|The Royal Air Force drew
its pilots from a number of sources. As well as the regulars, and those
on short service commissions from Britain and the commonwealth countries
there were others that formed the University Air Squadrons as well as the
During the early part of the Battle of Britain,
Royal Air Force relied mostly on the reservists and the part time flyers
who were the mainstay of Fighter Command. Most were either young, 'green'
and under trained or had been with the RAF for so long that they were actually
past their peak, although if we look at the records we would find that
many of the 'aces' were actually over thirty years of age. The cream of
the British fighter pilots for some reason were transferred to Bomber Command
between the two world wars and at the outbreak of the Second World War
it left Fighter Command in a rather dilapidated position.
Quite often we are accustomed to seeing the fighter pilot in silk lined flying jackets with silk scarves
bellowing in the wind as they race around in their open wheeler two seater
sports cars and with their public school education throw out remarks like
" I say old chap, did you enjoy that pancake with the Spit?". News and
film media have always displayed the role of the fighter pilot in this
fashion, but actually out of the 3,500 Fighter Command pilots that took
part in the Battle of Britain, only about 200 had received a public school
education. 601 Squadron had a number of these, and the parking lot at Tangmere
used to look like a starting point for a 'concours de elegance' with brightly
coloured MG's and Austin Healey's looking in far better shape than the
Hurricanes that they flew. It has been said that these pilots actually
bought the local service station so as to keep their cars on the road.
Most of the pilots came from much humbler backgrounds, there were bank
clerks, young doctors, factory workers, shop assistants and hundreds who
had just ordinary jobs. Many of these were given a hard time by the educated
contingent and quite a bit of resentment followed. So do not be fooled
into believing that most Fighter Command pilots spoke in university and
educated fashion as many movies depict as most of them came from just ordinary
backgrounds. But, they did, as other branches of the services had, a certain
form of sayings and terminology spoken within the RAF:
Pilots were called up to serve in the RAF in a number of ways, many applied to serve with the Royal Air Force after seeing the many recruitment posters displayed all over Britain. Quite a
few were already serving with the RAF while others already belonged to
University Air Squadrons such as Oxford, Cambridge and London, and Eton
although only a school, was very well represented with many Etonians
going to the other University Air Squadrons. Many, after having part time
training belonged to the Auxiliary Air Force and these pilots were given
'Calling Out Papers' like the one shown above that was issued to 'Sandy'
Johnstone who was directed to report to 602 City of Glasgow Squadron. Another
was Australian born Pilot Officer Richard Hillary who attended Oxford University
who went to 603 "City of Edinburgh" Squadron. Many of these pilots flying
for the first time together were sent to France, some immediately became
heroes like Edgar 'Cobber' Kain a New Zealander who claimed his first Dornier
Do17 in November 1939, then shot down another Do17 just fifteen days later.
'Cobber' chalked up 17 confirmed victories before being killed in an accident
in June 1940. He was awarded the DFC.
Prior to 1939 when the possibility of war
could become a reality, Britain arranged for short service commissions
where pilots that had already received basic and fundamental training,
could further their experience with flying and combat skills. A number
of pilots that undertook this scheme came from Canada and Australia. Many
Australian airmen were trained at the RAAF Training School at Point Cook
in Victoria, and many took advantage of the offer of a short service commission
with the RAF. Many others applied for enrolment into the Empire Training
Scheme and commenced their training in Canada. It was here that they had
the opportunity of selecting whether they wanted to go into Fighter, Bomber
or Coastal Command. An Australian was asked what he would like to be, and
he answered, "I'll be a gunner", to which the desk clerk said "Why do you
want to become a gunner? "All right, I'll be a navigator then" to which
the desk clerk politely asked "Why do you want to be a navigator?" So the
Australian said "Then I'll be a pilot if that's all right with you." And
that's what the Australian got, he saw the war through as a bomber pilot.
this was, although I worked in banking, I had applied to get into the RCAF
but it appeared that they didn't want me. With the war just started in
England, I felt that I had a chance over there.
the time the RAF were taking just about anybody they could get their hands
on. They had a terrific shortage of pilots, I think half of the pilots
were from the Commonwealth, a lot of us were Canadians. I applied, I got
called up on a Monday, had the medical on Wednesday and sailed for England
on the Friday.
