As the light faded and the darkness crept in, the surface of the mighty sea would swirl and become disturbed, broken, torn apart as the powerful waves were breached by a cold steel vessel. Those within would gasp, as they intake the cold fresh air eager to light their first cigarette, the first in many hours. Only their amber ends visible as they heavily dragged on their cigarettes or so they thought…
High above lurking, constantly consulting their radar in the cold cruel air, was a band of brothers. All linked together from different backgrounds, different countries but all with the same goal. In this case their ship was a Wellington, their weapon a light, a most powerful light that would illuminate the target so brightly that those dazed and confused below, were being depth charged before they even had a chance to gather their thoughts. Although scrambling to defend themselves with whatever weaponry they had available, for many it was simply too late.
This describes just one of the roles Coastal Command had during WW2. At the outbreak of war Coastal Command had a number of reconnaissance squadrons equipped with Ansons and some flying boat units with a limited number of Sunderlands which would eventually increase and remain in use throughout the campaign.
As the war progressed and changes were brought to Coastal Command leadership, there was a growing need to constantly improve technology, and bring Coastal Command more into the fold by protecting convoys carrying much needed supplies and detecting and destroying submarines as part of the Battle of the Atlantic.
It was soon identified as part of the Battle of the Atlantic that longer range aircraft were required to provide air cover for the vulnerable convoys and initially Blenheims were used at some remote bases.
Long range Blenheims and Beauforts were involved with either direct missions or related to attacking various key battleships such as the Scharnhorst which a short time before had been involved in sinking the carrier Glorious. A combined operation involving multiple aircraft (including Sunderland, Swordfish) which would eventually see the ship being sufficiently damaged enough to put it out of action until early 1941. Other similar missions were also frequently carried out, across many locations.
The below is brief summary of just some of the areas where Coastal Command were deployed, of course there were many more bases overseas and in the UK, and Ireland which would aid in defending shores closer to home.
Norway
General reconnaissance missions were carried out especially monitoring the German movements, and some air attacks and bombing of key sites, before focus on the detection and destruction of enemy subs. Much of the latter work being carried out at night by Hudsons fitted with ASV (Air to Surface Vessel radar technology). ASV would undergo various improvements over the course of the war and would be fitted to a range of aircraft.
Not only was there a war to contend with but an ongoing battle with weather conditions which of course could deteriorate rapidly in such climates, rain, fog, snow all extremely hazardous whilst still on the constant lookout for the enemy. It is also worth noting that in some instances frozen lakes were used by both the RAF and enemy forces.
After the collapse of France then two squadrons of Hudsons moved to Northern Ireland to strengthen anti U-Boat patrols and were also involved in operations relating to the Bismark. U-55 was attacked in the North Sea by a Sunderland of 228 Squadron resulting in Coastal Command’s first U-Boat sinking.
Malta
Sunderlands of 228 Squadron would head to Malta in 1940 whilst others continued to carry out reconnaissance missions over Norway focusing on Naval activity. Some squadrons would be based in the Scottish regions. Over the course of the war many other squadrons would be deployed in the Mediterranean.
Iceland
With increased shipping losses in 1941, more and much needed aircraft were being released to Coastal Command which included Wellingtons, Whitleys and Blenheims and resulted in some squadrons moving to Iceland.
A contrast in operating conditions existed in Iceland. A combination of lava dust, mud, snow, and active volcanoes, with glowing lava. Cold dark day and nights were endured all highlighted and brightened with natures natural display of the Northern lights.
By 1942 a transfer of further aircraft, plus a Czech and Polish Squadron initially flying Wellingtons were also transferred. It also has to be noted that a number of Canadians, and other countries all combined forces to provide crew for Coastal Command Squadrons.
Squadrons operated out of a number of bases in England, Wales and Northern Ireland.
Bay of Biscay
The Bay of Biscay was the U-Boats route to the Atlantic Ocean, and Coastal Command was heavily involved in tracking them down. A wide variety of aircraft flew patrols in this region and in addition Coastal Command Beaufighters fought battles with German long-range fighters who were trying to intercept their flights.
There are various accounts of great acts of bravery during this time with at least one pilot being posthumously awarded the VC after his Wellington was crashed directly into a U-boat.
By 1943 the effects of the collaboration between both aircraft and surface vessels were really taking its toll on the U-Boats operating in the bay.
Defending the English Channel
By 1944 Coastal Command operations were prioritised with defending the English Channel from various bases and as such many aircraft including Wellingtons were lost at sea.
The final confirmed U-Boat sinking by a Wellington occurred on the 7th April 1945 when a pilot from the Polish 304 Squadron sank U-321.
The last action seen by Coastal Command was against U-320 by a Catalina of 210 Squadron.
Life in the force
Initially for those just beginning their training base facilities may have been limited and many also had mixed impressions of the food on offer. As training progressed and once assigned to specific bases some were lucky to be lodged in local accommodation or large country houses specifically commandeered for the war efforts normally close to the coastlines, nearby to the bases in which they would then operate. As the group developed assignments would be either be to more warmer climates or for some the complete contrast of the volcanic surroundings of the Icelandic islands.
