Irving
Farmer "Hap" Kennedy
Irving Farmer "Hap" Kennedy was born in
Cumberland, Ontario on Feb. 4, 1922. He grew up with two younger brothers
and a sister. They all had a happy childhood in the dirty thirties, their
parents were careful with money and they didn't go without food or the
necessities. In the summers they nearly lived in the Ottawa River,
"river-rats" Hap called themselves. Near their home the river was nearly
2000 feet across; Hap swam it when he was 12, a considerable
accomplishment for that age. They roamed the hills and woods in general
loving nature and being carefree. They skated and played hockey on the
Ottawa River in winter.
As a child he read Billy Bishop's book,
Winged Warfare, of his fighter combat experiences over France in WWI. He
was convinced that this was to be his profession.
The war started when he was only 17 and
in his final year of high school in Ottawa, but he joined up with the RCAF
right away. Being under age he had to wait until he was 18 and enlisted on
Oct. 21, 1940. His father encouraged him despite, or perhaps because, he
was a veteran of the "Great War".
He did his basic flight training in
Canada at No.2 ITS (5 January to 7 February 1941), No.8 EFTS (7
February to 29 March 1941), and No.10 SFTS (10 April to 4 July 1941).
Throughout flying training his desire to be a fighter pilot increased,
although it was likely that he would be selected for some other
aircraft, possibly bombers. The final selection wasn't made until the
pilots finished their advanced flight training and were assessed on
their abilities. He arrived as a Sergeant Pilot in the UK on 16 August
1941. Hap's abilities must have been obvious for he was sent to fly Hawker Hurricane
fighters at No.55 Operational Training Unit.
In Sept. 1941 he was posted to an
old squadron, No. 263 RAF, flying a new aircraft, the Westland Whirlwind.
The entire squadron, men and aircraft, were reformed after the entire
squadron went down with HMS Glorious on June 18, 1940 on the
way back from the disastrous Norwegian campaign. When Hap joined them
they were located at bases in the west country; Charmy Down, Colerne,
Angle, Fairwood Common, Portreath, and Warmwell. He flew well and was
promoted to Flight Sergeant in Jan. 1942 and was commissioned as a
Flight Lieutenant in March 1942.
Westland Whirlwind
The Whirlwind was designed as a
twin-engined fighter armed with four 20-mm cannons in the nose. It was
a "hot ride" being light and powered by two engines, however, it was
not quite agile enough to fight alone against the Bf-109F Messerschmitts
that they met guarding France.
This meant that it was allocated to
a ground-support role, at which it would likely have excelled, had
there been an army to support in France. Unfortunately, there was not
so they were reduced to flying cover for convoys coming through the
English Channel and occasionally dipping into France to shoot up what
they could find. These occasional forays, code-named "rhubarbs" were
highly dangerous as the Germans had plenty of light and medium FLAK guns spread around
France. They would put a 20-mm gun that could reach 6,000 ft at
important cross-roads; at more important installations they would add
37-mm cannons capable of much longer ranges and for coastal protection
and really important facilities they added the feared 88s (88-mm
cannons) capable of ranges of nearly several miles with a rapid fire.
Emplaced machine guns of 7.7 and 12.7 mm were all over, ready to take
a shot at a British pilot foolish enough to come close. Low level
flight over France was not a way to promote longevity in fighter
pilots, and despite their heavy armament, many of the Whirlwinds and
their pilots were downed and killed. In hindsight the rhubarbs were a
terrible waste of allied fighter pilots, giving back little in return.
This meant that it was allocated to
a ground-support role, at which it would likely have excelled, had
there been an army to support in France. Unfortunately, there was not
so they were reduced to flying cover for convoys coming through the
English Channel and occasionally dipping into France to shoot up what
they could find. These occasional forays, code-named "rhubarbs" were
highly dangerous as the Germans had plenty of light and medium
FLAK guns spread around
France. They would put a 20-mm gun that could reach 6,000 ft at
important cross-roads; at more important installations they would add
37-mm cannons capable of much longer ranges and for coastal protection
and really important facilities they added the feared 88s (88-mm
cannons) capable of ranges of nearly several miles with a rapid fire.
Emplaced machine guns of 7.7 and 12.7 mm were all over, ready to take
a shot at a British pilot foolish enough to come close. Low level
flight over France was not a way to promote longevity in fighter
pilots, and despite their heavy armament, many of the Whirlwinds and
their pilots were downed and killed. In hindsight the rhubarbs were a
terrible waste of allied fighter pilots, giving back little in return.
