the
remaining transports.
In May the squadron had been equipped with Tomahawks, and Jeffrey was
awarded a DFC. On patrol over Syria on 13 June he met up with eight Ju 88’s in Italian
markings, and destroyed one, while other pilots despatched two others. Two days later he
shot down a Martin 167 bomber of the Vichy French forces, and destroyed a Ju 88 before
returning to the Western Desert at the end of the Syrian campaign and on the 25th he
claimed a Me Bf 110 and damaged another. In November he was granted the acting rank
of wing commander and became wing leader of No. 234 Wing, RAF.
Jeffrey was later shot down himself, but returned unharmed, and then on the 30th
he carried out a daring rescue of another pilot (q.v. Cameron). He was awarded the DSO
in November 1941, having already been Mentioned in Despatches in June.
He returned to Australia at the end of December, reverting to squadron leader,
and was appointed to command RAAF Station, Bankstown during the formation of the
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APPENDIX TWO
143
AUSTRALIAN FIGHTER ACES
to school in England until he was 17, and after attending an agricultural college for two
years, he joined some friends in Australia. He was a jackeroo at Beaudesert, Queensland
at the outbreak of the war, and immediately volunteered to join the RAAF. He was called
up on 28 March 1940 and received his pilot training in Australia, graduating as a sergeant
pilot on 14 February 1941. Leu was then posted to the Middle East, where he joined No.
112 Squadron, RAF, in late 1941, flying Tomahawks. On 20 November he shared in the
destruction of a Bf 110, and then the next day he shot down a Fiat CR 42, as well as
sharing in the destruction of two others. On 30 November he scored again by shooting
down a Fiat G 50 and on 5 December destroyed a Macchi 200, and probably destroyed a
Bf 109. He was posted to No. 450 Squadron on 24 December 1941.
By this time Leu was flying Kittyhawks, and his score began to increase rapidly.
He was shot down on 12 October and reported missing, but reported safe and returned to
his unit on 14 October. On 25 January 1942 he destroyed a Bf 109 and on 14 February
shot down two more Italian Macchi 200’s in the one engagement. He was commissioned
on 3 March, and awarded a DFM on 17 March. On 24 June he was shot down and
became a Prisoner of War, with a total score of seven.
He had been wounded in the arms face and legs, and spent four months in
hospital after which he was sent to an Italian POW camp. He managed to escape but was
captured six weeks later by the Germans, and spent the remainder of the war as a POW.
He was returned to the United Kingdom, where he embarked for Australia on 17
September 1945, disembarking in Sydney on 19 October.
His appointment was terminated on 10 December 1945.
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APPENDIX TWO
The aircraft commenced to burn fiercely upon coming to rest. Immediately upon
vacating the aircraft, Flight Lieutenant Mcdonald checked his crew and
discovered the absence of one of the members. He promptly re-entered the
blazing aircraft and strenuously endeavoured to release the airman who was
trapped in the rear of the fuselage.
145
AUSTRALIAN FIGHTER ACES
Flight Lieutenant McDonald displayed bravery above the call of normal duty in
his persistent endeavours to effect a rescue under extremely dangerous conditions.
McINTOSH, Lawrence
Lawrence McIntosh was born in Manly, New South Wales, on 7 January 1919. He was a
school teacher and had been a member of the Sydney University Regiment for two
months before enlisting in the RAAF on 3 February 1941 as an aircrew trainee. He
completed his training in Canada, and graduated as a pilot officer on 25 September 1941.
He embarked for the United Kingdom on 3 October 1941 and was posted to No. 3 Glider
School on 21 July 1942, followed by a posting to No. 55 OTU on 24 November. He
joined No. 122 Squadron on 9 February 1943 and on 23 April was posted to No. 324
Wing in North Africa, joining No. 111 Squadron on 26 May. He was promoted to flight
lieutenant on 25 September and appointed a flight commander. He was awarded the DFC
in March 1944, and the events leading up to this award are best told in the terms of the
accompanying citation:
He is a splendid leader and by his keenness and skill has contributed materially to
successes achieved by his squadron.
In February 1944 while leading a section of two aircraft over Anzio this officer’s
aircraft was attacked by sixteen Messerschmistt 109’s. In the ensuing engagement
he destroyed one of the enemy bringing his total victories to four aircraft
destroyed.
