Wing Commander Ernest Reginald Baker (DSO, DFC & Bar)

This article is dedicated to the memory of Wing Commander Ernest Reginald Baker DSO,DFC and Bar (known as Reg Baker). He was a successful fighter pilot in the Royal Air Force during the Second World War. He was shot down and killed over France on 16 June 1944 whilst flying out of RAF Needs Oar Point in the New Forest, Hampshire.

Providing a single point of reference it tells the story and shares his experiences by collating the various texts and photographs that record the life of one of the lesser known heroes of the war.

It has been written and compiled by Laurie Baker, nephew of Reg Baker.

“What a brilliant record… how many planes he shot down, how many submarines and E-boats he sank, I do not know, but I should say his bag put him among the greatest air aces of the war.”

(Claude Enfield, The Doncaster Free Press, June 1944)

Reg Baker

Reggie was upheld as an inspirational leader and hero of the era. He was a true air ace, and a freeman of his hometown of Doncaster, England.

For the best part of four and a half years he brilliantly avoided misfortune. He flew day after day and week after week getting the better of the enemy every time. He led a large number of fighter bomber attacks against enemy shipping and constructional targets and personally destroyed three enemy aircraft.

In October 1943, Reg carried out a hazardous attack at point blank range on enemy shipping under heavy fire, to score a direct hit. By his outstanding leadership, courage, and determination, he set a splendid example to his officers and men.

His is a record bordering on the miraculous and earning him the reputation as one of the great gladiators of the skies.

Such a short life

Just ten days after the D-Day landings in June 1944 he ran into trouble a few miles to the west of Caen in France, as German flak batteries opened up. His fellow squadron pilots lost sight of their Wing Commander as the formation was disrupted by the bursting shells. Then a voice was heard over the radio: ‘Hello Carefree and Vampire aircraft, Port 180 – Lochinvar (Reg’s call-sign) – out.’

Nothing more was heard from Reg Baker. One pilot would later report that just before the last order was received he caught sight, through the cloud, of a Typhoon, out of control, in an almost vertical dive.

It was believed that this was Reg Baker and whilst plummeting to earth he had selflessly ordered his Wing to fly away from the danger. He crashed near St Mauvieu, where he was buried next to his wrecked plane by advancing front line troops

We lost to us a personification and embodiment of that great race of young men who, devoted to peace, enemies of no man, showed that when the life of their country was at stake they could rise to truly immortal heights.

Early Life

Ernest Reginald Baker was the youngest son of Mr William and Mrs Eliza Baker of 16 Rainton Road in Doncaster. Born 30 March 1914, he was educated at Hyde Park School and the Doncaster Grammar School. He passed his Northern University Matriculation certificate in 1931.

Reg then took a teaching certificate between 1933 and 1935 at Chester Training College. Whilst there without his parents knowledge he tried out some flying and obviously fell in love with it.

He went on to teach, mainly physical training, at Park Junior Mixed School in Wheatley. Reg’s main sporting love was cricket, playing for Doncaster’s first XI.

In December 1937 Reg pursued a career change but was frustrated by just failing to get into the Hendon Police College.

Nevertheless, undaunted Reg still sought service life and he obtained a commission with the RAF as an acting pilot officer on 7 May 1938.

Joining the RAF

In December 1937, Reg pursued a career change but was frustrated by just failing to get into the Hendon Police College. Nevertheless, undaunted Reg still sought service life and he obtained a commission with the RAF after leaving his teaching post at Park Junior Mixed School. He was commissioned as an acting pilot officer on 7 May 1938.

He would describe his life on the squadron prior to the war as:

“A simple life, not exhausting either physically or mentally and yet strangely satisfying a life which we later on look back upon and wonder. We were not unhappy in our lot, we had all felt for sometime that war was at hand, we knew it had to be if the things we believed in were to be preserved.”

1939

The Lead-Up to War

At the beginning of 1939 Reg Baker, second pilot on a 210 Squadron Sunderland had been carrying out his squadron duties with his crew on escort duty to shipping. He was flying beyond the shores of the UK.

Reg’s letters give an insight into the build up:

8 April 1939: Pembroke Dock – I am back in England, about an hour ago. We left Malta at 4 this morning.

4 July 1939: a Telegram from Singapore K6909 – I MUST GO , WE ARE JUST TAKING OFF.

19 July 1939: Pembroke Dock – Well, here I am in the midst of wild and woolly Wales – this place is the most deserted spot imaginable. A very small place 2 miles away and Tenby (which I am told is terrible) 14 miles away. A pretty grim outlook isn’t it? The Squadron is what is called ‘Operational’. That is it may be sent anywhere at 48 hours notice. We have had all the inoculations, Typhoid, Malaria, Tetanus etc. Yesterday three of the pilots set off to fly out to Singapore and they only had forty eight hours notice.

23rd July 1939: Pembroke Dock – Actually I have just about recovered from the inoculation now, my arm is exceedingly stiff and sore. I am waiting at the moment for my luggage to arrive so that I can start swotting for an exam – so that I shall be sure of getting into Imperial Airways when I leave the service.

August 18 1939: Pembroke Dock – I am flying to Alexandria on Saturday morning. I expect being away for about a month. I expect coming back by P&O boat landing at Southampton. We are in a colossal ‘Flap’ here rushing about buying tropical kit and frantically packing. Three flying boats are going.

23 August 1939: Pembroke Dock – I am back in England just in time to join the war. Arrived Malta Wednesday straight back here in another flying boat on Sunday. The trip was cut short and completely spoilt by the darned international situation. We arrived at Malta on Wednesday and were shot back here in another flying boat on Sunday. Altogether I have flown 4,000 miles in about 5 days. We are on a wartime basis here, standing by, day and night loaded up with bombs and guns etc. and we have to stay in camp and stand-by, ready to go at 5 minutes notice.

28 August 1939: Pembroke Dock – Just a note to say I am back in England. Arrived about an hour ago. I am feeling very tired – we left Malta at 4 this morning and have been going all the time.

From Reggie’s journal..

I had been in the RAF 19 months when war was declared and was in fact arriving at the stage where I could be considered a reasonably useful flying boat second pilot. A training of 19 months in today’s light may seem long, but in those days after that training one was considered capable of making tea, maintaining the stock of toilet paper, seeing the boat was left clean and in fact doing the countless odd jobs a cabin boy is required to do.

We knew that when the war started it was about 90 to 1 against our being alive after the first six months. Still it was our job and if we managed to keep going until the people shook themselves and trained chaps to take our places then it was a good show. At the back of our minds too we had a suspicion, or hope if you like that it was probably 90 to 1 against most chaps but not us, we should be all right.

The Start of War

September 3rd

From Reggie’s journal..

That starlight morning Alan taxied Sunderland L2165 down the haven to do a dark take off. We had received our orders from operation room, stumbled our way down to the pier and been carried by means of the inevitably greasy dinghy to ‘65.

The crew were all ready on board, the Sunderland was a blaze of light and everything was under control as we climbed on board. Alan signed the crew list and I handed them to the waiting dinghy and we then went on to the flying deck.

Murphy the rigger reported that we were on short slip, Cpl Ewings doped the two outboard engines and we were ready to start up. The starboard outer lurched into life, then the port outer ‘Let her go’ shouted Alan. Murphy slipped the buoy and we were away. Ewings doped the two inboard engines and I started them saying ‘OK Alan all four’. We taxied out into the channel and proceeded down the haven keeping the long line of the S H buoys on our port side for we were heading out to sea.

It was a long taxiing for miles to Angle Bay where the flare path was laid. As we approached the flare path Alan ran up the engines, they were OK. Once on the flare path the control office gave us a green and we were ready to go. I wound the flaps out one third, checked that the crew were all set, told Alan and stood by to put in the over rides. Alan checked his trimming tabs, grinned, said ‘Here we go’ and opened up the four engines. At full throttle we passed No.1 flare. I put in the override and at No.2 flare we left the water, smoothly and apparently without effort.

We carried out straight ahead to a height of seven hundred feet, straightened out, throttled back with flaps in, override out and props coarse pitch. We circled the twinkling lights below, picked up St Ann’s Head lighthouse and set off on a course of 250 degrees for our convoy.

Dawn found us five hundred miles out to sea, alone in a sky of wispy cloud. Ahead of us about ten miles we could see the straggling convoy, eight ships in a loosely knitted mass; looking rather like toy ships on crumpled paper they poured out black smoke and wallowed in the long Atlantic rollers. We spent several uneventful hours looking after these children rather like an indulgent mother and then set course for base. At 1600 hours we made our landfall at Skokholm Island and thirty minutes later we came gliding in to alight in the channel north of the flying boat trots??. I wound out the flaps to two thirty??, changed into fine pitch and stood by while Alan brought her down. As usual we alighted beautifully, finished our run and taxied up to a buoy. With both drogues?? out and inboard engines cut we moved slowly up to a buoy. Murphy stuffed the short-slip?? through the loop, took two quick turns round the boat bollard, turned round and put his thumbs up. I switched off and turned to Alan. ‘There seems to be a hell of a lot of activity here.’

Alan looked out, saw people scurrying backward and forward from the pier; airmen on the pier with machine guns and in fact more activity than we had seen before. By this time a dinghy had come alongside and we climbed in. Alan grinned at the dinghy driver and said ‘Why all the flap?’ The dinghy driver looked at us in blank amazement. ‘Flap! Blimey there’s a war on! We declared war on Germany at 11 o’clock this morning.’ It was September 3rd 1939.

My thoughts were confused but one thing stood out. We had been flying for 5 hours at war with Germany, our only lethal weapon was a Verey pistol and we hadn’t been warned. I hoped that it wasn’t an augury for the future. The mess that night was chaotic, everyone stood around clutching pints of beer and taking excitedly. The general feeling was one of relief, at last we knew exactly where we stood. Bets were laid as to how long the war would last, one optimist said it would be over by Xmas. Our CO looked at him and said dryly ‘I seem to remember hearing that said in the last war.’

Alan was in the mess and he asked me to go back with him for some food. As we walked slowly through the streets to his house Alan was silent until he said ‘What do you think about it Reg?’

I thought for a minute or so and replied ‘Well I think that we all expected it and personally I feel relieved that it is now a plain issue, the Germans or us. At heart we all have a very deep respect and love for this country of ours and for our way of living and as we are fighting to preserve that well it’s a good fight. Personally I think that most of us will never see the end of the war, at least not from this world, but I don’t feel that that is important. I don’t particularly want to die, but if it is written so well there it is and what’s the good of worrying. Alan grunted and said ‘When are you getting married?’ I looked at him in surprise. ‘Married? I hadn’t thought about that. What the heck has that to do with the war?’

Alan smiled and said ‘Ask me that question again in the morning?’ We completed our walk in silence and went into Alan’s house.

Nancy was Alan’s wife, dark not beautiful but attractive, a delightful understanding woman who lived only for Alan. As we had supper and chatted of odds and ends I watched Nancy, she was cheery and bright and seemed full of life, but her eyes betrayed her. I began to realize a little of what Alan had hinted at. Nancy’s soul was in her eyes and her eyes were saying ‘I can’t lose him, it must come out all right. Why must men fight’.

I took my leave of them rather abruptly. I felt that I was looking on forbidden sights. As I said goodnight to Alan he looked at me and said ‘For men must work and women must weep’. As I walked back to the Mess I realized for the first time why women hated war so deeply, they had the worst job, all they could do was sit and wait and hope. For the first time that day I felt unhappy.

Submarine Hunter

September 9th

Flight Lieutenant Ainslie and his second pilot Flight Lieutenant Baker took off on their first war patrol and were lucky enough to sight a submarine on that initial trip. They at once attacked with bombs, but to their chagrin the submarine escaped.

Reg’s views on his first attempted kill:

The first patrol we did after the declaration of war was completely uneventful until we were on the homeward leg. About a hundred miles out from the coast we sighted U-boat. The U-boat was about 2 miles away on the surface, we went straight into the attack. The warning horn had been sounded on board and every one was at his post. We were flying at about 1700 feet and with the throttle fully open we went for the U-boat. Alan pitched the nose down and we dived at the swirl left by the submerging sub. At 500 feet the ‘fit’ was released and 4x250lb AS bombs released. We climbed sharply and turned to port.

The 4 bombs straddled the ‘wash’ of the submarine beautifully. We circled, watching and hoping. Nothing happened, the area was slightly discoloured, a faint greenish brown and that was all.

We had already reported our attack by wireless and after waiting for half an hour hoping against hope that we should see results, we set course for base. We were all excited but badly disappointed, we were the first crew in the squadron to have any action but it had been most unsatisfactory.

When we had moored up and reported to Operations Room we were surrounded by a crowd of excited chaps.

“What had it been like”

“You lucky devils”

“Did you fix it?”

And a host of other questions were hurled at us from all sides. Alan good naturedly answered all the questions and eventually we were left alone with our food and pint of beer.

As soon as was possible I lay in a steaming hot bath, my pipe burning away smoothly and myself completely at rest. I found a hot bath and a pipe the best possible relaxation. I lay in the water and tried to analyse my somewhat confused feelings. For the first time I had been in action and one thing had registered if nothing else, action was so sudden engrossing that one had no time to think, merely time to react instinctively for the first time. I had tried to kill some human beings. Was I sorry? I knew that the only cause for sorrow was that we hadn’t definitely killed the U-boat.

It was pleasant reclining there and trying to analyse my feelings but like all good things it came to an end. My batman entered – “you are wanted on the phone”

“Oh hell I groaned who wants me?” the batman mumbled “It’s a French call sir and it sounded like a lady”.

I groaned ‘French’, climbed out of the bath and slipped into my dressing gown slithered down the corridor to the telephone.

“Baker here”

A faint yet recognisable voice came over the wire, “Is that you darling this is Ann”.

September 14th

During their second patrol they again sighted a submarine and let loose their load of bombs, but once more the enemy eluded them.

September 16th

They went out for their third patrol and sighted their third submarine which was promptly bombed without avail.

Three submarines sighted on three trips and not one attack successful there is no need to touch on their feelings!

September 19th

Hopefully they took to the air again on , and generous Dame Fortune gave them another chance to sink an enemy submarine, but although their bombs crashed down without delay, the U-boat got away.

Thus on four successive patrols Flight Lieutenant Ainslie and his second pilot Flight Lieutenant Baker had the unusual luck to sight four submarines and the misfortune to lose them all.

