Captured German aircraft flown by the RCAF in 1945
Captured German aircraft flown by the RCAF in 1945
On finding things lost
I have always been fascinated by military aircraft, especially the propeller driven warplanes of the Second World War. Perhaps it was because my father served in the Royal Canadian Air Force (RCAF) when I was a boy, and as a result of his occupation our family spent a fair amount of time near military aircraft at various bases in Canada and overseas in Germany. In 1972, a year after I joined the Canadian Militia as a young Sapper in the Royal Canadian Engineers and later as a Signaller in the Royal Canadian Signal Corps serving in Ottawa, I took up the sport of skydiving. Within a few years of indulging in this sport, I was on the Canadian Forces Parachute Team (CFPT), the "Sky Hawks", and I began taking part in numerous airshows where there were often warplanes taking part that had seen service during the Second World War. We flew in and jumped out of a twin-engine Douglas CC-129 (DC-3) Dakota transport aircraft that had been built in 1943, as well as single engine de Havilland CSR-123 (DH-3) Otters and de Havilland CC-138 (DH-6) Twin Otters, four-engine Lockheed CC-130 Hercules transports and various helicopters such as the Bell CH-118 Iroquois, Boeing CH-147 Chinook and in more recent years the Bell CH- 146 Griffon helicopter. You could say I was an enthusiastic fan of the aviation community. Prior to becoming a regular force Army Intelligence Officer I had prided myself on being pretty good at aircraft recognition, and so when I had the chance to actually see the aircraft up close that I had only known through photographs, it was quite a surprise to learn how few of them had been preserved.
My first visit to the Canadian Aviation Museum (now the Canada Aviation and Space Museum) based at Rockcliffe, Ottawa, came in the summer of 1972. The North American P-51D Mustang (known as the Mustang Mk. IV in Canada) had been a favourite of mine since my first collection of fighter postcards when I was nine years old in 1960. At that time our home was near the end of a runway for No. 3 Fighter Wing, RCAF Station Zweibrücken, Germany, where we lived for four years from 1959 to 1963. In those days, known as the “RCAF Golden Years”, there were over a thousand Canadair CL-13 (F-86) Sabres serving our country, with 12 Squadrons of them based overseas, including a number of them at 3 (F) Wing. Today there are less than 100 Canadian fighters that could take to the same skies, although they continue to do so as was very capably demonstrated recently in the air war over Libya.
I wanted to see more of the RCAF aircraft that fought in the Second World War as well as examples of the opponents they faced in hostile skies. Where were the Focke-Wulf Fw 190s and the Messerschmitt Bf 109s? What about the Messerschmitt Me 262 Sturmvogel jets and Me 163 Komet rocket fighters, the Heinkel He 162 Volksjäger and the Mitsubishi A6M Zero-Sen? I began reading up on them. Two Me 262s did come to Canada in 1945. They were destroyed. So were most other captured examples of warplanes from the Second World War. A small handful of captured War Prizes survived, and we do have a Komet and a Volksjäger preserved in the Canada Air and Space Museum, but I wondered, where did the rest of them go? Other countries must have lots of them, or so I thought, and so I began to hunt for them in earnest, and unfortunately discovered the same story elsewhere – most of them have been destroyed. The handfuls that exist make for a very short list of the survivors I will describe for you in this handbook. A few are being recovered from crash sites and being put back together for display. You will need to carve a very long and exaggerated travel itinerary for yourself if you want to see the few that exist. I must mention that in most cases a number of gifted restorers have done a wonderful service in preserving the handful of rare and historic warplanes described here. Dedicated museum staffs, researchers and technicians have provided a rare and wonderful chance for the aviation enthusiast to see what those airplanes in the history book photographs actually looked like in real life. You just need to know where to look, and that is the purpose of this book. Good hunting to you.
British Air Forces of Occupation (BAFO), Germany, Dissolution of the Luftwaffe, Volumes I & II, Feb – Dec 1946, Air HQ BAFO, July 1947
The Royal Canadian Air Force (RCAF) was heavily involved in the disposal of captured German aircraft when the war ended. There were at least 134 Key Appointments in the RAF Disarmament Organization of which 14 were RCAF Officers. The Disposal of Enemy War Material (DEWM) was a tremendous task resulting in the discovery and disposal of 4,810 enemy aircraft and gliders found in Germany, Denmark, Norway and Belgium. Although the vast majority were destroyed, arrangements were made to send a number of serviceable aircraft to the Commonwealth nations of Australia, Canada, New Zealand, and South Africa as well as to Allied countries including the USA, France, Denmark, Norway, Belgium, Holland (the Netherlands) and Czechoslovakia. Of these aircraft, many were also destroyed, and thus only a handful survive in Aviation museums worldwide.
The Canadian personnel involved in the disposal operations primarily served in RAF No. 8402 Air Operations (AO) Wing (RCAF), and included 70 Officers and 315 Other Ranks, for a total of 385 personnel. No. 8402 AO Wing operated in Oldenburg, Germany, with the RCAF Staff later moving to Celle, also in Germany. The following is a list of the RCAF Key Appointments, most serving within 84 Group:
Air Commodore W.W. Brown, RCAF GD, Senior Disarm Staff Officer, HQ 84 Gp BAFO.
Gp Capt W.E. Bennett, RCAF GD, OC 8402 (RCAF) AO Wing.
Gp Capt D.S. Blaine, RCAF GD, Disarm Staff HQ 84 Gp BAFO.
Gp Capt R.A. Cameron, RCAF GD, GAF Admin Disarm € AHQ BAFO.
Gp Capt W.W. Hows, RCAF Equip, DEWM HQ 84 Gp BAFO.
Wing Comd J.L. Berven, RCAF GD, Disarm Plans HQ 84 Gp BAFO.
Wing Comd H. Birchall, RCAF GD, Disarm Plans HQ 84 Gp BAFO.
Wing Comd H.E. Cartwright, RCAF Equip, DEWM, HQ 84 Gp BAFO.
Wing Comd J.H. Foan, RCAF Equip, SESO 8402 (RCAF) AO Wing.
Wing Comd G.O. Godson, RCAF ARM GD, DEWM HQ, HQ 84 Gp BAFO.
Wing Comd W.A. Nield, RCAF Int, Disarm Staff HQ 84 Gp BAFO.
Wing Comd J.A. Ross, RCAF SIGS G, DEWM HQ 84 Gp BAFO.
Wing Comd W.H. Stapley, RCAF GD, Disarm Staff HQ, HQ 84 Gp BAFO.
Wing Comd J.R. Thompson, RCAF GD, Deputy CO 8402 RCAF AD Wing.
(RAF Photo)
Captured Luftwaffe aircraft and advanced RAF aircraft on display at the Royal Aircraft Establishment, Farnborough November1945. The German aircraft allotted to the airshow, including a number on display indoors as well as shown here outdoors, included: Arado Ar 232B, AM17; Arado Ar 234B-1, AM26/VK877; Blöhm und Voss Fw 189 155B (partially sectioned); Dornier Do 217M, AM106; Dornier Do 335A-12, AM223; Fieseler Fi 156C-3, AM100; Fieseler FZG-76; Focke-Achgelis Fa 330; Focke-Wulf Fw 189A (Wk Nr. 0173), AM27; Focke-Wulf Fw 190A-4 (partially sectioned); Focke-Wulf Fw 190F, AM111; Focke-Wulf Fw 190D-12 (Wk Nr. 210079), derelict; Focke-Wulf Fw 200C Condor, AM94; Focke-Wulf Ta 152H (Wk Nr. 150168), AM11; Heinkel He 111H (Wk Nr. 701152); Heinkel He 162A-2 (partially sectioned); Heinkel He 219A-7 (Wk Nr. 310189), AM22; Horten Ho IV; Junkers Ju 52/3m, AM104; Junkers Ju 88A-6 Mistel composite (Wk Nr. 2492), AM77, with Focke-Wulf Fw 190A (Wk Nr. 733759) mounted on top; Junkers Ju 88G-1 (Wk Nr. 712273), AM231/TP190; Junkers Ju 88G-6 (partially sectioned); Junkers Ju 188A (We Nr 230776), AM 08; Junkers Ju 290A, AM57; Junkers Ju 352, AM109; Junkers Ju 388L, AM83; Messerschmitt Bf 108B-1, AM84; Messerschmitt Bf 109G-14 (partially sectioned); Messerschmitt Bf 109G, VD358; Messerschmitt Bf 110G-4 (Wk Nr .730037), AM30; Messerschmitt Me 163B-1a (partially sectioned); Messerschmitt Me 262A (Wk Nr. 111690), AM80, later allocated to Canada; Messerschmitt Me 410B, AM74/V-3 ; Fieseler Fi 103 Reichenberg IV (piloted Fieseler Fi 103/V-1); and, Siebel Si 204D-1, AM4.
The list of aircraft found here does not include all German combat aircraft that fought in the Second World War, as it focuses on those warbirds captured and flown by members of the RCAF, or sent to Canada as war prizes. Very few of these rare aircraft exist today, and therefore, information on known locations where German, Japanese and Italian warbird survivors may be found is included.