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147
AUSTRALIAN FIGHTER ACES
148
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149
AUSTRALIAN FIGHTER ACES
with oil and blood, but fought on until he had used all his ammunition, and then managed
to carry out a crash-landing in the desert.
The German fighters then attacked him with machine gun fire, sending up a large
cloud of dust, but as it cleared he was seen to be running for the shelter of a tree. This
was also attacked, but he found other cover and was able to avoid further attention. He
was taken aboard a hospital ship in Tobruk Harbour, which was sunk by Ju 87s, but he
also survived this.
Back on operations in April, Perrin destroyed three Ju 87s in the one engagement,
and the squadron was then withdrawn from operations to convert to Tomahawks. Back in
action on 13 June he was on patrol with Squadron Leader Jeffrey when they intercepted
eight Ju 88s in Italian markings, one of which was claimed by Perrin. He was awarded a
DFC on 1 August 1941, and received a Mentioned in Despatches on 24 September.
Perrin was posted back to Australia as a squadron leader and commanded Nos. 5
and 24 Squadrons before taking over command of No. 76 Squadron at Milne Bay in May
1943. After further service with that unit at Goodenough and Kiriwina Islands, he
became Deputy Director of Operations at RAAF Headquarters in May 1944, followed by
a posting to RAAF Overseas Headquarters as SASO in September, returning to Australia
in December 1945. His final score was ten enemy aircraft destroyed.
Perrin remained with the RAAF after the war and was granted a permanent
commission in November 1946, becoming commanding officer of No. 81 (F) Wing at
Williamtown on 6 March 1947, and taking command of No. 78 Wing on 23 May 1949.
In April 1951 he was posted to the Command and Staff School in the United States and
was subsequently appointed to command Headquarters North Western Area in January
1956. This was followed by a posting to Department of Air in April 1957 and promotion
to group captain in July 1958. Perrin was then posted to New Delhi as the Senior Military
Adviser in August 1959. On his return to Australia he was posted as Director of
Organisation in February 1962 followed by a posting to New Zealand as the Australian
Defence Adviser in December 1964 until his retirement from the RAAF in December
1966.
RANKIN, Ronald
Ronald Rankin was born in Braidwood, New South Wales, on
3 November 1914 and was a school-teacher before joining the
RAAF in on 7 June 1940. He had also been an Australian
International Rugby Union player for the previous four years.
Completing his initial training in Australia he embarked for
Canada on 27 November 1940 and was granted a commission
on 10 April 1941. He arrived in the United Kingdom in June
where he received further training before being posted to No.
236 Squadron RAF on 21 February 1942.
In June 1942 he was posted to No. 227 Squadron in
the Mediterranean, flying Beaufighters. He had his first
victory on 9 September when he shot down a Bf 109 and then probably destroyed a Ju
87on the 13th, and damaged two others. On 10 November he destroyed two Ju 52s on the
ground, and on the 16th shot down a He 115 seaplane, and also destroyed another aircraft
on the ground. On the 28th he shot down a Savoia SM 79 and was awarded a DFC on 11
December, before returning to the United Kingdom in January 1943 as a specialised
instructor on rocket firing from Beaufighters. In May he took part in what was the first
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APPENDIX TWO
151
AUSTRALIAN FIGHTER ACES
152
APPENDIX TWO
153
AUSTRALIAN FIGHTER ACES
154
APPENDIX TWO
On two occasions led a section of Mosquito aircraft on daylight sorties over well
defended areas far into Germany. During these two flights a number of enemy
aircraft were destroyed of which he shot down six, and he also destroyed three on
the ground. His successes are a splendid tribute to his great skill, enterprise and
fearlessness. Squadron Leader Scherf has set an example of the highest order.
On that day in May, he had taken off, accompanied by another squadron pilot, on
what was to prove to be his last operational sortie, heading for North Germany and the
Baltic. Sighting a lone He 111 some distance away over the sea, they gave chase. The
German had also obviously sighted the two Mosquitoes coming up astern and was now
heading for home at full throttle. Scherf was in the lead and caught up first and fired a
short burst, after which the German burst into flames and fell into the sea. Moments later
he destroyed a Fw 190 and damaged a Do 18 flying boat on the water.