By trial and error some of the greatest discoveries have been made. As attacks had not given the results expected, it seemed that some­thing more was needed to bring success. The question remained whether the method of attack and the weapons employed were the most suitable for the purpose. That was the problem which all those engaged on the task had to work out.

On the last operation a friendly ship had been sunk by the U-boat and they directed a Dutch tanker to the area and the lifeboat containing the survivors.

The Loss of 65

End of September

Reg Baker and his pilot remained on shore and on the station whilst the rest of their normal crew were on an operation in their aircraft ‘65.

That evening they went to the pub and as Reg’s normal crew wasn’t due back until midnight he went to bed. The next morning at breakfast Reg noticed a colleague looking longer in the face than usual.

“I ruffled his head and said ‘Cheer up Ivor, only the good die young.’ He looked at me. ‘What the hell is there to cheer up about,’ he answered, ‘65 crashed last night. Everybody was written off.’ I couldn’t believe it . . . all the old crew gone.

I sorted out the whole story as far as it could be done. By midnight when they were due back the weather was somewhat hazy. W/T fixes had been sent out and 65 had actually flown over the station without seeing it. Ivor was on the flare path and at last he saw 65 coming in, she was coming over the cliff towards Angle Bay when suddenly her engines spluttered and stopped. 65 hit the edge of the cliff crashed into the haven and went down like a stone.

About two weeks later the bodies of the crew began to be washed up and ‘we had funerals day after day’.

Murphy was the last to come up. He lay there on the bare rock, looking more muscular than he had ever done alive, his chest greeny blue mottled seemed to be fully expanded but his face and hands were eaten away. I thought of the fish I had eaten for lunch, turned away and was quietly sick. We rolled the body into a blanket, carried it down to the power boat and with an ensign at half mast headed for the station. Rob and I sat at the stern smoking; the body was lashed forward.

My thoughts were chaotic, was this pitiful corpse all that was left of our fitter? What had happened to turn a living man who loved and thought into this shrouded clay? I knew the physical explanation, his heart had stopped beating, he had died, but was that the whole of life. Were we all just like mechanical toys, capable of running for so long, and then becoming cold and empty? I couldn’t quite feel that our life was an end in itself; probably it was wishful thinking. We said little to each other, Rob and I, on that ride home. What could we say, we were in the presence of something which was beyond our understanding. As we stood by and watched the body carried away from the pier Rob lightly put his hand on my shoulder. ‘Well I must away. I’ve lots to do on the poor demise’. He hesitated. ‘Thank God it wasn’t you.’”

Reg went to the Pub for his supper, spirits low and later on walked back to camp.

“I passed airmen and soldiers arm in arm with their girlfriends, completely wrapped up in each other. In my mind I said, ‘Of course they don’t know about my crew, or else they would be bewildered like me.’

But I knew that I was wrong. A fragment of poetry came into my mind and I found myself repeating unconsciously.

‘What is life if full of care We have no time to stand and stare.’ To stare. God how those sightless eyes had stared into the heavens. Had they stared in vain. I didn’t know.”

Mourning the loss of loved ones

Reg also had the task of meeting his former crew mates Mother and Sister when they came to the station to mourn the loss of their loved one.

“Murphy’s mother was slightly built, grey-haired, dressed in black, her fingers curling and uncurling spasmodically. Her face was swollen with crying and her eyes had the dazed hurt look of an animal that had suddenly been cuffed without understanding why. I tried to say that Murphy and I had been in the same crew, but I couldn’t. I knew that nothing I could say or do would get through that overwhelming sorrow. My eyes will never forget the dry eyed sorrow of Murphy’s sister and my ears can never banish the sobbing of his mother and the bitterly repeated ‘He was such a good boy.’

That night I went to bed very drunk.”

6th December 1939: Pembroke Dock – At the moment I am singularly fed up. I am laid up with a badly damaged shoulder – heaven only knows when it will be right again – I have torn the muscles and badly bruised the bones.

Christmas 1939

Reg Baker returned to his home in Doncaster, to spend it with his parents. Unsurprisingly they were concerned about the welfare of their son.

I tried to answer their questions about the War although I probably knew less than they did; Dad startled me by saying, How long is it going to last Reg?’

I thought – how long is it going to last? Three months have gone and we have done nothing. The last one took four years and the world hadn’t been too well developed for dealing out death and destruction.

‘Four and a half years’ I answered. ‘Certainly not less.’ Mother turned her head away and Dad sighed ‘God as long as that.’

I echoed him ‘Yes, as long as that.’

1940

The first half of 1940 was a time when the pressures of war manifested themselves as long hours and little sleep for Reg. There is very little documented history of these months but the following set of excerpts from his letters to Ann give an insight into the confusion, frustration and sorrows of the war.

10th January 1940: Pembroke Dock – On Sunday from here, we are broadcasting a very big concert party – lots of London stars are coming down for it – Sir Kingsley Wood and quite a mob of other people. It is being broadcast at about 7pm. So don’t forget to listen in.

I did a spot of fly today, for the first time since I came back. My shoulder stood up very well. In fact I didn’t feel it at all – you have no idea how grand it was to get back in the sky again – to feel the wind in your face and to travel at speed.

They have suddenly decided here to make all the married chaps live in the camp – the chaps are having to send their wives home! – I have been expecting it for some time.

22nd January 1940: Pembroke Dock – I have been in France for two days – I came back here last night (by air).

I must say the French looked after us very well. They couldn’t speak a word of English and my French is pretty bloody, but we seemed to manage alright – especially when we knocked back a few drinks!

5th February 1940: Pembroke Dock – At the moment I am suffering a very powerful attack of my old disease – wanderlust. Unless things brighten up here I shall apply for a transfer to any squadron in France.

There is a strong rumour that they are going to call for volunteers to go to Finland. I hope they do ‘cos I shall go like a shot.

I don’t think I shall ever be free from this wanderlust it is still there as powerful as ever…

16th February 1940: Pembroke Dock – We have been so busy here we are all completely worn out. For the last week I have been up every morning by 4 o’clock, and have been crawling into bed about midnight. I am really dead with fatigue….

19th February 1940: Pembroke Dock – This place has been hell on earth lately, everybody flying and working like the devil – and there seems to be very little chance of it easing off at all.

I am feeling very very restless and we are actually having a hell of a time of it at the moment.

I am also trying to prepare for this concert party broadcast – it comes on Tuesday February 27th from 6.25 to 7 o’clock. I am broadcasting with the doctor here – we have written a song and some cross talk. I hope you wont think it is too bad!. Remember we are only amateurs!!!

28th February 1940: Pembroke Dock – Well I hope that you didn’t have to switch it off because it was as bad as all that! – some of it was pretty bloody – but altogether it wasn’t too bad. The stuff that Maycock and I put over I wrote myself – so far we haven’t received any professional offers!!!

15th March 1940: Pembroke Dock – Our squadron has been given today off. The first day since war started.

Reg perhaps starts to question…

25th March 1940: Pembroke Dock – It seems so long ago – so much has happened, lots of my ideals and hopes have gone west in this war….

15th April 1940: Pembroke Dock – As you can see by the address I am back here.

I came down on Saturday, bringing my damaged flying boat back for repairs – she is full of bullet holes and shrapnel, which I collected over Norway!

I got away without a scratch although one of the bullets just about parted my hair. I shall be here either until the boat is repaired or they give me a new one.

Do you remember Peter Kite? He was at Calshot with me – he was up in Scotland with me and I am sorry to say he was shot down in his boat on Tuesday afternoon over Norway – it is a damned shame. He was such a grand bloke. Poor old Peter he was really looking forward to pinching a bridesmaid at our wedding.

22nd April 1940: Pembroke Dock – Monday 2 am.

My leave has been cancelled – I have just been awakened and I am taking off in half an hour for the North.

Communications were erratic…

25th April 1940 – I haven’t the faintest idea when I can let you have another letter…

28th April 1940: Invergordon – I don’t know when you will get this letter, it all depends on the chap I am giving it to. It may be weeks before I can even get a card through to you.

10th May 1940: TELEGRAM – ESSENTIAL MEET ME AT KINGS CROSS AM ON THE MOVE

Confusion…

11th May 1940: Pembroke Dock – I arrived here at 9 this morning. At the moment there is a complete and utter flap on here, nobody knows what is happening – we are all standing by at 1 hours notice. All set to go but nobody knows where! What a mess…

8th June 1940: Pembroke Dock – I am definitely not moving from here – our work has been doubled here and I am flying 10 hours a day.

The loss of comrades….

2nd July 1940
Pembroke Dock

It seems that Angel and Junior were shot down just off the coast here – it’s a damned shame they were two grand blokes. Incidentally my crew weren’t with them – chaps I have flown with since came here.

Moved….

16th July 1940: R.A.F. Station Oban – Just a note to tell you I have moved.

26th July 1940: Station Hotel, Oban – I have just been and bought the wedding ring – white gold, and half a size smaller than the ring you sent me – I hope that I don’t break your finger putting it on!

1st August 1940: Station Hotel, Oban – I have just received your grand present, it is marvellous, much too nice for the boat. (Ann made and embroidered a table cloth for Reg’s flying boat). I have been trying to work out some sort of programme for September. I arrive in Portsmouth on Friday evening (27th). We are married on Saturday afternoon, spend Saturday night in London and catch the 7.30 (evening) train on Sunday – arrive (Somewhere!) for four or five days honeymoon – and then Oban.

DFC Raid

16 August 1940

Reg took Sunderland ‘H’ of 210 Squadron, ‘Queen of the Air’, on patrol in very poor weather conditions in support of a five ship convoy.

Owing to the weather he considered aborting, but a call came through informing Reg that the Empire Merchant had been torpedoed and they were told to search for a U-boat. It was five hours later that U-51 was spotted. Reg steeply banked the Sunderland into the attack, throwing members of his crew around.

My second pilot spotted the U-boat about 300 yards on our port side. It began to submerge at once. As we passed over the swirl we let go a salvo. The bombs apparently got just under the submarine before they went off. It was terrific. The surface of the sea seemed to shudder for yards around then suddenly blow up. In the middle of all the foam the submarine appeared, but sank again.

Reg’s rear gunner would receive a painful souvenir of how low the attack had been, the explosion buffeting the Sunderland, and the rear gunner banging his head of the top of his turret.

We turned and dropped another salvo plumb in the middle of the patch of foam. Up came the U-boat once more, but this time it rocketed out of the water at such an angle that we could see daylight between it and the sea. It seemed to stay poised for a moment, then slowly went down. I dropped a third salvo just to make sure.

If a coup de grace was needed that supplied it. Huge air bubbles came rushing up – one was a good 30ft across – then masses of oil. The whole thing was over in a minute-and-a-half.

Reg’s rigger brought his captain a cup of tea after the sinking and Reg was heard to say ‘I’ll bet those fellows in the sub are drinking salt water now instead of tea!’

The Senior Naval Officer with the convoy was informed of the attack and apparent success and a destroyer was sent to investigate further but found nothing. In fact the U-boat had not been sunk, but four days later it would be sent to the bottom by the British submarine HMS Cachalot. U-51 had sunk eight ships on four patrols.

Reg returned home landing at 7.30 that evening. Believing a kill had been made a white star would soon appear on the hull of ‘Queen of the Air’.

For this and subsequent successes against the U-boat threat Reg Baker was awarded the Distinguished Flying Cross. Reg and his wife of six months Norma Ann went to Buckingham Palace in March 1941 to receive his DFC from the King.

There is a chapter from David Masters book ‘So Few’ first published in 1941 describing in full the attack that won Reg his first DFC. Click here to read.

The Second U-boat Success

29 August 1940

Reg scored his second success against U-boats.

Just before dawn, the Queen of the Air began to roar over, the waters. The smoke from the adjacent city mingled with the mist to add to the difficulties of that particular base, but she got safely away and was soon heading out to sea to pick up her convoy. At dawn contact was made and thereafter for hour on hour the captain and crew of the Sunderland carried out their normal submarine patrol, circling the convoy and flying ahead to search for submarines or mines in the course of the ships.

About 11 o’clock that morning the escorting destroyer signalled: “There’s a U-boat about here somewhere.” The sensitive ears of the Asdic had detected the sound of the submarine moving under the sea and the naval commander had at once invoked the eyes overhead to help to find the enemy:

Diving low, the flying-boat began a creeping line ahead search, but it was about ten minutes before the keen eyes on the aircraft saw the track of the submarine’s periscope. Instantly the captain attacked with a depth charge, flinging the crew about as he came round steeply to get in another attack before climbing to finish the U-boat off with bombs. He made no mistake. All that he had been taught about the distance a submarine can travel under water in a minute was in his mind as he made his three attacks along the track of the invisible-enemy. Directly the Sunderland had finished attacking, the destroyer came roaring on the scene to add a few more depth charges just to make sure. The huge air bubbles which belched up to the surface and the gobs of oil which appeared and spread over the area marked the destruction of the enemy. When the destroyer carried out a sweep with the Asdic, she signalled: “No contact. Sub destroyed.”

That evening the Queen of the Air landed at her base at 6 o’clock with a very happy crew. If anyone had cause for complaint it was the rear-gunner who had another large bump on the top of his head to prove how the explosion had flicked the tail and jolted him hard against the top of the turret. But he was in no mood to grouse. He was quite willing to stand any number of bumps providing they got the U-boats. So, with due ceremony, the second white star was painted on the hull of the flying-boat.

Reg wrote:

You have to be quick to catch a prey of this kind. Everything must be done in the course of about a minute. If you miss your target on your first dive, he submerges deep and cannot be despatched with the same assurance by the time you have regained height and swooped for another kill.

Marriage

28 September 1940

Reg Baker married Norma Ann Snelling at Christ Church, Portsdown, Hampshire.

The war wouldn’t leave them alone even then, as an air raid took place during the ceremony. As they were pronounce man and wife, the all clear sounded.

3rd U-boat Kill

17 October 1940

The third white star was earned on October 17th, about 300 miles away from Cape Wrath, that bleak headland in the north of Scotland, where the Atlantic pours through the Pentland Firth into the North Sea, often with such fury under the lash of the gales that the English Channel at its worst bears no comparison. Getting away in the dark about 5.30 in the morning, the crew of the flying-boat watched the dawn gradually light up the sea beneath them. For several hundred miles they cruised on their normal routine of guarding a convoy when, about 9.30, the warning Klaxon blared through the aircraft.