RCAF Research Team
While still in Europe when the war ended there in May 1045, Captain Farley Mowat was tasked by Canada's Directorate of History and Heritage (DHH) to form an Intelligence Collection Team to gather and bring back German weapons and equipment that could prove useful to the Canadian Intelligence and Scientific community. He succeeded in bringing back more than 700 tons of captured German equipment to Canada. These items ranged in size from the pair of complex Enigma cryptographic machines to a giant V2 rocket. In 1946, his list of this equipment went into the storage files of the Library and Archives Canada collections. Some of the equipment he and his Intelligence Collection Team arranged to be transported to Canada has survived, such as the Fiesler Fi 103R Reichenberg IV piloted flying bomb currently on display in the Canadian War Museum, and some, such as the exceptionally large V2 rocket, the Marten II, Panzer III and Panzer IV tanks, are missing.
The DHH Team also considered procurement of examples of equipment used by the Luftwaffe. They were in contact with RAF No. 8402 Air Operations (AO) Wing (RCAF), British Air Forces of Occupation (BAFO) Germany, who had the primary responsibility for the dissolution of the Luftwaffe, operating in Oldenburg, Germany. The Army DHH Team was assured that these items were being procured by them for return to Canada and so no further action was taken in this field by the team. The RCAF members of 84 Group requested examples of most aircraft used by the “enemy” and as will be shown, many were thoroughly examined and a few were brought to Canada.
Aircraft Salvage
It has been said that the most important thing to learn about flying is how to land safely, and this of course applies to all operators of flying machines. This is much more difficult to do when someone has been shooting at you and your machine has been banged up like a drum because someone has been shooting at you with cannon, machine guns and FlaK. The combat aviation machines lost to the persistent perils of war need to be replaced, and to that end, when an airplane was written off during the Second World War, all efforts were made to recover and salvage parts and materials from shot down and crashed machines for recycling purposes.
Thousands of flying machines and weapons of war were assembled by the large numbers of combatant nations taking part in the conflict from 1939 to 1945, and a great number of them were lost in the battles that eventually brought the war to an end. Post war, all participating nations quickly needed to get their economies back on a practical footing, and the race began in earnest to add as much surplus metal to the industries that put stoves, washing machines, cars, radios and all the conveniences of the future back in the market place. Keeping old worn out warplanes on hand in large numbers served no practical purpose to the nations in need at that time, and the scrapping and destruction processes began almost as quickly as the war ended.
A handful of visionaries thought some of the former “enemy” technology might be useful to future forces. As the Cold War set in, it became increasingly obvious that if power were to remain in the hands of free nations, they had to be prepared to be armed with better equipment than that in the hands of potential aggressors. In post-war 1945, Russian, British, French, Canadian and American technical experts began scouring Europe and Asia looking for any and all technology that could be of interest and benefit to the conquering nations. In the case of aviation, technical intelligence was the priority, and to that end, key teams of experts were assembled and sent overseas to gather, collect and bring home captured foreign aircraft and equipment for evaluation and where useful, integration into future programs for the defence of the West. Some of the aviation equipment captured or seized as war prizes made its way to Canada. Their present status and location where known is summarized here.
Captured aircraft flown by the RAF and members of the RCAF were assigned an Air Ministry (AM) number. The Axis aircraft flown by the Americans were initially given a Foreign Equipment (FE) number and later a Technical (T) number. These numbers were primarily used to “identify aircraft of intelligence interest at their place of surrender in Germany or Denmark, and to clearly segregate such aircraft from the far larger number of aircraft which were to be destroyed as being of no further use.”[2]
Of the aircraft that were eventually shipped to Canada from England, the following British Air Ministry Numbers were assigned:
AM No. Type and Werk Number (Wk Nr.)
AM52 Messerschmitt Me 262A-2a Schwalbe, (Wk. Nr. 500210), RAF VH509.
AM59 Heinkel He 162A-2 Volksjäger, (Wk. Nr. 120076), RAF VH523.
AM62 Heinkel He 162A-2 Volksjäger, (Wk. Nr. 120086).
AM80 Messerschmitt Me 262A-1 Schwalbe, (Wk. Nr. 111690).
AM204 Messerschmitt Me 163B-1a Komet, (Wk. Nr. 191454).
AM211 Messerschmitt Me 163B-1a Komet, (Wk. Nr. 191095).
AM220 Messerschmitt Me 163B-1a Komet, (Wk. Nr. 191914), possibly (Wk Nr. 1919176).
The Pilots
(RN Photo)
The most interesting pilot associated with the captured German aircraft flown post-war was Captain (N) Eric Melrose “Winkle” Brown, CBE, DSC, AFC, MA, Hon FRAeS, RN (born 21 January 1919), a former Royal Navy (RN) officer and test pilot who flew more types of aircraft than anyone else in history. He was also the Fleet Air Arm’s most decorated pilot and holds the world record for aircraft carrier landings.
He joined the Royal Navy Volunteer Reserve (RNVR) as a Fleet Air Arm (FAA) pilot, where he was posted to No. 802 Squadron, initially serving on the escort carrier HMS Audacity flying the Grumman Martlet fighter. During his service on board the Audacity he shot down two Focke-Wulf Fw 200 Condor maritime patrol aircraft. The Audacity was torpedoed and sunk on 21 December 1941 by U-751, commanded by Gerhard Bigalk. Eric Brown was one of only two survivors of the squadron. In 1943 Brown was seconded to Royal Canadian Air Force (RCAF) squadrons flying escort operations to United States Army Air Force (USAAF) Boeing B-17 Flying Fortresses over France. He also flew several stints with Fighter Command in the air defence of Great Britain. He served with the Royal Aircraft Establishment (RAE) in southern Italy evaluating captured Regia Aeronautica and Luftwaffe aircraft. He returned to RAE’s Aerodynamics Flight department at Farnborough, where he flew a captured Focke-Wulf Fw 190 Würger.
With the end of the European war in sight, the RAE prepared itself to acquire German aeronautical technology and aircraft before it was either accidentally destroyed or taken by the Soviets, and due to his skills in the German language Brown was made CO of “Enemy Flight”. He flew to northern Germany.
Among the targets for the RAE was the Arado Ar 234, a new jet bomber that the Allies, particularly the Americans, were very much interested in. A number of the jets were based at an airfield in Denmark, the German forces having retreated there. He expected to arrive at a liberated aerodrome, just after it had been taken by the British Army, however German resistance to the Allied advance meant that the ground forces had been delayed and the airfield was still an operational Luftwaffe base. Luckily for Brown, the Commanding Officer of the Luftwaffe airfield at Grove offered his surrender, with Brown taking charge of the airfield and its staff of 2,000 men until Allied forces arrived the next day.
Subsequently, Brown and Martindale, along with several other members of the Aerodynamics Flight and assisted by a co-operative German pilot, later ferried twelve Ar 234s across the North Sea and on to Farnborough. The venture was not without risk, as before their capture the Germans had destroyed all the engine log books for the aircraft, leaving Brown and his colleagues no idea of the expected engine hours remaining of the machines, which, due to the scarcity of the special high-temperature alloys available to use in their construction, resulted in the Junkers Jumo 004 engines having a very short life, only twenty five hours - they thus did not know whether the engines were brand new, or just about to expire.
After the war‚ Brown commanded the Enemy Aircraft Flight, an elite group of pilots who test-flew captured German aircraft. That experience makes Brown one of the few men qualified to compare both Allied and Axis warplanes as they actually flew during the war. He flight-tested 53 German aircraft, including the Me 163 rocket plane (in gliding flight only) and the Messerschmitt Me 262, Arado Ar 234 and Heinkel He 162 jet planes.
Fluent in German, he helped interview many Germans after the Second World War, including Wernher von Braun and Hermann Göring, Willy Messerschmitt, Dr. Ernst Heinkel, Kurt Tank and top Luftwaffe fighter ace with 352 victories, Erich Hartmann. In addition, Brown spoke to Heinrich Himmler. Coincidently, Brown had himself been using Himmler’s very own personal aircraft, a specially-converted Focke-Wulf Fw 200 Condor that had been captured and was being used by the RAE Flight based at the former Luftwaffe airfield at Schleswig. He was also able to renew acquaintances with German aviatrix Hanna Reitsch, whom he had met in Germany before the war.
In 1954 Brown, by then a Commander, became Commander (Air) of the Royal Naval Air Station (RNAS) Brawdy, where he remained until returning to Germany in late 1957, becoming Chief of British Naval Mission to Germany, his brief being to re-establish German naval aviation after its pre-war integration with and subornment to, the Luftwaffe. During this period Brown worked closely with Admiral Gerhard Wagner of the German Naval Staff. Training was conducted initially in the UK on Hawker Sea Hawks and Fairey Gannets.