A lot of the training was conducted in the then aging Fairey Battle, backed up by on the ground training aids such as the link trainer for those looking to become pilots. Of those groups being trained the harsh reality is that many would not survive the war.
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© IWM (CH 2140)
Aircraft and Equipment
Coastal Command itself would go through a number of transitions as the war progressed and higher demands were placed on its services. A few of the more commonly used aircraft are listed below but this is by no means an exhaustive list as many aircraft were used especially as some operations may have been combined with other squadrons at the time.
Beauforts
After training many would initially see their squadrons re-equipped and in the early 1940s to 1941 Beauforts began to be replace the previously used Avro Ansons often known as ‘Faithful Annie’.
Early in the war Beauforts were used for gardening missions (mine laying), sea mines were known as cucumbers and dropping them was a dangerous task as it involved low sea level flying. In addition, they were tasked with bombing and general anti-submarine work which involved dropping depth charges, before crews were further trained in other areas such as torpedo attacks. Shipping attacks could involve the use of semi armour piecing bombs whereas general bombing such as airfields was generally done at a higher altitude.
Sometimes the aircraft were armed with land mines codenamed magnums although their effectiveness could be debated especially when faced with the armed plating of such vessels as the Scharnhorst, where penetrating that to cause sufficient damage proved to be a very difficult task. There were even reports of 500lb bombs just bouncing of the Scharnhorst the mighty German battleship. Eventually the ship was sunk by the battleship HMS Duke of York during the Battle of North Cape December 1943 but it was not before many other attacks on the ship by all possible military forces.
Instead, the land mines were used on buildings, but it was difficult to aim and due to the positioning of the bombs in the aircraft particularly Beaufort’s it generally slowed the aircraft down. Care also had to be taken when using the scare gun (Browning that pointed backwards) on outward bound runs as you had to be careful not to shoot the mines due to the gun positioning.
Beaufort’s were also susceptible to engine problems and unlike a large four engine Lancaster for example where you could rely on other engines to get you home safely flying on one engine proved especially difficult and likely caused many brave souls their lives. That said the aircraft was used very successfully in the Mediterranean campaign on shipping and in the North Sea when often used in combination with the wooden hero of the Mossie (Mosquito) where multiple aircraft would swarm enemy shipping targets.
The autopilot system was often referred to as George however there seems mixed opinions on its effectiveness.
It also must be noted that early on the resources in terms of aircraft were limited for Coastal Command and it is with great respect to the pilots, crew and ground staff that they always made the most of what resources they had. Sheer determination and bravery likely the source of their strength and will to succeed.
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© IWM (CH 7492)
Other examples aircraft in operation would have been the Blenheim, Hudson, Whitleys and Halifax.
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© IWM (CH 2470)
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© IWM (CH 287)
Wellington
The Wellington nicknamed the Wimpy was used by Coastal Command and was particularly effective in the Bay of Biscay when used with the addition of the Leigh light.
Used in combination with ASV radar the Leigh Light was an idea founded by Wing Commander Humphrey de Verd Leigh. Later the Germans would enhance their radar technology introducing the Metox radar warning receiver in order to try and counteract the systems effectiveness.
The Wellington Leigh Light equipped squadrons could spend many an hour searching for the subs but when they did the effect was devastating, so much so that the U-boats had to adopt the routine of staying submerged as much as possible even if the dark when previously it had shielded their presence. The fitting of Schnorkel devices to the U-Boats enabled them to stay submerged for far longer but didn’t help improve the actual living conditions for the crew in fact many didn’t like the use at all, but it helped reduce the effectiveness of the aircraft searching for them.
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© IWM (ME(RAF) 3699)
Flying Boats – The Sunderland
The Sunderland was used for the entire period of the war, nicknamed the flying porcupine by the Germans.
The crews would fly sometimes hours on end without a sight of a submarine. During the time spent in the air crews could enjoy meal breaks as the Sunderland had space to accommodate a gallery for cooking.
One pilot in particular had a reputation for great success in the Sunderland ‘Queen of the Air’ with four stars representing sunken subs clearly visible on the outer exterior of the craft. This demonstrated great endeavour and patience in searching the open waters for the U-Boats.
Those crew operating within a Sunderland and in particular the rear gunner could often be subjected to a very rocky ride, and it was not uncommon for the crew to experience a heavy blow to the head as the pilot swung the boat violently into a head long attack. Time was certainly of the essence to strike before the sub once again submerged.
A Sunderland hitting a target could result in a shudder from the mighty blow beneath as the bombs or depth charges struck the vessel below raising it above the ocean waves. Eventually the sea would settle as it sucked the stricken vessel back into the depths the tell-tale sign of the direct hit and damage caused being evident by the oil slick left on the surface in its wake. The Sunderland would then limp home nursing its damage from the chaos it had caused to both crew and aircraft alike let alone those struggling for life below, although where possible survivors were rescued.