Pilot Officer Alfred
Keith Ogilvie 609 Squadron RAF
Many pilots recorded victories, but in general,
most pilots complained of the condition of the aircraft saying that they
were, in conjunction with the inexperience of the new pilots, no match
for the Luftwaffe pilots who already had considerable combat experience.
The conditions in France
were backed up by many.
you've got to face it, France was a shambles. Everyone tried their best,
but most of us pilots were not only new to flying in combat, we were new
to flying in general. If an Me was coming towards you firing all guns,
you would push the stick forward, your heart seems to go up into your throat
as he flies past you. You know he's going to make a tight turn, the
Me was like that, and your ticker would be pounding nine to the dozen as
you looked in the mirror, looked from side to side but couldn't see him,
but you knew he was there, instinct told you he was there. For the new
pilot it was panic stations, okay, we were told not to panic, but it was
human nature. We learnt by those mistakes, your leader might call out over
the radio that the 'hun' was on your tail calling you by your code name,
but in a state of panic, it was not unusual to even forget what your code
G.C.Bennett 609 Squadron. (Later killed in 1941)
As time progressed, many friendships blossomed
between the educated and the ordinary bloke. Soon all were to realize that
they were out there to do a job, and that was to become the master of the
plane that they were flying and move in on the 'Hun' for the kill. As news
came in telling them that someone had not returned, or was missing or killed
in action, they felt as though they had lost a member of their family,
but it was the courage of the fighter pilot that he
would immediately go
down to the pub as if nothing had happened.
were ordered to attack the advancing German columns around Sedan. On
the 11th and 12th May, everybody got back alright. Then on the 13th May
five of our aircraft went again on exactly the same course for the third
day running. Only one came back. After that it was chaos. We did some leaflet
dropping at night. Those of us who were left moved from field to field,
half a dozen times a fortnight. A lot of people just got lost. We ended
up with two other Battles from Squadrons we did not know, alone in a field
somewhere in Central France...........Our aircraft was had been damaged
a good bit by then, but we found another that was missing a tail wheel,
we put our tail wheel on it, pushed the ground crew in the back, and took
off. All I had was a cycling map of Northern France."
Arthur Power 88 'Battle' Squadron
was hard when word came in that one of your mates was missing, another
pilot may have given a graphic account of how he saw someone go down in
flames and hadn't a chance to bale out. You sort of somehow found a big
hole in your stomach momentarily. But you could not afford to think of
such matters, you put your mind to other things, you got drunk or whatever.
You train yourself to think of only one thing, and that is the job that
Barclay 151 Squadron.
were all amateurs. Yet the young pilots lived their lives to the full because
they knew that any day they'd be dead."
Kirkorian. RAF Squadron Intelligence
Life was not easy for the fighter pilot, every
day was a long day, generally up before dawn making preparations for the
day that lay ahead. A day in the life of a pilot [ Document
17 ] was a strain on both mind and body. Some days he was on the go
from before dawn to well after the sun had gone down. He had to contend
with squadron mates who failed to return, maybe missing in action or as
was the usual story, killed in the line of duty. No one knew what the next
day was to bring, most although were intent on claiming victory over the
enemy, they were in fact just fighting for survival, they drank to lost
loved ones then prayed for their own safety.
waiting was the worst part, we'd sit around playing poker with that tension
pit in our stomachs - it was almost a relief when we heard the phone ring
Captain Peter Matthews.
And why did they do it? According to P/O
H.G.Niven, "All you wanted to do was to fly, we were young and had no real
moral angle, you wanted action because you were twenty or so, you could
fly, you knew how to fly and you knew you had to fly because there was
a war on." But whether or not your prayers would be answered, those that
died as well as those who survived were duly recognized after the war by
being able to display a rosette and clasp [ Document
18 ] on their 1939-45 star indicating that they, as pilots of Fighter
Command took place in the greatest battle of all time, "The Battle of Britain."
It was a different
story with the Luftwaffe. These pilots had received exceptional training,
and Germany was producing some 800 trained pilots a month compared with
only 200 a month in the RAF. Not only that, the Luftwaffe pilots were combat
trained having seen action in such places as Spain, Poland, Norway and
The Luftwaffe had
a comprehensive training program and with so many experienced pilots they
helped and assisted any of the new pilots assigned to their squadrons.