Scherf was then able to attack a He 177 from below and destroy it, his next
victim was an Ar 196 float plane. Finally he destroyed a He 111 on the ground, but his
own aircraft took a direct hit from the ground defences, resulting in severe damage to his
tailplane, and some damage to a drop tank. Ignoring the damage he closed on a
Ju 86 and destroyed it as well. He had by now destroyed five of the enemy in fifteen
minutes, with four of these having fallen to his guns in five minutes alone.
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AUSTRALIAN FIGHTER ACES
By this time he was heading for home and flying low over the sea when a
German convoy opened fire on him. When he reached the coast, still at very low level, a
flock of gulls rose suddenly in front of him, nearly finishing off what the Germans had
failed to do. There were twenty-seven holes in the wings, and a blood stained
windscreen, obscuring forward vision. It says much for the stamina of both the pilot and
aircraft that he was able to make it back to base.
He returned to Australia in September 1944 where he was posted to No. 5 OTU
at Williamtown for instructional duties. He left the service in April 1945 to return to his
earlier career of a grazier on the family property, at Emmaville. He was to die tragically
only four years later in a car accident on 13 July 1949. His final score was 14.5 destroyed
in the air, with nine destroyed on the ground, and seven damaged.
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APPENDIX TWO
He remained in the RAF as a career officer, and was later promoted to group
captain, moving to a senior staff appointment at Headquarters Transport Command. He
retired from the RAF in July 1971, after which he returned to Australia. His official score
was six, with nine probably destroyed and two damaged.
157
AUSTRALIAN FIGHTER ACES
158
APPENDIX TWO
only when he had switched off his engine that he ceased fighting, and as he dragged
himself out of the cockpit he fell unconscious to the ground.
After recovering, Smith left Malta with 3.5 victories to his credit and on 23 May
1943 was posted to the United Kingdom where he joined No. 41 Squadron and added
another victory to his total score. In May 1944 he took over command of No. 453
Squadron just before the Normandy landings, and it was here that he gained his final
successes. On 9 July he led the squadron against a force of over forty FW 109s and
Bf 109s with the squadron destroying four, of which he claimed a Bf 109, and damage to
a Fw 190. On 26 August he probably destroyed a Bf 109, and on
19 September was awarded the DFC. He was promoted to wing commander and returned
to Australia to command No. 1 Personnel and Dispatch and Receipt Unit in October
1945. His appointment was terminated on 4 December 1945.
Smith also received the Soviet Medal for Valour for his service on Malta which
had been gazetted on 11 April 1944. This was an unusual decoration for Australians, and
the accompanying citation stated: ‘The King has granted unrestricted permission for this
award conferred by the President of the Supreme Council of Soviet Socialist Republic in
recognition of the valuable service rendered in connection with the war.’ Smith was the
only Australian fighter pilot to receive this rare award, and one of the interesting features
of this award was that Russian recipients received a pension of ten roubles per month,
plus free travel on tramways. His total score was 5.5 destroyed, one probable and two
damaged.
159
AUSTRALIAN FIGHTER ACES
160
APPENDIX TWO
161
AUSTRALIAN FIGHTER ACES
109s met again, and some twenty of the Germans were engaged, one of which was
damaged by Thorold-Smith at the outset. He was just closing in for the kill, when
checking over his shoulder, he caught a glimpse of one of the new Focke Wolf 190
fighters, moving in on him from the port quarter.
He quickly went into an almost vertical climb, with full throttle and boost, at the
top of which he half-rolled out and was now in a position to attack. The sudden
manoeuvre took the pilot of the Fw 190 by surprise and he lost sight of the Spitfire which
was now closing in. As he closed the gap, firing in short bursts, large pieces began flying
off the Fw 190, and it went into a vertical dive trailing heavy black smoke until it crashed
into the sea.
From July until November he had taken part in fifty fighter sweeps, was already a
flight lieutenant, and on 2 December received a DFC. On 17 March 1942 he was
appointed to command No. 452 and later led the squadron home to Australia for action
against the Japanese where they arrived in August 1942. The squadron moved to Darwin
as part of No. 1 Fighter Wing and at this stage, Thorold-Smith was one of the very few
pilots in the wing who had seen operational service. On 14 March 1943, in what was only
his second engagement with the new enemy, he was shot down and killed in action.