During this time Brown was allocated a personal Percival Pembroke aircraft by the Marineflieger, which, to his surprise, the German maintenance personnel took great pride in. It was in fact, the first exclusively naval aircraft the German Navy had owned since the 1930s. Brown successfully led the re-emergence of naval aviation in Germany to the point that in 1960 Marineflieger squadrons were integrated into NATO.
Later Brown enjoyed a brief three month period as a test pilot for the Focke-Wulf company, helping them out until they could find a replacement after the company’s previous test pilot had been detained due to having relatives in East Germany
Brown died aged 97 on 21 February 2016 at East Surrey Hospital in Redhill, Surrey, England after a short illness.
RCAF
As a Canadian the author has a particular interest in two RCAF pilots who flew many of the captured Luftwaffe aircraft listed here. Much of their story was found in the marvellous book on the RCAF put together by aviation authors Larry Milberry and Hugh A. Halliday titled: The Royal Canadian Air Force at War 1939-1945 (CANAV Books, Toronto, 1990). The RCAF pilots were Squadron Leader Joe McCarthy and Squadron Leader Ian Somerville who flew with the Royal Aircraft Establishment at Farnborough in the UK. The author has corresponded with Joe’s son Joe McCarthy Jr and with Ian’s daughter Sheri Somerville Street and they have kindly provided a number of interesting details to add to their story.
RCAF Wing Commander Joseph C. McCarthy, DSO, DFC & Bar
(RCAF Photo)
Pilot Officer Joe McCarthy, RCAF.
Joseph Charles McCarthy was born in St James on Long Island, New York on 31 August 1919 and grew up in Brooklyn, New York City. Fascinated by aircraft and flying, he worked as a lifeguard at Coney Island and many other beaches in the New York area and at other odd jobs to pay for flying lessons. On three occasions he attempted to join the Army Air Corps. Each time he was told that he would hear back from them but he never did. The Air Corps knew that it had to expand but the US military was simply unprepared for any large-scale expansion.
During May 1941, twenty months after the beginning of the war and with the United States still neutral, Joe’s good friend Don Curtin suggested that they head up to Canada and join the Royal Canadian Air Force. “Within two days,” McCarthy recalled, “we were boarding a bus and heading for Ottawa. We spent the night at the Ottawa YMCA and the following morning proceeded to the air force recruiting office.” There they were told that they’d have to come back at a later date. Their response was, “Take us today as we don’t have the money to return again.” The warrant officer in charge took a second look at the lads from the States. He wouldn’t likely see a healthier, stronger pair of prospects for a while and the next day they were at Manning Depot in Toronto.
Joe was formally enlisted in Ottawa on 5 May 1941, (J9346). He trained at No. 1 ITS, graduating on 11 August 1941 and then No. 12 Elementary Flight Training School (EFTS) at Goderich, Ontario flying Fleet Finch biplane training aircraft, graduating on 26 September 1941. He was then assigned to No. 5 SFTS at Brantford, Ontario where he trained on Avro Anson twin engine trainers, graduating on 18 December 1941. One day during his training he had his map fly out a window and Joe became utterly lost. With fuel running low he had to land in a farmer’s field to ask directions. Despite this, he received his wings and a commission on 17 December 1941. Most of the sixty or so graduates became pilots with RAF Bomber Command. Most, including Joe’s friend Don Curtain, would not return from Europe.
Following Christmas, McCarthy sailed from Halifax for England aboard a banana boat. The ship was separated from their convoy during bad weather and proceeded alone for eleven days before docking in Liverpool. When McCarthy and his fellow aircrew arrived at Bournemouth they were surprised that they had arrived before the rest of the convoy.
Following further training on Airspeed Oxford twin engine trainers at No. 12 Advanced Flying Unit (AFU) from 9 April to 19 May 1942, Pilot Officer (P/O) McCarthy completed his training at No. 14 Operational Training Unit (OTU) on 22 August 1942. During his training with the OTU, he flew three operational missions to the Ruhr in a twin-engined Handley Page Hampden bomber. On 11 September, 1942 he was assigned to No. 97 Squadron RAF at Woodhall Spa in Lincolnshire and began flying official operations against the enemy. He was highly regarded on the squadron and awarded the Distinguished Flying Cross, the citation reading, “On many occasions this officer has attacked targets in Germany. As captain of aircraft he has participated in sorties to the heavily defended objectives in the Ruhr and took part in the successful raid on Essen on a night in March 1943. He has also attacked Berlin three times and Italian targets on five occasions. Throughout his whole career, his conduct has set an example of high courage and efficiency to other members of the squadron”.[1]
He received his DSO and DFC from King George VI at an investiture at Buckingham Palace on 22 June 1943. He received the Bar to his DFC from King George VI at a second investiture at Buckingham Palace on 11 August 1944.[2]
The Air Officer Commanding (AOC) No. 5 Group, Sir Ralph Cochrane, had tasked Wing Commander (W/C) Guy Gibson with setting up a Squadron for “Special Operations”. Gibson knew nothing about the target itself at that stage, but he was given carte blanche by Cochrane to comb Bomber Command for its best aircrew. While flying with No. 97 Squadron, Joe had met Gibson who was stationed at nearby Coningsby. As Joe was completing his tour he received a telephone call from Gibson who told him, “I’m forming a new squadron. I can’t tell you much about it except that we may be doing only one trip. I’d like you and your crew to join us.”
Joe was excited about the opportunity but his crew were a bit cool. They had just beaten the odds and completed a tour of operations. However all but one of the crew decided to follow their captain to the new squadron. Transferred to No. 617 Squadron on 25 March, they made their first flight with the new squadron on 31 March 1943.
After several weeks of intensive and dangerous low-level training with No. 617 Squadron, Joe very nearly was unable to participate in the raid itself. On the evening of 16 May 1943, he and his crew entered their four-engined Avro Lancaster “Q for Queenie” only to discover that the bomber could not be flown because of leaking hydraulics. Joe then rushed his crew then rushed over to the spare plane, “T for Tom”, only to find it virtually unserviceable too since the card giving the compass deviations vital for accurately flying the carefully charted route to the dams was not in the cockpit. The chances of navigating through the enemy anti-aircraft sites to their target were zero without it. Angry over this second setback Joe left the cockpit, and stomped over to the hangar where he was met by Flight Sergeant “Chiefy” Powell, the squadron’s senior NCO. Chief Powell took off at the high port to the instrument section and successfully located the missing compass deviations card.
Finally Joe was airborne but he had taken off twenty minutes after the rest of his section. He was the commander of the squadron’s second wave that was assigned to attack the third of the three priority dams targeted. This was the Sorpe dam which, unlike the Mohne and Eder dams, was built of earth covering a concrete core which would absorb more of the shock waves created by the bomb and reduce its intended effect. For this target the “bouncing-bomb” mode of attack was not used.[3]
Joe was the only one of his five plane wave to reach the Sorpe. Of the four other aircraft, one was shot down and another was so badly shot up by flak that it had to abort. Another crashed into an electrical pylon supporting power cables and the fourth had to abort because it was flying so low that it bounced off the water and lost its bomb. The target was located between high hills that necessitated a steep dive from the attacking aircraft and, to complicate matters further, a thick mist filled the valley making it difficult to locate the dam.
When at last the dam was identified Joe made his bombing run along the crest of the 2297’ dam wall. The Sorpe, because of its earthen construction, had no vertical wall to stop the skipping mine and hence had to be attacked by flying parallel to the dam and not at right angles to it as with the Mohne and Eder. This necessitated coming over the top of the hill and closely following the slope down to the dam, using flaps to keep speed under control, dropping the mine and then climbing out quickly as the hill rose on the other end of the dam. It was not until the tenth run over the dam that bomb-aimer Sgt. George “Johnny” Johnson was satisfied and released the bomb from a height of about thirty feet. The explosion sent a huge tower of water into the sky but when Joe flew over again he could see that the wall had survived although the parapet had been damaged.
Although the Sorpe Dam wasn’t breached as were the Mohne and Eder, the crest of the dam had crumbled for 50 yards and eventually the Germans were forced to draw off some of the capacity of the Sorpe Reservoir. Canadian pilot Ken Brown flew the only other aircraft that attacked the Sorpe. Flight Lieutenant (F/L) McCarthy was awarded the Distinguished Service Order for his efforts on the Dams Raid. His W/C, Guy Gibson, was awarded the Victoria Cross. At the Buckingham Palace investiture, the Queen took his massive hand in hers and asked him about his home life in Brooklyn. (Joe wore a shoulder patch with both Canada and USA on it).
Joe’s DSO has the following citation: “on the night of the 16th of May 1943, a force of Lancaster bombers was detailed to attack the Moehne, Eder and Sorpe dams in Germany. The operation was one of great difficulty and hazard, demanding a high degree of skill and courage and close co-operation between the crews of the aircraft engaged. Nevertheless, a telling blow was struck at the enemy by the successful breaching of the Moehne and Eder dams. This outstanding success reflects the greatest credit on the efforts of the above mentioned personnel who participated in the operation, in various capacities as members of aircraft crew.”[4]
(RAF Photo courtesy of Joe McCarthy Jr)
Crew Members of No. 617 Dambuster Squadron Lancaster bomber (Serial No. ED285), AJ-T, "T for Tommy", at Scampton, Lincolnshire, England on 22 July 1943 . RCAF Pilot Flight Lieutenant Joe McCarthy (centre), Flight Engineer Sergeant W.G. Radcliffe, Navigator Flight Sergeant Donald Arthur MacLean (front left), Wireless Operator Flight Sergeant L. Eaton, Bomb Aimer Sgt G.L. Johnson, Front Gunner Sergeant R. Batson, and Rear Gunner Flying Officer D. Roger.