Hap Kennedy was of the opinion that
they should have all been sent to fight Rommel's incursions in North
Africa. They would have been greatly welcomed in that theatre,
although the loss rate would have likely been higher.
One day while flying with 263
squadron he was watching a Spitfire alongside
that was providing cover for their flight. He thought "That's what I
want to fly and get into a scrap with Me-109s". He knew then that he
wanted to continue the fight in that most graceful of fighter
aircraft. He requested a transfer to a Spitfire squadron, several
times, until he finally got what he wanted. In June 1942, after nine
months in Whirlwinds, he was posted to a newly formed Canadian unit
No. 421 "Red Indian" Squadron, RCAF flying Spitfire Vs. However, he
was still in the west country, Exeter, Fairwood Common, Kenley, etc.
and they were still flying largely convoy patrols. There were a few
interesting sweeps over France and these helped to develop his sense
of survival. He spent five months with 421 Squadron but he really
wanted to get to grips with the Germans, so he volunteered for the
closest active theatre, Malta.
Malta
He arrived in Malta to join No 249
Squadron RAF in October 1942, just after the Germans had given up
trying to bomb the tiny island into submission. Field Marshall Rommel
had convinced Hitler that he could take Egypt without the Luftwaffe
having to silence Malta. However, he was wrong. The island lay across
the vital shipping route from Italy to Tripoli, his main supply base.
This was very faulty logic for the British resupplied Malta furiously
with fighters, first with Hurricanes and finally with Spitfire VCs so
that they could hold their own in the skies against the German
Bf-109Fs and the Italian
Maachi 202s. A steady trickle of food, fuel, ammunition, aircraft
and men got through the combined German and Italian efforts so that
Malta held on. With the respite from German bombing the British
resupply program caught up and there was a steady, and adequate supply
of aircraft and pilots. Spitfires for aerial protection, Wellington
bombers and Beaufighters for naval interdiction, as well as
submarines, destroyers, cruisers and battleships to take on the
Italian fleet.
Air Vice Marshall Park, in charge of
Malta, had previously sent a message to London requesting only experienced
pilots. There was no time for learning in Malta, he had told them. But
Fighter Command couldn't find enough fellows with experience, and had to
ship out young nineteen-and twenty-year-olds who hadn't yet seen an
aircraft with crosses on the wings.
Spitfire VCs of 249 Squadron over Malta
No. 249's job was to interdict Axis
supplies going to North Africa, to harass the Germans and Italians in
Sicily, to protect Malta from attack, and to provide aerial protection
to whatever British forces in the area requested their assistance.
This included providing air cover for sea rescue launches and aircraft
looking for Allied airmen lost in the Mediterranean.
In November Operation Torch, the U.S. and British landings at Oran and
Algiers was about to commence. Kennedy and other pilots were collected
and shipped to Gibraltar in whatever ships could be found as a convoy.
U-boat activity was likely to be high but a sudden storm prevented
them from finding the convoy. In Gibraltar they were given Spitfires
to fly to Algiers and Bone to resupply the RAF squadrons with new
aircraft. They were then returned to Malta to continue the fight from
there.
His first aerial victory came in early
Feb. 1943 when he and another pilot attacked a Ju-52 transport and shot it
down near Licata. "With 249 Squadron, I quickly learned that with a proper
quarter-attack the gun-sight was deadly accurate. I found that I could
attack a Junkers 88 and set one engine on fire very quickly, although I
must acknowledge that their return fire was very accurate." This he and
the others of 249 Squadron did at least three times over Sicily and the
ocean.
In early March, three Spitfires of 1435
Squadron had been shot down near Comiso, Sicily. No. 229 Squadron headed
out to provide air cover for a Sea Rescue launch. Then a flight from 249
was detailed to relieve those from 229, Kennedy was part of the relief
flight.
"At 1005 hours, I was Tiger Red Three
of 249's section of four Spits airborne to relieve 229. Just as we were
taking over from Steve's section, flying north at 7,000 feet, ten miles
off the coast, I saw a twin-engined aircraft far below us, outlined
clearly against the blue sea.
"Tiger Red One. Red Three here. Aircraft ten o'clock way down on the sea
proceeding north. Looks like a Junkers 88. Over."