The front gunner sighted the submarine on the starboard side and at once signalled and opened fire. It was on the surface and travelling towards the convoy, but a smart look-out was being kept on the submarine, for it immediately did a crash dive. Quickly as it tried to escape, however, it was seconds too slow for the Sunderland, whose captain sent her diving down to attack. Round came the flying-boat, throwing her crew about, to attack again. Just before this attack, all on board felt the flying-boat stagger as a great blow hit the tail. “There was a most colossal crack on the tail plane,” explained Flight Lieutenant Baker later. “It gave us a big shaking.”

The rear-gunner who received his usual bump on the head when the first attack was made, got a nastier bump still the second time round, for there was a big explosion inside the submarine and he saw pieces of wreckage flying up out of the sea and felt them hitting the tail plane. “The tail plane has been damaged by wreckage from the sub,” he reported to the captain.

They watched the surface of the sea belching great air bubbles, saw the oil gushing up and spreading wider and wider, and as the sea quietened down the captain turned the flying-boat for home. “Are you all right?” he inquired of the rear-gunner through the “intercom.” this is the service way of describing the inter­communication system between the members of an aircraft.

The rear-gunner felt his bumps.

There is no need for you to press the buzzer in future,” he replied, “as every time I get a crack on the head I shall know you’ve got a sub.”

They landed safely at base, to find their tail plane fabric badly cut about in dozens of places by the wreckage hurled up from the exploding submarine. In due course the third star made its appear­ance on the hull of the Queen of the Air.

Silver salver from Doncaster Mayor

December 1940

The Mayor of Doncaster presented a silver salver to Reg in recognition of his DFC.

1941

U-Boat Hunters

At the beginning of 1941 Flight Lieutenant Baker had already done one thousand hours of active service flying.

“My Skipper, who taught me all I know about flying-boats, was a South African-Flight Lieutenant A. S. Ainslie. He won the D.F.C. He was the grandest chap I’ve ever known we used to call him Angel. Unfortunately he got shot down by a U-boat (June 29th, 1940),”

A U-boat of a Different Kind

6 January 1941

Reg met a U-boat of a different kind.

After flying through miserable weather for hours, rain and snow, they suddenly broke into clear skies.

It was the most amazing thing I have ever seen in my life. We stuck the nose of the aircraft into clear weather while the tail was still enveloped in clouds. As the second pilot and I blinked in the sudden light and looked ahead we both sighted a submarine at the identical moment, turned our faces to each other and howled in unison “Sub!”’

The U-boat was only a few miles away, on the surface. Reg dove for his enemy, recognising it as an Italian submarine, and men were clearly seen on the conning tower. These men quickly realised they were about to attacked, hastily returned inside the sub, the tanks flooded and the submarine began to submerge. But they were too late, with part of the stern still showing Reg Baker placed his explosives either side.

His rear gunner reported the sight: “There’s a sheet of metal about six feet by four, just been hurled out of the sea all torn and twisted.”

Fountains of water caused by the release of air gave further evidence of the submarines demise.

One of Reg’s crew is known to have remarked “If we don’t win this war, the crew of this aircraft will be in a devil of a mess.”

Reg Receives his DFC

3 March 1941

Reg and Norma went to Buckingham Palace to receive from the King his DFC.

He is at least 6 feet two inches tall, with a spare figure, very blue eyes, a small fair moustache to set off a well-cut mouth and firm chin, and a natural wave in his fairish hair. Very modest, quiet of speech with a sense of humour.

April 1941

Reg travels with 14 others, all experienced operational pilots or observers to Ottawa, Canada, to attend a specialist navigation course. He embarked on the ANC Derbyshire which took a route via Iceland to arrive in Halifax on 20 April. He was ‘stooked’ (commandeered) to act as the ship’s adjutant for the voyage.

There then followed a two day train journey to Montreal.

On arrival Reg was told that he would not be attending the course after all, and probably be diverted to ferrying between Bermuda and England.

Reg’s letter describes the frustration:

Mount Royal Hotel, Montreal, Canada – As you can see I am still stuck in this sink of iniquity!!! In the usual Air Force manner I am not going on my course – they have decided to do something else with me. As yet they haven’t made up their minds. Actually I am fairly sure they are going to put me into ferrying which means flying between Bermuda and England. Incidentally I am sending this home by air – Jim Mollison (Amy Johnson’s husband) is flying back in a few days. Ramon Navarro is staying here too, and last night I had a drink with him – I must confess I wasn’t very much impressed, although of course all the women simply stand and stare at him – it really is amazing.

5th May 1941

Reg writes home to say that he expects to be home in England within 14 days.

23rd June 1943

Reg is still in Bermuda and writes:

….There is quite a good chance of my doing the course that I came over here originally for…

Freedom of Doncaster

30 June 1941

Reg is given the Freedom of the borough of Doncaster.

5th August 1941

Reg eventually arrives back in England

28th August – 15 September 1941

Reg travels back to Port Albert, Goderick, Ontario Canada by sea. He was again ‘stooked’ to be the ship’s adjutant.

Ontario speech

15 September 1941

Reg begins his specialist navigation course (until 26 December).

14 October 1941

Whilst there Reg gave numerous talks in Canada and the USA on the current state of the air war in Europe.

Reg addressed the Joint meeting of Kiwanis and Optimist Clubs of Sarnia (Ontario) and he made his feelings quite clear.

Excerpt:

My profession, since the war started is killing and I enjoy it. I don’t know anything I like better than when I am killing Nazis. Some people say we are fighting for the countries Germany has defeated. We are not only fighting for them. We are fighting for our very existence. If we lose this war there will be no Britain. It will be all over for us. If you keep this in mind you will somewhat understand our cruelty and our feelings. We will fight to the bitter end.

Our job in the RAF is two fold. Any army that tries to operate without the cooperation of an air force is completely lost. This was shown in Greece in Crete and in France. I saw it myself in Norway. I saw troops go down the sides of mountains and be bombed 24 hours a day. They were completely helpless. Our primary task is to be ready when our army is ready to send out an expeditionary force. Then we will begin to wipe the Germans out of the sky. We look forward to nothing so much as this.

This war is a grim business, but you can get a lot of fun out of it. I started out with 39 other air force men. Now there are only three left. Only a few of them are prisoners of war. One of the things the Germans can’t understand about us is the careless way we speak of our buddies who have been killed. We have to speak that way. If we kept thinking of them, we couldn’t keep going.

He also intimated at the change of tactics since the Battle of Britain.

We are rapidly arriving at numerical equality with the German Air Force. I don’t think we have arrived there yet, but we have the superiority in the air. Last year the air battle line was over Britain. Now it is over France, well pushed back. Our boys have to go over there for a fight now. Air superiority can’t be decided in a day and stay in the same position for a week. It changes every day.

The course goes well for Reg:

3rd November 1941: Port Albert, Ontario, CANADA – Nothing but work and more work…we have had a few examinations and my average is 85%……I have arranged for you to receive a parcel of food etc. every fortnight…

There was a small printed slip with the letter:

Postal Censorship

YOU ARE REMINDED THAT IT IS NOT PERMISSIBLE TO RECEIVE A PARCEL OF RATIONED GOODS OR OF FOOD (WHETHER RATIONED OR UNRATIONED) FROM OVERSEAS, UNLESS IT REPRESENTS A GENUINELY UNSOLICITED GIFT RECEIVED ON AN ISOLATED OCCASION.

Reg returns to 210 Squadron

December 1941

Reg returns to the UK and goes back to 210 Squadron having passed his Specialist Navigation Course with 85% top mark for the course. 210 Squadron were now fully equipped with Catalina flying boats.

1942

1942 is a year in Reg’s life where detailed information is quite difficult to find. The following has been pieced together from his service record and personal letters.

31 May 1942

Reg is transferred to 240 Squadron.

In March 1942, the squadron had left for India and spent the rest of the war flying anti-submarine and anti-shipping patrols over the Bay of Bengal.

Crash in Malta

28th July 1942

It would appear that Reg planned to join the squadron in India. He set off for India, piloting a flying boat (probably a Catalina). Unfortunately, he crashed badly on landing en-route in Malta.

29 July 1942: Kalafrana, Malta – As you can see by the above address a slight error has crept in. In fact I shall be here for about a month or six weeks before carrying on.

Grounded

On 4 August he was declared unfit to fly, with a review recommended after 8 months. He was to be sent home as soon as possible.

There are no records of his injuries but on the 4 August he was given 6 weeks sick leave. An entry of ‘Operational Stress (Flying)’ appears in his Medical Board records. However, it would appear that the situation in Malta in 1942 meant that injury (or stress) was no excuse.

Enemy raids on Malta, particularly at periods when Axis convoy were being sent across with supplies for the Africa Korps, were extremely heavy, by April 7th 1942, the islands had 2,000 alerts and, by October 4th 1942, this number was raised to 3,000 through as much as 2,000 tons of bombs were dropped during a single month.

Reg’s skills as a specialist navigator were discovered and it was decided that he ‘could not be spared’. He was appointed Chief Navigation Officer at AHQ Malta.

The following letter details his change of plans.

15 August 1942: Headquarters, R.A.F. Mediterranean, VALLETTA, MALTA – Once again the whole picture has changed. As no doubt you gathered from my last cable there was a very strong possibility of my returning to England almost at once, but that I am afraid is out now. I had better start right now from the beginning and tell you the whole wretched story.

When I arrived here I crashed and broke the boat pretty badly. Fortunately no one was injured but I was pretty badly shaken up. I was sent into hospital for observation and finally they decided that I must come off flying for eight months and then be re-examined. It was then decided to send me home as soon as possible. Then things began to happen, they discovered that I was a specialist “N” and said I could not be spared as Malta badly needed one. And so here I am and likely to be here for some time, Chief Navigation Officer at Headquarters. The only good thing about it is that it is nearer England than India. Incidentally I have now been promoted to the exalted rank of Squadron Leader.

There is no record of the promotion in his service record, perhaps because the appointment was not to last very long.

A further letter a week later…

22 August 1942: RAF, Malta – Once again the whole picture has changed completely and I am being sent home. The medical people here have decided that the only thing to do is to get me back to England. I don’t know when I shall arrive, but it may take as long as a month or even a little longer. Still I shall roll up as usual like a bad penny. You must be pretty dazed about all these changes of plans, but this is the last one definitely.The medico’s have made up their minds and once they do that nothing can stop ’em. Don’t worry about me, physically I am perfectly fit, it is just that I am completely worn out mentally. As soon as I get back to England I shall be medically examined, almost certainly given a long sick leave and then given a ground job. The specialist here says that if everything goes well I shall probably be fit to fly again in about nine months or a years time.

Back to the UK

2 September 1942

Reggie was transferred to personnel list on 2 September 1942 at No 1 Depot UK pending repatriation.

Whirlibombers

8 September 1942

This photograph is a bit of a mystery in that Reg is seated (centre) in a picture with 263 Squadron, when his service record shows that he did not join this squadron until 1943. The board in the picture is dated 8 September 1942.

A clue to why it was taken and the reason for his presence and the prominence of the name ‘Whirlibomber’ on the board could be explained from this text by Philip J. R. Moyes:

In the latter part of 1942 the Whirlwind was adapted as a bomber and subsequently joined the Hurribomber in attacking the enemy in occupied territory with cannon and bombs by both day and night. One 250 or 500 lb. bomb was carried beneath each wing, and thus modified the Whirlwinds were unofficially known as “Whirlibombers”.

The fitting of bomb racks to the Whirlwind was advocated in September, 1941, by Squadron Leader T. Pugh, D.F.C., the C.O. of No. 263 Squadron, but it was not until 21st July, 1942, that the first of the squadron’s Whirlwinds was modified to carry bombs. The first “Whirlibomber” operation-by No. 263 Squadron and only intended as a trial run-took place on 9th September, 1942, when two sections, escorted by Spitfires, attacked four armed trawlers steaming from Cap de la Hague, near Cherbourg, towards Alderney.

Reg had somehow found his way back to the UK much quicker than expected. Despite his illness, did he take part in this operation in a non-flying navigational role?

6 October 1942

Reg is posted to HQ No 9 Group in a navigation role. No. 9 Group covered north-west England and Northern Ireland.

It’s a girl!

3rd November 1942

Reg and Norma`s daughter Helen Ann was born in Doncaster, South Yorkshire.

5 November 1942

Reg transferred to HQ Fighter Command

7 November 1942

Reg is in Barton Hall, Nr Preston ‘ill with a hefty bout of malaria’.

Back to flying duties

30 November 1942

His medical classification of ‘A4BT’ which precluded him from flying was changed to ‘A1BT – fit to fly’.

29 December 1942

Attended 59 OTU (Operational Training Unit) at Millfield, Northumberland for a refresher course. After nearly 5 months ‘grounded’, the nature of Reg’s operational flying was now to change markedly.

1943

January 1943

Not only did the aircrew have to endure fairly dangerous and relentless training. The cold weather in January in Northumberland was an added factor.

? January 1943: R.A.F. Milfield, Nr Wooler, Northumberland – ” ….last night we had 18 degrees of frost here and when I got up at 7.15 I was far from happy in my work . After breakfast , to my horror I discovered I had to do some flying at 25`000 feet . As you can imagine I still haven’t recovered from the cold .

Although Reg seems to revel in it…

? January 1943: Milfield – ” …the flying is grand , I manage to scare myself stupid several times during the day , but I love it . I am never cold flying , everything happens far too quickly for me to have time to feel cold .”

And is clearly enjoying his conversion from flying boats to fighters

14th January 1943: Milfield – ” …what does Toddles think of her bad type father becoming a fighter boy ? . I really am loving it , you know how much I like flying anyway , but this is sheer heaven . You have no idea what a kick I get out of screaming around the sky at a rate of knots . Of course I have a hell of a job to restrain myself from shouting for a dingy after I have landed ! . This idle chatter must cease and I must go and juggle with J.C. and Isaac Newton.”

It was not all fun…

18th January 1943: Milfield – ” …my life up here is made up of sleeping , eating and flying . So much so I have not even been off camp yet . We had a crack up here yesterday , one of the boys caught fire in mid air and went straight in . It was impossible to get him out . “

29th January 1943: Milfield – ” I… am looking forward to having another yellow pullover – very swish . I shall then be the complete fighter boy – fair hair , mad , yellow sweater , moustache and top button not fastened . “

7 February 1943

Reg reports in a letter home…

RAF Brunton, Nr Chathill, Northumberland – …doing low flying over the countryside at 50ft!…

11 February 1943

Reg finishes his refresher course and Fighter Pilot Reg Baker arrived at 182 Squadron at Martlesham Heath, Suffolk, which was equipped with the fearsome Hawker Typhoon fighter.

