Merlin engines, Leading Common Particulars: Bore - 5.4 in., Stroke - 6.0 in., Capacity - 1649 cu.in./27.02 litres, Compression ration - 6.0 : 1

Merlin 61: Basic high altitude fighter type. Two piece cylinder blocks. Coffman starter crankcase to accomodate cabin blower, electric starting, pressure cooled, A.V.T. 44 float type or R.A.E. anti-'g' carbueretter. 15 lb. /sq.in boost maximum power rating. 734 built.

Merlin 63: High altitude fighter type similar to Merlin 61, but no provision for cabin blower drive. Incorporates strengthened supercharger quill drive shaft to deal with the 18 lbs./sq.in. boost maximum power rating. 1,375 built.

Merlin 66: Fighter engine similar to Merlin 63 but with improved low altitude performance; larger diameter first stage supercharger rotor, with altered rotating guide vanes and diffusers. Has Bendix Stromberg injection carburetter, intercooler with separate header tank, and strengthened supercharger drive quill shaft. 6,396 built.

Merlin 70: Improved performance high altitude engine, basically similar to Merlin 66, except for supercharger gear ratios and has the large diameter first stage supercharger rotor with modified rotating guide vanes and diffuseres, strengthened supercharger drive quill shaft and Bendix injection carburetter. No provision for cabin blower. 1,000 built.

DB 605 A: Weight 1,663 lbs., Bore 154mm., Stroke 160mm., Capacity 35.7 litres. Compression ratio 7.3/7.5

.......The following notes relate to the DB 605 A engine limitations:

• Flugzeugmuster BF 109 G-1 mit motor DB 605A Kennblatt:

  The figures indicated refer to combat and climbing power. n - 2600 U/min:Plade - 1,3 ata. Take-off and emergency power are not as yet approved for the 605/A. Die angegebenen Leistungen beziehen sich auf kampf und steigleistung. n - 2600 U/min :Plade - 1.3 ata. Start und notleistung ist für 605/A zurzeit noch nicht freigegeben

• R.L.M. message GL/C-TT No.1374/42 of 12.6.42 as translated by British Air Intellegence.

  A number of cases of breakdown in the DB 605 engine as a result of pistons burning through have occured. The following must therefore be observed.

  The Take-off and emergency output with a boost pressure of 1.42 atm. and 2800 revs. may not at present by used. The climbing and combat output with 1.3 atm. and 2600 revs. may in the case of the older engines (for works numbers see below), be used only when operationally essential.

• Bf109 G-2 Bedienungsvorschrift-F1 Ausgabe Juli 1942

  *Note! "start and emergency power" is blocked and may not be used. *Achtung! Die "Start und notleistung" darf nicht benutzt werden, sie ist deshalb blockiert.

• DB 605 Moteren-Karte 9 October 1942

  Take-off and emergency power is closed up to revocation , thus 2650 U/min (2600 U/min +2%) may not be exceeded in any flight attitude. Die Start und Notleistung ist bis auf Widerruf gesperrt, es dürfen somit 2650 U/min (2600 U/min +2%) in keiner Fluglage überschritten werden.

• From 109 G1, G2 and G6 Meßrief - 1942 and 1943

  Take off and emergency power: Provisionally closed after VT instruction Nr.2206. Start und Notleistung: Vorläufig gesperrt nach VT-Anweisung Nr.2206

• Bf109 G-2, G-4, G-6 Bedienungsvorschrift-F1 Ausgabe Juni 1943

  "Take-off and emergency power" may not be used; this stage is blocked in order to prevent over pressure. Die Leistungsstufe 'Start -und Notleistung' darf nicht benutzt werden; um Überdrücken zu verhindern, ist diese Stufe blockiert.

• Bf109 G-4/R3, G-6/R3 Bedienungsvorschrift-F1 Ausgabe Februar 1944

  Take-off and emergency power: may not be used, is blocked. Start- und Notleistung: Darf nicht benutzt werden, ist blockiert.

S/L Colin Gray, with No. 81 Squadron flying Spitfire IXs in North Africa, commented on a 3 April 1943 combat:

We were just taking off from Paddington for a diversionary sweep when the airfield was attacked without any warning whatsoever by a gaggle of bomb-carrying Focke Wulf 190s. Half a dozen of us were airborne, but the rest were still on the runway when the bombs fell, but fortunately they did not do any serious damage. I was about to land back again with a duff engine, but when I saw the bombs fall I immediately set off in hot pursuit of the invaders. I did not have much hope of catching them as the 190s had the legs on us at ground level and they had a head start from their dive, not to mention my duff engine. I chased them up the Beja road towards Tabarka, but the further we went the further they got ahead, so I eventually gave up the attempt and turned back for home. Just as I completed my turn I saw another aircraft coming towards me at high speed, and as he flashed past I recognized a 109G2. He also obviously recognized me as hostile because he immediately pulled into a screaming left-hand turn and attempted to dogfight. This was a big mistake because there was no way a 109 could turn inside a Spitfire. It took only a few minutes to get on his tail and a short burst with cannon and machine-guns produced much smoke, glycol, and large chunks falling off. The pilot immediately pulled up and bailed out, but we were still close to the ground, and although his parachute appeared to stream, it did not open before the poor beggar hit the ground. Almost at the same time I heard a yell over the R/T from Paul Hagger announcing that he too had also just knocked down another 109.

Group Captain Colin Gray DSO, DFC, Spitfire Patrol, (Hutchinson, London, 1990), p. 111.

S/L Colin Gray's Spitfire Mk. IX EN 520 (Merlin 63) - 81 Squadron. Tunisia, Spring 1943

F/Lt. Irving "Hap" Kennedy did a stint with No. 185 flying Spitfire IXs from Malta in June 1943 and wrote:

The real compensation was that I was strapped into a brand new Spitfre IX. The Malta squadrons were being re-equipped with "Nines" after a couple of years, including the blitz year of 1942, during which the Spit V was the defense of the Island. Recently the Luftwaffe had moved their latest Messerschmitt Me 109G into Sicily along with some Focke-Wulf 190 squadrons. These latter were superb aircraft and the old Spit V just couldn't keep up to them. The Spit IX, a heavier brute in the engine but the same airframe with the lovely loose ailerons, an additional 250 h.p., a four-bladed prop, and a supercharger that came in with a tremendous kick at 21,000 feet, once more gave us the advantage of a superior performance. We were full of enthusiasm.

... At 1440 Hours, a red flare went up from the dispersal hut, arching over the strip, and my mechanic jumped to his battery. I pulled on my helmet, fastened the oxygen mask, put on my gloves, turned the oxygen valve on, and primed twice. The engine broke into a roar. The mechanic pulled out the battery cable and gave me a "thumbs up" and I was tearing down the strip with full throttle and 3000 R.P.M. Airbourne, gear up, throttle back a little to let the lads catch up, at 4500 f.p.m. climb.

... I had the throttle open and I rolled over and headed on a course to cut the angle toward the 109s, which had separated a little. I wound on nose-heavy trim so essential to keep the aircraft in a high-speed dive. The Spit responded eagerly as I dove more steeply than the 109s, with Red Two and Three no doubt following, although I could not see them. The controls got very heavy as the airspeed needle moved far right at 480 mph. (Corrected for altitude, true airspeed approached 600 mph.) I could see that I was gaining on the nearest Me 109. That was something new. We were already half-way to Sicily; that was no problem. We knew from years of experience, dating back to the boys who had been in the Battle of Britain, that the 109 with its slim thirty-two foot wing was initially faster in a dive than we were. But we accepted that compromise happily in exchange for our broad superior-lift wing with its better climb and turn. One couldn't have it both ways. In any case, I was closing on this Me 109, which I recognised as a G. Perhaps he wasn't using full throttle.

We were down to 5,000 feet and our dive had become quite shallow. I could see the Sicilian coast a few miles ahead. Now I was within range at 300 yards, and I let him have a good squirt. The first strikes were on the port radiator from which white smoke poured, indicating a glycol coolant leak. I knew I had him before the engine broke out in heavy black smoke. (Bf 109 G-4 "Black 14" of 2(H)/14, flown by Leutnant Friedrich Zander, shot down 10 June 1943)

Squadron Leader I.F. Kennedy DFC & Bar, Black Crosses of my Wingtip, (General Store Publishing House, Ontario, 1995), pp.58-61.

Johannes Steinhoff, Sicily, Commander JG 77 (July 1943):

The Malta Spitfires are back again... They're fitted with a high altitude supercharger and at anything over twenty-five thousand feet they just play cat and mouse with us.

At 28,000 feet the Spitfire could turn in an astonishingly narrow radius. We on the other hand, in the thin air of those altitudes had to carry out every maneuver with caution and at full power so as not to lose control.

Johannes Steinhoff, Messerschmitts Over Sicily, (Stackpole Books, 2004), pp. 97-98, 111.

Günther Rall commented on the Spitfire, having had the opportunity to fly various captured allied aircraft, as well as the Me 109G:

The Spitfire, too (referring to the P-38 with power ailerons), was a very maneuverable aircraft, very good in the cockpit."

...Nicknamed Gustav, the BF 109G was well armed but not as light as the earlier E and F versions. Its more powerful engine meant higher power settings whose inital climb rate sent it soaring to 18,700 ft. in six minutes but at low speed the plane was difficult to handle. ...Most of us considered the 109G over-developed. Poor landing characteristics added to its woes.

Jill Amadio, Günther Rall: a memoir, (Tangmere Productions, Santa Ana, CA), pp. 148, 242.

Alan Deere, Biggin Hill, Wing Commander Flying (March 1943):

The Biggin Hill squadrons were using the Spitfire IXBs (Merlin 66), a mark of Spitfire markedly superior in performance to the FW 190 below 27,000 ft. Unlike the Spitfire IXA, with which all other Spitfire IX wings in the Group were equipped, the IXB's supercharger came in at a lower altitude and the aircraft attained its best performance at 21,000 ft, or at roughly the same altitude as the FW 190. At this height it was approximately 30 mph faster, was better in the climb and vastly more manoeuvrable. As an all-around fighter the Spitfire IXB was supreme, and undoubtedly the best mark of Spitfire produced, despite later and more powerful versions.

Alan Deere, Nine Lives, (Crecy Publishing, Manchester, 1999), p. 258.