There are also reports of the ingenuity of the crews onboard which has to be admired as they made ongoing makeshift repairs in the middle of a crisis. Once such report is where a member of the crew crawled with no thought of risk to himself into the tight wing area of a Sunderland not only to preserve the safety of the crew but also to ensure both the aircraft and the crew made it to base safely where the vital ground crew would then be left to repair the aircraft for the next mission.
Other flying boats were also used including the Catalina often used for reconnaissance purposes.
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© IWM (CH 7767)
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© IWM (CH 5949)
Pre Flight-Routines
Pre mission build up endured the same tension and apprehension as many other flights across airbases all over the country. The gathering of items pre-flight making sure to empty pockets of any personal letters or items was a task that could save your life later if you were unfortunate enough to be downed behind enemy lines, then for some the bus ride from local accommodation to base.
Once on base and in the mess final items could be left in the rooms allocated to them for the evening, before a welcomed meal generally including bacon and eggs, with coffee, and time permitting the odd game of cards or snooker.
The final build up being a multitude of tasks collecting all kit and mission briefing, which would normally occur around an hour or so before the scheduled flight time. Mission briefing was not only a combination of operational and weather information, but a time to issue kit (such as the cipher device to encrypt messages), escape money and flying rations (generally chocolate or sweets).
At some point during the lead up to the mission crucial checks would have made on the aircraft, and its cargo, for example checking the arming pins on the land mines were in place to ensure they were safe to transport until dropped on their designated target. There was no turning back now, aircraft aside, now time to think only of the task ahead with the hope that all would return safely.
Of course, many had their superstitions, specific routines they done, certain things they carried (good luck charms or mascots) and wondering if the luck would be on their side if a new crew member were to join or the apprehension if you were in fact the person joining a completely new crew. All brought about various thoughts hidden deep within the minds of each member.
Once aboard the aircraft outside visual checks done then each man would have their own pre-flight checks. Arranging all their kit carefully and going about their predefined routines before take-off. Then last minute each crew member confirmed their checks complete, and they were ready to go.
Each engine would be fired up and with a cough and splutter and a flash of flame as they kicked into life and the props gently began to spin up to speed. Once up to temperature they awaited the green light to go. The aircraft would rumble across the bumpy airfield before the second bounce lifting the aircraft into the air, the white crest of the waves soon visible below them with land a mere spec behind them, the long voyage now ahead.
In strict silence only the deafening noise of the aircraft itself and only necessary flight chatter they each carried out their own in-flight tasks as they traversed through the turbulent cloud cover of the vast open sky ahead, the gentle splatter of rain drops hitting the perspex but all had their own thoughts of which we will never know what was filling their minds ahead of the mission and whatever fate lay ahead. The loneliest and possibly the coldest for those in the turrets extruding vulnerably from the aircraft shell, scanning the sky in case a threat occurred.
Once the target was located a set procedure would follow which would involve opening the bombs doors and set all the various switches to arm the bombs (essentially removing the safety pins from the devices). Close to the bombs being dropped a number of things could be happening and the aircraft could be subject to a wall of flak and under heavy attack, all whilst the bomb sight is being adjusted for speed and height attempting to guide the pilot in over the target.
Literally anything could happen from this moment on, life was never predictable….
Emergencies
For those unfortunate enough to be in an aircraft that was hit or suffered irreparable damage we can only image the scene but can never full appreciate it. A mixture of fire, injured men, and lack of time for some to find that much needed parachute, and for those brave enough to stay with the aircraft in order to keep it flying long enough for comrades to escape all this tension, apprehension and feeling is way beyond what we can ever imagine.
For those with no time to escape, it was brace for impact if they had the time presence and capability of thought to do so, and then impact. If you survived what would your fate be, would it be fighting for survival in the cold cruel sea, or on land injured in a foreign field, and would it be friend or foe who would determine on what path your next journey would lead you?
POW's of Coastal Command - Making their Mark
Several large ships became regular targets and a primary objective across multiple forces, Intelligence Services, Navy and Air all being committed to the cause and as such Coastal Command were also involved.
Once such mission occurred when a Beaufort on course to target the Scharnhorst was split from the rest of the attacking group. On seeing the primary objective, the pilot carried out his orders despite all the odds and eventually ended up one crew member dead, one seriously injured, and the remaining crew captured and enduring life as POW's for the remainder of the war. In fact, a very successful forger became of one of the crew being involved in the document creation enabling some successful home runs as part of the wooden horse escape.
Whilst held one of the members of the crew extended his artistic flare and adapted it very successfully to create a vast number of much needed forged documentation required for successful escapees. So exceptional was his work that it enabled another Coastal Command POW (also a survivor of a Beaufort crash) to use those documents to successfully make a home run as part of the Wooden Horse escape. Documents were also used for those involved in the Great Escape from the same camp.
Coastal Command – Constant Endeavour
The motto of Coastal Command ‘Constant Endeavor’ is only too fitting. It sums up the constant battle to survive on what was initially very limited aircraft and equipment. They however strived to conquer the battles that lay before them. Many lives were lost but undoubtedly their work saved the lives of many.