13th February 1943: R.A.F. Martlesham Heath, Woodbridge, Suffolk – “….. as you can see I managed to arrive quite safely . The squadron are a grand lot , all very young and very keen , I know I shall enjoy my stay with them very much as I told you it is an old peace time station and really wizard , none of this walking about 2 miles from quarters to mess . Last night there was an e.n.s.a show , art gregory and his band . At present everything is strange , but no doubt it will settle itself in a very short time.”

16th February 1943: Martlesham Heath – ” I really am enjoying my time up here , and I love flying these aircraft . They are terribly fast , but most fascinating . “

Operation Spartan

1-12 March 1943

Operation Spartan pitted two forces against each other. Eastland representing a German force and Southland an Allied one. Eastland was presumed to have overrun Allied territory, an area within Cambridge, Coventry and Gloucester. Southland was to regain the occupied territory from a starting point of Swindon to Maidenhead. Eastland had an airforce called X Group; Southland’s was named Z Group. With respect to to preparing for and examining plans for cross-channel invasion 12 of Z Groups squadrons were mobile.

One of the squadrons operating as part of Z Group was Reg’s 182 squadron.

Whilst more detail work was required, Spartan proved the viability of mobile squadron operations.

19 March 1943

182 Squadron Operations Record Book:

A decided browned offness is setting in with everyone, even though life is much softened in comparison with (Spartan) exercise days

The concept of mobile squadrons was implemented fairly quickly….

24th March 1943: Martlesham Heath – ” I am leaving here within the next week or so for Middle Wallop , near Salisbury , there to live in a tent ! . I shall be there about a fortnight and then shall move south . I am not looking forward to living in a tent and cooking my own food over a wood fire . “

5th April 1943

182 squadron moved eventually to Fairlop to begin operations.

Reg summed it up:

6th April 1943: 182 Squadron, R.A.F. Station Fairlop, Nr Romford, Essex – ” …as you can see the move is over and here I am ; living in a tent what with settling in and pitching our own tents the days are simply not long enough . Of course the whole thing is a mess up , the last meal we had breakfast at 6 o’clock on Monday and it is now Tuesday afternoon . “

Reg Baker made his first fighter combat contributions:

13 April 1943

A Ramrod raid in the St Omer/Fort Range area.

18 April 1943

Dive bombing Courtrai airfield.

Reg had retained a clarity of purpose. In a letter to his wife:

14th April 1943: Fairlop – ” ..you are being messed about but I do think that you understand – really this work is all for Toddles , by doing it there is a good chance that when she is grown up and married she wont have to face a war , I know that it is worth it .”

Rhubarbs

25 April 1943

182 Squadron conducted three Rhubarbs, on one of which:

Flight Lieutenant Baker and Flying Officer McMane, Blue section, [airborne] from Fairlop 1115, down 1220 hrs crossed coast at Rye and made landfall at Berck sur Mer. The target being railway at Doullens. The section followed the course of the River Authie to the main arterial road at Le Boissot. The weather became extremely bad with heavy rain and section turned 5 miles beyond Le Boissot to return to base. Out over Fort Mahon where bombs jettisoned on the beach, and made landfall at Hastings – zero feet throughout.’

Rhubarbs were short-range low level attacks, in poor weather conditions, small formations of two or possibly four fighters, on targets of opportunity.

Ken Trott flew Typhoons with 195 and 197 Squadrons and recalls how such operations could be testing:

From my point of view it was always what we called bad weather flying. They liked to send you across when the weather was a bit duff: So you could go in low level, in most cases, find the target and come out again. The idea being that you were sort of avoiding the flak. That was alright if you avoided the towns and cities, or some of the railway lines.

I have a Rhubarb in my logbook for January 1944: It was a rather bad weather day. We took off from Fairlop, flew down the Channel and over the coast. As we were going in the chappy with me called up and said, “I’ve lost you. What shall I do?” So I said: “Either proceed to the target or if you’re not sure where the target then you’d better return to base.”

He returned to base. I went on and found the target, then turned to come, home. By that time it was raining hard and the weather was really closing in. I happened to find myself over a railway junction. I wanted to get out of there quick, because at junctions you could expect flak. So I just pulled straight up and went on to instruments. I suppose I climbed through about 10,000 feet of cloud on instruments and when I came out of the top it was a lovely day, beautiful sunshine, cloud everywhere however, no breaks. I called up Control and asked for a homing. They just gave me a course to steer, and from then on kept me under control until told to come down through the cloud.

As I was coming down they said when you break cloud you’ll be at about 800 feet, which, sure enough I was. Control said `I want you to land at Lympne.’ I landed, stayed for lunch and, then got permission to fly to Manston in the afternoon. But the weather didn’t clear for some time. I finally got back to Fairlop in to evening. That one Rhubarb had taken all day.

28 April 1943

182 Squadron conducted six Rhubarbs. Reg and his wingman attacked a goods train, one locomotive and 15 open and covered trucks in the station at Daunes, bombing at low level. Reg scored a direct hit on the centre of the train with his two 500lb bombs.

29 April 1943

The squadron moved to Lasham and in early May carried out numerous exercises.

May 1943

Conditions were not good

1st May 1943: 182 Squadron, 124 Airfield HQ, c/o G.P.O, Alton, Hants – ” I don`t expect hearing from you for days as this place is literally in the middle of the wilderness , it has to be seen to be believed . Last night it rained like the devil and as my tent leaked like a sieve you can imagine what a pleasant time I had , that applied with the mud here makes life just a bowl of cherries ! . “

3rd May 1943: 124 Airfield, Alton – ” this place is of course , the very last word , miles out in the blue and a perfect sea of mud . Our tents leak and as it has rained every day since we arrived life has not exactly been a bowl of cherries . The food too is pretty unmentionable but that is a trifling consideration !! . I understand we are moving soon from here within a week or so – amazing isnt it ? . I dont have a stitch of dry clothing and my blankets are wet . “

Wounded!

13 May 1943

182 Squadron detailed some of its pilots to cross the Channel and attack an enemy airfield.

The squadron Operations Record Book recorded the details:

In the afternoon Flight Lieutenant Baker [and 6 others] flew down to Ford where bombing up and briefing took place for the dive bombing attack on Abbeville Drucat Aerodrome, with 8 aircraft from 181 Squadron.

The aircraft took off from Ford at 1440 hours and set course direct for Abbeville. The escort joined 181, 182 Squadrons over Ford, while still Operations Record Bookiting, causing Squadron Leader Crowley-Milling to set course immediately, leaving 182 well in the rear.

The escort took up position to the rear and to the other side of 181. 182 Squadron were thus forced to fly through starboard escort in order to take up position in line abreast, and to starboard of 181 Squadron. The squadron crossed the French coast at 6,000 ft north of Ault, and then climbed to 10,000 ft. The formation leader Squadron Leader Crowley-Milling gave his squadron the order line astern and attacked the target in a steep dive 10,000 ft to 5,000 ft followed by his second flight, the last two aircraft of which were some considerable distance behind the rest of the squadron.

This caused 182 leader Flight Lieutenant Baker to delay his attack for some 30 seconds. Squadron dived 70 degrees 10,000 ft to 5,000 ft dropping 14 x 500 lbs GP on target. Hits were observed on or near bowsers and aircraft in both NW and SE dispersals. No enemy aircraft were seen in the air. Intense light and medium flak was experienced both over the target and from Crecy forest for some 10 miles. Squadron received no orders from formation leader and Flight Lieutenant Ireson ordered them into formation.

Out over coast south of Berck where squadron dived to 0 feet and made cannon attacks on machine-gun posts. Landfall Worthing / Littlehampton. Landed Ford 1610 hrs. Flight Lieutenant Baker, the squadron leader, was hit by flak OT at the end of his dive. Flak burst in his cockpit blowing the top off and wounding him in the thigh, elbow and head. All instruments except rev counter and compass were u/s. The aircraft dived out of control to 100 ft where Flight Lieutenant Baker regained control. He gained height to 2,500 ft and headed back to Ford making landfall at Beachyhead.

Attempted a crash landing on side of runways at the airdrome, but found himself heading towards Littlehampton village at 50 ft. He swerved and successfully crash landed near the railway line. This fine performance was a truly magnificent one and an example which has filled the rest of the squadron with pride and awe. There were large holes in the airplane, aileron, and cockpit of the aircraft and only first class ability could have brought it home, as F/Lt Baker succeeded in doing. The crowning incident was that, when his wounds had been bandaged, he insisted on being flown back to Lasham the same evening, refusing to remain in Ford sick quarters, as he was acting CO this time. Amusement was caused by a small box of sundry objects extracted from Flight Lieutenant Baker. This included a screw!

25 May 1943

Reggies version of the events….

25th May 1943: 124 Airfield, Alton – ” I have been in hospital since Thursday the thirteenth with shrapnel wounds , but I am coming out Tuesday or Wednesday . They put 12 stitches in me in various places , thigh , arm and head but now they have healed beautifully although I still have a sundry piece of shrapnel in my thigh – I understand that will work out in the distant future . My manly beauty is slightly marred by two scars between my eyes. I collected the little packet over France , had a most confusing flight home and crashed about a thousand yards short of Ford aerodrome – they flew me up here after patching me up . Do believe me when I say I am alright now , in fact I am returning to full flying duties as soon as I get out – Wednesday at the latest . “

Squadron personnel visited Reg in hospital, but it wasn’t too long before he was back with a view to getting on ops as soon as possible, in fact he returned to operational fitness on 27 May on the 30th May taking part in a dive-bombing attack on steel works at Caen.

But Reggie’s time at 182 Squadron was about to run out…..

14 June 1943

Flight Lieutenant Baker DFC was posted to No. 263 Squadron, Warmwell as Commanding Officer. The 182 Squadron Operations Record Book paid tribute to his leadership qualities.

‘This appointment was very popular and well deserved, but he will be very much missed.’

Reg was delighted….

16th June 1943: R.A.F. Station, Warmwell, Dorset – ” …but as usual everything happened very suddenly – they rang me up to say that I had been given a squadron and I had to leave within about an hour ! . Actually I am not staying here , but going to Zeals , Warminster , Wilts . As you can imagine I am tickled pink about the whole business – as the bottlers daddy is now a s/leader we might promote her to f/o , what do you think ? . At the moment it is raining like hell , but who cares ! . I had to unpick your lovely sewing , and put another stripe in . “

Command of 263 Squadron

15 June 1943

The 263 Squadron Operations record Book recorded:

Squadron Leader E. R. Baker DFC comes to the squadron [as CO] in his third tour of operations. He has fought and flown aircraft of many designations in almost every theatre of the war, other than the Far East. It is felt that the squadron has again been most fortunate in his appointment.

18th June 1943: 263 Squadron, R.A.F Zeals, Warminster, Wilts – “… the chaps are awfully nice – so young I feel like an old grey beard . The first night they took me out and tried to make me somewhat tipsy , they failed I fear , not because of my capacity but because of their lack of capacity. Have had six letters from chaps in the old squadron asking if they can come and join me – Tom Pugh will only let me have one , Alan Lowey. “

George Wood, who had joined 263 Squadron in February 1943, recalled the impression he developed of the new CO.

“He was larger than life and a wonderful person. He would brief a dicey-do op and your eyes would come out like organ stops, expecting all that flak. He’d say, `well you’ve got to die some time’, and then carry on. He was hard in that respect.”

“When Reggie took over as C.O. from Geoff Warnes, and we went to Zeals to reform I was surprised to be called into the C.O’s (Reggie’s) office and he said “Take my aircraft P7113 (the one shot down over France later) and aerobat it over the airfield to bolster the morale of the troops (erks).”

“He asked me to give a mini air-display, and so I broke all the rules, and no-one reported me for low-flying and aerobatics lower than permitted, as everyone watching (including the bods in the control tower) thought it was the C.O. It was a complete give-away when the C.O. came out of his office to watch, and everyone thought “Who the hell is breaking all the rules and getting away with it!”

19 June 1943

263 Squadron moved to Zeals, Wiltshire, where a period of intensive training began, owing to the fact that there-were a lot of new pilots on staff. On 20 June one pilot is recorded as having made `a successful landing on his first whirlwind solo’, but then selected wheels up instead of flaps up.

The conditions at Zeals where no better than previous locations:

” this place is really in the wilds – two local pubs but they haven’t any beer so they aren’t very much of a comfort . Living in a very old house – my bed is an enormous four poster , Charles the Second is reputed to have slept in it . ”

” this place has a certain number of mosquitoes and they seem to relish biting my ankles , they are both up like balloons and irritate like the very devil – shades of N. Russia .”

7th July 1943: Zeals – ” I know how you feel about my not having any leave since September , but I simply can’t take any . You probably think I am quite mad and rather stupid but I am needed with my squadron , all the chaps are terribly young and inexperienced and if I took leave and something happened I should never forgive myself – as you know things are humming now and will be even more so in the near future , my place is here as long as I am physically capable of staying .

If by not taking leave I can save one of the chaps then it is the only thing for me to do . I could legally , take my leave tomorrow but flying isn’t just a job that has to be done for so long followed by leave, it is something I live for and shall probably die for. At the moment I am dead tired . I have been working all day , night flying until one in the morning and then starting again at 4o`clock in the morning – in fact I have had eight hours sleep in the last four days . “

12 July 1943

The squadron moved back to Warmwell, Dorset, and Reg Baker would lead four shipping recces on 13, 18, 20, and 23 July without any real incident except the threat of flak. Although George Wood had become aware of an enemy presence on the 18 July mission.

On this particular op I had sighted a Focke-Wulf stalking the squadron and I reported this to Reg. Then unknown to me, my RT failed and I didn’t pick up that Reg had called up two of the escorting Spitfires to go and investigate. When I suddenly saw another aircraft crossing my bow I gave it a squirt before realising it was a Spitfire. I wrote this in my logbook, adding, ‘Missed him’. Reg wrote underneath, ‘Rotten shooting’. .

The 263 Squadron Operations Record Book recorded the lack of real action against the enemy:

Thus July ended without any contact with the enemy other than four reviews of the Channel Islands and rocks and the occasional and not inaccurate bursts of flak which are a commonplace of these reconnaissance operations. It seemed that the enemy now very seldom moves any shipping by day between Brest and Le Havre. 164 Squadron of Hurricane IVs have been at Warmwell since the squadron moved to Zeals in June, and have not yet had even one strike.