Pierre Clostermann, flew Spitfire IXs out of Biggin Hill with No. 341 Squadron during the summer of 1943. He wrote of a 26 September 1943 encounter with a Me 109 G over France:

    Three minutes, and the dot had become a cross, about 2,500 feet immediately above me. At that height it was probably one of the new Messerschmitt 109 G's. He waggled his wings...he was going to attack at any moment, thinking I had not seen him. In a trice solitude, poetry, the sun, all vanished. A glance at the temperature and I pushed the prop into fine pitch. All set. Let him try it on!
    Another minute crawled by. By dint of staring at my opponent my eyes were watering.
    "Here he comes!"
    The Hun embarked on a gentle spiral dive, designed to bring him on my tail. He was 600 yards away and not going too fast in order to make certain of me.
    I opened the throttle flat out and threw my Spitfire into a very steep climbing turn which enabled me to keep my eyes on him and to gain height. Taken by surprise by my manoervre, he opened fire, but too late. Instead of the slight 5° deflection he was expecting, I suddenly presented him with a target at 45°. I leveled out and continued my tight turn. The "109" tried to turn inside me, but at that height his short wings got insufficient grip on the rarefied atmosphere and he stalled and went into a spin. Once again the Spitfire's superior manoeuvrability had got me out of the wood.
    For one moment I saw the big black crosses on the "109" standing out on the pale blue under-surface of his wings.
    The Messerschmitt came out of his spin. But I was already in position, and he knew it, for he started hurling his machine about in an effort to throw off my aim. His speed availed him nothing, however, for I had profited by his previous false move to accelerate and now I had the advantage of height. At 450 yards range I opened fire in short bursts, just touching the button each time. The pilot of the "109" was an old fox all the same, for he shifted his kite about a lot, constantly varying the deflection angle and line of sight.
    He knew that my Spitfire turned better and climbed better, and that his only hope was to out-distance me. Suddenly he pushed the stick foward and went into a vertical dive. I passed onto my back and, taking advantage of his regular trajectory, opened fire again. We went down fast, 470 m.p.h. towards Aumale. As I was in line with his tail the firing correction was relatively simple, but I had to hurry - he was gaining on me.
    At the second burst three flashes appeared in his fuselage - the impact visibly shook him. I fired again, this time hitting him on the level with the cockpit and the engine. For a fraction of a second my shell bursts seemed to stop the engine. His propeller suddenly stopped dead, then disppeared in a white cloud of glycol bubbling out of the exhausts. Then a more violent explosion at the wing root and a thin black trail mingled with the steam gushing from the perforated cooling system.
    It was the end. A tongue of fire appeared below the fuselage, lengthened, licked the tail, and dispersed in incandescent shreds.
    We had plunged into the shadows...a glance at my watch to fix the time of the fight - twelve minutes past five.
    As for the Messerschmitt, he had had it. I climbed up again in spirals, watching him. He was now nothing but a vague outline, fluttering pathetically down, shaken at regular intervals - an explosion, a black trail, a white trail, an explosion, a black trail, a white trail... Now he was a ball of fire rolling slowly towards the forest of Eu, burning away, soon scattered in a shower of flaming debris, extinquished before they hit the ground.

Pierre Clostermann, The Big Show, (Ballantine, New York, 1951), pp. 46-47.

F/L Donald E. Kingaby DFC of 64 Squadron achieved the first kill in a Spitfire IX recording in his Combat Report for 30 July 1942:

        We sighted approx. 12 F.W. 190s two thousand feet below us at 19,000 ft just off Boulogne proceeding towards French coast. We dived down on them and I attacked a FW 190 from astern and below giving a very short burst , about ½ sec. from 300 yds. I was forced to break away as I was crowded out by other Spits. I broke down and right and caught another FW as he commenced to dive away. At 14,000 ft. approx. I gave a burst of cannon and M/G, 400 yds range, hitting E/A along fuselage. Pieces fell off and E/A continued in straight dive nearly vertical. I followed E/A down to 5,000 ft. over Boulogne and saw him hit the deck just outside of Boulogne and explode and burn up. Returned to base at 0 ft.

1 FW 190 Destroyed.

F/L M. Donnet (Belgian) of 64 Squadron recorded in his Combat Report for 30 July 1942:

        I was flying Blue 1 in 64 Squadron on the Circus. Over the North of St. Omer Forest my section dived down on 15 F.W. 190's. I got a squirt to the 3 last of a section of six in line astern without noticing any result. When I pulled out I sighted two F.W. 190 at 4,000 feet below me. My height was 14,000 feet. I dived down on those two F.W. who were climbing. I closed very quick on them and opened fire on number 2 at 300 yards range. The 2 F.W.190's, sighting me, rolled on their backs, and as I closed to 200 yards and saw strikes round cockpit, the second F.W.190 burst into flames. I kept firing and went down after the blazing a/c, which I left diving on its back at 6,000 feet. I did not see the pilot baling out but the a/c was out of control

P/O J. Stewart (Rhodesian) of 64 Squadron recorded in his Combat Report for 30 July 1942:

        I was flying as Blue 3 and during the engagement I saw 4 F.W. 190's flying below me in the opposite direction and attacking four of my squadron. I shouted a warning and stall-turned to port to attack the rear two F.W. 190's. They broke and turned with me but I could easily out-turn them and I got several bursts at the rear one. The leading one then broke off and the rear one started to dive towards France, taking slight evasive action. The dive started at about 10,000 feet and I got many bursts from astern at ranges from 200 to 400 yards. I saw cannon strikes, and his tank burst. Then, after about another second, black smoke and flames poured from his tail. At 2,000 feet my ammunition gave out and I saw him slowly carry on his dive to the right, flaming and smoking, until he crashed in a field (This, I think, was just S.E. of St. Omer). I came back at zero feet.

1 FW 190 Destroyed.

S/L D. Smith of 64 Squadron recorded in his Combat Report for 30 July 1942:

        I was leading the Squadron as Red 1, and midway between Gravelines and the target at 14,000 ft., I was told that a formation of e/a were following the Wing and slightly above them. On looking back I sighted e/a, took the Squadron in a right-hand turn round, slightly up sun, and gave the order to follow me down to attack. There were about 15 e/a in various formations. I took the left-hand one, opening fire at 300 yards, closing to 200 yards, giving first a 6 secs. burst, observing no results. After further 2 secs.burst there was a violent explosion in the port wing root, followed by a puff of black smoke. The e/a turned slowly on its side, diving, and then spiralled down, with flame coming from underneath the port wing. I pulled up into the sun and orbitted, climbing to 14,000 feet, and then made my way to the target with Red 2, where I saw the main formation on its way home, and followed out behind it. Midway across the Channel I observed dogfights below and went down to investigate with Red 2. I saw a F.W. 190 being chased by a Spitfire, which fired at it and broke away. I dived in after, giving a 2 secs. burst before overtaking very fast. I observed a puff of white smoke from the port side of the cockpit and a thick stream of white vapour. I broke to the left and saw Red 2 attacking this a/c which took fire, and disappeared in a steep dive.

1½ FW 190 Destroyed.

Lt. A. Austeen (Nor.) of 64 Squadron recorded in his Combat Report for 30 July 1942:

        I was flying Red 2 to S/L Smith. On the way home half-way across the Channel at 14,000 feet, I saw a dog-fight going on 4,000 feet below. Red leader did a diving turn and attacked a F.W. 190, who dived towards the French coast. I followed 100 yards Behind. When Red leader finished his attack, I saw a thick cloud of white smoke, and pieces coming from the e/a. I closed from 250 yards to 100 yards and gave about a 2 secs. burst from astern. The white smoke changed to black and white and flames, and the e/a seemed to come out of control and went down in a vertical spin. This was seen by the French pilot, Lt. de Labouchere, from 340 Squadron.

F/L C. Thomas DFC of 64 Squadron recorded in his Combat Report for 19 August 1942:

        Dived down from 25000 on to 3 F.W. 190's which immediately went below clouds so pulled up to 15000 and saw 109E on my port slightly below. Dived to port with No. 2 and opened fire at 400 yards closing quite rapidly. No result. Tried again with slight deflection from quarter and saw cannon shell strike behind cockpit. Continued burst from starboard quarter and saw strikes on wing. 109 half rolled gave out black smoke and dived vertically for cloud at 4000 feet which it went through absolutely vertically showing no signs of pulling out. Charlie 2 confirms seeing 109 diving quite vertically through clouds.

S/Ldr. D. H. Watkins of 611 Squadron recorded in his Combat Report for 19 August 1942:

        I took off at 0515 hours leading Charlie Section - arrived off Dieppe at 0540 jettisoning tank at 0537. I patrolled at 1500 to 2500 feet about 5 to 7 miles off shore. Heavy flak was only slight and mostly inaccurate - light flak nil. At 0600 hours I saw 2 FW.190's over Dieppe at about 5,000 feet which cleared away from the area to the south. At 0605 approximately a heavy shore battery probably Hess which had been firing all the time went up in a sheet of flames and there was no more firing. At 0610 I saw self destroying ammunition at about 5,000 feet N.W. of Dieppe and a FW.190 dived down to my height (1500) and swept round behind my No. 2. I throttled back and easily turned inside the enemy aircraft and fired a short burst at 45° deflection - I saw one cannon strike behind the e/a cockpit and he flew straight inland over the River Bethune at 100 feet. I had to break off my attack due to the intense light flak put up by our ships. The enemy aircraft apparently tried to make a forced landing on the high ground south-west of the mouth of River Bethune and hit the ground, bouncing into the air in a cloud of dust. I did not see it again. At 0620 hours I returned with my section on instructions from Operations.

S/L N. H. Bretz of 402 (RCAF) Squadron recorded in his Combat Report for 24 August 1942:

        I was Red 1 on Circus 208 to Le Trait. After turing from the target we proceeded N.W. for about 10 miles when I noticed four F.W. 190's in line astern about 3,000 ft below the Squadron at 22,000 ft proceeding west. I led the squadron down to attack and when they saw us coming, two of the E/A immediately half rolled and dived away. I came in on the third almost line astern to within 200 yds and fired a 2 second burst with cannon only, seeing strikes on the port mainplane and fuselage. The E/A then began to emit black smoke and went into a steep dive towards Bolbec. I watched this E/A go down for some time and I had to weave away. When I looked back a few seconds later the a/c had crashed near Bolbec and was burning on the ground. This a/c was also seen burning by Red 2. Lt. Fowles (U.S.A.A.F.) and is claimed as destroyed.

S/L Norm Bretz's 402 Squadron (RCAF) Spitfire Mk. IX BS 430 (Merlin 61) - Kenley, Summer 1942

F/Lt W. V. Crawford-Compton D.F.C. (N.Z.) of 611 Squadron recorded in his Combat Report for 24 August 1942:

        While leading Blue Section, 611 Squadron I was flying at 26,000 feet behind the Beehive on the way out from the bombing of Le Trait. When West of Fauville I saw 3 F.W. 190's below me climbing up to the bombers, i.e. flying North on my port side. I turned behind them, warned my Section, and came up underneath the port 190. I started firing at about 300 yards and kept on until I had to break away to avoid a collision. During this time I observed strikes under the fuselage and flames appeared underneath the front cowling and spread along the fuselage. The enemy aircraft veered to port and dived slightly away. The two remaining F.W. 190s broke to the right and were joined by two more which I had not seen approaching. All four attacked me. By this time I was separated from Blue Section and I endeavoured to work my way to the coast. I tried doing steep climbing turns but as they had the advantage of height they were able to take their turn attacking me. I went into an aileron turn using lots of rudder and was chased about 30 or 40 miles across the Channel. The F.W. 190 were using self destroying ammunition which was bursting in front of and around me. As this aircraft was well on fire when I had to leave I am sure it was destroyed.