"Tiger Red Three. Red One here. I got it. Attacking now."
Pilot Officer Oliver went down on the
German aircraft in a standard rear-quarter attack at good speed, firing,
then breaking down and away in order to present as little target as
possible to the rear-firing gunner. Although we were near the Sicilian
coast and the Junkers was only three minutes from land, there was no
possibility of the Luftwaffe pilot escaping our height advantage. But as
we had learned with Ju88s, the rear gunner's fire was effective and
dangerous.
"Tiger Red Section. Red One. Be
careful fellows. Make it fast. The gunner is accurate."
Red Two, Sergeant Stark, went in after his leader and was met by a hail
of fire coming up from the 88 before he got within range. Nevertheless,
he bored in and fired at the Junkers before breaking down, away and up
again. Up again to get some height to bale out.
"My engine's had it. Tiger Red Two baling out." Stark's message was
short.
I was next in, and thought that an
unconventional attack might be best against this difficult gunner. The
Junkers was not right on the water, but about 800 feet above it. I dove
down to sea level, dead behind the Junkers with a good deal of throttle,
depending on my excessive speed to offset the disadvantage of breaking
upwards after the attack. When I pulled up from sea level at exactly 400
mph with the Junkers overhead, I had a perfect view of its belly, and
took a very short but clear shot at the starboard engine. It immediately
exploded in fire. Then I was climbing vertically and pulled back to roll
off the top. In spite of my speed, the Junker's gunner punched a few
holes in my tail, but no harm was done. Now the Junkers was going down,
one crew member baling out, but too late, hitting the water with a
partially opened parachute. I saw Red Four going in near the doomed
aircraft, to be met by a hail of fire from the very determined gunner,
still firing just seconds before he died.
Steve's section watched our scrap and
continued to escort the motor launch until the Junkers went in,
returning to Malta quite short of fuel. We continued the escort. The
launch stopped to pick up Sgt. Stark, and then we all went home.
He was awarded a quarter victory in
shooting down the Ju-88, a half victory on March 22, 1943 and another
third on April 16. Shared victories were awarded when other members of the
flight also got in shots on the aircraft. Again in April he and Squadron
Leader J.J. Lynch caught and destroyed three Ju-52 transports off the
coast of Sicily. He was awarded two victories for that days work.
The day after the attack on the Ju88
near Sicily he and three buddies went on leave to Tripoli. It had been
wrenched from the Germans only five weeks before and was in an incredibly
rough condition. However, it was better than Malta. After four days they
were getting bored and hitched a ride all the way to Cairo. After their
allotted time they were to return to Malta but found that all of the
outbound aircraft were full with troops. Late that night, in a nightclub,
they hatched a plan to "borrow" some American Kittyhawk fighters and ferry
then back to Tripoli. Such are plans thought up in nightclubs.
They knew nothing about a Kittyhawk
fighter and had to find an American to explain the basics of engine
starting and getting the undercarriage up. The next morning they casually
strolled into the compound at Helwan airbase and fired up four of the
American fighters. The groundcrew didn't say anything, after all the three
Canadians and one Brit were officers. They got off and got the wheels up
and headed to El Alamein following the coast. Kennedy was impressed with
the massive destruction following the battles that had raged before Cairo.
It actually inspired him to know that the Allies were finally getting
their own back.
They landed near El Adem and spent
the night. Next day they were off again except one of his buddies
couldn't get his wheels up and headed back to land. The others
proceeded west along the coast past Marble Arch that Mussolini had set
up to inaugurate the Italian Empire's new colonies in North Africa. It
was blowing a great sandstorm but two of them got down okay. "Frithy"
the Brit destroyed his aircraft after hitting a sand-filled 45-gallon
drum. He caught a ride in a Hudson that was resupplying bases along
the coast. Kennedy and the remaining Canadian flew to near Tripoli and
left the purloined Kittyhawks and caught a ride with a Baltimore light
bomber turned into a transport going to Tripoli. They were wandering
the streets waiting for a flight to Malta when their two buddies
showed up.
"How's it going guys?" asked Steve, as nonchalant as ever.
"You and your damn schemes!" said Frith. "This is absolutely the
first, last and only time that I'll go on leave with bloody Canadians!
By God that's true!"