The Spitfire Mk II-V on display at the Australian War Memorial was once flown
by him, as well as by ‘Bluey’ Truscott and Bob Bungey. His final score was six
destroyed and one damaged.
TRUSCOTT, Keith William
Keith William Truscott, (better known as ‘Bluey’), was born in
Melbourne on 17 May 1916. Before joining the RAAF as a
trainee aircrew Truscott had become a well-known Australian
Rules player in Melbourne, known to his fans as ‘Bluey’
because of his shock of red hair. He was therefore quite a
public figure when he joined the RAAF on 21 July 1940, and
turning his back on the limelight, started training with his usual
enthusiasm and application. Despite his efforts however, he
was on the verge of failing his initial flying course on Tiger
Moths, and was only pulled through by the determination and
perseverance of his instructor who fortunately was able to sense
his potential.
Truscott was commissioned at the end of further training in Canada, and was
posted to an OTU in United Kingdom in March 1941, before becoming a foundation
member of No. 452 Squadron, RAAF, on 5 May 1941. On 9 August he shot down a Bf
109E, and claimed another Bf 109 on the 16th, with one probably destroyed on the 19th.
On 18 September he destroyed a Bf 109F, probably destroyed a Bf 109E, and went on to
shoot down two Bf 109Fs, damaging a third on the 21st. He damaged two more on 12
October, and the next day destroyed two Bf 109Fs. Truscott claimed one more on the
21st and two more on the 23rd, and was then shot down in the Channel, but was picked
up safely by an air-sea rescue boat.
In just under three months he had destroyed eleven enemy aircraft, probably
destroyed two, and damaged three, all of which had been Bf 109 fighters. He received the
immediate award of a DFC and was appointed a flight commander. On 6 November he
shot down another Bf 109E, and two days later he destroyed two more Bf 109Fs. On 25
January 1942 he was appointed to command the unit and promoted to acting squadron
leader. He continued to take part in many sorties and sweeps over the Channel and
Occupied France before being posted back to Australia on 26 March. A Bar to his DFC
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APPENDIX TWO
was announced on the 27th and the citation for this award confirmed that since May 1941
he had destroyed eleven of the enemy, probably destroyed three and damaged six.
Truscott was posted to No. 76 Squadron which was rearming at Bankstown after
having been actively engaged in the earlier defence of Papua New Guinea. Truscott had
retained his acting rank of squadron leader, and joined the unit as a supernumerary
squadron leader when it returned to New Guinea, based at Milne Bay. He took over
command of the unit on 5 June 1942 but, because of the imminent Japanese landing, and
with no certainty that the airfield could be held, he was ordered to evacuate the squadron
aircraft to Port Moresby. He took off with the squadron and saw them safely on their
way, and then returned to Milne Bay to take charge of the ground staff. He remained
there throughout the gruelling campaign.
The airstrip remained in Australian hands, and the Kittyhawks of No. 76 returned
to carry on the fight. On 7 September Truscott led the squadron in the face of heavy anti-
aircraft fire in an attack on the approaching Japanese task force, and continued to attack
the Japanese forces throughout their landing and the ensuing battle right up to the time of
their eventual defeat.
With Truscott still in command, the unit returned to Australia in October and was
stationed at Darwin as part of the northern air defences. In January 1943 he intercepted
three Japanese bombers as they approached the town and shot down one of them,
bringing his score to sixteen. The following month, the squadron moved to Western
Australia where there was not so much operational activity. For his work with No. 76
against the Japanese, he received a Mentioned in Despatches on 26 March.
Truscott was on a training exercise on 28 March over Exmouth Gulf when he
sighted a lone Catalina and began a low-level simulated attack on the flying boat. He
misjudged his height over the glass-calm sea and was killed instantly when his fighter
plunged into the water. His body was recovered and he was buried in the Karrakatta
Cemetery, Perth.
A Spitfire once flown by him is on display in the Australian War Memorial,
where other memorabilia of his are also on display.