Moreover the presence of a new squadron of Typhoon bombers in the Portreath Sector removes the possibility of a good deal of offensive work in the far south-west which formerly fell to the detachments of this squadron. The work of the squadron has therefore tended to become a kind of anti-convoy patrol whose success is measurable by the absence of enemy shipping in the Channel Islands and off the coasts of the Cotentin.

But in August, matters were about to change and 263 Squadron would see plenty of action.

Meanwhile Reggie kept his sense of humour…

6th August 1943: Warmwell – “… my full promotion has come through and I am now a substantive squadron leader . I suppose you have read in the papers about the new ribbons to be worn , service chevron and wound stripes too – I shall either look like an American or a commissionaire at Selfridges ! . “

11 August 1943

Reg Baker led his Whirlwind pilots, escorted by Spitfires, to an area off the Brittany coast. In a small bay where the Abervach river flowed into the sea, enemy boats were sighted, seven E-boats and a trawler. The aircraft too were soon spotted and the boat crews scrambled about removing the tarpaulin from their guns, but the Whirlwinds were on to them too quickly. Reg Baker took the first flight of Whirlwinds in, and with his No. 2 they homed in on two E-boats. Reg’s No. 2 would later report that.

We just couldn’t miss them. The CO scored a direct hit on one with a bomb and I managed to do the same with the other.’

George Wood also took part in the operation.

I was in the second wave going in, and all around E-boats were blowing up. We went for those that hadn’t yet been hit, dropping bombs from low level. Sadly I still have a vivid picture in my mind of a German mariner who was diving overboard, looking up at me, horrified, and I just dropped a bomb on him. It’s been in my mind ever since. Not a happy thought.

Eventually four E-boats were claimed blown-up by the squadron, another set on fire and a sixth, either an E-boat or an armed trawler, was destroyed. The Squadron Operations Record Book recorded the 11 August operation as `The Massacre at the Aber Vrach [sic] River’.

The day after, Leigh-Mallory and the Secretary of State for Air sent congratulatory messages. The mission was also reported in the cinemas, on Pathe news, and when Reg Baker was asked what had happened he had simply replied, twirling his wizard prang moustache, `We caught Jerry with his pants down.’

George Wood also recalled that there was one other notable person taking an interest in the operation.

At the time Queen Mary was in the ops room listening to the raid. Now when on operations a deaf ear is turned to all the language that’s used on the air. A Polish squadron happened to be escorting us, so when the swearing started the group captain accompanying Queen Mary, in order to spare her blushes, remarked that they were speaking in Polish. The reply that is alleged to have come from the Queen is, `Not bloody likely.’

Reg wrote:

” as you probably heard on the wireless we had a wizard party yesterday over France , we didn’t lose anyone although the other squadron did . I am writing this at midnight before crawling into bed for five hours sleep and then another show , we have done four shows in 48 hours ! Just what the doctor ordered ! . “

14 August 1943

On this night Reg Baker further inflicted his wrath upon his enemy. The moonlight helped in the sighting of an E-boat between Jersey and Guernsey. Reg swooped from up moon, dropped his bombs which struck the ship causing an explosion amidships. He then watched as two men struggled in the sea amongst the debris.

Reg would later recall,

I think the E-boat was taken by surprise because though it opened up with one gun, it did not put up as much flak as these boats usually do.

And then just off Guernsey Reg, flying at 300 feet, caught sight of a Heinkel 111 silhouetted against the full moon, 200 feet above. Reg rose slowly and from 200 yards let loose, and his enemy’s port engine caught fire. Then as the Heinkel turned Reg unleashed again and his enemy plunged into the sea.

“… at the moment I can hardly keep awake , three hours sleep in the last forty eight doesn’t seem enough !!. I had some more luck on Sunday night, I sank an E.boat and shot down an enemy aircraft . “

Attack in Cherbourg Harbour

15 August 1943

Whilst over Cherbourg harbour Reg Baker spotted an armed trawler which had just fired some flak. He lost height and came in low from the sea. Searchlights penetrated the night sky and land based gunners tried to bring him down. From 50 feet Baker released the short delay bombs.

‘The flak was pretty terrific. Every one of our aircraft was hit. However we got the ship all right and our escort say they saw a great explosion followed by sheets of flame. The bombs hit home and the ship began to sink’

This must have been one of the rare occasions when a quick low-level tour of the harbour had presaged an attack on a vessel nearing the entrance. The method surprised RAF Intelligence Offer as well as the enemy.

15th August 1943: Warmwell – ” thank you very much for your letter and congratulations – sorry about the newspaper people bothering you. We have been inundated with telegrams and messages and yesterday we received the crowning blow – the Movietone news people came down and filmed us for the news you have never seen a more embarrassed collection of pilots in your life ! . It is to appear in the Movietone news next week – that is the same week you receive this letter . We have been flying madly for days and at night too , living on sandwiches for meals! “

18 August 1943

He took off at 0015 hrs on a night recce. Reg was `flying down moon along the north coast of the Cotentin when he saw flak coming from port and astern. He turned to investigate and saw a trawler lying about a mile off Cherbourg and firing vigorously. He turned inside Cherbourg harbour positioning for attack, meeting two searchlights and flak from shore batteries. Then he bombed the trawler up moon from 50 feet releasing short-delay bombs, and saw a large explosion on the stern of the ship.

After orbiting he saw the ship well down by the stern and apparently sinking. Its guns were silenced. Flight Lieutenant Ross found no trace of the ship an hour later. This armed trawler was claimed Cat 2, probably sunk.’

19th August 1943: Warmwell – ” sorry about all this wretched publicity , I have tried from this end to stop it but it doesn’t seem to have much effect . I think it is damned unfair for both of us . I suppose by now you will have seen my ugly face plastered on the screen .”

The rest of the month was taken up with convoy escort duties and then on 7 September the unit moved to Manston, Kent, as a detachment to 11 Group, to take part in operation Starkey.

8 September 1943

On 8 September Reg led 12 aircraft on a dive-bombing operation to the naval and flak positions at Hardelot, an attack which was designed to assist in the protection of the ships of the amphibious exercise, detailed to make the feint on Boulogne the next day. Reg and four others had to return early, but seven aircraft did attack the positions.

The next day Reg again led 12 aircraft to the Hardelot gun positions, taking off at 0800 hours, the Squadron Operations Record Book recording,

`It went well from the start to finish. Dives were from 14,000 to 3,500 feet and bombing results were good – all bursts were in the target area, within a circle of 150 yards radius. In both operations the coast was crossed at Hastings at 4,000 feet, after which the squadron climbed to 14,000 feet, dive bombed in echelon starboard and returned in formation at 1,000 feet.’

10 September 1943

263 Squadron returned to Warmwell.

10th September 1943: Warmwell – ” ….on Sunday I am going on a course to Old Sarum , Salisbury where I shall have the pleasure of not flying for a week and living with the brown jobs – delightful ! “

The course was delayed.

Operation Chattanooga Choochoo

17 September 1943

Operation Chattanooga Choochoo was devised by Reg Baker in co-operation with 10 Group Intelligence, the aim being to sever the main Rennes-Brest railway line if possible in nine places between Lamballe and Morlaix.

263 Squadron ORB:

so that (a) trains should be bottled up [for] `ranging’ on that night (b) trains should be diverted to the southern loop line single track and become targets for Mosquitoes on the following night.

Pilots were carefully and extensively briefed at Warmwell during the previous days. They were to make landfall at 2,500 feet at the point nearest to their targets where no flak was to be expected and to bomb their allotted targets as an absolute priority. Eleven aircraft were to be on target at approximately the same time. These orders were nicely carried out. Our aircraft met neither S/Ls or flak, tho’ these were seen out of range at Morlaix. Bombing was carried out between 0205 and 0215 from 2,000 to 700 feet. No pilot `lost his way’.

Reg contributed as one of four aircraft detailed to attack the Ponthou viaduct. One pilot bombed the line SW of Morlaix. Reg and the other two attacked the viaduct but think they hit the cuttings to the side.

Shot down in the CO’s Whirlwind

23 September 1943

George Wood took part in a 263 Squadron operation to Morlaix airfield. Reg didn’t take part in the raid; he was on leave. George Wood was flying Reg’s Whirlwind:

When we came in over Morlaix there was lots of ack-ack. I dived from about 14,000, and when T got to 4,000 feet I was hit. I had pressed the tit to off-load the bombs and then everything blew up. I think some flak must have hit my bomb. The escorting aircraft all said it was like a flower opening, and a chap looking through binoculars down below later told me it looked like two aircraft had collided, as there was so much debris falling.

I couldn’t get out of the aircraft. I tried everything but nothing happened. So I just shouted, ‘Oh God help me.’ Suddenly I found myself outside the aircraft, don’t know how, and I pulled the ripcord As I was descending the Germans started shooting at me. There were bullets whistling past my lughole. I was just hoping they wouldn’t hit the parachute or me. Fortunately I wasn’t suspended for too long and I landed on the aerodrome. I ran like hell and reached, some barbed wire. I walked along until I came to a tree that had convenient branch. I shinned up and dropped over to the other side then kept running.

George, as he was to find out later; had actually run across a minefield. It was, however, believed to have contained anti-tank mines.

They probably would not have exploded if I had trodden on one. At least it dissuaded the Germans from giving chase. I later learned that about 900 men had been mobilised to look for me.

George believed this was because he had been flying Reg Baker’s aircraft; and a piece of wreckage had been found carrying Reg’s call sign, `Lochinvar’. Reg was known to the enemy. In fact on some operations the Germans had tried impersonating him, using his call sign, over the radio. George recalled:

The Germans therefore believed they were looking for a, VIP, who should be captured at all costs.

George hid his Mae West in a hedge. He started walking south and eventually climbed a tree to survey his surroundings. From his vantage point he became aware of numerous German patrols keen to capture the ‘VIP’. One stopped beneath his tree, for a smoke and a chat. George recalled:

I remained still hardly daring to breathe, but not one man glanced up.

For the remainder of the day George managed to evade the patrols, eventually making his way to a farmhouse where he received help. For the next month George’s fate was controlled by French civilians and members of the Resistance. Eventually passage back to England by boat was arranged:

When I got back one of my first things was to phone up Reggie and apologise for pranging his aircraft. His typical flamboyant response was, ‘That’s alright old chap. I’d only have done it myself later on.’ He said, ‘Come down, let’s have a party.

23rd September 1943: Warmwell – ” at the moment I am feeling somewhat depressed , one of my boys was killed on a job this morning , he blew up over the target . He wouldn’t have known what hit him – I suppose that is some consolation . Now I have the job of writing to his parents – God , how I hate that . I shall be at Old Sarum on Sunday and shall be there until October 1st “

1 October 1943

For his actions during this period Reg is awarded a Bar to his DFC.

5th October 1943: Warmwell – “…. I now understand that I shall be leaving sometime this month , back to tent life again but this time as a wing commander .

Loss of Pilot Officer Simpson

8 October 1943

For the three weeks following operation Chatternooga Choochoo Reg flew on night shipping recces and armed recces. That would change on 8 October. Taking off at 1900 hrs Reg bombed an E-boat off Varriville, but was prevented by searchlights from investigating further. He landed at 2025 hrs. Then at 2215 two pilots returned from night recce in which one aircraft was shot up by a 2,500 ton flak ship and damaged. Five minutes later Reg led seven aircraft out and found the aforementioned ship off Cap del la Hague.

263 Squadron Operations Record Book:

…and bombed it from mast height without seeing more than indistinct explosions. He was forced to orbit in accurate heavy flak from Alderney and Cap de la Hague, as well as much light flak from the ship…. As the visibility was very poor in sea haze the CO decided that this ship should not be further attacked in this land-defended area and ordered the six aircraft which were following him to return to base. Meanwhile fog had come in rapidly at Warmwell and all aircraft were ordered to reurn to Tangmere. It seems that that Pilot Officer Simpson who was next to Squadron Leader Baker, the squadron’s most experienced pilot, had engine failure not due to enemy action and that his other engine failed during the run to Tangmere. He crashed into an anti-landing post a hundred yards from the runway and was killed instantly.

Operation Chuffa Prang

17 /18 October 1943

263 Squadron Operations Record Book:

This operation, locally devised, planned and briefed as Chuffa Prang was designed to disorganise railway communications in and near the Cherbourg Peninsula and thereafter take advantage of the tactical situation. It was a great success. Each pilot arrived at his target after a route which had correctly avoided intense flak which is to be met by the unwary and Squadron Leader Baker blew up an ammunition train SE of Valognes, then probably damaged a loco near Bricquebec.

Chasing the Munsterland

24th October 1943

On the afternoon of 24 October a series of raids began against one particular target in Cherbourg harbour, a blockade running merchant ship called the Munsterland.

263 Squadron Operations Record Book:

This was the squadron’s first (and perhaps the first of the war) low level attack upon shipping in Cherbourg harbour. Our aircraft flew at just above sea level on a course which brought them between the outer moles and straight to the Munsterland. Four aircraft bombed the Munsterland and two of these attacked with cannons, leaving her on fire in two places – she was well ablaze 11 minutes later but the fire had been extinguished 90 minutes later. The other four aircraft bombed two ships aft of the Munsterland and saw cannon strikes on one of them.

Two pilots then scored strikes on two of six M Class minesweepers in the transatlantic dock. Flak was fired at our aircraft from more than a hundred guns within range from harbour and ships: `It was like a horizontal hail storm, painted red’, (Flight Sergeant Beaumont).

All our aircraft were hit more or less seriously. The formation broke half to port ESE over the peninsula. Flight Sergeant Gray’s starboard engine was smoking and he glided down to port from 150 feet, about three miles ESE of Cherbourg just in the manner of a controlled forced landing. The country here is fairly open and it is hoped that he may still be alive.

Flying Officer Mercer’s aircraft was hit over the target and it may have been for this reason that he was flying considerably above the formation when they recrossed the coast three miles S of St Vaast. Here his aircraft received a direct hit from a coastal flak battery and dived into the sea, disintegrating on impact. It is not thought that he could have survived.

Flight Lieutenant Ross’s aircraft was severely hit in the starboard wing, juddered and stalled at 180 mph as well as the wing root. He made a perfect belly landing at Warmwell at this speed. Flight Sergeant Cooper’s undercarriage, damaged by flak, collapsed on landing. Squadron Leader Baker was bruised on the shoulder by perspex dislodged by bullets.