Back in Malta, as part of the effort to
restrict supplies to the Tunisian battlefields, they were detailed to
attack Sicilian airfields, installations and vehicle convoys with bombs
and strafing. This cost them a lot of pilots for the ground fire was heavy
and accurate. As well, taking the fight to the Germans cost them aircraft
and men for the Germans became expert at hit-and-run fights, diving out of
the sun to pick off one or two Spitfires and head on down with superior
speed. The Mediterranean Sea killed as many Allied aircrew as did the
Germans, for many aircraft were only damaged in this kind of attack, but
they still had to get home to Malta.
His flight of 249 Squadron was detailed
to provide air cover for a destroyer between Malta and Sicily, one of two
that had entered the area to interdict Italian shipping. They arrived just
in time, spotting a Ju88 bomber making an approach on the destroyer. The
Spitfire Vs were low over the water and the Ju88 had a 1000 feet of
altitude on them. It would be a dicey attack, as the Junkers had nearly
the same maximum speed at sea level as the Spit V.
The pilot of the Ju88 saw the
Spitfires and turned smartly toward Sicily which was visible about 15
miles away.
Three of us attacked. Pilot Officer Oliver saw his fire hitting home. I
was second in, pulling up with full throttle, no time to gain speed,
attacking from low starboard to port.
A few good bursts and the Junkers was
on fire. That had not been difficult; my problem now was my lack of
speed in getting out of there. I was a fair target and the rear gunner
let me have it. My windscreen was suddenly completely covered with oil
as I broke down and away from the Junkers toward the sea. I didn't go
too low because I could see nothing except through the side. I pulled
away, then up to 1500 feet, prepared to bale out if necessary. But my
oil pressure needle never moved. Through the side Perspex, I saw the
Junkers 88 pilot moving smartly to put the burning aircraft down on the
water, his quick action the only hope for his crew.
Still my oil pressure and temperature
remained constant! It appeared that I had sufficient oil to continue
flying, and that I was not suffering any further loss.
A Spitfire is small, and the cockpit
is snug. I found that by slowing down, loosening the harness, opening
the canopy, and carefully reaching around with my left glove tight to
the curve of the Perspex to prevent the slipstream from pulling my arm
rearward, I was able to wipe the oil off the windscreen, and obtain
moderately good vision ahead.
After an hour, 229 Squadron relieved
us, right on schedule. We flew home at 2000 feet in case I had to bale
out.
There were two, nice, clean holes,
entry and exit, through the oil tank about halfway down. I had lost half
my oil, but the Merlin engine hadn't missed a beat.
By March, 1943 he was leading flights of
four.
The morning of April 22nd, he and the
Squadron CO, John Lynch took off on a daring, long-range raid up the east
coast of Sicily, across the Straits of Messina, then down onto the sea
again north of Sicily heading west towards Palermo. Only two aircraft
would go, carrying 90 gallon drop tanks under their fuselages. They were
airborne at 0610 hours flying "on the deck" maintaining strict radio
silence. Opposite Riposto Kennedy spotted an enemy aircraft also flying on
the water. He had only a moment to decide whether to break radio silence
to alert his CO or to fore-go the chance at attacking the enemy. He
decided to break radio silence:
"Tiger Green One. Green Two here.
Aircraft eleven o'clock ahead, same level, proceeding south. Over"
After a pause, Johnnie came on. "Green Two, I don't see it."
"Green One. Aircraft is now nine
o'clock. Might be a Junkers 52." It was a few miles away.
Another pause and the C.O. came back.
"I can't find it, Green Two."
We were going in opposite directions
and whatever it was, it was now at seven o'clock and required drastic
action. I pulled around hard to port and said, "Green One, I'm going
back after him. I'll catch him before we lose him," and I opened up the
throttle.
It was not long until I caught up with
the transport aircraft which proved to be a Ju 52, oblivious to our
presence. As Green One was still a long way back, I gave the Junkers a
quick burst which set the port engine on fire. It crashed into the sea
at once. Then I turned back north, the C.O. also turned, and we
continued on our course without a word. I could not understand why he
had taken so long to react, but felt justified in my attack.
Shortly after he spotted three specks in
the sky and watched them for minute. They were constant and so had to be
aircraft. He again hailed the C.O.:
"Tiger Green One. Green Two here.
There are three small aircraft, possibly 109s, twelve o'clock deck
level. I don't know if they're approaching or going away. They're
several miles away. Over."
"Green Two, keep your eye on them. I
don't see them yet. Over."
"Roger, Green One."