F/Lt. J. Manak (Czech) of 611 Squadron recorded in his Combat Report for 5 September 1942:

        I was flying Red 3. Our Section was weaving behind the last bombers at 26,000 feet when we left the target. At about 5 miles N. of Rouen I saw 4 to 6 FW.190's approaching from above and behind us. At the same time Red 1 called up and warned his section. When I saw them diving down on us in line abreast, I warned Red 4 and did a sharp turn to the left. One of them got on to my tail. I avoided him by a left hand climbing turn and got on to the tail of another FW.190. I opened fire at him from nearly line astern at about 50-80 yards distance. I saw his right wing tip fall off. He flicked over and went into a falling spin, but I do not know what happened to him as another FW.190 came on to my tail and fired at me. I avoided him by steep climbing turn. He and the other FW.190's abandoned the attack, remaining milling around in the air. As I turned I saw an aircraft going down in flames below me but I cannot say wheter it as a Spit. or a FW.190. I claim 1 FW.190 as damaged.

P/O M. Graham of 611 Squadron recorded in his Combat Report for 16 September 1942:

        I was flying as Blue 3 in 611 Squadron on the morning of 16th September, 1942. The Squadron was engaged over Le Touquet at about 27,000 feet. During this operation I became separated from the rest of the Squadron and had a long fight with several 109's and 190's. I got away from this and headed for home. Crossing Le Touquet at 32,000 ft. I saw 5 190's flying north after the main body of our fighters. One of these was straggling and I dived on him from out of the sun. I opened fire at about 300 yards and closed to about 150 yards firing all the time. I saw cannon explosive strike just behind the cockpit and on the starboard wing-root. The enemy A/C started climbing very steeply and he eventually reached the vertical and stalled and spun. I watched him spinning for about 3000 feet and then I had to turn away. I think I may have hit the pilot as the A/C was obviously out of control. I claim this A/C as probably destroyed.

F/O. Walendowski of 306 (Polish) Squadron recorded in his Combat Report for 2 October 1942:

        On return to base when I had been over Aus-le-Chateau, I saw down below four F.W. 190s. When one of them separated and chased a Spitfire, I dived on to it. I made a vertical attack from above and fired from 400 yards, a short burst between the Spitfire and the F.W. as my intention was to interrupt in this way the Enemy’s attack. Then I gave two long bursts attacking the E/A from 45º astern and below from a distance of 300 and 200 yards. During the last burst, the E/A made a full slow roll. I then attacked a fourth time from 50 yards, firing a long burst, during which I saw an explosion – bright fire on the Port Wing level with the pilot’s cockpit. The F.W made a slow turn on to its back and I saw the cockpit cover falling away followed by the pilot. The E/A reverted to a normal flying position in a straight and slow dive. At the very same moment Sergeant Rogowski attacked the E/A and it slowly down. I saw behind me something white and I suppose that the Hun had opened his parachute. About 15 miles from the Coast, over the Channel I found the Flying Fortresses, as at that time I was about 18,000 feet high and I saw behind me at about 400 yards distant five F.W.190s. which pursued me to Dungeness.

F/Lt. Gil of 306 (Polish) Squadron recorded in his Combat Report for 9 October 1942:

        I was leader of the Port Section and I saw two Me.109Fs or Gs make to attack the Fortresses. I did a left roll dived and attacked the second one, firing a burst from 100 yards beam attack. The E/A turned over and vent into a vertical dive with two streams of white smoke coming from it. I claim this E/A as damaged. This E/A was not a M.E.109E but the silhouette of the wing was unlike the 109F. I climbed back and rejoined my Squadron on seeing Fortresses being attacked by five F.W.190s. I attacked one from 300 yards giving a short burst from astern and above, a second burst from dead astern at 70 yards and again from 150 yards astern and above. I saw a fire break out under the fuselage and the pilot baled out, parachute opening shortly afterwards. I claimed this E/A as destroyed. Landed at Northolt 10.30 hrs.

F/O Kedzierski of 306 (Polish) Squadron recorded in his Combat Report for 9 October 1942:

        I was flying in the Port section in my Squadron when I saw five F.W.190s. climbing to attack the Fortresses. I dived on to the last F.W. of the formation, firing a short burst from 200 yards astern and above. I the got into position dead astern and again opened fire. A small explosion took place and the pilot baled out. I claim this E/A as destroyed. I landed at Northolt at 10.40 hrs.

F/O Pietrzak of 306 (Polish) Squadron recorded in his Combat Report for 9 October 1942:

        I was in the starboard section when I saw five F.W.190s coming in to attack the bombers. I attacked the fourth whilst it was doing a turn. I attacked from astern and above giving a long burst, starting from 200 yards and closing to 30 yards dead astern. The E/A went into a vertical dive and I followed him down to 8,000 feet from which height I saw him crash on to the ground. I claim this E/A as destroyed. I landed at Northolt at 10.45 hrs.

F/Lt. Zulikoski of 306 (Polish) Squadron recorded in his Combat Report for 9 October 1942:

        I was leader of the starboard section of the Squadron and, seeing four F.W.190s. going to attack the Fortresses I made to attack them. At that moment I saw another F.W.190 on my left and I made a Port beam attack giving a long burst of machine gun fire from 150 yards. Getting on the his tail I gave a short burst of cannon and machine gun from 300 yards, again from astern and above at 300 yards. I gave a long burst and I saw dark smoke coming from the E/A. My fourth burst was given from dead astern from 300 yards. The E/A was seen to go down out of control. This engagement took place between 21 and 28,000 feet and it was clear that the F.W. was trying to entice me down to its own best Operational height. I claim this E/A as a probable.

S/L "Tony" Gaze (Australian) of 64 Squadron recorded in his Combat Report for 11 October 1942:

        15 miles inland from Dunkirk I noticed 4 F.W. 190's approaching the Wing at about 27,000' from the direction of St. Omer. I climbed up into the sun and led the Squadron down. Two of them immediately rolled over and dived away, the other two turned gently right, climbing. I easily out-climbed them and closed, the right hand E/A went straight ahead, whilst the left one turned left, I easily out-turned him and fired a long burst from the port quarter at about 300 yards hitting him on the starboard wing with H.E. (cannon) as the attack developed into a finer angle. Just as I got to astern I hit his slipstream but came back and fired a long burst closing from 300 yards to 50 yards dead astern seeing cannon strikes on the fuselage. I broke away to avoid a collision and immediately iced up. I think I must have hit the pilot for, after the first strike, the E/A took no evasive action whatever, merely going into a gentle dive in which I overtook him although I closed the throttle. Even when further strikes were seen he flew straight. The actual combat took place at 30,000'.

P/O D.G. Mercer of 122 Squadron recorded in his Combat Report for 31 October 1942:

        I was flying White 1 on starboard side of the formation. Nearing Deal, I saw a FW.190 coming from the town at 700’ heading N.E. I turned on my back, went down, and, closing to 200 yds astern, gave a 4-5 sec. mixed burst – as a result of which, I saw pieces fly the wings of the E/A. Closing further to 100 yds., I gave another 5 sec. burst and saw more pieces fall off the Hun A/C. Finally, I closed to 30 yds. dead astern, and, in spite of difficulty with the E/As slitpstream and a stoppage in my starboard cannon, I got in a last burst. The FW blew up (the flames going over my cockpit) and dived into the water at Pegwell Bay 200 yds. offshore. I claim this FW 190 as DESTROYED.
        The combat was witnessed by Sgt. Hulse, 122 Squadron, and by the intelligence officer at Manston. I was subjected to flak from our own guns during the entire combat.

S/LDR. Hugo Armstrong D.F.C. (R.A.A.F.) of 611 Squadron recorded in his Combat Report for 2 November 1942:

        I was leading 611 Squadron engaged on Rodeo 107 to Abbeville area. After orbitting Abbeville twice, plots were reported over Amiens, so we withdrew to the coast over the mouth of the Somme. At this time 340 Sqdn. jumped some FW 190's over Berck so we moved north from the Somme and joined the mix-up.
        We went down on four FW 190's who were weaving in line astern, and then pulled up again to about 18,000 ft. when I saw eight more FW 190's flying towards France. I climbed past them and found a single FW 190 flying straight and climbing slightly. He did not see me, and I was able to get to very close range from slightly below before firing. There were strikes all over the belly and around the cockpit, and the E/A climbed very steeply to port and the pilot baled out as the A/C stalled and fell down.
        The remaining FW 190's then became hostile and climbed after me; however, when my second blower cut in I was able to get away without too much trouble. I kept climbing to 32,000 ft. and started for home. The FW 190's gave up and turned towards France again, but when I was about 15 miles west of Le Touquet I was bounced by three Me 109 's who must have been at a great height. The first two missed me and climbed again, but the third tried to turn with me and fired a very long burst. After a couple of turns he straightened out and climbed, and I was able to get in two bursts from 350 yds. There were several strikes on his starboard mainplane around the aileron, and on the root. The aircraft flicked a couple of times and went down falling almost horizontally and rolling slowly.
        I am convinced that this ME 109 was absolutely out of control from the way it fell, but was unable to see any more of it owing to the haze and the other two Me 109's who were getting a bit keen. I kept weaving and they gave up about 15 miles south of Dungeness.
        I claim 1 FW 190 destroyed. 1 ME 109 probably destroyed.

Spitfire Mk. IX of 611 Squadron, Biggin Hill, Summer 1942

Comm. B. Duperier, D.F.C. of 340 (Free French) Squadron recorded in his Combat Report for 2 November 1942:

        Near le Crotoy, the leading squadron, 611 after one section had unsuccessfully chased two e/a, was turning back towards England. At this moment 340 Squadron found itself in front and up sun of the leading squadron. I turned the squadron to take position down-sun and behind, and in this turn I saw two FW.190 climbing below a cloud layer approx. 3,000 ft below the Wing, slightly N.W. of the Forest of Crecy. I dived towards these aircraft and, trying to make use of cloud cover to approach them, I dived through this cloud layer. Coming out of the cloud I saw in front of me three FW.190’s one at approx. 150 – 200 yds traveling fast in the same direction and almost in my reflector sight. The two others were approx. 6/800 yds. traveling fast, also in the same direction, and 500 ft. below and climbing. I gave a short burst at the first one, from which a large piece immediately flew away – probably a jettisonable hood – and the pilot came out with the white parachute opening. I overtook the a/c and the pilot and could see what was happening. At this time the other two e/a in front sighted our section and began to dive towards le Touquet. Estimating that I would be unable to close nearer, I gave a long burst at the nearest one, which was approx. 600 – 800 yds. and a very long trail of blue – grayish smoke came out of the machine which dived steeply towards the ground. I was still following and firing when I received a warning telling me that there were some more FW.190’s diving towards us. Unable to look behind, I took violent evasive action in which I lost sight of the smoking FW.190 for a few seconds, but later I saw in the same area, a few miles south of le Touquet aerodrome, an aircraft crashing to the ground which a large explosion. No other aircraft were destroyed in this locality. All three FW.190’s had yellow tails. I claim two FW.190’s destroyed.