Relations between the officers of the Luftwaffe and the junior ranks were
far superior than that of the RAF and the morale of the men was greater
as well. It was back in 1923 that the Reichswehr-Ministerium (The German
Defence Ministry) signed an agreement with the Soviet Union that allowed
them to set up complete training facilities near Lipezk. Pilots, observers
and aircraft mechanics were sent there to undertake a thorough and complete
schedule of training. With others being trained at the Deutscher Luftsport-Verband
which was a sporting flying club, most of the Luftwaffe personnel were
experience men during the period with the Legion Kondor during the Spanish
Civil War, then later in the conflicts in Norway, Belgium, Holland and
Before and during
the early part of the Second World War, all German aircrew had to undergo
at least six months basic training, and keeping in line with the strong
Nazi belief in physical training, this included drill, various forms of
sport and light gymnastics. In the classroom, they were taught the fundamentals
of flight and aerodynamics, navigation and the laws of aviation. Prior
to the outbreak of war, the Germans practiced their flying skills in aircraft
that were not visually designed as military aircraft
in keeping with the restrictions imposed on them by the Treaty of Versailles
way back in 1919, but closer inspection of the aircraft revealed a very
strong military influence. Later more military style aircraft were introduced
and pilots increased their knowledge and skill until they had passed their
basic training and moved on to the advanced training centres where they
moved on to more advanced aircraft, advanced aircraft skills and learnt
more about combat defence and attacking tactics before they were given
Those that were training
as bomber crews were transferred to another school where another 60-80
hours were spent undergoing intense training on more advanced aircraft
and then on to specialist training on instrument flying and skills. Once
they had practiced simulation sorties on combat operational aircraft they
were ready to join a Kampfgeschwader (Bomber unit). Potential fighter pilots
also went further additional advanced training and were sent on to mock
air battles before passing out and being allocated to a Jaggeschwader (fighter
were idealists with the honour of being part of the most elite fighting
force in the world"
said a young aircrew
cadet as along with 3,000 others they were addressed by
Adolph Hitler on their graduation day in the capital Berlin.
listen to the spell binding words of our leader and accept them with all
our hearts. Never before have we experienced such a deep sense of patriotic
devotion towards our beloved German fatherland. I shall never, never forget
the expressions of rapture which I saw on the faces around me today."
But even the young Luftwaffe pilots admitted
that their early combat duties often disclosed their inexperience. A young
pilot, on one of his very early combat missions came under attack from
"It was the first time I had experienced this. . . it was a kind of ticky,
ticky, tick. . but it made me feel good that it had protected me. Anyway,
what I did was evade whoever was firing at me by nose-diving. Now, I thought,
I've got rid of it, so I climbed up again trying to catch up with the unit.
I remember thinking, Well, this isn't so bad . . . The protection had held
. . . but I was still climbing and suddenly there was a second attack from
behind. It was so fast that I couldn't evade before it came . . . at least,
I as a beginner couldn't. Suddenly he was there and immediately I went
down again. While I was diving I thought, Well, what do I do now?
Some pilots said that in such a case you just go down to tree-top level
and go home . . . but I thought, Well, that sounds too easy, so I decided
to climb up again.., which was a big mistake that an experienced man would
not have made.
Then as I was climbing again suddenly I was attacked from below to the
right-hand side. Someone who was more at home playing these games had come
from below from the right-hand side. In this area there was no protective
armour so it was a real problem.
The glass from the cockpit was splintering, the instrument panel splattered
and now I was really hit. . . or many hits. Somehow at that point I blacked
When I came to I found myself in a vertical dive and what I noticed was
lots of noise, a kind of fluid coming from the side of the plane and what
struck me was that the ground was approaching very fast. I realized that
I had to catch the plane immediately and get it out of the dive. I did
and in doing so my blood rushed from my head and I blacked out again. When
I came to I found I was at tree-top level with little power left in the
machine. It could still fly but with no power. I was now very, very low
and had to look for somewhere to land.