The Dams Raid was the first of many special operations that No. 617 Squadron would carry out during the war. Joe continued to fly with the squadron, serving under two of W/C Gibson’s successors, including Leonard Cheshire, who had a high estimate of his abilities, promoting him to Squadron Leader (S/L) and making him a flight commander. Cheshire noted that Joe “was a brave and thoughtful pilot who saw the value of flare marking long before the Pathfinder Force was established to take on that task.”
In April 1944, S/L McCarthy was awarded a “Bar” to his DFC with the citation, “Since being awarded the Distinguished Service Order this officer has completed numerous sorties as captain of aircraft in which he has taken part in difficult and hazardous operations at low level. Squadron Leader McCarthy has displayed exemplary skill and courage which, combined with his unfailing devotion to duty, have contributed much to the success achieved”.
From 1941 until late 1944, he flew Hampden, Manchester, Lancaster and Mosquito bombers and completed a total of 80 combat missions. Joe was also involved with the use of a new Stabilizing Automatic Bomb Site (SABS) that gave great accuracy from high altitudes. This had been invented in 1941 to enable aircrew drop big bombs more accurately, but for it to work an aircraft had to run straight and level for ten miles in the period immediately before the bomb was dropped. It was claimed that if the sight was used properly a bomb could be dropped from 20,000 feet with an accuracy of under a hundred yards.[5]
Joe flew a number of operations on selected, small targets in France that could be hit without causing damage to nearby residential areas. No. 617 also flew operations as “Pathfinders”, dropping target indicators (TI) for the main force which would follow. On one occasion, McCarthy’s reference point was a small building. Somehow his TI went right inside the building and he had to come around again to place another marker!
Joe began his third tour with a raid to Toulouse on 5 April, 1944. On the night prior to the D-Day invasion, he flew with the squadron as they followed racetrack shaped circuits at 800 feet off Calais with three-minute turns, dropping special types of aluminum foil (code-named “chaff”). This duped the German coastal radar into thinking that a large surface fleet was approaching the Pas de Calais while the real force was approaching Normandy far to the west.
Joe was also involved in the dropping of the first 12,000 pound “Tallboy” bomb on the Saumar railway tunnel in France. The weapon was released from 10,500 feet and struck within 100 yards of the target, causing the tunnel to collapse. Joe dropped other Tallboys on submarine pens and a V-1 factory where he spent fifty minutes over the target. His 67th and last operation took place on 4 July 1944 when he placed a Tallboy on a target near Criel, France. During his war time career with No. 617 Squadron, Joe’s aircraft featured a unique collection of nose art that was related to his American, Canadian, and British connections.
Following a brief period with No. 6 Group Headquarters and another as the Commanding Officer of a fighter affiliation unit where he flew Hawker Hurricanes and Supermarine Spitfires, S/L McCarthy was posted to the Royal Aircraft Establishment (RAE) at Farnborough in November, 1944. Following the end of the war, McCarthy continued at Farnborough where he served with the “Foreign Aircraft Flight”. This group had the task of locating a wide range of Luftwaffe aircraft types, ferrying them to England, and evaluating them. Some 75 ex-Luftwaffe aircraft were flown to Farnborough and approximately 50 others were delivered by sea. Joe flew more than 20 different types of these War Prizes, including the Focke-Wulf Fw 200 Condor long range anti-shipping aircraft.
At the end of the Second World War, S/L Joe McCarthy of the Dambusters chose to remain in the RCAF. After three tours with Bomber Command, he won a flying slot at the Royal Aircraft Establishment (RAE) at Farnborough, located south of Reading in the United Kingdom. Initially, he spent a few weeks there becoming familiar with a host of aircraft from single to four engine types. From 4 April to 13 May 1945, he was seconded to Vickers-Armstrong to test fly the Windsor bomber during armament trials.
S/L McCarthy then joined the Foreign Aircraft Flight (FAF) under S/L H.J. King. The Foreign Aircraft Flight had the task of locating a wide range of Luftwaffe aircraft types, ferrying them back to England and evaluating them. Initially, this involved some survey flights around Europe looking for aircraft.
S/L McCarthy commanded an RAE outpost at Schleswig in northern Germany. His task was “to coordinate the delivery of selected aircraft to Schleswig for overhaul, and to control the acceptance test flights of individual aircraft at the completion of their servicing routine. The RAF then took over the delivery of the aircraft to England via one or more established staging posts in Holland or Belgium which were provided with jet fuel and other support facilities.”
Aircraft were flown or transported by ground from 18 May 1945 through to 18 January 1946. German aircraft were documented according to their Werk Nummer, (Wk. Nr.) before being given an Air Ministry Number. The first German aircraft to be moved was a Messerschmitt Me 262B-1a/U1, (Wk. Nr. 110305), AM50, a two-seat jet night fighter version equipped with FuG218 radar, which was flown from Schleswig to Gilze-Rijen on 18 May, and onwards to Farnborough on 19 May 1945. This aircraft is currently displayed in the South African National Museum of Military History, Saxonwold, Johannesburg.
(RAF Photo)
Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), "Red 8", 10./NJG11, 305, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array. This aircraft was collected at Schleswig-Jagel, Germany in May 1945. "Red 8" flew operationally with Kurt Welters 10./NJG11 at Magdeburg. While at this location it was painted with all-black undersurfaces and mostly black engine nacelles. "'Red 8" was ferried to the UK on 19 May 1945 by Wg Cdr RJ 'Roly' Falk, via Twente, Gilze-Rijen and Melsbroek. It was then flown by Wg Cdr Gonsalvez from the RAE to RNAS Ford, and used for radar and tactical trials from 6 July 1945. Designated AM50, it was later given RAF Serial No. VH519. It was damaged on its first landing at RNAS Ford, but quickly repaired. "Red 8" is the only genuine night fighter version of the Me262 which has survived to the present day. It is currently displayed in the Ditsong National Museum of Military History, Saxonwold, Johannesburg, South Africa.
(Alan Wilson Photo)
Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), in the Ditsong National Museum of Military History, Saxonwold, Johannesburg, South Africa
Approximately 75 ex-Luftwaffe aircraft were flown to Farnborough, and nearly 50 others arrived there by surface transport. A few others were flown in from other places. The aircraft arriving by ground transport included 23 Messerschmitt Me 163 Komet fighters, 11 Heinkel He 162 single engine jet fighters, and the Messerschmitt Me 262C jet fighter prototype, along with a prototype Blohm + Voss BV 155B high-altitude fighter, and the first prototype DFS 228 high-altitude reconnaissance aircraft. The BV 155B and DFS 228 were loaned to the British authorities before their intended shipment to the USA.
Captured German aircraft in the UK
More than 137 Category One aircraft and gliders were flown or transported to England including two Arado Ar 96B (plus 88 to France), two Arado Ar 196, one Arado Ar 232, eight Arado Ar 234 (plus two to the USAAF, two to France and one other), two Blohm & Voss BV 138 seaplanes, one Blohm und Voss Bv 155B, two Bücker Bü 181 (plus 154 to France), one Blohm und Voss Bv 222C-012, three Dornier Do 24 (plus two to BAFO), three Dornier Do 217, (two Dornier Do 335 Pfiel are not on this list as they were acquired from the USAAF), three Fieseler Fi 156 Storch (plus 82 to France), one Fieseler Fi 256, one Focke-Wulf Fw 58, four Focke-Wulf 190 (plus six to the USAAF), one Focke-Wulf Ta 152, one Focke-Wulf Fw 189, two Focke-Wulf Fw 200, eleven Heinkel He 162 (plus two to the USAAF, two to France and one other), five Heinkel He 219 Uhu (plus three to the USAAF), (plus one Junkers Ju 34 to Norway), three Junkers Ju 52 (plus 63 others to civil aviation, 3 to RAE, and 69 to other countries), (plus one Junkers Ju 87 Stuka, other), thirteen Junkers Ju 88 (plus one to the USAAF and three to France), one Junkers Ju 88/Focke-Wulf Fw 190 Mistel S3B composite, two Junkers Ju 290, four Junkers Ju 352, one Junkers Ju 388, three Messerschmitt Bf 108 (plus 21 to France, (plus two Messerschmitt Bf 109, other), six Messerschmitt Bf 110 (plus one other), twenty-five Messerschmitt Me 163 Komet (plus four to France), four Junkers Ju 188, seven Messerschmitt Me 262 (plus two to the USAF, two to France and one other), three Messerschmitt Me 410, one Siebel Si 104, and ten Siebel Si 204, for total of (more than) 137 aircraft. In addition 215 gliders were found in Germany and 76 in Norway for a total of 291, of which 269 were put into service in Germany, 16 went to the UK as Category One and 6 others. (An Account of the Part Played by the Royal Air Force in Dissolving the Luftwaffe, Volume II, Feb 1944 – Dec 1946, Compiled from Official Records and Papers by Order of Air Marshall Sir Philip Wigglesworth, KBE, CB, DSC, Air Officer Commanding in Chief BAFO and Chief of the Air Division, July 1947, Air Headquarters British Air Forces of Occupation)
A more detailed list of German warplanes captured and evaluated by Allied forces may be found on this website under the heading "German Warplane Survivors".