Adj. R. Gouby of 340 (F.F.) Squadron recorded in his Combat Report for 2 November 1942:

        I was Red 3 and was at 15,000 ft. near the Bale de la Somme when I saw Red 1 and 2 diving to attack 2 FW.190’s 3,000 ft. below us. Coming from behind, two other FW.190’s attacked Red 1. I made a 90 degrees beam attack on the nearest one of these e/a and fired at about 300 yds. range without observing any result. I followed him, however, and was closing up to about 300 yds. and was ready to fire when three FW.190’s attacked me from 15 degrees ahead at 500 yds. range. I made a head-on attack on the one flying in the centre and started to fire cannon and M.G. from 300 yds. I saw his top engine cowling fly away, and something else also cam away but I can not say exactly what it was. A few seconds later black smoke began to pour from the engine. I broke away between 30 and 50 yds. and saw the e/a dive at an angle of 30 degrees towards the sea. I then saw 2 FW.190’s attack me from behind and some more about 300 ft. above. I managed to evade them by diving and set course for base. On landing I found my port wing damaged by a M.G. bullet.
        I claim one FW.190 damaged but ask for this claim to be reviewed as a result of the note appended by my Intelligence Officer.

S/Lt. A.R. Moynet of 340 (F.F.) Squadron recorded in his Combat Report for 2 November 1942:

        I was flying as Blue 2, and as we were over the Baie de la Somme we saw a FW.190 below us flying towards the French coast. Capt. Schloesing, who was Blue leader, dived on the e/a which made a flick roll and dived. At the same time, under the fire of Blue leader, the FW.190 started smoking white, and then the smoke became black, issuing in large quantity. As Blue leader was breaking away on the left, I closed in and gave a long burst – 4 to 5 seconds – from 200 yds. astern. I could see the tail plane blow up into pieces and the FW.190 went on down still pouring out much smoke. I then broke away because four other e/a were above me.
        I claim one FW.190 probably destroyed, shared with Capt. Schloesing.

S/Lt. A.R. Moynet of 340 (F.F.) Squadron recorded in his Combat Report for 7 November 1942:

        I was flying at about 30 miles S. of Beachy Head in an E.N.E. direction at 2,000 ft., just below the clouds (height varying from 1,000 to 3,000 ft) when I saw two FW.190’s flying towards the north at sea level in close echelon to starboard formation. I dived to about 600 ft. above the No.1 and opened fire from quarter astern at about 400 yds. range.
        I could see my bullets striking the water behind the e/a. I closed to 300/200 yds. dead astern and gave a long burst. He turned sharply to the right and his No.2 collided with his tail. The No.1 went straight into the sea, but the No.2 tried to land on the water. This aircraft, however, sank almost at once, but the pilot came to the surface. He had his Mae West but no dinghy. I climbed and gave a Mayday for him, and then returned to base.
        I claim 2 FW.190’s destroyed.

F/Lt W. V. Crawford-Compton D.F.C. (N.Z.) of 611 Squadron recorded in his Combat Report for 9 November 1942:

        While leading Blue Section, 611 Squadron, we had just turned back into Frannce after being told that E/A were approaching from St. Omer, when I spotted eight FW 190's about 4000 ft. below me. I warned the squadron and dived on them. They split up in all directions and I fired a burst at a No. 2. The Section climbed almost vertically, and as the E/A stalled turned off the top, I fired a good burst right into him. The E/A's elevators and part of the rudder came away, the E/A turned on its back and flew for about 4-5 secs. this way, then dived vertically to the ground. The pilot bailed out about 10,000 ft. below. P.O Lindsay closed in on the No. 1 and I saw hits on this machine.

S/Lt. M. Bouguen of 340 (F.F.) Squadron recorded in his Combat Report for 1 December 1942:

        I was flying as Yellow 3 over the St. Omer area at 22000 feet when we were told that enemy aircraft had been sighted behind and below us. Immediately Yellow 1 shouted “Yellow section going down”. When diving I saw about 15 FW 190’s at 5000 feet below me. Following the section to the attack I chose a FW 190 which appeared to be separated from the rest. I gave it a burst and missed and then noticed that only my starboard cannon was working. Coming out of my dive and looking around to see how things were going on, I found myself within 200 yards, right behind and a little below 3 FW 190’s. As a result of my dive I had a greater speed than they, and closing to about 70 yards behind the one on the starboard side I fired a 3 to 4 second burst. I saw the shells from the only cannon I had striking the e/a in the belly. The e/a suddenly caught fire, with flames coming from the engine and was soon completely enveloped in flames from nose to tail. The last I saw of it, it was diving through the clouds. Being attacked myself, I dived at full speed through the clouds. I claim 1 FW 190 destroyed.

Adjudant R. Gouby of 340 (F.F.) Squadron recorded in his Combat Report for 1 December 1942:

        I was flying originally as Blue 3 but as Blue leader was no longer in the formation I had become Blue 2. E/A were announced by Biggin Hill operations and I heard Yellow section call that they were attacking. I was then at 22000 feet and saw at about 5000 feet below and on my left, about 20 FW 190’s flying in a northerly direction. While I was making up my mind about them, Blue 2, who had taken over the leadership of the section, reduced his speed and I almost collided with him. To avoid the collision I turned sharply to the right but, as a consequence, lost contact with the formation. I climbed to about 27000 feet at full throttle and tried catch up with a section of 4 Spitfires when I saw 2 FW 190’s attack them. As I was flying very fast I dived to attack one of the e/a and followed it through a layer of cloud. On emerging from the could the FW 190 had disappeared but on my right were three FW 190’s going down gently toward the interior of France and flying stepped up in echelon to port. I made a 20 degrees astern attack on the No. 3 and opened fire at about 400 yards closing to 50 yards. I saw strikes on his engine and on the front part of the cockpit, the engine catching fire. I disengaged, breaking away to the right, climbing but keeping the e/a n view. My I.A.S. at this moment was 320 m.p.h. and my height 16000 feet. A could obscured my view for a moment an then I saw a parachute going down. The other 2 FW 190’s tried to attack me but I evaded them. I claim 1 FW 190 destroyed.

S/Lt. A.R. Moynet of 340 (F.F.) Squadron recorded in his Combat Report for 1 December 1942:

        I was flying as Yellow 3 at the time of the engagement, in the neighbourhood of St. Omer. We were at about 20000 feet when the section dived on some FW 190’s below. At about 12000 feet I saw Yellow 1 attack a section of FW 190’s in vic formation, and I attacked a section of FW 190’s in line astern, I fired from 200 yards, three quarter astern on the No. 4 and saw my shells striking the fuselage. The nos. 1, 3 and 4 of the enemy formation broke away but the no. 2 continued diving. I dived behind him and fired a very long burst dead astern from 300 yards. I was losing on him but I continued behind him until I saw him crash near a wood. At this time I was fired on by 3 FW 190’s who hit one of my propeller blades. A dog fight followed near the ground until I succeeded in getting into the cloud cover at about 7000 feet, when I set course for base. I claim 1 FW 190 damaged and 1 FW destroyed.

P/O D.G. Mercer of 122 Squadron recorded in his Combat Report 6 December 1942:

        I was flying Yellow 1 on the port side of the Squadron, we had just left the French Coast at Calais at 23,000 ft., W/C ordered Squadron to turn to port, there being many enemy aircraft about. I had been watching several aircraft which I could not identify, about 5,000 ft. above and behind. During the orbit I lost sight of these aircraft and when next I saw them they were diving down from the left quarter from behind. I gave my section orders to break left. My No.2 (P/O T. Parker) turned after me, but not tightly enough, and I saw him go straight down with two 190’s after him – his aircraft didn’t appear then to be damaged in any way. I came round on my turn and attacked the second of the two 190’s from the port side at a point blank range of 50 yds., I gave a one-second mixed burst and saw the Hun’s tail unit break off in pieces. He immediately went into a spin and I last saw him at about 17,000 ft, still going down. After breaking off, four other F.W.’s had come down on me, but by evasive action and full out climbing to 30,000 ft I avoided them, during all this time six more F.W. 190’s were above me. I claim this F.W.190 as Probably Destroyed.

Note: This claim has since been stepped up to DESTROYED.

S/Lt. M. Boudier of 340 (F.F.) Squadron recorded in his Combat Report for 12 December 1942:

        I was flying as Blue 3. The Squadron was flying north over Les Andelys at 24,000 ft. and was turning to port to join the Fortresses, when I noticed on my starboard an FW 190 flying towards us. I turned sharply to starboard and came head-on to the E/A which turned 180° without apparently seeing me. I was then dead astern with him. I started to fire with my machine guns and afterwards cannon. I saw some pieces flying off the E/A and the pilot baled out. The aircraft and pilot disappeared afterwards into cloud. I then flew to join up with my squadron. I claim one FW190 destroyed.

Spitfire Mk. IXs of 340 'Ille de France' Squadron taking off from Biggin Hill, October 1942

P/O H. Pietrzak of 306 (Polish) Squadron recorded in his Combat Report for 31 December 1942:

        The Squadron split up and dived on some 12 E/A flying 4,000 feet below us at 22,000 feet. I attacked one of the last pairs and getting on his tail I opened fire from 100 yards closing to 30 yards. I saw black smoke and flames and the E/A did a half roll and went into a dive. I followed it down to 18,000 feet and the plane was still burning so I pulled out and rejoined my Squadron which was forming up off the Coast at Berck. Here I saw six F.W.s. make a climbing attack on a Spitfire flying by itself some 400 yards to the left of the Squadron. We turned towards it but it went into a gentle dive with white smoke coming from it. The F.W.190s. dived away into cloud. I landed Northolt 15.25 hrs. I claim 1 F.W.190 as destroyed.

