Thanks for the battle note, my top question therefore is answered already 
My second would concern the PRU sorties across occupied europe.
Has he even been intercepted or did the germans try to intercept him on one of these sorties?
Did PRU pilots generally notice when there was someone chasing them? I mean IIRC radar coverage wasn't lasting there by far.
Or didn't they give a damn for intereceptors?
Third question would be the V1 intercepts.
Did he ever flip a V1? Shoot one?
Was it like all would flip them or did some still try to shoot them?
How was the Spit's handling at that speed/altitude?
Has there been a general procedure for closing in on the V1 or did each pilot have his own style?
How about friendly fire? I mean in '44 the british flak belt was quite crowded...
Best regards - Mike
Morning Mike, I was hoping you would pop up.
We covered most of your questions in yesterday's session, so I can launch straight in with my morning cuppa!
PRU. March - June 1942
He was posted from 81 squadron on last in, first out basis, in response to an AMO (Air Ministry Order) calling fror PRU pilots because they were being decimated.
After training flights across Kent and ranging across southern England, he flew two missions along the coast, to gain experience without being exposed to too much risk.
Le Havre - Cherbourg
Calais - Dieppe - Rouen - Cherbourg
He was then sent into Germany and occupied Europe.
Emden - Wilhelmshaven
Base - Holyhead - Base
Aachen - marshalling yards
Aachen - marshalling yards, Rotterdam
Cherbourg - Le Havre - Grand Villiers A/D
Le Havre, Grandvilliers, Lacona, 'D
Mons area
M/Yd Cambrai area
They were instructed to photograph not only their target but their point of crossing the coast both ways, and to record the time on a pad on their left knee. This provided intel for the upcoming Dieppe raid and later, Overlord.
The missions lasted up to four hours.
He said that the most nervewracking was Emden - Wilhelmshaven. There was haze over Wilhelmshaven, so he tried Emden on the way back but that too was hazy so no result. Now he had to run past several Luftwaffe fighter bases set up to block PRU flights and he was quite short of fuel. He didn't mention any actual interception though.
Perhaps the most affectting part of this was when he spoke about the pilots. He had come through Fighter Commad and had absorbed the happy-go-lucky daredevil spirit of the fighter pilot. He also knew instinctively how to fly the Spitfire and to keep alert at all times to threats from every quarter 'rubber-necking' all the while to watch for enemy fighters. He also had to be aware of meteorological conditions, and of keeping just below the altitude where a contrail formed. If you were above that altitude, the contrail obviously gave away your location. He stated that the Germans were ignorant of this, and implied that this allowed him to see Luftwaffe aircraft and to avoid interception.
While a small number of the pilots come from Fighter Command, he said that many were from Coastal Command, and used to Hudsons and the like. They had none of the instincts of the trained fighter pilot, and with some you could tell just by looking at them that they wouldn't make it. They would fly straight and level for far too long. In the mess, they sat apart, were quite, had maybe a half pint of beer and went to bed early. They did not participate in group activities.
Once they were near the target, the trick was to have it beyond your port wing. Once it intersected with your port leading edge, you performed (I think he said - will have to check the audio) two 45 degree turns and then - when straight and level for 10 seconds - operated the camera (multiple stills) "those ten seconds went on for ever".
I will take up your further questions during today's session.
Author
Topic: A golden opportunity to put your questions to a veteran – but be quick! Master Pilot SR Chambers (RAF 1937-1958). (Read 2968 times)