We kept on the same course and speed
for perhaps three minutes more, although it seemed longer, by which time
it was obvious that the three aircraft were going away from us, and that
we were only very slowly gaining on them.
Green One. Green Two here. Those three
aircraft are still dead ahead and going the other way. We'll have to
open up. Over"
"O.K. Green Two. Lead me to them."
Now that was better! We'd give the old
Spitfire Vs a ride. Enough of this loafing. I opened up to nine pounds
of boost. We still had lots of gas: still running on our drop tanks in
fact. Now we were catching up a bit, and with that came a surprise. They
were not 109s. I could see an engine in each wing. They had been so far
away that they had looked like small aircraft, but now I saw they were
heavier.
"Green One. The three aircraft dead
ahead are twin-engined. I'm opening up a little more. We must catch up
more quickly. Over."
"O.K. Green Two," came the reply from
the C.O., but still he lagged a thousand yards behind me, making no move
to lead the way.
It finally occurred to Kennedy that his
C.O. couldn't see the transport aircraft looming ahead of them. He was
myopic but refused to tell anyone as he would be immediately grounded.
I caught up to the three transports
flying in open formation about two hundred feet above the water. Now I
could see that hey had a third engine on the nose like Junkers 52s. I
moved in on the port quarter of the nearest aircraft at good speed, but
for a second I noticed the mid-upper gunner's gun pointing to the sky.
Then I saw his head on his chest; he was snoozing. There was no time to
think about the gunner, and anyway I wasn't interested in him. My target
was the port engine which I hit a good clout, and which promptly caught
fire. As I pulled out I thought, "I reckon that woke him up!" The
aircraft descended quickly to the sea.
The C.O. was still out of range, but
coming in quickly now. I had a belt at the second aircraft, another port
engine with profuse black smoke, while Johnnie attacked the third which
went down on fire. Then I hesitated. I held off while Johnnie hit the
second aircraft another clout before it settled down on the water. I
distinctly remember feeling that I should be a little diplomatic here.
Besides, I was content. Elated! I was not angry with the transport
crews. There was nothing difficult about these clumsy aircraft, but they
were enemy aircraft, and I had clobbered some port engines, and they
were down in the water.
"Green Two, Green One here. Let's go
home."
"Roger Green One."
Malta Control warned them that two full
squadrons of Me-109s had been spotted on radar lifting off from Comiso
airfield to hunt for them. The C.O.'s belligerent attitude welled up and he
took Kennedy down to the sea again and straight across Comiso airfield at
"nought feet" to rub in the insult. They returned safely to Krendi
airfield in Malta.
"That was a good ride, sir," I said.
"A very good ride."
"Yes, it was actually," he replied.
"What are you going to claim?"
I recalled his sharing one with me
before. And perhaps he would take me again.
"What about sharing even, two each?" I
asked.
"Sounds reasonable," he said. He
seemed relieved.
We went into Intelligence. I never
mentioned the matter of his eyesight. It seemed of less significance on
the ground. Besides, it was none of my business. I knew Johnnie, like
other Americans who had joined the RAF before Pearl Harbour, was
considering transfer to the U.S. Army Air Force. He had served the RAF
very well; to fly with him was my privilege.
In June he was loaned to 185 Squadron
due to pilot shortages flying a mixture of Spitfire Vs and IXs. They were
being re-equipped with Mark IXs to counter the German Me-109Gs and Focke
Wulf 190s entering the Mediterranean fight. The Mark IX was a considerable
improvement over the Mark V and was not bested by any of the
Messerschmitts in the Mediterranean at any altitude, the FW 190s were a
different matter. They were fast, tough and agile and a Spitfire pilot had
to be confident and know his aircraft to come out on top in a dogfight
with a 190 pilot.
They often had to sit in their fighters
on "immediate readiness", to counter any Axis raids over the island. This
meant sitting in the cockpit in full flying kit, with helmet draped over
the gun sight and a mechanic relaxing by the battery cart. It was often
scorching hot in the cockpit, yet it would be freezing cold at 20,000 feet
so they had to wear a compromise kit. Typically a shirt, Mae West, shorts,
flight boots and gloves. On pre-dawn alert the pilots were roused at 0330
for a quick breakfast and a ride to the airfield. There they sat in their
aircraft until 1300 hours when the next shift came on. If a call came
through they were to be airborne in under a minute.