F/O. Z. Langhamer of 306 (Polish) Squadron recorded in his Combat Report for 31 December 1942:

        I was leader of my Section and we dived onto some F.W.190s. 4,000 feet below us flying at 22,000 feet. I did a diving turn, and singling out a F.W. turning away from me I gave a burst from 300 yards. The E/A straightened out, made two quick rolls and slid away nearly upside down. I make no claim for this E/A. I saw another E/A turning away to the right and, giving plenty of deflection at 200 yards, I fired three bursts my last bursts from 100 yards, and I saw my bullets hitting his wing. It turned on to its back and broke away. At that moment another F.W. crossed my sight so I was unable to follow this first one, which I claim as damaged. This second one was also turning to the right, and giving plenty of deflection I opened fire with a long bursts from 200 yards closing to 100. I had to break away as there was another one on my tail. This F.W.190 was seen by my No. 2, F/O. Gorniak, to burst into flames and I claim it as destroyed. As I broke away I saw the F.W.190, that my No. 2 had fired at, going down with a stream of black and white smoke. My section come back by itself and landed at Northolt at 15.25

F/O K. Gorniak of 306 (Polish) Squadron recorded in his Combat Report for 31 December 1942:

        I was No. 2 in my Section and we dived onto some F.W.190s. flying 4,000 feet below us at 22,000. My No. 1 F/O. Langhamer, fired at three aircraft, the third of which I saw burst into flames. I attacked an F.W.190 which was following the one attacked by my No. 1. Getting onto his tail I opened fire 3/400 yards, giving several short bursts. The E/A turned over out of control and dived straight down with black and white smoke coming from it. I had to pull away immediately and could see nothing further. My No. 1, F/O. Langhamer, saw this aircraft going down with a long stream of black and white smoke. I claim this a/c as a probable.

F/O. W, Szajda of 306 (Polish) Squadron recorded in his Combat Report for 31 December 1942:

        I attacked the last F.W.190 of a pair that crossed in front of me, going from right to left. As I got onto his tail he did a quarter roll and went into a gentle dive, weaving all the time. I gave him a burst from 150 yards. He stopped weaving and I gave him another burst. I saw a cloud of black smoke come from him, but at this moment my engine hesitated and I lost a little dictance. The E/A went into a steep dive and I fired again from 200 yards. My speed was so great that it was all I could do to hold the controls. As at 5,000 feet, he was still in this dive I started to pull out. I came back by myself being unable to locate the Squadron and landed at Northolt 15.25 hrs. I claim this F.W.190 as a probable.

Spitfire Mk. IX of 306 (Polish) Squadron, Northolt, 16 November1942

F/Lt. E. Rheihac of 340 (F.F.) Squadron recorded in his Combat Report for 9 January 1943:

        I was flying as Yellow 1 with 340 Squadron. When the Wing arrived about 10 miles west of Abbeville, The Wing Leader reported some FW190’s over the Foret de Crecy and told us that we were in a good position to jump them. I saw the FW’s a few seconds after. I was them at 15,000 ft. with Yellow 2 and Yellow 3, and the FW’s at about 8 or 10,000 ft., so I went down. We got some flak from Abbeville, which obliged Yellow 3 to take violent evasive action. Then Yellow 3 lost me. I wasn’t aware of it until a bit later. I attacked an FW190 head-on and closed to 50 yards. I saw bits of what I think ws the cowling fly off. I claim this E/A as damaged.
        Then with my No.2 (P/O J. Moreac), we made three or four attacks on different FW190’s. There were about 12 at about 13,000 ft. I found that they could not outclimb us. My No.2 also made some good attacks on some of the FW190’s, keeping with me all the time. Suddenly I saw two FW190’s on his tail and warned him. He took violent avoiding action and attacked one of them. I saw some tracers coming out of his guns (probably his last 50 M.G. rounds) and then I didn’t see him any more as and FW overshot me. I followed him and fired for about 2 seconds. The Hun went on his back and baled out. It was my last round. I claim the E/A as destroyed.
        I tried to find my No.2 but didn’t see him so I climbed at full boost to 22,000 ft. and came back.
        During the combats the rest of the Wing was flying west over the Somme Estuary. The whole fight took place over the Foret de Crecy, between 10 and 8000 ft.
        I claim 1 FW190 destroyed and 1 FW190 damaged.

F/Lt F. F. Colloredo-Mansfeld of 611 Squadron recorded in his Combat Report for 13 January 1943:

        I was flying as Yellow 1. When south of Abbeville the C.O. reported that the bombers were being attacked. The squadron turned sharp to port and continued orbitting, sections crossing over. While flying south at approximately 12,000 ft. I saw three FW190's about 5000 ft. below and to port. Having warned the C.O., I cut across sun and dived onto the E/A from out of the sun. I fired a short burst from 500 yds. as I was not sure of overhauling. Two FW190's then broke to away port and I continued after the third who took no avoiding action. Started firing at 300 yds. and continued till I had to break to avoid collision, breaking upwards to starboard. The FW190 continued diving steeply with black smoke pouring from him, and I followed him to about 5000 ft. I did not see him explode, but this was witnessed by S/Ldr. Armstrong (Red 1). I therefore claim one FW190 destroyed.

F/Lt. E. Rheihac of 340 (F.F.) Squadron recorded in his Combat Report for 13 January 1943:

        I was flying as Yellow 1. When we were about 7 miles west of Abbeville, south of the Estuary, at 23,000 ft., my Section was attacked by 4 FW190’s. I warned my people and turned sharply to the right and attacked one of them. I saw it going down with white smoke, but it might have been smoke trails, so I make no claim. Then I found myself all alone and went on orbiting the Estuary.
        Suddenly I saw four FW190’s in echelon port at about 22,000 ft. over the Foret de Crecy. I was at 24,000 ft. I went into the sun and attacked. The Huns didn’t see me coming and were turning gently to starboard. I attacked the last one on the left and started firing at 300 yds. and closed in to 50 yds. As the FW190 was diving I saw strikes underneath the fuselage and a big red flame come out from underneath the cockpit (probably the tank). Immediately the FW went on his back, still in flames, and went into a vertical dive. I claim one FW 190 destroyed.
        I made another attack on an FW190 at 300 yds., south of the Estuary, without result. I came back home on my own.

S/Lt. R. Gouby of 340 (F.F.) Squadron recorded in his Combat Report for 15 January 1943:

        I was flying as Green Leader on a standing patrol in the area of Rye. I was about 1 mile west of Rye when Operations warned White Section of a bandit in the area of Dieppe. A few minutes later Operations said the bandit was at Dungeness and then over Rye. I was then 2 miles south of Rye when I saw a big red splash in the sea. At that moment I saw two FW 190’s flying south at 0 feet. I chased then with my throttle fully open. Two minutes later I was at about 800 yards behind the neared E/A, overtaking very slowly (A.S.I. 330) when I saw flying on my port at about 800 yards and 200 yards behind, another FW 190. I kept an eye on it while trying to close up with the other two. When about 35 miles south of Rye the two FW 190’s turned east. I cut the corner during the turning and I closed up to 300 yards. The other FW ( I think he mistook me for an FW) kept flying parallel to me, at the same distance. I opened fire on the one in front of me and I saw my bullets hitting the sea just behind him. After correcting my aim I saw strikes all over the E/A and the FW 190 just disappeared into the sea. Then I attacked the FW flying on my port side, starting a 15° starboard attack 0 feet at 150 0 200 yards. I saw cannon and bullet strikes all around the plane and five or six tracers getting home on the starboard wing and very near the cockpit. As I was three miles west of the mouth of the Somme and having exhausted my ammunition, I turned back and set a course for home at full speed. In mid-Channel I climbed to 1000 ft. and then saw two A/C flying at zero feet in a northerly direction. Thinking they might be E/A, I turned towards then to make my presence known, when I identified them as two Spitfires with square cut wing tips.

Lieut. T. Strand of 332 (N) Squadron recorded in his Combat Report for 17 January 1943:

        I was flying as Yellow 2 on the above mentioned operation. When 2 F.W. 190’s were observed at 4000 feet off Walcheren flying E.S.E. I climbed with the rest of Flight. When at 12000 feet my No. 1, Lt Mollestad, broke away and dived to attack E/A. I followed him. Yellow 1 attacked leading E/A from astern and enemy pilot took evasive action by shaking his aircraft and finally pulling up. I pulled up and as my speed was greater than that of Yellow 1, I got into position before him. I opened fire from 200 yards with M.G.’s and cannons, just as E/A turned over to dive away. E/A at this moment had very little speed and was an excellent target. As a result of this attack fires broke out in front and aft of cockpit and E/A dived steeply with parts falling off it. I did not see E/A hitting the ground as I was attacked by No. 2 E/A when breaking away to the right after having fired on the first E/A. Coming in head on this E/A opened fire from a few hundred yards. I answered attack with M.G.’s and cannons and E/A finally passed me less than 3 – three – yards below. No hits were observed during this attack. Yellow section then joined rest of flight and course was set for home.

Lieut. P. Mollestad of 332 (N) Squadron recorded in his Combat Report for 17 January 1943:

        I was flying as Yellow 1 on Rodeo 150. Flying at 3000 feet off Walcheren 2 F.W. 190’s were seen flying E.S.E. at approx. 4000 feet. The Flight made a port turn and climbed to gain height for attacking the E/A. When at about 12000 feet, I dived to attack followed by my No. 2, Lt. Strand, I came into position astern of leading E/A and gave him several bursts with M.G.’s and cannons, observing hits on fuselage. E/A took evasive action by shaking plane violently and pulling up. I followed him up. E/A then turned over on his side intending to dive away. At this moment my No. 2, having greater speed as he had not fired, got into position and opened fire. As a result of his attack fire broke out around cockpit of E/A and it dived steeply. Pieces were falling off E/A as it dived and it finally hit the ground on NOORD BEVELAND burning furiously. I later fired a short burst at No. 2 E/A which had attacked Yellow 2. No result was seen and E/A dived away inland when Yellow section had to join rest of Flight.

S/LDR. Hugo Armstrong of 611 Squadron recorded in his Combat Report for 20 January 1943:

        At 12.30 hrs. we were scrambled from the lunch table and took off in pairs as pilots arrived.
        With my No. 2 I climbed to 10,000 ft. over London and was then told of bandits between Kenley and Beachy at zero feet, so dived down heading south. When halfway to Beachy we saw five A/C about 3 miles in front, also at zero feet. I followed these A/C, three of which turned port and then starboard and crossed the coast at Pevensey Bay. Light A.A. opened up from the coast and the E/A started weaving, enabling me to catch up fairly quickly. I fired two bursts from very close range at the starboard A/C, the first hitting the wing tip and the second hitting the cockpit. The whole A/C blew up and went into the sea about one mile off the coast and two miles in front of three mine sweepers. Several pilots also saw the oil patch where the A/C went in.
        I carried on after the two remaining ME 109's, and at about 800 yds. fired a burst over them which struck the sea and made them weave. I fired again from about 300 yds. and hit the port radiator. The third ME 109 had then turned and started to fire at me. I turned with him and saw three Spitfires behind me and told them to attack. I did not see the Me 109 again, but saw the trail of glycol left by it. F/Lt. Colloredo was with me and saw the A/C hit the sea. My R/T was u/s so I returned to base.
        I claim two ME 109F's destroyed.