Ninety minutes later 183 Squadron Typhoons attacked the Munsterland and lost Squadron Leader Gowers DFC, a veteran of the Battle of Britain, and two other pilots.

From Typhoon Attack

Poppa Ambrose recalls an operation 257 Squadron was involved in. In his log book he later wrote by this operation ‘Innocents Day’.

There was a ship in Cherbourg Harbour, carrying Wolfram (tungsten ore). Our intelligence people said it had got through from Japan and had to be hit at all costs. We went out with Reggie Baker’s 263 Whirlwind Squadron with bombs, while we and 183 Squadron were flying with cannon. We were 24 aircraft. When we went for briefing, they said we were going out at nought feet. We said don’t be silly, only idiots go into Cherbourg harbour at nought feet we should dive down, and even that was considered to be virtual suicide.

Reggie Baker rang up the Group captain Ops at Box, Ludlow Manor, and said, ‘What’s all this nonsense? but was told that was the order nought feet. Anyway out of 24 aircraft we lost ten and eight pilots, two pilots being rescued from the Channel. We came back to the mess and normally most of us remained sensible and drank beer, not spirits, but I remember that afternoon we opened the bar at four o’clock; we were all hacked off. Gus Gower the CO of 183, had been lost.

Reg Baker went in with the Whirlwinds and we went in before there was any actual flak from the ship. I remember one chap who actually got a Germans head between the cannon on his Typhoon wing and when he got home it was still there.

After the war I met the group Captain Ops, I had not met him before and I said, ‘you were the bloke who sent us into Cherbourg Harbour at nought feet’. He said yes, but said it had been on Churchill’s instructions. Churchill had laid down the tactics, we were to go in on the deck as he put it. Anyway we blew up the ship.

Extract of Pierre Clostermann’s “Big Show” – Chapter: “The Munsterland business”

A graphic description of the real horror of the attack:

1015 hours. The fog thickened and it started to pelt with rain. instinctively the sections closed up to preserve visual contact. Suddenly Yule’s calm voice broke the strict RT silence: “All Bob aircraft drop your babies, open up flat out, target straight ahead in sixty seconds !”

Freed of its tank and drawn by the 1,600 h.p. of its engine, my Spitfire leapt forward and I took up my position fifty yards on Jacques’ left and slightly behind him, straining my eyes to see anything in the blasted fog.

“Look out, yellow section, Flak-ship, one o’clock !” And immediately after Frank Wooley, it was Ken Charney who saw a Flak-ship, straight in front of us ! “Max blue attacking twelve o’clock !”

A grey mass rolling in the mist, a squat funnel, raised platforms, a mast bristling with radar aerials – Then rapid staccato flashes all along the superstructure. Christ ! I released the safety catch, lowered my head, and nestled down to be protected by armour plating. Clusters of green and red tracer bullets started up in every direction. flowing Jacques, I went slap through the spray of a 37 mm. charger which only just missed me – the salt water blurred my windshield. I was fifty yards from the Flak-ship. Jacques in front of me was firing ; I could see the flashes from his guns and his empties cascading from his wings.

I aimed at the bridge, between the damaged funnel and the mast, and fired a long, furious continuous burst, my finger hard on the button. My shells exploded in the water, rose toward the water line, exploded on the grey black-stripped hull, rose higher to the handrails, the sandbags.

A wind-scoop crashed down, a jet of stream sputtered from somewhere. twenty yards – two men in navy-blue jerseys hurled themselves flat on their faces. – ten yards – the four barrels of multiple pom-pom were pointing straight between my eyes – quick – my shells exploded around it. A loader carrying two full clips capsized into the sea, his legs mown from under him, then the four barrels fired, I could feel the vibration as I passed a bare yard above – then the smack of the steel wire of the aerial wrenched off by my wing as I passed. my wing tip had just about scraped the mast ! Phew ! Passed him.

My limbs were shaken by a terrible nervous tremor, my teeth were chattering. Jacques was zigzagging between the spouts raised by the shells. the sea was seething. Half of dozen belated Typhoons passed to my right like a school of porpoises, bearing down on the hell going on behind the long granite wall of the breakwater. I skimmed over a fort whose very walls seemed to be belching fire – a curious mixture of crenulated towers, modern concrete casements and thirty Years War glacis.

We were now in the middle of the roadstead – an inextricable jumble of trawlers masts and rusty wrecks sticking out between the battered quays. the weather seemed to have cleared a little – Look out for the Jerry fighters ! The air was crissed-crossed with tracers, lit up by flashes, dotted with black and white puffs of smoke.

The Munsterland was there, surrounded by explosions, flames, and debris. Her four masts bristling with derrick and her squat funnel well aft emerging from the smoke. The typhoon attack was in full swing, bombs exploding all the time with colossal bursts of fire and black clouds of smoke, thickening as they drifted away.

A Typhoon vanished into thin air in the explosion of a bomb dropped by one in front. One of the enormous harbour cranes came crashing down like a house of cards. “Hullo, Bob leader, Kenway calling – There are Hun fighters about, look out !”

What an inferno ! I was close to Jacques, who was gaining height in Spirals, making for the layer of clouds. Two Typhoons emerged from a cumulus, a few yards from us, and I just stopped myself in time from firing at them. With their massive noses and clipped wing they looked uncannily like Focke-Wulfs.

“Beak, Blue Four !”

Jacques Broke away violently and his Spitfire flashed past a few yards under my nose, a white plume at each wing tip. To avoid a collision I waited for a fraction of a second a Focke-Wulf – a real one this time – flashed past, firing with all four cannon. A shell ricocheted off my hood. As I went over on my back to get him in my sights, a second Focke-Wulf loomed up in my windshield, head on, at less than one hundred yards. Its big yellow engine and its apparently slowly turning propeller seemed to fling themselves at me and its wings lit up with the firing of its guns. Bang ! stars appeared all over my slintering windshield which became an opaque wall before my eyes. Thunderstruck, I dared not move for fear of a collision. He passed just above me. A stream of oil began to spread all over my hood.

The sky was now alive with aircraft and full of flak bursts. I let fly at another Focke-Wulf and I missed. Luckily !… It was a Typhoon. Jacques was circling with a German fighter. I saw his shells explode in the black cross on the fuselage. The Focke-Wulf slowly turned over, showing its yellow belly, and dived, coughing smokes and flames. “Good show, Robbie ! You got him !”

My oil pressure was disquietingly down. the rain began again and within a few seconds my hood was covered witha soapy film. I slipped into the clouds and set course north on I.F., first warning Jacques and Yule over the radio. I reached Tangmere as best I could, my oil pressure at zero and my engine red hot and ready to explode. I had to Jettison my hood to see to land.

In this business we had lost two pilots, as did 132. Seven Typhoons were destroyed, plus two which came down off Cherbourg and whose pilots were picked up by the launches.

As for the Munsterland, although seriously damaged and with part of her cargo on fire, she succeded two nights later in sneaking as far as Dieppe. She finally got herself sunk off the coast of Holland by a strike of Beaufighters.

28 October 1943

Reg led eight aircraft on a dive-bombing attack, again against the Munsterland, all bombs reported within 500 yards of the target, warehouses hit and an oil fire started. Two days later Munsterland was the target yet again.

263 Squadron Operations Record Book:

The CO started the dives rather too early and pulled back again to 12,000 feet, then almost vertically. A cluster of bursts hit warehouses W of the target, two bursts were in the dry dock area. The Hun now has dive bombing weighed up. His heavy flak was intense and accurate at 12,000 feet and during the dive from 9,000 to 7,000. The CO therefore led on down to 5,000. This and the change of the early dive seems to have led to only one Whirlwind being slightly damaged by flak. The six aircraft returned over Warmwell in excellent formation, close two vics, vics line astern.

5 November 1943

Reg led 7 Whirlibombers to attack Munsterland but abortive owing to 10/10 cloud. Over the next few days the squadron conducted a number of night recces.

10 November 1943

Reg takes 4 aircraft on a night shipping strike, the convoy located and Reg’s bombs burst alongside a small trawler.

24 November 1943

Reg to lead an armed shipping recce but aborted owing to bad weather.

25 November 1943

Reg part of 4 aircraft on unsuccessful armed shipping recce then that afternoon aborts an 8 aircraft Ramrod owing to bad weather. Then that evening and the day after Reg leads 8 aircraft continuing attacks dive bombing the Munsterland.

26 November 1943

In the afternoon Reg leads 8 aircraft to attack a secret target SW of Cherbourg ORB – The target was protected by at least 8 heavy flak positions which were seen, as well as by flak between the target and the coast. All our aircraft were hit by flak, but no serious damage was done, except to F/O Moggs aircraft which flew back on one engine to as successful landing.

263 Squadron would continue attacking shipping targets, including revisits to the Munsterland, although poor weather would disrupt operations.

December 1943

At the beginning of the month 263 Squadron would start to receive Typhoons. But Reg Baker, having now added a Bar to his DFC, was to leave to take on more senior responsibilities.

From Aeroplane May 2006:

Sqn Ldr Baker led three Whirlwinds to intercept some Junkers Ju 52/3m minesweepers off Cherbourg, but returned having failed to find them. It was the last operational sortie by Whirlwinds and 263 Sqn converted to Hawker Typhoons the following month. This was two years after Whirlwind production had ceased at Yeovil. During the previous few months the lack of replacement aircraft and pilots had gradually reduced the squadron’s operational status, even though some of 137 Sqn’s aircraft had been transferred to 263 Sqn.

5 December 1943

Reg is posted to W/Cdr (Flying) Colerne and taken by Oxford to Fighter Leaders Course Ashton Down

8th December 1943: Aston down – ” ….I am afraid my visit home just before Xmas is off – this course I am on doesn’t finish until after Xmas . At the moment I am feeling pretty grim , I have just recovered from a bout of the old fever and now I have twisted my knee badly .”

1944

New Year Revelry

The sketch shows Reggie with just one half of his trademark moustache. This was apparently the result of half of it being shaved off in a mess party. The date of 1.1.44 is probably a give-away to it having happened on New Year’s Eve.

The heading picture of him stood by his Typhoon was taken in April 1944. He has no moustache.

John G. (Jack) Brown was a pilot with 193 Squadron:

Wing Commander Baker was a tall fair haired handsome character with a typical flowing RAF wartime moustache and the appropriate call sign of ‘Lochinvar’. He had a happy go lucky personality, full of animated anecdotes and generous use of clichés using a plethora of words for ostentation to give splendour to his and our commonplace line shoots. Wholly extrovert always talking shop like most of us, his passion for words cared more for the expression for its own sake rather than substance. It made great and easy enjoyable listening.

We nicknamed him ‘Young Lochinvar’, a brave and glamorous knight amongst us. We all loved his flamboyant personal force and delightful character. His influence inspired laughter, enthusiasm and confidence and did much to facilitate a very high standard of morale throughout the whole of the operational unit, for both air and ground personnel.

Appointed Wing Commander

January 1944

Reg is appointed Wing Commander (flying) 193 Squadron – Harrowbeer

From ‘A Pride of Eagles:

Wing Commander Baker DFC and Bar arrived to take command of the Wing on the same day. In addition to the (Operation) No Ball raids, the squadron was involved in wide sweeps over France seeking any target which might offer. These sweeps were known by the code name Rodeo. The squadron was also required to stand by to take on any enemy aircraft which might try a daylight intruder raid on southern England. Often the Squadron was scrambled, only to find that it was a friendly aircraft or even that there was nothing at all.

9th January 1944: Harrowbeer, Devon – “…. the amount of work to be done here simply appals me – they don`t seem to have a clue of any description . God knows how they have managed to live so far – actually they haven’t as they had two shot down whilst I was away – nice greeting on my return . “

12th January 1944: R.A.F. Predannack, Cornwall – ” …I am stuck down here with bad weather . Remember johnny johnson in oban ? . Met him t’other night in a pub – he was extremely surprised to see me , could’nt understand why I had left coastal – he has been doing a desk job for the last year and says he can`t get away from it ! . Then he wondered why I had left dead beat command !! . “

13th January 1944: R.A.F. Predannack, Cornwall – ” as you can see I am still stuck down here with bad weather . It really is awful having nothing to do but sit and look at the rain and the angry sea , my God , it is angry too . There are a couple of bodies floating just off the rocks here – they come rolling in at 6o`clock every morning and then roll away again.

16 January 1944

From ‘A Pride of Eagles:

Four aircraft led by Wing Commander Baker took off on a small Ramrod operation. The target was a store, being four large sheds beside a railway at St Theggonneg four miles (6km) east of Landivisiau. The attack was low-level using eleven-second delay bombs, and was highly successful. At least four bursts seen slap on the target, shattering parts of the buildings and one burst right on two trains standing in the siding. Bombing height 150 feet. Rest of trip zero level. No flak.

17th January 1944: Harrowbeer – ” as you have probably seen in the newspapers I was out with the boys on a very amusing show t`other day – it was very good fun . Haven’t yet received the copies of my portrait but they should be here any day now . “

20th January 1944: Harrowbeer – “… I am sending by post the portrait job , I think it stinks but then one never knows what one really looks like must say it shook me , I had no idea I looked anything like that !! ” vanity , all is vanity ” . Let me know exactly what the bottler thinks about it – she will probably roar with laughter if I know my wizard little daughter . `fraid this is very hurried but I am getting the boys ready for a big show this afternoon – hope the wily Hun will come up and play for a change . “

29 January 1944

From ‘A Pride of Eagles:

Visibility good. Eleven aircraft led by Wing Commander Baker to Beaulieu at first light with 193 Squadron. Nine aircraft took off from Beaulieu with one of 193, now led by Squadron Leader Lefevre because the wing commander had a tyre burst. The following day, ten aircraft with the wing commander leading, took off from Beaulieu to sweep the Paris area but on reaching The Needles they were recalled as 50 enemy aircraft were reported operating and our formation was considered too small.

2nd February 1944: Harrowbeer – ” I have had the wing away with me on detachment – quite near your home – in fact about three miles from where I proposed to you , remember , (The New Forest) . I literally haven’t had time to shave during the last few days , never had so much to do before. Of course I want the quiet ” family ” life when this is all over just as much as you do . You don`t think I enjoy being away from you or missing seeing my lovely bottler growing up . I hate it and at times I feel desperately lonely , that probably sounds strange , my feeling lonely , but I do very often . At least I know I am doing this for you and the bottler and no matter what it costs me I shall fight to my last breath for you . At times you probably think I am awfully hard , I know I am but I have to be otherwise I couldn’tt carry on , deep down inside you understand I know . “

England and the Beachhead

1 February 1944

On 1st February 1944 during the period of intense preparation for the Invasion of Europe, No. 146 Airfield as it was then called, began to form in a Sussex farmhouse on the edge of Tangmere Aerodrome.