(RAF Photo)
Siebel Si 204D-1, (Wk. Nr. 322127), captured at Flensburg. Designated RAF AM4, this aircraft was likely scrapped in 1945
On 10 and 13 June, Squadron Leader McCarthy flew his first German aircraft, Siebel Si 204D-1, (Wk. Nr. unknown), AMGD, a light twin-engine transport at Flensburg on the Danish border, where hundreds of German aircraft had been assembled for disposal.
(RAF Photo)
Junkers Ju 352A-0 Herkules, transport, (Wk. Nr. 100010) coded KT+VJ, of V/Transportgeschwader 4, RAF AM8 and later VP550. On 11 and 19 June Squadron Leader McCarthy flew this four-engine heavy transport (AM8), and then ferried the aircraft to Farnborough on 23 June. This aircraft was scrapped at Farnborough after 1946.
(RAF Photo)
On 16 June S/L McCarthy flew Junkers Ju 88G-6, (Wk. Nr. 622838), RAF AM3, VK884, from Schleswig to Farnborough. This aircraft had been selected for investigation of FuG217 and FuG224 radars. It was later put on display at Hyde Park.
(RAF Photo)
On 11 and 19 June S/L McCarthy test flew a Messerschmitt Bf 108B, (Wk. Nr. 1547), AM84, single engine light liaison aircraft at Schleswig.
(RAF Photo)
Focke-Wulf Fw 200C-4/U1 Condor, (Wk. Nr. 0137), GC+AE. This Condor was the personal aircraft of Heinrich Himmler and later Grand Admiral Doenitz. This aircraft was found intact at Achmer in 1945 and flown to Farnborough on 3 July 1945. Designated RAF AM94, this aircraft was flown in the UK. It was scrapped at Farnborough in 1946. On 19 June S/L McCarthy flew a Focke-Wulf Fw 200C-4/I1 Condor, (Wk. Nr. 176), RAF AM94, a German four-engine long-range maritime reconnaissance and anti-shipping bomber.
(RAF Photo)
Junkers Ju 290A-2 long-range bomber, (Wk. Nr. 110157), coded 9V+BK of 2/Fernaufklarungs-gruppe (FAGr)5. This aircraft was captured at Flensburg and flown to Farnborough on 21 Sep 1945 where it was assigned RAF AM57. It was one of the last German War Prize aircraft to be scrapped at Farnborough in 1946.
On 22 June S/L McCarthy flew a Junkers Ju 290A-7, (Wk. Nr. 110186), RAF AM6, and went up again on the same aircraft on 28 June. This aircraft was the first production Ju 290A-7. He later ferried this aircraft from Lübeck on the north German coast to Wormingford on 2 July. On 29 June he test flew a Siebel Si 204D-1-1, (Wk. Nr. 321523), AM5, at Leck.
(RAF Photo)
Arado Ar 232B-0 (Wk. Nr. 305002) A3+RB, a large four-engine twin-boom, multi-wheeled heavy transport (nick-named the “millipede”), previously flown by the Luftwaffe's "Special Duties" unit, KG 200 and captured at Eggebek in Schleswig-Holstein, Germany. This aircraft was designated RAF AM17 and pressed into service to ferry spare parts from occupied Europe to Farnborough, often flown by Squadron Leaders McCarthy and Somerville. It was scrapped at RAF Sealand in 1948. On 11 July S/L McCarthy flew AM17, from Gilze-Rijen to Farnborough. This aircraft was the only complete example known to have been surrendered to the Allies. A3+RB was flown to Farnborough on two ferry trips.
(RAF Photo)
Focke-Wulf Fw 190. 11./JG 1, 1+-, captured at Skrydstrup, Denmark, May 1945.
Squadron Leader McCarthy also flew the Focke-Wulf Fw 190 fighter in July.
(RAF Photos)
Heinkel He 219A-7 Uhu, (Wk. Nr. 310189), D5+CL of I/NJG 3 night fighter captured at Grove, Denmark. This aircraft was designated RAF AM22. It was scrapped at Farnborough in 1946. Squadron Leaders Joe McCarthy and Ian Somerville both flew these aircraft.
On 1 August S/L McCarthy flew a Heinkel He 219A-2 Uhu (Owl), (Wk. Nr. 290126), AM20, a twin-engine two-seat night fighter, which had been a deadly adversary against allied bomber formations. An He 219A-0 (G9+FB) flown by Major Werner Streib and a back-seater named Fisher flying out of Venlo, Holland, on the Uhu’s first combat mission, destroyed five RAF Avro 683 Lancasters on their way to Berlin on the night of 11-12 June 1943.
On 2 and 12 August, he flew a Junkers Ju 352A, (Wk. Nr. unknown), AM110, at Farnborough.
(RAF Photo)
Messerschmitt Bf 110G-4/R6, (Wk. Nr 730301) with FuG220 radar, captured at Grove, Denmark. Designated RAF AM34, this aircraft is preserved in the RAF Museum, Hendon
(Calgaco Photo)
Messerschmitt Bf 110G-4/R6, (Wk. Nr. 730301) with FuG220 radar, captured at Grove, Denmark in May 1945. Designated RAF AM34, this aircraft is displayed in the RAF Museum, Hendon.
On 3 August he ferried Messerschmitt Bf 110G-4/R6, (Wk. Nr. 730301), RAF AM34, from Schleswig to Farnborough. This twin-engine night fighter was equipped with FuG220b Liechtenstein SN-2 radar. Likely constructed in 1944 this G model was developed as a night fighter. Wk. Nr. 730301 was surrendered to the Allies at Grove airfield, Denmark (now known as Karup). Luftwaffe coded D5+RL; this aircraft had served with the 1st Staffel of Nachtjagdgeschwader 3 (1/NJG3) in the night defence of Denmark and Northern Germany. Of the 1,146 German aircraft found on Danish airfields after the German surrender, 37 were Bf 110 variants. Of these, five were allocated Air Ministry evaluation numbers AM15, AM30, AM34, (Wk. Nr. 730301), AM38 and AM85.
On 1 August 1945, AM34 was ferried from Grove to Schleswig, Northern Germany by Squadron Leader Ian Somerville. Schleswig hosted a Royal Aircraft Establishment outpost to coordinate the delivery of selected German aircraft to Schleswig for overhaul and delivery to the UK for evaluation. On 3 August AM34 was ferried from Schleswig to RAE Farnborough by Squadron Leader Joe McCarthy. On 5 September it was ferried from Farnborough to No. 6 MU Brize Norton (Aircraft Storage Unit) by Lieutenant-Commander E.M. “Winkle” Brown, the CO of the Enemy Aircraft Pool 1945-1946. Brown stated that the Bf 110’s controls were light and well harmonised, the airplane very manoeuvrable and the rate of climb excellent.
On 7 August, he flew another Heinkel He 219A-2, (Wk. Nr. 310109), AM21, equipped with FuG220 radar, from Grove to Schleswig. On 8 August he test flew a Focke-Wulf Fw 200C, (Wk. Nr. 0111), RAF AM96, at Schleswig.
(RAF Photo)
Junkers Ju 188A-2, (Wk. Nr. 190327), captured at Lubeck. Designated RAF AM113, later VN143, this aircraft was scrapped at Gosport, England in 1947. S/L McCarthy ferried this aircraft from Lübeck to Schleswig on 7 Aug and then on to Farnborough on 27 August 1945.
On 11 August he flew a Siebel Si 204D-1-1, (Wk. Nr. 221558), RAF AM28, from Schleswig to Farnborough, where it was used extensively as a communications aircraft.
On 17 August he flew Junkers Ju 290A-2, (Wk. Nr. 110157), OV+BK, AM57, from Flensburg to Schleswig. This aircraft was scrapped in at Farnborugh in 1950.
(RAF Photo)
On 1 September S/L McCarthy flew Junkers Ju 388L-1/V-6, (Wk. Nr. 5000006), PE+1F, AM83, a twin-engine, three-seat high-altitude photo-reconnaissance bomber, from Schleswig to Farnborough.
(Rept0n1x Photos)
Fieseler Fi 156C Storch, (Wk. Nr. 475081), captured at Flensburg. Designated RAF AM101, later VP546, this aircraft is on display in the RAF Museum, Cosford.