163
AUSTRALIAN FIGHTER ACES
164
APPENDIX TWO
165
AUSTRALIAN FIGHTER ACES
(he) participated in a sortie over Sidi/Rezeen where his formation was attacked
by a large force of enemy fighters. In the ensuing combat Wilson destroyed a
Messerschmitt 110 and damaged another. He then engaged and shot down two
enemy army cooperation aircraft. He has completed numerous operational sorties
and has destroyed eight hostile aircraft.
In addition to the eight confirmed above as destroyed, the records show that he
also had to his credit six enemy aircraft damaged.
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APPENDIX TWO
fire, pressing home their attack until the last moment, when the enemy’s fire eventually
found its mark. Both pilots were shot down and killed instantly.
Yarra was credited officially with the destruction of twelve enemy aircraft.
167
AUSTRALIAN FIGHTER ACES
168
Appendix Three
Roland Garros – A Biography
Not very much is recorded of the early life of Garros, despite the publicity which
accompanied his initial rise to fame as the first of the aces. However, one of the very few
summaries of these early years has been recorded by Arch Whitehouse in his book
Decisive Air Battles of the First World War, from which the following extracts have been
taken.1
Roland Garros was born at Saint-Denis on the island of Reunion in the Indian
Ocean in October 1888. His father was a well-known lawyer who had been able
to provide a luxurious home and a classical education for his son. Roland Garros
was adept at almost everything. He had clever hands and could draw, paint, and
play musical instruments, as well as manipulate most mechanical devices of that
day. His parents decided early that Roland should be a professional musician, and
before he became of age, he was sent to Paris to develop his piano technique.
But the City of Light had other attractions. It was in Paris that he saw his first
airplane and became entranced with aeronautics. He arranged an interview with
the famous Alberto Santos-Dumont, who in 1909 was better known than either of
the Wright brothers. This Brazilian coffee millionaire had thrilled Parisians with
airship displays as early as 1898, and by 1906 was flitting about Europe in an
airplane.
‘So you want to be an aeronaut?’ the dapper Santos-Dumont queried. ‘And who
doesn’t, these days?’
‘But I can afford to pay for my lessons.’ Garros explained, intending to convert
the funds for his musical education into more exciting channels.
Garros held out his long delicate fingers, and Santos-Dumont took them, turned
them over and studied them carefully. They were almost replicas of his own.
‘You are lucky. I take it you are a musician. With such hands you will make a
splendid airman. I will take you.’
Santos-Dumont had little idea of how right he was. Within a year the quiet,
unassuming music student had become one of the most skilled airmen in the
world…. It was fantastic what this delicate-fingered man could do with those
early contraptions of bamboo, linen, piano wire, and bicycle wheels.
1
Whitehouse, Art, Decisive Air Battles of the First World War, Duell, Sloan and Pearce, New York, 1963.
169
AUSTRALIAN FIGHTER ACES
In October 1910 Garros went to America with a French aviation team and
competed in the memorable Statue of Liberty race … (but) had to be content with
third place. In 1911 he won the $100,000 Paris-to-Rome race, was first in the
Paris-to-Madrid feature, and led the field in the Grand Prix d’Anjou event that
same year.
He continued to take part in air races and to give exhibition flights in Europe and
the United States. In 1913 he became the first man to fly across the
Mediterranean Sea.
The 453 mile trip from southern France to Tunisia took a little under eight hours,
and he was fast becoming one of the most skilled airmen in the world.
Then suddenly the Germans declared war and invaded France. Garros realised at
once that as a French citizen he faced arrest as an enemy alien, and could become
a prisoner in Germany. Also that the Germans could confiscate his aircraft, and
might even use it against his own country.
Garros acted quickly, and went back at once to his hotel, where he packed his
bags. He hurried to the field where his aircraft was in a shed, and quickly dragged
the machine out. After checking the engine and fuel supply, and stowing his bags
aboard, he swung the propeller, climbed aboard, and took off for the nearest
border, which happened to be Switzerland.
During the next few weeks the squadron was actively engaged in the French
efforts to stop Germany’s rapid advance towards Paris. They finally succeeded in
halting the German advance along the Marne, and were able to turn the advance
into a German defeat. In October, it was learnt that the German High Command
had established headquarters at Thielt, and recalling his earlier theories of using
the aeroplane as a weapon of offence, Garros suggested the German headquarters
be attacked with bombs.