Wing Commander D E Gillam DSO, DFC and Bar, AFC was responsible for all initial arrangements, though he had not then been officially posted as Officer Commanding the Airfield.

A number of famous squadrons passed through the unit during the early stages, including Nos. 183, 193 (Brazilian), 197, 257 (Burma), 263, 266 (Rhodesian) and 609 (West Riding) until concentration for the assault took place at Needs Oar Point, Hampshire, in April, when Nos. 193, 197, 257 and 266 Squadrons became the finally posted strength.

Wing Commander Gillam was promoted to the rank of Group Captain and assumed command of the parent Unit No. 20 Wing, which also controlled Nos. 123 and 136 Airfields.

Wing Commander E R Baker DFC and Bar, became Commander Flying of No. 146 Airfield with Wing Commander E W W Willis as Airfield Commander on the administration side.

F/Lt Neville Thomas wrote:

Under the brilliant leadership of Wing Commander Baker the Wing, operating at first from Tangmere and later from Needs Oar Point, successfully carried out a wide variety of missions directed against the enemy whoever he was to be found, on land and sea, and in the air. This ‘softening process’ a prelude to the Invasion included attacks on a large number of Flying Bomb sites in the Cherbourg Peninsular and in the coastal area between Dieppe and the Pas de Calais, over 700 sorties being made against this type of target alone, during the months of February March and April.

7th February 1944: Harrowbeer – ” ….we have been very busy , had some bad luck too . One chap was killed yesterday and Peter Le`Evre ( at F.T.S. with me ) was shot down on a show this morning . He was about 30 yards from me when he went smack in . “

8 February 1944

F/Lt Beake accompanying Reg Baker reported:

‘We were approaching Gael airfield in Brittany right down on the deck and were actually slightly below the level of the airfield itself, which is on a hillside. We saw two FWs about to land and four more further south. Once was just going down but the other was going round again. I was lucky enough to go in first and get one which was making another circuit. He rolled over, burst into flames and spread himself over the field nearby.’

Reg would also lay claim to one FW 190 destroyed.

Two Kills and a Visit to Paris

10th Feb 1944

Reg led eight Typhoons of 193 and 266 Squadrons on 10 Group Rodeo 80. By the end of the operation nine enemy aircraft were claimed destroyed and two damaged. On the approach to Etampes Mondesir aerodrome Reg reported enemy aircraft on the ground. The Typhoons swept into the attack.

Combat Report W/C ER Baker

8 Typhoons 193 and 266 led by W/C Baker
All Typhoons 1b L.R.
1410-1420
Area 10 – 15 miles ESE of Paris
Heavy rainstorms
1Do217 destroyed, 1 FW190 destroyed

After losing touch with my No.2 in cloud I found my aircraft icing up and broke cloud at 700 ft, going down. After having sorted out the cockpit I suddenly saw a Do217 flying East at 600 feet/200 yards ahead. I closed to about 70 yards dead astern and below, and tried one short burst. The e/a burst into flames and I saw it hit the ground. I then discovered that I was steering east, so I changed my course to WNW flying at low level through snow flurries. I emerged from one of these and saw one FW190 flying NNW at 600 feet 500 yards ahead. I closed to 50 yards astern and slightly underneath e/a, and carried out the same attack as on the Do217. E/a’s engine caught fire, aircraft rolled over and I saw it hit the deck in flames. Still steering WNW in bad snowstorm I suddenly found myself over Paris at roof-top level, and immediately changed course to NNW. I saw the Arc de Triomphe from close range, also a game of football going on in a large stadium. There was no flak at all from Paris. I recrossed coast at 0 ft 8 miles SW of Le Treport, and eventually landed at Newchurch very short of petrol, although Shellpink had given me several vectors around 190 degrees as homing course for English coast.

Steven Darlow writes in ‘Victory Fighters’:

An extraordinary few days for the Wing. Reggie was certainly working his airmen hard to meet their objective of depleting the strength of the German Air Force.

12th February 1944: R.A.F. Beaulieu, Hants – ” …sorry I have been so long in writing , but I honestly haven’t had a minute. We have been doing terribly well , destroyed fifteen and damaged four so far this month . I am feeling very weary, but we shall probably have a day off soon.”

16th February 1944: Harrowbeer – ” feeling extremely depressed about today , three of the chaps shot down is not pleasant . Two of `em were cousins too . Still I suppose that is the way it goes – no wonder one becomes so hard and callous at times . As yet I haven’t any more news about my move , as usual I suppose it will all happen in a terrific rush . “

19th February 1944: Harrowbeer – ” my move as far as the wonderful air force system knows , will not be until the beginning of next month . As I told you we lost three of the chaps t`other day , two in flames . The third one may well be a prisoner of war , we can only hope “

28 February 1944

No. 483 GCC

9 March 1944

No. 20 Fighter Wing

6 April 1944

Combat Report P/O Eastwood

Sqn 266
Typhoon IB
1153 – 1355 hours
Time of attack – approx 1300 hours
Rennes
1 Ju88 shared – F/Sgt J O Hulley and P/O M R Eastwood

I was on a ranger Rennes, Gael area flying as Blue 2 at zero feet. We were flying south of Rennes on a westerly course when I sighted an aircraft, 4 miles away at 2,000 feet on my starboard. I reported same and was ordered by W/Cdr Baker to attack it. The aircraft which I recognised as a Ju88 was flying head on but started turning starboard there allowing me to turn port onto it. During the turn enemy aircraft was approx 200 yds and I fired my first burst at 70 degree decreasing to a stern attack and saw strikes on port main plane and engine which appeared to catch fire. I then broke underneath e/a, pulled up, made another attack and fired a burst but overshot. My No.2, Blue 3, went in and attacked a/c from astern. He fired one long burst and broke away, I then managed to drop back and fire a final burst at 100 yds closing in rapidly. Aircraft was burning furiously during this last attack especially starboard engine.

I then watched e/a and saw one of the crew bale out. The e/a then crashed after losing height slowly, a column of smoke rising to 1,000 feet. Where e/a was seen to crash. During attack on the Ju88, flak heavy and light appeared to be coming from Rennes airfield. The enemy aircraft put his undercart down during first attack. I then joined up with the Squadron and returned to base.

One gun used.
20 rounds 20mm per cannon no stops
Total 40 rounds HE/I 40 round SAP/I – Total 80 rounds.

Combat Report F/Sgt Hulley

I was Blue 3 to W/Cdr Baker on the 6/4/44. We were on a Ranger and had just arrived south of Rennes when Blue 2 (P/O Eastwood) reported an a/c at 3 o’clock. The e/a was at about 2,000 feet and we were on the deck. Blue 1 told B” to chase it, and B” and myself broke away, dropped tanks and climbed to meet the e/a, which was flying towards us. B2 did a ¼ attack onto the JU88’s (identified) port, closing right up to it. He then broke away, and I came in and attacked. I saw strikes on his tail, and allowed a bit more deflection, and got better results, seeing strikes up forward and on the engines. It had been badly hit by Blue 2, and as I broke away I noticed the starboard engine blazing, and the port engine smoking well. Blue 2 then attacked again, and the Ju88 sailed down eventually and flipping into the deck, where it sent up a very thick column of smoke.

The Ju88 had lowered his u/cart just as B2 made his first attack. One of the crew baled out after my attack. His parachute opened. There was a lot of heavy flak from Rennes aerodrome, and I think from Rennes itself. The CO S/Ldr Holmes silenced an AA post which was firing in the direction of Blue 2 and myself when we were attacking. The Ju88 did not return fire, and only carried out diving and slight evasive action.

One gun used
50 rounds 20mm per cannon. No stops
Total 25 He/I 25 SAP/I Total 200 rounds.

Dinner with General Eisenhower

21 April 1944

On this Friday evening Reg attended a formal dinner in the Ship Hotel, Chichester where General Eisenhower was the guest of honour. The dinner was attended by nine Air Chief Marshals, Air Marshals or Air vice Marshals and 52 other senior officers. Air Chief Marshal Sir Trafford Leigh-Mallory presided with Wg Cdr D Walker as Mr Vice.

Besides Eisenhower and Leigh-Mallory other well known officers included Sir Arthur Tedder, ‘Sailor’ Malan, ‘Johny’ Johnson, Sir Arthur Cunningham, Freddy Rosier, Harry Broadhurst, Roly Beaumont and John Cunningham.

They dined on Filet de Boeuf a la Americaine and Christmas Pudding. Eisenhower gave an after-dinner speech and flew back to his Headquarters at Bushy Park the next day. He and Air Chief Marshal Leigh-Mallory sent to the officers mess a couple of boxes of cigars which they hoped would be found acceptable.

A Days Work

29 April 1944

On April 29th 1944 I was stationed at Needs Oar Point airfield near Beaulieu with 197 Squadron, 146 Wing, Tactical Air Force, when we were first called at 4.30am. At that time we were under canvas and breakfast was taken before reporting to the briefing tent. 197 Squadron was a Typhoon fighter bomber squadron and we were given our first mission of the day as a Ramrod over France , however the weather was bad over France, and we turned back, the bombs being dropped on a secondary target.

We returned about 7am and were told to remain on standby. About 7.45 the Wing formed up for a formation flight to Harrowbeer Airfield, north of Plymouth. On arrival we were told to go to the mess for breakfast and then report for briefing.

Later that morning we were told that our target was Morlais in the Brest Peninsula. It seemed that a number of vessels were moored in that area. I was Wing Co Baker’s No. 2 and we took off and flew low-level before sighting the French coast at which point the Wing climbed to 12,000 feet, proceeded inland and then turned for our attack on the ships, and the quickest way home. We then mad a dive bombing attack on the ships moored below, before pulling out at 1500 feet doing about 550 knots (632 mph, 1020 kph).

I recorded in my log book of seeing one direct hit and two near misses, the rest of the Wing followed and we formed up for a low level flight in Battle formation for our return journey to England. No aircraft were lost although there had been plenty of light flak and also balloons to cope with. Back at Harrowbeer we were told to remain on standby. However, no further orders came through and we returned to Needs Oar Point the following morning.

During World War II, long-range strategic bombing strikes over continental Europe from bases in England were known as “Ramrod” missions).

Typhoon Readiness (source unknown)

Pilots moved through three stages of readiness in preparation to scramble.

• 1st Stage: 15 minutes readiness for one hour.
• 2nd Stage: Dispersal readiness with parachute in the cockpit for one hour.
• 3rd Stage: Cockpit readiness.

Under conditions of cockpit readiness the pilots were strapped in the cockpit , the engine was kept warm and everything was switched on ready for immediate start up and take off. When the Tannoy loudspeaker system called for that section to scramble the pilots simply pressed the buttons to activate the Coffman starter and opened up the throttle, taking off across the grass and runways in the direction the aircraft was pointing. At the same time red Verey lights were fired from the dispersal hut and the control tower to warn other aircraft that a section was scrambling.

It was a matter of Squadron pride to be airborne within seconds and there were some dramatic take offs. One of the most interesting I saw was a pilot who had unknowingly selected “flaps down”. His flaps were coming down as he raced across the ‘drome and he finally took off with full flap. He worked out what had happened shortly afterwards, pulled the flaps up too quickly and almost squashed into the ground. The readiness programme was carried out between offensive operations later on by all pilots and when the Squadron was away on a mission by the pilots who were not on that particular mission.

“The intervention of the tactical air Forces, especially the rocket-firing Typhoons was decisive. They came down in hundreds firing their rockets at the concentrated tanks and vehicles, we could do nothing against them”. – General von Luttwitz Commander 2nd Panzer Division

“We feared the Typhoons most of all, these aircraft continued to attack a target in spite of heavy ground fire causing complete devastation, coming around again and again It created a low morale from which we never recovered, I was lucky to survive, the only possible means of escape was to get out of our tank and run”. – An Ex. German Tank Commander visiting the Typhoon and Tempest D-Day Museum, Shoreham, England talking to the Curator, Ken Rimell

11 May 1944

The title of the No.146 Airfield was changed to ‘Wing’ and that of the parent to ‘Sector’.

F/Lt Neville wrote:

It was obvious that the vast Armada necessary to transport the Invasion forces, must achieve complete surprise in order to make a successful landing on the shores of France and so the fait went forth – Radar Installations from Cap de la Hague to Cap Gris Nez must be destroyed! This formidable task was allotted to Nos. 123 and 146 Wings. By Reg Baker’s 146 Wing alone, over 400 sorties were made despite the intense flak guarding these vital points, the attacks were pressed home to point blank range. As is now known these missions were entirely successful and on June 6th the Invasion was launched and covered by continuous air patrols, landed on the shores of Normandy while unsuspecting enemy broke his fast.

It’s a boy!

23 May 1944

Stephen Reginald Baker, son of Reg and Norma was born in Abingdon Berkshire.

Reg wrote from 146 Wing C/o GPO Beaulieu, Nr Brockenhurst saying how pleased he was that Norma had given him a son on Empire Day.

To Mrs E.R. Baker
Oakley House
Frilford Heath
Nr Abingdon

From 146 Wing
c/o G.P.O. Beaulieu
Nr Brockenhurst .

” ..have managed to ring up three times to ask how you both are – very pleased and relieved to hear that all is well . Do you realise what you have done ? Presented me with a son on Empire Day – seems to me I first met a certain tall attractive blonde in dark glasses for the first time on Empire Day 1939. Have been trying very hard to come and see you and the bottler too but I simply cannot make it . Received a wonderful large coloured picture of the bottler . I have had it framed and labelled ” The Baker Bottler ” and it sits in front of me and watches me working at the desk .

P.s. Could you use a book on ” how to fly ” for Steve yet ? . Feel it is probably a bit early !!! . “

(Reg and Norma met for the first time on Empire Day 1939 at Thorney Island.)

D Day Invasion

5 June 1944

Flying Officer S J Eaton (257 Squadron) recalls:

On 6 June we knew the invasion was on. The day before we came back from a dive-bombing trip and later we went out again from Tangmere where we’d landed to search for Squadron leader Ross of 193 Squadron who had baled out over the Channel just south of the Isle of White. We couldn’t find him but we were flying across in a long line, searching the sea, when we suddenly became aware of all these boats, hundreds and hundreds of boats, as far as the eye could see. It was an incredible picture and our Wing leader, Reg Baker, called up and ordered R/T silence ‘ . . . not another word until you land.’ So when we got back he said, ‘Well, obviously you know tomorrow’s D-Day’ – and that was it.