At this stage I looked around and found that there were two Spitfires behind
me and they were shooting occasionally, but I guess it was difficult to
shoot at me because I was going so slow and was not flying in a straight
line. I don’t know whether they didn’t shoot me because they saw I was
in a difficult situation....anyway, I just saw an English park-like landscape,
some bushes and trees. There was a group of trees ahead of me and I said
to myself, Well, gee, what I have to do is to try to get enough speed by
flying directly at the trees and then hope that I have enough speed to
jump over them and then go down. I did this and then blacked out once more.
Petrenko ex Bf109 pilot now living in Canada
Wicks Waiting For The All Clear Bloomsbury Publishing 1990
German pilots generally
had far more training than the British, even during the period of war,
Luftwaffe training was intense, where the RAF just could not get their
pilots into the air quick enough. The reason for this was that the RAF
had a shortage of pilots and aircraft. If you had a months training, then
you were one of the lucky ones. A few weeks learning the eliminatory physics
of flying at a desk, usually up to about 15-20 hours actual flying, and
you were posted. Most learnt the best way (sometimes not the correct way)
to fly and be successful was the actual experience gained in combat flying.
But flying was only one part, evasion tactics in combat was another, and
a "good pilot" you had to be a good shot to shoot down one of the enemy
and evade being shot at yourself, and this was not always that easy.
"We learned tactics pretty quickly, but there wasn’t much time during the
Battle. We learned to spread the vics. One chap was put in as ‘weaver’
— arse-end Charlie — weaving about behind our formation, keeping look-out.
They were often shot down, weaving behind and never seen again.
Sailor Malan was the best pilot of the war, a good tactician; above average
pilot and an excellent shot. In the end it comes down to being able to
shoot. I was an above average pilot, but not a good shot, so the only way
I could succeed was to get closer than the next chap. This wasn’t easy
Johnny Johnson was a pretty good, average pilot, but an excellent shot.
The answer was that there were was no really successful shooting parameter
above 5 degree deflection. Most kills were from behind, coming down on
the enemy, or head-on, or in 5 degrees deflection.
The Spitfires guns were harmonized to about 450 yards, but this was spread too far across. Sailor
Malan trimmed his own guns down to 200-250 yards, and we all followed suit.
At the end of the day, you had to have luck, and I had my share. Once I
had my watch shot off my wrist. It was my own watch, and the Air Ministry
wouldn’t pay me back for it! Another had a bullet hit his headphones. His
ear was a bit of a mess, but at least he was alive.”
Commodore Alan Deere CBE. DSO. DFC. ex 54 Sqn, 602 Sqn and 611 Sqn RAF
Trimming your guns down
to 200-250 yards, not easy, but effective if not daring. And you must remember
that the Spitfire was traveling at over 300 mph and that 200 yards would be covered in just a matter of seconds. There again, many experienced pilots trimmed their guns down to even less and others opened fire exceptionally close to their targets.
of Royal Air Force Fighter Command were made up of a variety of types.
As well as the regular squadrons, there were the voluntary squadrons, the
auxiliary squadrons, the Fighter Interception Unit and some Fleet Air Arm
The majority of the pilots were of British nationality although it has now been found that many pilots from commonwealth countries, because they carried British passports and not one from their own country were classified as British. Canada immeadiately responded by sending many pilots, but Australia and New Zealand did not officially make any contribution of pilots. Only those pilots that were serving on short service commissions with the Royal Air Force from Australia and New Zealand were to fight during the Battle of Britain and represented their respective countries.
The United States, because President Roosevelt was campaigning for re-election of the presidency would not get involved with the war in Europe despite many pleas from British Prime Minister Winston Churchill. The American government also would not sanction any American citizen going to Britain to fight the war in Europe. Seven men however defied United States law and each of them made their way to Britain to join the Royal Air Force and fight in the Battle of Britain.
With the fall of various countries in Europe, many experienced pilots from the air forces of Czechoslovakia, Belgium and Poland made their own ways, many under very difficult circumstances in an effort to get to Britain and join the Royal Air Force. Because of the number of pilots that had made their way from their invaded countries to Britain, the RAF was able to establish individual squadrons such as the 303 Polish and 310 Czech squadrons. Canada was also given their own squadron which was 401 Squadron that originally was 1RCAF Squadron but was renumbered so as to avoid confusion with 1 Squadron RAF. Australia, New Zealand, United States and Belgium did not have their own units during the Battle of Britain but later in the war all these countries were to have their own squadrons.