Whist engaged in the attempts to bomb Thielt, one of the French pilots had
engine trouble, was forced to land, and was taken prisoner. The pilot was a very
close friend of Garros, who conceived the almost impossible idea of a rescue
flight to rescue him from the enemy compound.
It was while contemplating this wild possibility that Garros concluded that he
could do nothing in an unarmed airplane -– he might as well cross over in a
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APPENDIX THREE
country-fair balloon. Flying deep into the German area was one thing, but to land
there, rescue his pal, and fight his way out through a swarm of enemy aircraft that
would be sent up to intercept him was something else.
He also believed that to send aircraft up for simple observation reports was
wasteful, when captive balloons could obtain the same results. These could be sent up in
silence at night, and would hardly be detected. His theory was that many reports brought
back by observers seated in aircraft were mainly inaccurate and unreliable and lacked
essential detail.
Garros believed that he could do nothing with an unarmed aircraft that a balloon
could not do better. He believed that for an aircraft to be truly effective, it had to be able
to strike effectively with some form of weapon. Having conceived this very simple
concept, he came to certain concepts to develop his idea.
The first was that it had to be able to fire in the direction it was flying, and that it
had to be small and fast, and very manoeuverable. This meant that most probably it
should be a single seater, and that the gun should be mounted so that it could fire directly
forward.
If it were mounted anywhere on the fuselage or wings, simple stoppages could
not be rectified or ammunition pans could not be changed. The gun would therefore have
to be within reach of the pilot at all times, and this meant it would have to be mounted on
the fuselage within reach of the pilot.
This in turn then meant that it would need to be placed behind, but within, the arc
of the propeller and some means would have to be found for it to fire through this arc
without striking any of the blades. It was certain that some of the rounds would strike one
or more of the rapidly rotating blades, causing it to shatter with disastrous results.
He then conceived the idea that some form of protection should be provided for
the blades of the propeller, and got to work on the possibility of providing it. After many
experiments with the assistance of the squadron armourers, he developed the idea of
providing some form of deflector plates to the blades.
These were designed to deflect the bullets away from the aircraft and pilot. Test
after test, firing the guns into the butts at the firing range, followed at various engine
speeds, to find the best shaped deflectors, and their ideal position. Finally he was satisfied
that they had achieved a design where those few shots that did strike the propeller were
consistently and harmlessly deflected.
It took until l April 1915 for Garros to be sufficiently satisfied to test the device
against the enemy. Flying a Morane-Saulnier monoplane, he scored his first victory
against an Albatros. Then on the 11th he shot down two Aviatik two-seaters. Later in the
same day he shot down an LVG two-seater. The enemy aircrew were deceived by the
nose-on approach of the Morane Bullet.
Garros and his Morane caused considerable caution among German pilots and observers.
Those who survived the action reported that: ‘He seemed to be firing between the blades
of his propeller, but that is impossible’.
Then on 19 April engine trouble forced Garros down behind the German lines.
Pilots on both sides were under instructions to burn their aircraft if they came down in
enemy territory. It was particularly important that the Morane he was flying be destroyed
because of the secret shields fitted to the propeller. However, the Morane would not burn,
and nothing Garros could do would set it on fire, and he was taken prisoner.
However, his aircraft received far more attention than he did. His aircraft was
taken to Berlin where Anthony Fokker was working, and he was asked to work out
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AUSTRALIAN FIGHTER ACES
something similar for the German aircraft. Fokker realised at once that he should attempt
more than copy the French idea, and within a few days came up with the interrupter gear.
Within a month the new device was shooting down French and British aircraft.
Fokker thought there must be a mathematical solution to the problem. It should
be possible to figure out a way to fire the gun only when there was no propeller blade in
the way.
What Fokker did was to work out a mechanism that would prevent the gun from
firing when the propeller was in the way. The trigger was released during the time a
blade passed in front of the gun. By the time weapon fired, the propeller blade was no
longer in front of the gun.
Within forty-eight hours Fokker’s interrupter device had been made to work on
the ground. Next he successfully used it in one of his new Fokker M5k monoplanes. In
less than a month, aircraft equipped with the new device were shooting French and
British planes out of the sky.
The day of the friendly wave from an enemy pilot was gone forever. Now a
shooting war was being fought in the air as well as on the ground
172
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