On June 10th he was on the afternoon
shift when a flare went up from the dispersal hut. The mechanic jumped to
the battery and Kennedy pulled on his helmet, attached the oxygen, pulled
on gloves, turned on the oxygen and primed the engine twice in quick, deft
moves. The Merlin engine immediately broke into a roar and the mechanic
pulled out the battery cable and gave him the "thumbs up". He went tearing
down the strip at full throttle and 3000 RPM. Airborne, gear up, throttle
back to let his wingmen catch up and to call in to Control.
"Malta Control. Bullet Red Section
airborne." he called as the two wingmen pulled alongside. Normally they
flew as two pairs of fighters flying in the German style called "finger
four", but they were short of pilots.
"Bullet Red One. Control here, Vector three six zero max climb to angels
three zero. Three bandits possibly Me 109s approaching from the north at
twenty-eight thousand. Over."
The controller was putting them into an
intercept position above the bandits spotted on radar. Air Vice Marshall
Park knew the game well, he commanded 11 Group during the Battle of
Britain and kept his controllers in fine form. They were guessing three Me
109s, one a photo recon aircraft and two escorts. They would come in high
over Grand Harbour to check on the shipping in preparation for a strike if
anything interesting was spotted. The controller vectored them over the
Harbour and spotting rounds of anti-aircraft fire alerted them to the
109s.
"Tally ho," I called. "Bullet Red
Section. Bandits dead ahead. A little below." We were at 31,000 feet.
They were perhaps four miles away and already losing height in a wide
sweeping turn to starboard over Grand Harbour. Now they straightened out
on a northerly course with their noses down, and I knew they would be
exceeding 400 mph. They would be across the senty miles to Sicily in ten
minutes. Unless we could do something about it, that is.
I had the throttle open and I rolled
over and headed on a course to cut the angle toward the 109s, which had
separated a little. I wound on nose-heavy trim so essential to keep the
aircraft in a high-speed dive. The Spit responded eagerly as I dove more
steeply than the 109s, with Red Two and Three no doubt following,
although I could not see them. I could see that I was gaining on the
nearest Me 109. That was something new. We were already half-way to
Sicily; that was no problem. We knew from years of experience that the
109 with its slim thirty-two foot wing was initially faster in a dive
than we were.
We were down to 5,000 feet and our
dive had become quite shallow. I could see the Sicilian coast a few
miles ahead. Now I was within range at 300 yards, and I let him have a
good squirt. The first strikes were on the port radiator from which
white smoke poured, indicating a glycol coolant leak. I knew I had him
before the engine broke out in heavy black smoke.
And at that moment a burst of tracer
fire went over my starboard wing, quite close to the fuselage. I had
lost the third Me 109, presuming it was way ahead.
"Must be behind me," I thought, as I
skidded hard to port, then broke around. But there was no 109, only two
Spitfires coming toward me. I thought the nearest inexperienced pilot
mistook me for the 109. It happened not infrequently. but he was a bit
out of range and he missed, and I forgot about it at once in the same
way that one forgets about flak that sails harmlessly by the wingtip.
We landed at 1525 hours, having been
airborne only 45 minutes. The Intelligence Officer came out to the
aircraft to meet me, a very unusual move for that reticent fellow. He
waited for me to jump down off the wing.
"You got a 109," the I.O. said,
smiling broadly.
"I believe so," I answered. "It caught fire after I got him in the port
radiator. But how did you know?"
"Ops called up. Thought we'd like to know. They picked up the pilot's
panic call to Comiso for a flying boat. Engine on fire. He was baling
out about ten miles south of Pozzallo. He's in the drink."
"Well that's good," I said, when he finally stopped. "That's where he
belongs. In the bloody drink!" I admitted to feeling some satisfaction
from the confirmation of the ME 109G, because it was an excellent German
aircraft.
He ended up having to share the victory
however, his mistaken wingman swore that he had also fired at the 109 and
by the British rules was allowed a half share. Much later he found out
from aviation historian Chris Shores that the I.O. had divided the victory
amongst the three of them. Later that same day they were again scrambled
and intercepted a Dornier flying-boat picking up the downed recon pilot.
Control wouldn't allow them to shoot down the flying-boat, but a Maachi
202 that was escorting it was fair game. Kennedy made short work of it for
two victories that day.
On June 22 he was awarded the Distinguished Flying Cross
for his excellent record.