S/L W. V. C-Compton (NZ) of 64 Squadron recorded in his Combat Report for 20 January 1943:

        While leading 64 Sqdn we were informed by Ops. of 2-3 enemy aircraft over ship off Calais. I dived down under a layer of cloud about 7,000 ft. and searched for the Enemy aircraft for 2 or 3 minutes. I could not see them so called up to say we would attack the ship. I had started my dive when I saw 7 F.W.190's about 2 miles away coming from Gris Nez. I pulled up sharply and managed to get above and behind without being seen. I fired a very short burst at the No. 4 but they went into the cloud and I saw no hits. I was attacked and broke away. 1 F.W 190 then closed in on my port and did not see me. I fired a second burst from slightly aside and below and saw hits on the fuselage and starboard wing root. I was using armour piercing incendiary which when they hit, left a streak of flame about 18" long. I fired another short burst and saw hits. The enemy aircraft caught fire and hit the water about 100 yards off shore ½ mile east of Calais. I broke away and experienced heavy flak from the shore and ship. About two minutes after this, I saw another FW.190 heading inland with grey smoke coming from it. We came back to mid-channel at zero feet and then climbed to cloud height.

1 FW 190 destroyed

S/Lt. R. Gouby of 340 (F.F.) Squadron recorded in his Combat Report for 20 January 1943:

        I circled base for a minute or so, then set course for Beachy Head. I was flying at 4000 ft. about 3 or 4 miles S.E. of Beachy, just below a thin layer of cloud, when suddenly an FW190 came through the cloud, flying S.E., about 200 yds. in front. I was dead astern and slightly below him, so I gave him a short burst with cannon and m/g and saw strikes on the belly and just underneath the cockpit. The pilot baled out and I gave a “M’aidez” for him.
        I then heard over the R/T a pilot saying that an ME109 ws flying at 0 ft. south from Beachy Head, so I turned southwest and went down to sea level, and flew thus for about 5 minutes but saw nothing. I made a wide turn to the left and flew back towards the English coast, climbing to 2000 ft. I suddenly saw 9 FW190’s about 1000 ft. above, coming from the direction of Dungeness in a very ragged sort of formation. The first two passed above me. I made a quick climbing turn and attacked the last FW from 200 yds. astern and above, and saw strikes on the wings and the engine. A lot of white smoke came out and the E/A left the formation in a steep dive to his starboard, and seemed to be going straight into the sea. I claim this as a probable. I had to break off because the first three FW’s had turned round and were climbing to get behind me. I turned towards them and started to mix it, while the rest of the Huns stooged about below hoping to see the end of a Spitfire. The dogfight lasted two or three minutes and two of the FW’s broke away and rejoined the formation, but I found myself head-on to the third one who seemed to be the leader. He came straight at me from about 800 yds. and I opened up with cannon and m/g at 600 yds. He began firing too, and I felt a slight shock and guessed I had been hit. I continued to fire but he stopped when about 200 yds. away. I saw pieces fly off his port wing and perhaps the engine cowling and his engine caught fire. I pushed the stick violently forward and just managed to avoid collision. I turned, climbing to port, and saw him going into the sea, and gave a “M’aidez” for him. The [osition was about 30 miles SW. of Beacy Head. I also noticed a big patch of oil about a mile to the north of this position.
        I claim 2 FW190’s destroyed and one probably destroyed.

S/L D. E. Kingaby of 122 Squadron recorded in his Combat Report for 20 January 1943:

        I was flying “Dettol” Leader and when in Dover area I sighted an a/c flying below broken cloud heading towards French coast. I dived down after the a/c and identified it as an Me.109F. I was at about 900 yds. range at 4,000 ft. and the intial speed of my dive enabled me to close to 500 yds. I could not get any closer and about 2 miles off Griz Nez I had almost decided to give up the chase. I decided however, to give a short burst from 500 yards in the hope of slowing him down. I gave about ½ second burst 2 can. 2 m/g and a lucky shot hit his port radiator. He slowed down slightly, but took no evasive action than to go into a very shallow dive. I gradually closed, holding my fire till 250 yards, when I gave a 2½ - 3 second burst from astern slightly above. I saw hits all over the e/a which gave forth thick black smoke and then burst into flame and rolled and dived to the left and crashed into a wood south of Guines. I came out over the coast at 0 feet and experienced a considerable amount of light flak which I evaded by hearty weaving. I reformed the Squadron over Hawking just below cloud to deal with possible further attacks, but none materialized and we returned to base. I claim this e/a DESTROYED.

S/L D. E. Kingaby of 122 Squadron recorded in his Combat Report for 21 January 1943:

        When over Gravelines I sighted 8 e/a climbing up through cloud towards us, about a mile South and 2,000 feet below. I ordered Squadron to climb above a small patch of cloud formed by our smoke trails a few minutes before, and thus arrived behind the huns, and above them, without them being aware of it. I went down on a F.W. 190 and opened fire at 400 yards astern, with cannon and m/g fire, closing very fast, until I had to break away to avoid hitting the e/a. I saw hits all over the fuselage of e/a, and then a sheet of flame, but had to break away to stop colliding with him. F/Lt. Haw, S/Ldr. Kain and others saw the e/a spinning down in flames. I claim this e/a DESTROYED.
        Cloud precluded possibility of fixing exact position, but it must have been approximately 10 miles South of Calais.

S/Ldr. Rutkowski of 306 (Polish) Squadron recorded in his Combat Report for 21 January 1942:

        When East of Abbeville, flying N.W. at 28,000 ft I saw five F.W.190’s flying North 2 to 3 miles behind any to my right at approx. 24,000 ft. We turned left, which enabled us to attack them out of the Sun from behind and above. The E/A were flying in rather a broken formation three line abreast and two stragglers behind. I attacked the left hand one of these last two opening fire from slightly to one side, on account of his slipstream, and slightly above. Range 150 yds closing to 75 yds with three seconds bursts. I was unable to see any results for I was afraid of running into him, and had to break left: he disappeared from view under my aircraft. My No. 2 Sgt. Szwaba saw this E/A turn on to its back and go vertically down with smoke pouring from it. Sgt. Bondarczuk also saw it disappear into the clouds 4,000 feet below still out of control, in a vertical position, with smoke pouring from it. I claim this E/A as probably destroyed, and landed at Northolt at 16.20 hrs.

F/O. Szpakowicz of 306 (Polish) Squadron recorded in his Combat Report for 21 January 1942:

        We were warned over the R/T of E/A. to port and we made a diving turn to the left to attack 15-20 F.W’s flying in lose formation. I attacked the last E/A from the Starboard rear quarter. I gave a 2 seconds burst from 200 yards, closing to 150 yds and I saw my fire striking all round the cockpit, the cover of which flew off and large pieces of the a/c flew off in all directions. The E/A turned on to its back and started to fall away at an angle of 45 degrees, clouds of smoke were coming from it. At 100 yds. I gave another burst of ½ second, closing to 50 yds, and the E/A fell completely out of control spinning wildly. I followed it down some 2,000 feet. As the smoke was so intense, and the E/A spinning so much, I concluded that the pilot was dead and broke off to rejoin the Squadron. I claim this E/A as destroyed.
        One the way to re-join the Squadron I fired a short burst at another F.W.190 but make no claim. I formed up with two sections of Squadron, and we attacked five F.W.190’s flying below us. I attacked the middle one of three flying in line abreast, I fired from behind and slightly above at 300 yds range, closing to 200 yds and saw my bullets striking the E/A, but owing to cloud was unable to attack again. I claim that the E/A was damaged. Landed at Northolt at 16.20 hrs.”

Sgt. Szwaba of 306 (Polish) Squadron recorded in his Combat Report for 21 January 1942:

        I was No. 2 to S/Ldr Rutkowski, and seeing Five F.W. flying below and behind us, we made a turn to the left, which enabled us to attack them out of the Sun and from astern. I attacked the right hand one of the last pair, firing from 200 yds, above and behind and clossing to 100 yds. I saw strikes and the E/A turned on its back and went down in a vertical position out of control with smoke pouring from it. Sgt. Bondarczuk also saw the E/A go into the clouds 4,000 ft below still in a vertical position, out of control, and with smoke pouring out of it. I therefore claim this aircraft as probably destroyed. I saw my No. 1 S/Ldr. Rutkowski attack a F.W.190: this E/A I saw turn on to its back, go down vertically, with smoke pouring from it. I landed at Northolt at 16.20 hrs.

2/Ltn. H. Grundt-Spang of 331 (N) Squadron recorded in his Combat Report for 22 January 1943:

        I was flying Yellow 4 with 2/ltn. Jorstad and a few minutes after we crossed the France coast I saw two Huns flying North several thousand feet underneath us. I reported then twice, all the time keeping my eyes on them, but got no answer. After much hesitation I decided to turn after them and kept well in under a layer of cloud. The Huns crossed the coast south of Ostend and continued on a Northeasterly course along the coast flying almost line abreast. When they were just off Knocke I decided to go down and started diving down. The Huns were flying at sea level without weaving and eventually I ended in a stern chase, which I had intended. I opened up everything, but contrary to what I had thought I did not overtake then until we were just off Westhoffd. When I was about 500 yds. behind them I pulled up to about 500 feet and made an attack from above and behind on the Hun on the starboard side which was still flying line abreast but a few yds. behind the other. I gave him a 3-4 secs. burst with cannons and M.G. and noticed his pulling up to the right with black smoke pouring out. The other Hun broke to the left in a steep turn which I had no difficulty at all to follow and gave him all the ammunition with 75 M.P.H. deflection. Then Hun had an explosion in the cockpit and he rolled over on his back and straight into the sea. I looked around for the other a/c and saw it spin into the sea about 2,000 yds. away. Almost at the same time I saw a parachute open at very low altitude and the Hun landed in the sea just off the coast. Well satisfied, I set course for home but steered a bit wrong course and had still not seen the English coast when I had 6 gallons left. My transmitter was U/S so I could not call for mai-day. I saw land at Felixstove and landed with my fuel gauge at zero at Bradwell Bay, where I informed North Weald what had happened and filled up my aeroplane and flew back to base.
        My range when shooting at the Huns was never more than 200 yds.