Flight Sergeant A Shannon, (257 Squadron) commented on the scene set by Reg Baker on the eve of D-Day.

Wing Commander Baker . . . got us all together on the evening of the 5th and said the possibility is that I won’t be with you here tomorrow and many of you may not be here tomorrow – but it’s going to be a great day for all of us. Circumstances rather overtook us and we were quiet rather than thrilled or emotionally affected by it, more or less reflective.

6 June 1944

The squadron Operations Record Books of Reg Baker’s 146 Wing describe their action:

193 Squadron:

Greatest day in our lives – Invasion Day. All the boys in readiness at 0430 roaring to go but nothing doing for us in the morning and we waited round for a show, listening to all the news broadcasts etc. In the afternoon the first show was laid on and the boys clobbered some tanks – nice work. Another `op’ was laid on but there was no joy in this as no targets were found. Packed up about 2200 hours everyone feeling pretty tired and ready for bed.

197 Squadron:

At last the day for which we have all been waiting has arrived. All last night our aircraft were over France in great numbers. At first light we had the honour to share with 266 Squadron two bombing shows on territory later to be occupied by our own troops. Both shows were successful. Our show was led by S/Ldr Taylor leading one section and W/C Baker the other. We all waited hopefully for the return of the aircraft to find out how the big show was going on. Our hopes were raised when we were told of how everything appeared to be going smoothly the other side. Squadrons from the Wing attacked targets for our forces a11 today. Later in the day our squadron once again started sorties against ground targets. Good results were seen in all cases. Tanks, MT and dumps were attacked along with anything else which may have been of use to the enemy. We finished our work late in the evening just as the night bombers were again going out.

257 Squadron:

Der Tag – but ours. Not such a heavy programme as anticipated, but almost all our pilots ranged over the beachhead once, and to the south seeking and attacking enemy transport. Shelling from our warships was visible as spasmodic flashes, no Hun aircraft were seen by any of our chaps, but Spits and Thunderbolts, patrolling over the massed shipping in the Bay du Seine approached our formations enquiringly several times, but sheared off as recognition dawned. A fairly successful bag of assorted transport including tanks, trucks and staff cars were `britched up’ and a tented Hun camp was strafed. The occupants of one staff car tumbled out and sought shelter in a chateau. This was promptly demolished by a direct hit with a 500 lb bomb. There was little flak opposition in all these prangs.

266 Squadron:

D-Day, everybody tense. Boys over the beaches when first landings were made, a wonderful sight. Sgt Mitchell crash-landed on the beachhead. No activity during the afternoon.

After D-Day 146 Wing Typhoons roamed inland of the beachheads attacking gun positions and MT, bombing troop concentrations in woods and villages, bombing enemy HQs, and carrying out armed recces.

193 Squadron’s Operations Record Book 11 June:

Plenty of Hun transports found and attacked.

197 Squadron’s Operations Record Book 10 June:

Several vehicles and a gun and trailer “bought it” while other transport were left smoking. Strikes were obtained on about 12 transports in all. Very good show!

197 Squadron’s Ken Trott describes what a typical armed recce was like.

It was usually four or eight of us being led over France, from this country in the early stages. Over France what sort of height we would fly at depended on who was leading. We would be looking for targets, usually MT or tanks. When a target had been selected, whoever was leading would give an indication of what it was and we would then go in line astern or spread out a bit depending on what it was. If it was a road convoy then obviously there were several vehicles. You would be in battle formation anyway, which would be four aircraft spread out, and the other four would come in behind. You would go in and attack the target and hopefully blow up the transport. We usually carried a couple of bombs and of course we had our 20 mm cannon, using either depending on what the target was. You could be told of the target in the air. Whoever was leading could be called up on the radio and given a map reference. But generally after D-Day an armed recce was going round an area, Caen generally, looking for anything that was likely to move.

But of course despite operating virtually free of Luftwaffe intervention, there was still considerable danger to the low flying fighter-bomber pilots of the tactical air forces. Flak was the main opposition; some pilots force-landed, some used the emergency landing strips, some had to bale out and others were seen to go down in their aircraft. Losses would rise.

A few days into the invasion Reg wrote to Ann from Needs Oar Point it would be his last letter….

146 Wing
Royal Air Force
Army Post Office
London

Ann, my darling, I received a very newsy letter from you this morning, it was like a breath of spring, no war, nobody being killed, just a picture of quiet home life. I had hoped to see you before this assault on Europe started, but it couldn’t be so; nor shall I be able to see you before going to the other side. Try not to worry I am doing the job I have always wanted to do and I am very happy about it.

This is very short because I have so much to do. I will let you know as often as I can that I am alright – always remember no news is good news. God bless you and keep you safe and the children.

All my love,
Reg

16 June 1944 and later

Reggie Baker was like that….

Jimmy Kyle:

How we missed him and his leadership, formidable presence and his jolly infectious convivial company in the bar in the evenings.

Killy Kilpatrick F/Lt Comm. 197 Sqn;

Reg was not only a good leader, he commanded the automatic respect of all his pilots, what further need be said. Part of his character appeared to be a ‘fun loving’ extrovert, a quality which took the ‘sting’ out of each and every ‘OP’.

John G. (Jack) Brown was a pilot with 193 Squadron:

He was considered by many of us to be invincible, to be one who would survive the war. Most of us would have accompanied him on any difficult operation, we had such confidence in his leadership. It was a great shock when he did not return from the operation on 16 June and a pall of gloom and sadness fell over the Wing for some time.

From Combat & Competition by David Ince:

Those who were privileged to serve under his command recall an extrovert, hell raising Wing Leader. Who feared no man, had no respect for bureaucratic authority or stupid senior officers. His voice on the telephone, through the canvas walls of his office on the airfield: “Baker? BAKER!….. B for Bastard’…… A for Arsehole! When the occasion demanded he had his own phonetic alphabet!

Lochinvar – out….

16 June 1944

The following was compiled by F/Lt Neville Thomas:

On 16 June 1944 the Army put in an urgent call for assistance. It was considered that the Germans were reinforcing the front from the south through the village of Thury Harcourt. The RAF were called upon to blast three road over river bridges, and so seriously impede this reinforcement. It was known that this was going to be a very dangerous operation with low cloud over the target and considerable flak defences. But as Flight Lieutenant Neville Thomas recorded (the Intelligence Officer at Needs Oar Point) ‘despite all this, realising the urgency of the mission, wing Commander Baker decided to make an attempt.’

Reg carefully briefed the pilots of 197 and 257 squadron late that afternoon. The flight took them over the French Coast near Point de la Percee, flying south at 4/5,000 feet, just below the cloud base. Soon they ran into trouble a few miles to the west of Caen, as German flak batteries of all calibres opened up. The 197 and 257 squadron pilots lost sight of their Wing Commander as the formation was disrupted by the bursting shells. Then a voice was heard over the radio:

‘Hello Carefree and Vampire aircraft, Port 180 – Lochinvar – out.’

Nothing more was heard from Reg Baker. One pilot would later report that just before the last order was received he caught sight, through the cloud, of a Typhoon, out of control, in an almost vertical dive. It was believed by all that this was Reg baker and whilst plummeting to crash to earth he had ordered his Wing to fly away from the danger.

Flight Lieutenant Neville Thomas recorded:

‘Later we learned, to our sorrow, that he had crashed near St Mauvieu, where he was buried by our front line troops. So the Wing lost a fine leader, to whom it owes much, and I – a great friend. His Majesty the King graciously approved the award of the Distinguished Service Order to this gallant gentleman.’

Flying Officer S J Eaton 257 Squadron wrote:

One of the squadron commanders had led a raid on the first occasion and it was almost dusk when we went over to Normandy and flak was so intense that the leader turned us back. Of course, Reg Baker was absolutely livid when he heard that the wing had been turned back because of flak and so he said we’d go back the next evening. But it was exactly the same time, exactly the same approach etc, and he led. Of course, we had a repeat flak barrage and he was hit and went straight in . I remember it distinctly. It was far too late, dusk and the flak, you could see the flashes everywhere, was intense.

From Combat & Competition:

The orchard at St Croix sur Mer will always recall the legend of Reggie Baker. For it was there at dusk, after his grave had been found, that Jimmy Simpson told the story again. A Wing show which he was leading, late in the day, had run into intense flak. Hit and diving almost vertically out of control he had called his squadrons – calm and confident on the radio – and turned them away from the murderous barrage – in the last moments of his life ….. … and a single Typhoon hurtling earthwards….. What a way to go!

Those who were privileged to serve under his command recall an extrovert, hell raising Wing Leader. Who feared no man, had no respect for bureaucratic authority or stupid senior officers. His voice on the telephone, through the canvas walls of his office on the airfield: “Baker? BAKER!….. B for Bastard’…… A for Arsehole!….. When the occasion demanded he had his own phonetic alphabet!

“What’s wrong! – Do you want to live forever?”

A very gallant gentleman.

Reported missing

19 June 1944

Buried with full military honours

26 June 1944

His aircraft crashed near a small place named St. Mauvieu, which is approximately 3 miles West of Caen. It was found 10 days later, he was still in his aircraft, by Capt J.B. Lynd of HQ 3rd Canadian Division. Reggie was buried beside his aircraft right in the battle area, beside a gun position.

Local people recalled even in 2001 the funeral where the whole village and advanced Allied troops had buried him with full military honours, despite the presence of a large force of German troops close by.

Reg was buried three times following his death in June 1944. First by his aircraft (above) and then in September 1944 by the side of a temporary airfield near Beny-sur-Mer. He was finally laid to rest in March 1947 at the Canadian War Cemetery at Beny-sur-Mer.

Wing Commander Ernest Reginald Baker is reported to have lost his life

3 July 1944

Group Captain Denys Gillam wrote to Reg’s wife.

20(F) Sector
RAF, APO
England

Dear Mrs Baker,

May I add my sympathy to you for your recent great bereavement. Your husband was second in command of this unit and actual took over my Wing when I was promoted to this Sector. Of all Wing Leaders that I have met I do not think that I have ever met one who was so keen, popular and efficient. It was a very hard and tragic blow to all of us when we lost him.

I have just received some further news. His aircraft crashed near a small place named St Mauvieu, which is approximately 3 miles West of Caen. It was found by Capt J.B. Lynd of HQ 3rd Canadian Division with our forward troops and your husband was buried beside his aircraft right in the battle area, beside 30’’ Gun position. May I once again extend my sympathy and say that it was great personal blow to me also, to lose such a great friend & leader.

Yours sincerely,
Denys Gillam G/C
13 July 1944

13 July 1944

From Air Ministry 73 Oxford Street W 1 PC 889

13/7/44 Deeply regret to advise you information now received that your husband Wing Commander Ernest Reginald Baker (40660) is reported to have lost his life as a result of air operations.’

A Great Doncastrian

Claude Enfield would write in The Doncaster Free Press later in June 1944:

Great Doncastrian – Wing Commander E. R. Baker, Doncaster’s air ace, a freeman of the Borough, is missing. Those of us who had followed his career with such deep and proud interest were clinging to the hope that he who had so brilliantly avoided misfortune would continue to baffle the odds, so to speak, and come through the war unscathed, but it was not to be. Yet what a brilliant record. How many planes he shot down, how many submarines and E-boats he sank, I do not know, but I should say his bag put him among the greatest air aces of the war. It seemed as if nothing could go wrong for him. That he should have flown day after day and week after week for the best part of four and a half years getting the better of jerry every time is a record bordering on the miraculous. And this great gladiator of the skies was once a school teacher. If he has been lost to us we shall treasure his memory as a great Doncastrian and a personification and embodiment of our great race of young men who, devoted to peace, enemies of no man, have shown that when the life of the old country is at stake they can rise to immortal heights.

Awarded the DSO

21 November 1944

With effect from 15 June Reg Baker was awarded the DSO to go with his DFC and Bar.

ROYAL AIR FORCE AWARD

The King has been graciously pleased to approve the following award in recognition of gallantry and devotion to duty in the execution of air operations:

Distinguished Service Order

Acting Wing Commander Ernest Reginald BAKER, D.F.C., (40660), R.A.F.O. (Since reported missing):

Since being awarded a bar to the Distinguished Flying Cross in August 1943, this officer has led a large number of fighter bomber attacks against enemy shipping and constructional targets and has personally destroyed three enemy aircraft. In October 1943, Wing Commander Baker carried out a hazardous attack at point blank range on enemy shipping under heavy fire, to score a direct hit. By his outstanding leadership, courage, and determination, he has set a splendid example to his officers and men.

Acting Wing Commander Baker was born at DONCASTER in 1914 where his home is. He was educated at Doncaster Grammar School and Chester College. He was commissioned in 1938, was awarded the DFC in November 1940 and Bar in October 1943.

20 February 1945

Reggie’s father, William Baker & widow, Norma, went to Buckingham Palace to receive his DSO.

Post War

Canadian War Cemetery at Beny-sur-Mer.

Reg was finally laid to rest in March 1947 at the Canadian War Cemetery at Beny-sur-Mer.

Reviers is a village lying 18 kilometres east of Bayeux, 15 kilometres north west of Caen and 4 kilometres south of Courseulles-sur-Mer. The cemetery lies on the north side of the main road 1 kilometre east of Reviers.

BENY-SUR-MER CANADIAN WAR CEMETERY, REVIERS

The Allied offensive in north-western Europe began with the Normandy landings of 6 June 1944. Many of those buried in Beny-sur-Mer Canadian War Cemetery were men of the 3rd Canadian Division who died either on 6 June or during the early days of the advance towards Caen, when the Division engaged a German battle group formed from the 716th Division and the 21st Panzer Division. The cemetery contains 2,048 Second World War burials, the majority Canadian, and 19 of them unidentified.

The memorial at Noyers Bocage, France (erected 1994)

A memorial for the pilots killed in the Normandy battles

Parts of Reggies plane continue to be discovered

On one of the many visits the to crash site, 28th June 1990, by his Daughter Helen Ann (nee Baker) Crassweller, Gilbert Rouzin had found another part of the plane, one of the cannons. Gilbert was expecting Dennis Crassweller (second husband of Helen) to take the cannon back to England in the back of his estate car. Not a chance with it weighing about a ton. It now lives in the Bayeux Memorial Museum, Bayeux.