This pilot has completed much operational flying,
involving bomber escort flights, sweeps and bombing sorties. During an
operation in 1943, Flying Officer Kennedy shot down a Junkers 52. A little
later he saw many of these aircraft flying almost at sea level. Flying
Officer Kennedy immediately attacked one of them, causing it to dive into
the water with one engine on fire. This officer, who has destroyed five
enemy aircraft, has invariably displayed great keenness.
Sicily and Italy
They didn't know much about it, but July
1943 saw the invasion of Europe with Operation Husky with the Americans,
British and Canadians landing in Sicily. They spent the first week of July
escorting Liberator, Fortress and Mitchell bombers over important targets
in Sicily. The American bombing chased the Luftwaffe out of southern
Sicily, so that by the time the convoys hit the beach the Allies had
complete aerial supremacy over them. On July 9th while turning home to
Malta they could see the 3,000 ships that made up the largest amphibian
assault ever made up to then. It was bigger than Torch, the invasion of
North Africa the previous year.
They flew twice a day from Malta to
Sicily, at first covering the beaches then providing the Army with support
as they worked their way northwards. A few days after the landing the
Spitfires were operating from Sicilian bases and the strategic bombers
moved up to Malta. By the end of July the Spitfires didn't have much to do
so a number of squadrons were stood down. All of the pilots who had been
in Malta for seven or eight months were to be sent home to Britain for six
months of rest. On July 21, 1943 he was mustered out of No. 249 Squadron
for the return to England. But he didn't feel the need for a rest, he was
in top form and full of enthusiasm for the Italian campaign. He refused to
lie down and rest. Borrowing an aircraft he flew over to 324 Mobile
Fighter Wing who were to provide close tactical support to the Armies in
Italy. Taking the direct approach he went to the Wing Adjutant and got
permission to speak to Group Captain Gilroy.
"What can I do for you?" he asked,
standing bare-headed in the sun outside his tent. He was accustomed to a
lot of problems, and had lots to do, in spite of which he was politely
seeing me without hesitation. I didn't want much of his time.
"I've completed a tour in Malta, sir,
" I answered, " and now I've been posted back to the U.K. I was
wondering if you have any use for a good pilot?"
I surprised myself a little with my
audacity, but that was the way the words came out. He may have been a
little surprised too, or perhaps "relieved" would be more accurate. This
was unusual. Young pilots generally went where they were sent without
question.
He broke into a smile. "Well, young
lad, I like your spirit!" He was used to making quick decisions. "Yes,
we can use you. You may join 72 or Treble-One, whichever you like. Give
your particulars to the adjutant, and we'll get in touch with Malta."
A few days later he was flying with No.
111 Squadron out of Pachino, Sicily doing tactical support of the Army. Hi
C.O. was a Canadian named George Hill, a Spitfire ace in his own right.
Their flying duties didn't change significantly, they were still flying
escort for American bombers hitting German strong points where the Allied
soldiers were held up. They slept in tents at temporary airstrips
bulldozed into olive, fig, walnut, lemon and orange groves. They would sit
in the shade under their wings eating fruit until they saw the bombers
approaching, then they would scramble to take off and join up with their
charges but higher and to one side to intercept 109s (and to stay away
from any twitchy-fingered gunner. Green crews were notorious for firing at
aircraft they couldn't identify, usually meaning anything other than a
bomber). Unfortunately, they couldn't protect them from FLAK. It was still
heavy and accurate over some targets and often they watched in fixed
fascination as an engine would catch fire, then a wing and the aircraft
would leave the group aflame. The Spitfire pilots would automatically
count the 'chutes from the crippled bomber, often there were none.
"I recall one evening in the mess tent
just before he (Hill) left. We had had a scrap with some Focke Wulfs,
and George had got one. With his usual gusto, he had nearly rammed it.
He was sitting with a scotch in hand, and a grin on his pug face.
"You're the second best pilot in the
RCAF," he said to me.
"That's very kind of you, George," I replied. "But it's not true."
"Yes, it is," he argued. "You tear into the Huns full throttle. You
don't wait to count their bloody 109s and 190s."
"Well, I might be the second boldest," I replied, laughing, "but I'm
sure that there are lots of better pilots."
"Nonsence! Audacity and tenacity are what I'm talking about. They're
nine-tenths of the fight. Fancy flying isn't worth a damn!" George loved
an argument and he wasn't about to lose this one, although I wasn't
disputing his tactics, with which I basically agreed.