2 ME 109's destroyed

P/O G. A. March of 64 Squadron recorded in his Combat Report for 26 January 1943:

        I was flying Blue 1 and just after passing over Audruicq and turning towards the coast the C.O. reported 3 a/c behind us at our height. Blue section was then flying on the left and I could not see any E/A at my height but saw a rather straggly formation about 8-10,000 ft. below flying from N.E. to S.W. I led the section round in two quick orbits to see if there were any E/A about and warned the C.O. I was going down. I took the section down from an up-sun position being fairly confident they wouldn't see me as 122 sqdn who were trailing would divert their attention. On the final turn I ordered the section into line abreast and made our approach from dead astern closing rapidly. Blue 4 had previously returned reporting engine trouble. The bandits of which there were 12, were flying straight or level but fairly open in two lots of 6. I led the section to attack the nearer lot of E/A taking one of the middle ones myself. I opened at about 700 yards owing to rapid closing rate and when I was about 200 yards away the E/A turned very slowly starboard giving him a deflection shot out of his slipstream. I finished up dead astern of him and saw flames from the port side below the cockpit and from the port engine cowling. I broke away upwards, my No. 2 closing in on his target on my right. My No. 2 confirms that he saw the flames coming out from the port side of the cockpit. After breaking away we climbed with the section in line abreast leaving France at 20000 ft. just east of Dunkirk climbing rapidly to obtain top cover protection from 122 Squadron as I could see 8 F.W. 190's behind and about 10,000 ft. above approaching from the east which subsequently tried to get up-sun of 122 Squadron but failed.

Lieut. Svein Heglund of 331 (N) Squadron recorded in his Combat Report for 2 February 1943:

        I was flying Yellow 1 when the squadron after having climbed through clouds was flying level at 25,000 feet on a southerly course. About 10 minutes after having crossed the French coast at Dunkerque we met a single a/c flying opposite course 2000 feet below. I reported the a/c in the R/t, half rolled and dived down behind it. Yellow 2 and 3 followed and we caught quickly up with it. At about 100 yds. still unobserved by the a/c I recognized it as a ME 109F. I opened fire with about 10 degrees deflection and after a short burst I saw an explosion in the cockpit and heavy black smoke and fire coming out. The ME 109 turned over to the left and into a dive. I believe the pilot was killed before he knew what happened, and when I pulled up I saw Yellow 3 fire and 2 explosions in the ME 109 with pieces falling off.
        The squadron reformed afterwards and returned to base.

Ltn. Martin Gran of 331 (N) Squadron recorded in his Combat Report for 3 February 1943:

        I was flying as Blue 3.
        When at 22000 ft. east of Dieppe I saw 4 F.W. 190’s below and broke away to attack. Two of the e/a dived away before I got within range, the other two continued to turn and I, turning inside them attacked the rearmost one with cannon and m/g from 300 yds. range from 30 degs. starboard.
        As a result of my fire I saw the cockpit of the e/a explode and the e/a do several quick rolls and go straight down through cloud.

Capt. Berg of 331 (N) Squadron recorded in his Combat Report for 3 February 1943:

        I was flying as Yellow One with 331(N) Sqdn. on a Rodeo, when the Squadron was attacked by four FW 190’s coming out of the sun behind us. After having warned the Squadron, I broke away with my No. 2 into the attack and followed them as they turned away to starboard, and started a dive inland.
        I was at 29000 ft. at the time, I closed in on the rear port E/A of the formation and gave him 4-5 seconds burst from dead astern, the range being ca. 200 yds. I saw hits on the fuselage and wings on either side, and flames and black smoke coming out of the wingroot and the fuselage on the starboard side.
        I broke off the attack and climbed away to starboard into the sun. As I climbed, I could see the E/A diving almost vertically, leaving a column of black smoke in the air. I climbed to 30000 ft. and crossed the French coast over Calais, where I was chased by 6 E/A for a while.
        I reformed with Yellow 2 over Dover and landed at base at 13.20 hrs.

Lt Massart of 340 (F.F.) Squadron recorded in his Combat Report for 13 February 1943:

        I was flying as Yellow 2. The Squadron crossed out over Hardelot at 26/27,000 ft. At five o’clock and above I saw six plus FW190’s trying to get behind us in the sun. We started a climbing turn to starboard, making a complete orbit. Heading west again, I saw 4 FW190’s below and climbing nearly head-on. I picked the last one which had its nose down, heading east. I fired a long deflection burst, diving from fine quarter, the distance varying between 300 and 400 yards. The E/A jerked, went on its back and I saw the pilot bale out. I then had to pull out and climb again with a few FW190’s following me from the sun.
        I claim this E/A as destroyed.

F/L M. Donnet (Belgian) of 64 Squadron recorded in his Combat Report for 15 February 1943:

        I was flying in Charlie 1 position on the port side of 64 Squadron in Circus 267. We were flying at 23,000 ft. When 10 miles W. of Manston on the return journey some F.W. 190 were reported attacking the Liberators from below. I started diving and saw three F.W. 190 pulling away after having fired at the Bombers. I picked up the last of these F.W.190 who was flying alone, and opened fire from 400 yds in a starboard quarter to astern attack. I closed in very quickly and as I came to 250 yds the F.W.190 did two climbing barrel rolls to fox me. I closed my throttle and pulled up on his tail, sitting at 50 yds off the E/A who was stalling. I kept on firing with one cannon only, and saw strikes on the fuselage. As I pulled away from him I saw him pouring black smoke out. A few seconds later the E/A hit the sea at 10 miles W.N.W. of Dunkirk. I rejoined the two last Liberators who were flying by themselves and escorted them back to Manston, crossing the coast at 6,000 ft.

S/L K. Rutkowski of 306 (Polish) Squadron recorded in his Combat Report for 15 February 1943:

        I saw about 12/20 F.W.190 in two formations line abreast one behind the other. These e/a were flying North and climbing. We followed, rather behind and to the East of them, flying at 22,000 ft. North of Calais we turned slightly to the left to get between them and the sun; they spilt up, one group turning West and the other East. I followed those turning East and got on the tail of one as he was making this turn at approximately 19/20,000 ft. I gave a burst of 2 secs. allowing 1 ring deflection from 100 yards. Owing to both our a/c turning, he disappeared under my wing and I could not see results, but W/O Smigielski says that he saw this e/a blow up in the air. F/O Szajda also says he saw an a/c several thousand feet below spinning down to the sea. I therefore claim this e/a as destroyed. I landed Northolt 15.10.

W/O. Smigielski of 306 (Polish) Squadron recorded in his Combat Report for 15 February 1943:

        I was behind and to one side of S/Ldr. Murkowski, and saw him get on the tail of. An F.W.190. I fired well ahead of this F.W. so as to put him of. As I fired I saw him explode in the air. I turned right and fired a short burst at a F.W. that dived across in front of me from right to left. I fired from 200 yards with plenty of deflection but saw no results. Getting on to his tail I gave another short burst from 100/150 yards and saw white smoke come from the engine, followed by black smoke and flames. I claim this e/a as destroyed. I landed Northolt 15.05. hrs.

Capt. Lundsten of 331 (N) Squadron recorded in his Combat Report for 15 February 1943:

        I was flying as Blue 1 and when about 20 miles South-East of North Foreland escorting the bombers back home, I saw five FW 190’s driving back towards France, and about 12000 – 15000 ft, I made a sharp turn to the left and started to fire. I gave one short burst at long range, then I saw my Nos. 3 and 4 passing above and to the left. I was on the point of breaking off being unable to get nearer when a FW 190 pulled up 100 yards in front of me trying to attack my No. 3. I gave the E/A a few seconds burst and it went over its back, diving steeply. As I pulled up I saw another splash about 1000 yards in front, which I think must be the one claimed by No. 3.

2Lt. Grundt-Spang of 331 (N) Squadron recorded in his Combat Report for 15 February 1943:

        I was flying No 3. in Blue Section and escorting the Bombers back home, when about Mid-Channel the E/A were reported coming towards us and below. I went down with my Section to attack five FW 190’s. I got a little in front of No. 1 and No. 2 and a little to the left. I got one E/A in my sight but although I had 500 m.p.h. on the clock, I closed in very slowly to 300 yards firing short bursts. It was a very difficult to get in a good deflection shot, as he was using his rudder very hard, and skidding from one side to the other, until I saw a vivid flash in his cockpit. The E/A then dived steeply down and I then realized that I was on the point of diving vertically into the saw and managed to pull out with nothing to spare. The E/A made no attempt to pull out and went straight in.
        I saw the E/A, damaged by F/Sergant Bache, smoking badly. Having used all my ammunition I returned to Base.

2/Lt. Gilhuus of 332 (N) Squadron recorded in his Combat Report for 15 February 1943:

        I was flying as No. 2 to the W/Cdr. And when at 25,000 ft. over Dunkirk went down to attack a FW.190. I attacked one firing a short bursts from 400 yards, closed into 200 Yards and fired again but saw no strikes. My Leader then climbed and I followed, following him again in an attack on two FW 190’s which were behind some Spitfire. I fired at one of these E/A from very close range; Saw hits with cannon and machine gun on the cockpit and engine cowling. Black smoke poured from the E/A which burst into flames and broke up.

2/Lt. Erickson of 332 (N) Squadron recorded in his Combat Report for 15 February 1943:

        I was flying as No 3 to the W/C and followed him down to attack five FW 190’s just west of Dunkirk. I got on the tail of one of them as it dived steeply to Port without taking any evasive action. I closed in to 300 yards and fired two or three short bursts from ten to fifteen degrees deflection. The E/A immediately burst into flames, making very little smoke, and a large piece of the Port wing broke off. It went down in a fast spiral dive but I had to break away to avoid another FW 190.
        Later I was escorting a damaged Liberator in Mid-Channel flying about 300 yards behind and about 2,000 ft above. I was alone at this time as I had lost the Wing after my previous combat. One FW. 190 came in to attack from 6 o’clock. I throttled back and turned sharply to Port and at the finish of the turn I was right on his tail about 450 to 500 yards away. He then turned sharply south east without attacking the bomber and I followed in an attempt to close in, flying about 30 ft above the sea. I was unable to close to less that 400 yards so I fired a long burst of about 8 secs. And saw him dive straight into the sea. I passed over the spot but there was nothing to be seen. I escorted the bomber until it crashed into the sea off Manston and then I circled above it, while a rescue launch came out and picked up one of the crew who was in the water.

S/Ldr Al Deere, attached to 611 Squadron recorded in his Combat Report for 16 February 1943:

        I was flying Yellow 3, when at 17,000 ft. just inside Calais I spotted 15 FW 190's orbitting below the Biggin Hill Wing at about 10,000 ft. I gave a "Tally-ho" to the Wing Leader and then followed Yellow Leader down to attack. The enemy observed us when we were still 2000 ft above, and they immediately broke up. The four leading aircraft broke up and to the left, the remainder in no particular direction. One of the four aircraft which broke upwards stalled into Yellow Leader's tail just as he commenced shooting at another FW 190. I positioned myself on the tail of this A/C who, when he saw me, pushed his stick forward and dived very steeply westwards down the coast. It was some time before I could get within firing range and there was 480 I.A.S. on my clock when I opened with a short burst from dead astern 200 yards. Pieces flew off the fuselage, and two further bursts produced many more pieces. By this time I had struck the bumps near cloud and being unable to hold my sights any longer, broke to one side and followed the E/A down. He continued in his dive and went straight into the sea off Calais.