On 5 September S/L McCarthy flew a Fieseler Fi 156C-7 Storch, (Wk. Nr. 475081), RAF AM101, VP546, light observation and utility short take-off and landing aircraft.
(USAAF Photo)
Dornier Do 335A-1, reported as (Wk. Nr. 240121), and (Wk. Nr. 240161), (unconfirmed), RAF AM225, was a single-seat version of the Pfeil, which had been surrendered at the Dornier Oberpfaffenhofen factory and flown to Neubiberg under US control. It was an unpainted aircraft, which had not been delivered to the Luftwaffe. It was handed over to the British authorities on 7 September and flown from Neuberg to Reims where it became unserviceable. After repairs, it was test flown at Reims on 9 and 12 December, and then flown to Marville, France on 13 December where it made a forced landing with the nose wheel retracted, and was later scrapped. The only Do 335 parts sent to the UK included a single-seat fuselage, which was also scrapped at Farnborough.
(USAAF Photos)
Dornier Do335A-12, (Wk. Nr. 240112) captured by American forces at Oberpfaffenhofen, Germany. (Wk. Nr. 240112) was traded to the RAF where it became AM223.
(RAF Photos)
Dornier Do 335A-12 Pfeil, (Wk. Nr. 240112) at Farnborough, England, summer 1945. This aircraft crashed on 18 Jan 1946.
The Do 335A-12 Pfeil, (Wk. Nr. 240112), was captured by US forces at Oberpfaffenhofen, Germany, in May 1945. RCAF Squadron Leader Joe McCarthy had traded 15 Focke-Wulf Fw 190 single engine fighters to the USAAF for this aircraft (No. 112). 240112 had its iron cross markings removed and USAAF star and bar markings had been painted on it. Joe put the RAF roundels on the aircraft over the star, but one can still see the bar under the roundel in this photo taken at the Royal Aircraft Establishment at Farnborough in England. Designated RAF AM223, it was test flown at war’s end by RCAF S/L Joe McCarthy with the Royal Aircraft Establishment‘s Foreign Aircraft Flight at Farnborough, UK. This aircraft came to a tragic end when, during a familiarization flight on 18 January 1946 the rear engine caught fire and the elevator controls burnt through. The aircraft plunged vertically into a school at Cove, Hampshire, killing RAF Group Captain Alan F. Hards.
More details on the Do 335 here: https://www.silverhawkauthor.com/post/warplanes-of-germany-luftwaffe-dornier-do-335-pfeil
(RAF Photos)
Junkers Ju 88G-6, (Wk. Nr. 623193), with FuG 240 Berlin cavity magnetron radar in the nose, captured at Grove, Denmark in may 1945. This aircraft was designated RAF AM31, and is shown here at Farnborough in 1945. It was scrapped at Skellingthorpe in 1947. On 12 September S/L McCarthy flew AM31, from Gilze-Rijen to Farnborough.
On 14 September he flew a Junkers Ju 188A-1, (Wk. Nr. 230776), AM108, a twin-engine three-seat bomber from Beldringe to Schleswig.
(RAF Photo)
Dornier Do 217M-1, (Wk. Nr. 56158), U5+, KG2, selected for evaluation in England after capture at Beldringe, Denmark. This aircraft was designated RAF AM107, 6158. It was scrapped at Bovingdon, England, in 1955.
On 21 September S/L McCarthy test flew a Dornier Do 217M-1, (Wk. Nr. 56527), AM106, a twin-engine four-seat bomber at Schleswig, and then flew it to Farnborough on 23 September. Three examples had been selected for evaluation in the UK from a group captured at Beldringe, Denmark. Two arrived at Farnborough, AM106 (scrapped in 1945) and (Wk. Nr. 56158), AM107 (scrapped in 1955).
(RAF Photo)
Messerschmitt Me 410A-1/U2 Hornisse, (Wk. Nr 420430), captured at Vaerlose. Designated RAF AM72, this aircraft is in the RAF Museum at Cosford, England.
(Dapi99 Photos)
Messerschmitt Me 410A-1/U2 Hornisse, (Wk. Nr. 420430), captured at Vaerlose. Designated RAF AM72, this aircraft is on display at RAF Cosford, England.
On 3 October 1945 S/L McCarthy flew a Messerschmitt Me 410A-1/U2, (Wk. Nr. 420430), AM72, a twin-engine two-seat heavy fighter, from Kastrup to Schleswig, and again on 13 October from Schleswig to Farnborough. This aircraft is preserved and on display at RAF Museum Cosford in the UK.
On 23 October he test flew a Messerschmitt Bf 110, (Wk. Nr. unknown), AM88, at Husum. This aircraft was probably one of the “110 Doppelschlepp” tugs used by JG 400 to tow Me 163B Komets on ferry flights.
(RAF Photos
Arado Ar 96B advanced trainer, (Wk. Nr. unknown), captured at Husum. More than 11,500 Ar 96 were built by the end of the Second World WarDesignated RAF AM120, this aircraft was scrapped at Woodley, England in 1947. On 23 October, S/L McCarthy test flew an Arado Ar 96B, (Wk. Nr. unknown), AM123, a two-seat advanced flying trainer, also at Husum.
On 16 November 1945, S/L McCarthy flew his first jet, a Gloster Meteor, Serial No. EE360, and the experimental Armstrong Whitworth Windsor bomber. When his duties at Farnborough came to a close at the end of 1945, S/L McCarthy had flown fifty different types of aircraft.
Soon afterward, he was posted back to Canada, arriving at Rockcliffe in August 1946 to fly with the RCAF Test and Development Unit. He had finished the war with over 1,600 hours on some 50 different aircraft types, including the following German aircraft: 6 hrs 30 min on the Arado Ar 232; 3 hrs 40 min on the Dornier Do 335A-12; 11 hrs 45 min on the Junkers Ju 290, 24 hrs 10 min on the Junkers Ju 352; 3 hrs 5 min on the Messerschmitt Me 410; and, 1 hr 20 min on the Messerschmitt Bf 109. He had also flown 23 hrs on the Martin B-26 Marauder; 15 hrs on Supermarine Spitfires; 25 hrs 25 min on the Avro 679 Manchester, 1,058 hrs 35 min on the Avro 683 Lancaster, 171 hrs 25 min on the Avro 652 Anson; 10 hrs 30 min on the Vickers-Armstrong Windsor; 3 hrs on the Gloster Meteor; 1 hr 45 min on the Armstrong Whitworth Whitley, and 1 hr 20 min on the Hawker Tempest. During his career he was awarded the DSO, DFC and Bar and later the CD.
RCAF Squadron Leader Ian Somerville
(Mrs Sheri Somerville Street family Photo)
Squadron Leader Ian Somerville.
S/L Ian “Curly” Somerville also served in the Royal Aircraft Establishment‘s Foreign Aircraft Flight at Farnborough. A graduate of the Empire Test Pilots School, RAF Boscombe Down, he test flew the Blackburn B-37 Firebrand single-seat carrier-borne and land-based torpedo strike fighter, Avro 683 Lancaster, Gloster Meteor, de Havilland DH 98 Mosquito, Hawker Tempest and many other aircraft including a number of ex-Luftwaffe types.
On 5 May 1945 he was recruited to test German aircraft at Travemuende and Flensburg in Germany, and Vaerløse and Kastrup in Denmark. His task was to train British pilots to ferry these aircraft back to Farnborough; and to test them in preparation for their flights back to Britain.
A review of his logbooks from June to August 1945 shows he flew with S/L Clyde Smith from Farnborough to Schleswig and then Flensburg in an Avro York transport. He then ferried a Seibel Si 204D, AM12 and a Junkers Ju 52, (Wk. Nr. 5325), AM GD1, with S/L King. He was the pilot or the 2nd pilot with S/L McCarthy or F/L Lawson at the controls on Siebel Si 204Ds, AM4 and AM5, Junkers J2 352, AM8 and AM19. On these flights his 2nd pilot crews included F/O Warren, WO Sabin, and F/O Thompson.
On 23 June and 3 & 4 July 1945 he flew a Junkers Ju 352A, (Wk. Nr. unknown), AM19, from Eggebek to Farnborough, and Junkers Ju 352, AM8 on 2 July. On 3 July he flew a Focke-Wulf Fw 200C-4/U1, (Wk. Nr. 176), AM94, from Schleswig to Farnborough with S/L Kyle and Sgt Dowie. In between ferry flights on the German aircraft he flew an Avro 683 Lancaster (Serial No. JA928) and an Airspeed Oxford (Serial No. 349). One of the captured Ar 196A seaplanes was flown by RCAF S/L Ian Somerville. Between 11 and 16 July he test flew three Arado Ar 196A float-planes including, (Wk. Nr. unknown), AM92 with a German mechanic onboard at Schleswig-See. This aircraft was not delivered to England. He also test flew Arado Ar 196A-5, (Wk. Nr. 127), AM91 and AM90 on the Schleswig-See. On 12 July he flew Fieseler Fi 156 Storch, AM100, and on 13 July he flew a Junkers Ju 290, AM6. On 14 July he flew a Junkers Ju 52/3m, (Wk. Nr. 5375), AM GD1, a tri-motor transport, from Schleswig to Gilze-Rijen and back. On 16 July he again flew Arado Ar 196, AM92 and AM90.
Also on 16 July, he did his first test flight on a Dornier Do 24T-3 seaplane, (Wk. Nr. unknown), AM115, at Schleswig-See. This aircraft was allocated RAF Serial No. VM483 on 2 October 1945. On 17 July he flew Arado Ar 196, AM93 followed by a flight in a Bf 108. On 18 July he flew another Junkers Ju 52/3m, (Wk. Nr. 641038), AM104, from Schleswig to Farnborough, followed by a number of flights on Ju 352, AM8.
His first flight on the Blackburn Firebrand (DM373) took place on 25 July 1945 at Harding in the UK, followed by flights in Junkers Ju 52, AM104 on the 26th, North American Harvard (Serial No. FX216) and a Supermarine Walrus on the 27th, a Grumman Martlet (Serial No. V1511) and an Avro Tutor (KCW) on the 28th and 29th a Grunau baby glider and Olympia glider on the 29th then back on the Ju 352, AM19, then an Airspeed Oxford (Serial No. RR349).
On 1 August he ferried a Messerschmitt Bf 110G-4/R6, (Wk. Nr. 730301), AM34, from Grove to Schleswig. This aircraft was equipped with FuG220 Litchtenstein SN-2 radar and two 20-mm cannon in the nose. This aircraft was also flown by S/L McCarthy on 3 August 1945. Wk. Nr. 730301 is on display in the RAF Battle of Britain Museum at Hendon in the UK.
He flew the Focke-Wulf Ta 152, AM11, high-altitude interceptor on 2 August. After a test flight at Schleswig, he then ferried a Heinkel He 219A-2-2 Uhu (Owl), (Wk. Nr. 290126), AM20, a twin-engine night fighter, accompanied by F/O Steele from Schleswig to Farnborough on 3 August. He was the 2nd pilot with S/L McCarthy on the Focke-Wulf Fw 200, AM97 return flight. On 4 August he flew a Junkers Ju 352A Herkules, (Wk. Nr. unknown), AM110, a tri-motor medium transport from Schleswig to Kastrup and then returned with it the same day, followed by a number of flights on the same aircraft. He flew a de Havilland Dominie (X7375) at Croyden in the UK then was back on the Ju 352, AM8.
On 12 August he flew a Junkers Ju 86P, (Wk. Nr. 5132), AM82, a four-seat high-altitude medium bomber at Fassberg, then back on the Ju 352, AM8 with F/O Sullivan. It appears he flew a Boeing B-17 Flying Fortress (320328) on a check ride on 14 August and then Siebel Si 204D, AM56 on the 17th and 18th, and an Airspeed Oxford (RR349) on the 19th.
Also 19 August he flew a Messerschmitt Me 410B-6, (Wk. Nr. 410208), AM74, from Vaerløse to Kastrup (his logbook records he flew a Me 210, AM73 on this date). This aircraft was a twin-engine anti-shipping strike aircraft equipped with FuG200 radar. On 20 August he flew a Messerschmitt Me 410A-1, (Wk. Nr. 130360), AM73, from Vaerløse to Kastrup (his logbook records he flew AMV2 and then AMV1 on this date). On 23 August he flew a Focke-Wulf Fw 190F-8/U1 Würger, (Wk. Nr. 580058), RAF AM36, at Kastrup. This aircraft was a two-seat trainer version of the fighter.
He flew a Focke-Wulf Fw 44 (no AM number) on the 24th, Fw 190, AM40, Me 410, (AM72 or AM73), and an Airspeed Oxford (Serial No. RR349) on the 25th, followed by a number of flights in the Junkers Ju 352A-1, (Wk. Nr. 100015), AM18, including from Travemünde to Farnborough from the 26th to the 29th of August. The last two flights in his logbook on 30 and 31 August 1945 at Farnborough were in an Avro Anson (Serial No. 139864) with F/O Steel and Lt D. Somerville as co-pilots. His flying times on types at RAE Farnborough total 397 hours and 25 minutes.
In summary, during his tour with the Foreign Aircraft Flight, Squadron Leader Somerville flew the Arado Ar 196A float-planes AM90, AM91, AM92 and AM93, the Dornier Do 24T-3 seaplane, AM115, the Fieseler Fi 156 Storch, AM100, the Focke-Wulf Fw 44J Stieglitz biplane trainer, the Focke-Wulf Fw 190F-8/U1 Würger, AM36, the Focke-Wulf Ta 152H-1, AM11 high altitude interceptor, the Focke-Wulf Fw 200C-4/U1, AM94, the Heinkel He 219A-2-2 Uhu, AM20, the Junkers Ju 52/3m, AM GD1, the Junkers Ju 86P, AM82, the Junkers Ju 290, four engine heavy transport, AM6, the Junkers J2 352, AM8 and AM19, the Junkers Ju 388L-1/V6 advanced twin engine fighter, AM83, the Messerschmitt Bf 108, liaison aircraft, AM84, the Messerschmitt Bf 110G-4/R6, AM34, the Messerschmitt Me 410A-1, AM73 and Siebel Si 204Ds, AM4, AM5 and AM12.
At the end of his tour in Europe, S/L Somerville was posted back to Canada to the RCAF Test and Development Flight at Rockcliffe. He had logged 4,078 hrs 20 minutes of military and 650 hours of civilian flying time when he retired from the RCAF in July 1946.
(RAF Photo)
Junkers Ju 52/3m, (Wk. Nr. 641038), Tante Ju, transport bomber, captured at Flensburg where it had been flown by Deutsche Luft Hansa (DLH) as D-AUAV. The Ju 52 was flown to Farnborough on 18 July 1945. Designated RAF AM104, this aircraft was scrapped at Woodley in 1948.
(RAF Photo)
On 23 June and 3 & 4 July 1945, S/L Somerville flew a Junkers Ju 352A, (Wk. Nr. unknown), AM19, from Eggebek to Farnborough, and Junkers Ju 352, AM8 on 2 July.
(RAF Photo)
Focke-Wulf Fw 200C-4/U1 Wk. Nr. 176), RAF AM94, Farnborough. On 3 July S/L Somerville flew AM94, from Schleswig to Farnborough with S/L Kyle and Sgt Dowie. In between ferry flights on the German aircraft he flew an Avro 683 Lancaster (Serial No. JA928) and an Airspeed Oxford (Serial No. 349).
(RAF Photo)
Arado Ar 196A-5 (Wk. Nr. 514), ship-borne reconnaissance/coastal patrol floatplane, captured at Schleswig. Designated RAF AM92, this aircraft was scrapped at Felixstowe in 19
Between 11 and 16 July S/L Somerville test flew three Arado Ar 196A float-planes including, (Wk. Nr. unknown), AM92 with a German mechanic onboard at Schleswig-See. This aircraft was not delivered to England. He also test flew Arado Ar 196A-5, (Wk. Nr. 127), AM91 and AM90 on the Schleswig-See.
On 12 July he flew Fieseler Fi 156 Storch, AM100, and on 13 July he flew a Junkers Ju 290, AM6. On 14 July he flew a Junkers Ju 52/3m, (Wk. Nr. 5375), AM GD1, a tri-motor transport, from Schleswig to Gilze-Rijen and back. On 16 July he again flew Arado Ar 196, AM92 and AM90.
(Happy Days Photo)
Dornier Do 24T-3, (Wk. Nr. No. 5342), X-24, Militaire Luchtvaart Museum, Netherlands.
Also on 16 July, he did his first test flight on a Dornier Do 24T-3 seaplane, (Wk. Nr. unknown), AM115, at Schleswig-See. This aircraft was allocated RAF Serial No. VM483 on 2 October 1945. On 17 July he flew Arado Ar 196, AM93 followed by a flight in a Bf 108. On 18 July he flew another Junkers Ju 52/3m, (Wk. Nr. 641038), AM104, from Schleswig to Farnborough, followed by a number of flights on Ju 352, AM8.
His first flight on the Blackburn Firebrand (DM373) took place on 25 July 1945 at Harding in the UK, followed by flights in Junkers Ju 52, AM104 on the 26th, North American Harvard (Serial No. FX216) and a Supermarine Walrus on the 27th, a Grumman Martlet (Serial No. V1511) and an Avro Tutor (KCW) on the 28th and 29th a Grunau baby glider and Olympia glider on the 29th then back on the Ju 352, AM19, then an Airspeed Oxford (Serial No. RR349).
On 1 August he ferried a Messerschmitt Bf 110G-4/R6, (Wk. Nr. 730301), AM34, from Grove to Schleswig. This aircraft was equipped with FuG220 Litchtenstein SN-2 radar and two 20-mm cannon in the nose. This aircraft was also flown by S/L McCarthy on 3 August 1945. 730301 is on display in the RAF Battle of Britain Museum at Hendon in the UK.