2Lt. H. Sognnes of 331 (N) Squadron recorded in his Combat Report for 26 February 1943:

        I was flying as Yellow 1, as the Wing was flying East towards St. Omer, when about 20/30 FW 190’s passed underneath us on an opposite course, and 8000 ft. below. The Squadron Leader gave the order to go down. I went down, but in the first attack the speed was too high and I could not give enough deflection. As I broke away in a climbing turn to the left, I saw two FW 190’s flying line astern just in front of me.
        I closed in very close and from 100 to 50 yds. dead astern I gave the one behind a two second burst. Pieces fell off the fuselage, and I saw explosions from cannon strikes all around the cockpit. Black smoke streamed out of the plane, which made a very slow roll and went down obviously out of control.
        I am convinced that this a/c was destroyed but was not able to see it all the way down, as I then attacked his leader who was still flying straight and level, - with a one second burst. I saw strikes on the port wing and fuselage. He then flicked over and dived away.
        I had by this time about 10 FW’s around me, but I did not like to dive down as I should have had them on my tail. Surprisingly they all rolled over and went down, so that I was able to climb up and rejoin the Squadron.

2Lt. B. Bjørnstad of 331 (N) Squadron recorded in his Combat Report for 26 February 1943:

        Flying between Boulogne – St Omer, at 31000 ft. as Red 3, I saw about 25-30 FW 190’s 25000 ft. practically straight under us. Whole Red Section broke immediately down on them.
        My No 2 and I made for one lot, but they broke hard, leaving us no chance to fire. I then saw a single FW 190, same height, flying straight and level. I easily got onto his tail, giving him a 3 seconds burst from dead astern at about 200 yds.
        I saw hits all over him and finally there was a big explosion, - big pieces fell off and I saw flames coming out. At this time I got another FW 190 on my tail. He gave me a burst, I broke and went down in a vertical roll.
        Pulling out on the deck, I made for the coast. Coming over a railway station just near Boulogne, I shot a short burst. I got some flak up when I crossed the Coast. Came back without further incidents.

S/L L.S. Ford, DFC & Bar of 403 (RCAF) Squadron recorded in his Combat Report for 27 February 1943:

        I was flying red 1, leading Sunrise Squadron, when a gaggle of 6 F.W.190’s, which had been about 1500 yards from Hoboe Squadron and seemingly preparing to attack them, started to climb rapidly to behind Sunrise Yellow Section. I called Yello 1 (F/L P.T. O’Leary) not to break till I said so and he answered “All right”.
        The F.W. 190’s kept closing in slowly but were still at long range, about 1200 yards, when they started firing. I had intended to wait longer, but immediately ordered Squadron to break port. Each section broke round on its axis, and Hoboe Squadron also broke port. This brought us into good position on the main gaggle of F.W.’s in pairs and fours. A general melee started.
        I, with Red 2, at about 25,000 feet, was placed ideally behind two F.W. 190’s, at about 300 yards range from the first E/A. I lined him in my sights and fires one long burst of cannon, including S.A.P., and M.G. for about four seconds. I saw strikes and flashed all along the wings and fuselage. The E/A climbed a bit, rolled, and dived to port. I claim this F.W.190 as damaged.
        I then sighted on the second of the pair and gave a four second burst at about 200 yards range. Before I saw any strikes, a lot of white stuff – I believe it was petrol – poured from under the wings. The E/A slipped off to starboard and flicked back and forth, taking no evasive action, and then rolled over on its back. Before I saw any more, I was engaged by two other F.W. 190’s. As a result of evidence contained in the Kenly Wing Final Report, I claim this F.W. 190 as destroyed.

F/Sgt. K. Bache of 331 (N) Squadron recorded in his Combat Report for 7 March 1943:

        I was flying as Blue 2, scrambled to 27000 ft. east of Clacton at 1320 hrs. Blue 1 reported a/c at 12 O’clock above. I turned and gave chase to a Me 109 going on a course 150 degs. E/a dived to about 5000 ft. I followed but could not close. After awhile he dived to sea level. I was still unable to close. Finally he throttled back and I closed to about 250 yds. and gave him 2 short bursts when he started smoking from the engine. E/a could not have seen me as he took no evasive action at all. I then gave a long continuous burst, dead astern all the time; a large piece broke off his tail unit and he went straight into the sea. I pulled up in a sharp turn and got a glimpse of the French coast. On my way back I saw one a/c going vertically into the sea about mid-channel, with a Spitfire above it. I lost this Spit. in the sun and returned to base alone.

Maj. K. Birksted of 331 (N) Squadron recorded in his Combat Report for 7 March 1943:

        I was on readiness as Red 1 in 331 for a wing Sweep when 331 Red flight was scrambled at 1320. I took off with the flight and we were first told to go to 20 miles east of Clacton, 30000 ft. We were changed to Channel C. and vectored onto 2 ME 109F’s approximately over the Naze, “Steward” controlling us. When the e/a were sighted -1343- they were approx. 1000 ft. above us at 11 o’clock. We were then at 28000 ft. on 090 degs. I turned starboard up sun climbing flat out. When on the same level and turning into the e/a they suddenly saw us, turned onto their backs and dived for home, Red section following one, Blue section the other. I lost my No. 2 as the dive was very steep to begin with. My hun dived to approx. 25000 ft. and then pulled up again to 27000 ft. By this time I was approx. 1000 yds. behind. I got about 500 ft. below and directly behind him and with everything forward stalked him. He was loosing height slowly and weaving very gently. When at 23000 ft. I was approx. 250 yds. directly behind and 300 ft. below. I was closing slowly and pulled up to about 50 ft. below him, giving a short burst at approx. 200 yds. he appeared to explode as I saw a great cloud of oily smoke that enveloped me completely, leaving my windowscreen thick with oil.
        Pulling a bit up I found him again going a bit steeper down than before, but under full control, the smoke discontinuing but his engine on fire. After giving him several more (I think 5 1 seconds bursts in all) short bursts from several angles, and into 25 yds, the last one taking half his port wing off, he dived straight in from about 5000 ft. 8 miles north-east of N. Fireland. I did not see him bale out but beside the splash of this a/c there was an opened parachute and a person floating in the sea. After the position was fixed, I returned to base landing 1420 hrs. The enemy a/c jettisoned an article that came from the bottom of his a/c and resembled a jettison tank of a Spit. IX in size, when diving for home from the Naze. The enemy a/c was painted light blue underneath, yellow spinners and markings on the tail as British a.c. Cine-gun carried and used but became obscured by oil from the e/a.

S/L W. V. C-Compton of 64 Squadron recorded in his Combat Report for 8 March 1943:

        While leading Sateen Squadron we had just crossed in over the coast of France when we saw about 10 plus F.W.190's at 9 o-clock; They turned away from the bombers and when about a couple of miles in front turned for a head-on attack. I immediately told the Squadron to get down in front of the bombers and was slightly above and in front when they came in. I fired a short burst (1 sec.) at the third F.W.190 and saw a large flash in the engine. He passed very close under me, broke left and went down in flames. This was seen by Charlie 1. We got back in position in front and above the bombers when another 9 F.W.190's attacked. I took the second last enemy aircraft head-on and fired a burst (About 1½ secs.) and saw hits in front of the cock-pit. The enemy aircraft passed under me and I broke sharp left. About 15 seconds later a parachute opened up 5-7000 feet below which was seen by me and my No. 2 (F/O Draper) a few seconds later. The enemy aircraft attempted 3-4 more head-on attacks but as soon as the Squadron turned towards them they veered off. The job was rather big for the few aircraft we had and absolutely no help was given by the Top Cover.

S/L D. E. Kingaby of 122 Squadron recorded in his Combat Report for 8 March 1943:

        The Squadron flew in two sections. I was Red leader. Shortly after bombers had turned for home Red section was attacked by 6 to 8 F.W. 190 and 109’s from starboard quarter above. I ordered section to break right and climb and as enemy aircraft went past I stall turned down behind the last one and chased him down from 24,000 to 19,000 but could not catch him. I tried to climb up again but was attacked from above and behind by five or six more F.W.’s. As I was climbing and they had the speed on me, they out climbed me when I broke into them, so I went into an aileron turn and dived at full throttle. The aileron turn threw them off and with over 500 m.p.h. on the clock I climbed like a rocket at 18 lbs. boost and 2,900 revs in a steep climbing turn. I arrived slightly below and just below bombers as an F.W. finished a (?) attack on them. I came right underneath (?) rolled out of my turn finishing about 150 yds. (?) He evidently did not see me owing to my unusual approach and I opened fire with 2 sec. burst cannon and M/G and I saw strike on the tail end of the fuselage. Then one elevator buckled up and tore away. Enemy aircraft flicked into a vicious spin and the other elevator departed. I did not follow him down as I was getting a long way from the bombers but I saw a parachute open out beneath me a few moments later. I claim this F.W. 190 as destroyed. I opened up to full bore again and caught up with the bombers and accompanied them home.

F/Lt. H.C. Godefroy of 403 (RCAF) Squadron recorded in his Combat Report for 8 March 1943:

        I was flying as Sunrise Yellow 1. Shortly after meeting the bombers one F.W. 190 flew under my section from behind and to port climbing towards the bombers. I waited until I was up sun of him and attacked from above and on the port. I opened fire at about 200 yards closing to about 50 yards while delivering about a 3 sec. burst of cannon and m.g. There were strikes on the cockpit area and the port cannon exploded. The 190 rolled over and spun down. I was by this time at about 20,000 feet and I watched it until it reached about 5,000 feet. Straightening out and doing a turn made me lose sight of it. Sunrise Blue 1, F/L Magwood, however reports seeing it crash about two miles East of Isignly. I therefore claim 1 F.W. 190 destroyed.

F/O. H.D. MacDonald of 403 (RCAF) Squadron recorded in his Combat Report for 8 March 1943:

        I was flying Sunrise Red 3 at 25,000 feet when two F.W. 190’s approached us from 3 o’clock swinging in behind us. Red 1 (S/L Ford) broke to starboard and the 2 F.W.’s turned away and started to climb. I climbed up above Red section in order to give them protection. One F.W. broke away to starboard and I followed him. He then made a turn to port, climbing up towards the sun again. At this time I closed to about 50 to 100 yards and gave a short burst of cannon and observed strikes on the cockpit.
        I must have killed or wounded the pilot as his a/c went into a gentle dive to the port, taking no evasive action at all. After my first burst I turned to port to catch up to the 190 and attacked from dead astern from about 200 yards. I kept firing for about eight seconds till a large piece of the a/c near the cockpit fell off. The port wing then crumbled up and broke away and the E/A went into a violent spin. I lost him for a few seconds