(RAF Photo)
Focke-Wulf Ta 152H-1 high-altitude fighter, (Wk. Nr. 150168), captured at Leck. This aircraft was designated RAF AM11. It was scrapped at Farnborough, England in 1946.
He flew the Focke-Wulf Ta 152, AM11, high-altitude interceptor on 2 August. After a test flight at Schleswig, he then ferried a Heinkel He 219A-2-2 Uhu (Owl), (Wk. Nr. 290126), AM20, a twin-engine night fighter, accompanied by F/O Steele from Schleswig to Farnborough on 3 August. He was the 2nd pilot with S/L McCarthy on the Focke-Wulf Fw 200, AM97 return flight. On 4 August he flew a Junkers Ju 352A Herkules, (Wk. Nr. unknown), AM110, a tri-motor medium transport from Schleswig to Kastrup and then returned with it the same day, followed by a number of flights on the same aircraft. He flew a de Havilland Dominie (X7375) at Croyden in the UK then was back on the Ju 352, AM8.
(Luftwaffe Photos)
Junkers Ju 86P in Luftwaffe service. On 12 August S/L Somerville flew Junkers Ju 86P, (Wk. Nr. 5132), AM82, a four-seat high-altitude medium bomber at Fassberg, then back on the Ju 352, AM8 with F/O Sullivan. It appears he flew a Boeing B-17 Flying Fortress (320328) on a check ride on 14 August and then Siebel Si 204D, AM56 on the 17th and 18th, and an Airspeed Oxford (RR349) on the 19th.
Also 19 August he flew a Messerschmitt Me 410B-6, (Wk. Nr. 410208), AM74, from Vaerløse to Kastrup (his logbook records he flew a Me 210, AM73 on this date). This aircraft was a twin-engine anti-shipping strike aircraft equipped with FuG200 radar. On 20 August he flew a Messerschmitt Me 410A-1, (Wk. Nr. 130360), AM73, from Vaerløse to Kastrup (his logbook records he flew AMV2 and then AMV1 on this date).
(Alan Wilson Photo)
Focke-Wulf Fw 190S8 two-seat training version of the Fw 190F-8/U1 (Wk. Nr. 680430), RAF AM29, shown here as "Black 38" on display in the RAF Museum, Hendon, England.
On 23 August S/L Somerville flew Focke-Wulf Fw 190F-8/U1 Würger, (Wk. Nr. 580058), RAF AM36, at Kastrup. This aircraft was a two-seat trainer version of the fighter.
S/L Somerville flew a Focke-Wulf Fw 44 (no AM number) on the 24th, Fw 190, AM40, Me 410, (AM72 or AM73), and an Airspeed Oxford (Serial No. RR349) on the 25th, followed by a number of flights in the Junkers Ju 352A-1, (Wk. Nr. 100015), AM18, including from Travemünde to Farnborough from the 26th to the 29th of August. The last two flights in his logbook on 30 and 31 August 1945 at Farnborough were in an Avro Anson (Serial No. 139864) with F/O Steel and Lt D. Somerville as co-pilots. His flying times on types at RAE Farnborough total 397 hours and 25 minutes.
In summary, during his tour with the Foreign Aircraft Flight, Squadron Leader Somerville flew the Arado Ar 196A float-planes AM90, AM91, AM92 and AM93, the Dornier Do 24T-3 seaplane, AM115, the Fieseler Fi 156 Storch, AM100, the Focke-Wulf Fw 44J Stieglitz biplane trainer, the Focke-Wulf Fw 190F-8/U1 Würger, AM36, the Focke-Wulf Ta 152H-1, AM11 high altitude interceptor, the Focke-Wulf Fw 200C-4/U1, AM94, the Heinkel He 219A-2-2 Uhu, AM20, the Junkers Ju 52/3m, AM GD1, the Junkers Ju 86P, AM82, the Junkers Ju 290, four engine heavy transport, AM6, the Junkers J2 352, AM8 and AM19, the Junkers Ju 388L-1/V6 advanced twin engine fighter, AM83, the Messerschmitt Bf 108, liaison aircraft, AM84, the Messerschmitt Bf 110G-4/R6, AM34, the Messerschmitt Me 410A-1, AM73 and Siebel Si 204Ds, AM4, AM5 and AM12.
At the end of his tour in Europe, S/L Somerville was posted back to Canada to the RCAF Test and Development Flight at Rockcliffe. He had logged 4,078 hrs 20 minutes of military and 650 hours of civilian flying time when he retired from the RCAF in July 1946. (Larry Milberry and Hugh A. Halliday, The Royal Canadian Air Force at War 1939-1945. CANAV Books, Toronto, 1990, pp. 330-331)
RCAF War Prize Flights, German and Japanese Warbird Survivors
About this book
This handbook concerns the collection of Air Technical Intelligence, and the test flying of war prizes carried out by two RCAF bomber pilots, S/L Joe McCarthy and S/L Ian Somerville, who were posted to the Royal Aircraft Establishment's Foreign Aircraft Flight, Farnborough, in the United Kingdom in May 1945. Their primary task was to visit former Luftwaffe airfields, and to find and fly back any aircraft they deemed worthy of evaluation.
As a member of the Canadian Aviation Preservation Association and the Canadian Aviation Artists Association, the author strongly supports the preservation of Canada's aviation heritage. The primary intent of this handbook is to provide information for aviation artists and enthusiasts looking for that unusual "never before painted" military aviation subject, and to support the efforts of those engaged in the search for those missing warbirds for which no examples currently exist.
Background to the stories
“Never land in an airplane if you don’t want to die in one.” That has been my skydiver’s philosophy for many years. On the other hand, I can’t easily get to where I want to go with my parachutes without using an aircraft or ballon in most cases. It has been said that the most important thing to learn about flying is how to land safely, and this of course applies to all operators of flying machines. This is much more difficult to do when someone has been shooting at you and your machine has been banged up like a drum with various explosive elements and FlaK. The machines lost to the resident perils of war need to be replaced, and to that end, when an airplane was written off during the Second World War, all efforts were made to recover and salvage parts and materials from shot down and crashed machines for recycling purposes.
Thousands of flying machines and weapons of war were assembled by the large numbers of combatant nations taking part in the conflict from 1939 to 1945, and a great number of them were lost in the battles that eventually brought the war to an end. Post war, all participating nations quickly needed to get their economies back on a practical footing, and the race began in earnest to add as much surplus metal to the industries that put stoves, washing machines, cars, radios and all the conveniences of the future back in the market place. Keeping old worn out warplanes on hand in large numbers served no practical purpose to the nations in need at that time, and the scrapping and destruction processes began almost as quickly as the war ended.
A handful of visionaries thought some of the former “enemy” technology might be useful to future forces. As the Cold War set in, it became increasingly obvious that if power were to remain in the hands of free nations, they had to be prepared to be armed with better equipment than that in the hands of potential aggressors. In post-war 1945, Russian, British, French, Canadian and American technical experts began scouring Europe and Asia looking for any and all technology that could be of interest and benefit to the conquering nations. In the case of aviation, technical intelligence was the priority, and to that end, key teams of experts were assembled and sent overseas to gather, collect and bring home captured foreign aircraft and equipment for evaluation and where useful, integration into future programs for the defence of the West. Who and what these teams were, and the equipment they collected, is summarized in the next few chapters. This should help the reader to understand what specific aircraft are preserved in Museums and institutions around the world – and why there are so few of them.
The reader will find a fair amount of technical data included in annotative form throughout this story. The various marks and improvements in each type of aircraft can lead to some confusion as to which aircraft is being referred to. For this reason, the serial number both from the manufacturer and the identifying number assigned by the capturing forces is included with each aircraft where known, to help identify each specific aircraft referred to in the narrative. Captured aircraft flown by the RAF, for example, were assigned an Air Ministry (AM) number. The Axis aircraft flown by the Americans were initially given a Foreign Equipment (FE) number and later a technical (T) number. These numbers were primarily used to “identify aircraft of intelligence interest at their place of surrender in Germany or Denmark, and to clearly segregate such aircraft from the far larger number of aircraft which were to be destroyed as being of no further use.”[1] Wherever these numbers can be identified with a known aircraft of interest, they have been included in the articles that follow, because a significant number of them are the survivors listed here.
A number of aviation authors have carried out a considerable amount of research into the collection of captured War Prize aircraft and their eventual disposal. Detailed information on the final disposition of war prize aircraft has been extracted from Phil Butler’s authoritative reference book, "War Prizes, An illustrated survey of German, Italian and Japanese aircraft brought to Allied countries during and after the Second World War"; and the companion volume, "War Prizes – The Album".[2] Another excellent resource used here: "British Air Forces of Occupation (BAFO), Germany, Dissolution of the Luftwaffe, Volumes I & II, Feb – Dec 1946, Air HQ BAFO, July 1947".
You may order RCAF Warprize Flights on line here:
Order book in Canada: http://www.chapters.indigo.ca/books/Rcaf-War-Prize-Flights-German-Harold-Skaarup/9780595396023-item.html?ikwid=harold+skaarup&ikwsec=Books