"And who's at the top, George?" I asked.
"I am the best, of course," he answered, laughing, and finished his
scotch. While this was said in jest, George was so cocky and confident
that he, to some degree, believed that he was the best. And he liked my
flying because it was quite a bit like his own, although I preferred the
quarter attack to his dead astern.
The Sicilian campaign lasted only 38
days, it was over August 17th when the German armies left abruptly one
evening and escaped over the Straits of Messina to the mainland. By
September Hap and the rest of 111 Squadron were patrolling over the
southern tip of Italy waiting for the armies to be regrouped for an
invasion of Europe, in Italy. On the 3rd Italy capitulated to the Allies,
although the Germans quickly stepped in to continue the war effort on
their soil. Field Marshal Kesselring was put in charge of the defence of
Italy, his orders were to slow the allies as much as possible until the
Germans had beaten the Russians. However, the whole defensive Italian
campaign cost a lot of Germans that were desperately needed on the Eastern
Front trying to stem the juggernaut of the Russians.
On the 4th Kennedy's flight intercepted
some Focke-Wulf 190s carrying bombs and attacked them just as they dove to
attack several destroyers. He winged one and chased it a long ways back to
Cape Vaticano, Italy, but being in a Spitfire V couldn't catch it until
the German throttled back, not knowing there were two Spitfires on his
tail. With his faithful wingman guarding his back Hap moved in and blasted
the 190 into the sea.
September 9th saw them flying high cover
over the beaches at Salerno, south of Naples as the Americans under
General Mark Clark invaded Italy proper.
"We arrived at Salerno Beach where the
amphibious operation had begun the previous day. I thought it impossible
to make any order out of the shambles on the beach of men and equipment,
tanks and landing craft, smoke and flashes of guns and shell bursts. I
was happy to be at 7,000 feet, unconcerned with the trajectory of the
shells from the off shore ships that were bursting a few miles inland
from the beach. At that moment, I saw and counted eight Focke-Wulf 190s
dive bombing vertically at the south end of the beach, just north of
Agripoli."
They attacked the 190s driving them off,
except one who was confused. Him they chased back towards Sicily. Kennedy,
in a new Spitfire IX came slowly up through the entire pack of Spitfires
chasing the lone 190. He cruised up to the lead Spitfire until he saw it
was Group Captain Gilroy, who was leading the Squadron that day. He waited
a bit then slowly nudged his new steed ahead of the G/C and slowly caught
up to the 190. A short burst damaged the German aircraft and the pilot
immediately baled out.
"Who shot down that aircraft?" No call
sign, but there was no mistaking the Group Captain's voice. Only five
words, somewhat sharply, I still recall.
"Blue Three here, sir," I answered, not quite sure of what was coming.
"Bloody good show! Let's go home, chaps."
By September 16th the British 8th Army
moved up the coast and joined with the Americans at Salerno. No. 93
Squadron had been hit hard and was seriously short of experienced pilots.
G/C Gilroy reorganised it with a shot of new, aggressive blood with S/L
Gerry Westenra and Kennedy as one of the new Flight Commanders. They still
had a mixture of Spitfires, slowly withdrawing the outdated Spitfire V's,
but Kennedy received a new Spitfire VIII. It was to have been the ultimate
Spitfire, while the IX was a stopgap measure, one so successful that few
VIIIs were made.
His first flight leading men of 93
Squadron came close to being his last. He made a call to his men when he
spotted three 190s and dove to attack. Unfortunately, none of the flight
heard the call or saw his dive and so he was alone. He swept in on the
190s and they turned to escape heading over the Appenines. When he was
well isolated they turned on him and the leader engaged him. The 190 was
superior in some ways to the Spitfire VIII and the leader used it to the
utmost, to his advantage. Kennedy got in some shots, the 190 pilot got in
some, but when two more showed up Kennedy decided that the odds were way
too much in their favour. He pulled out of the fight and pushed full
throttle, none of the 190s followed so he landed at an advanced airstrip
in the beach head. He got lunch and fuel and returned to base.
Shortly after the Germans were forced to
vacate the Salerno bridgehead, moving north to the next line of prepared
defences. No. 93 Squadron moved to the mainland to an airstrip near
Montecorvino. Their Wing was supporting U.S. General Mark Clark's 5th
American Army fighting north of Naples, while 322 Spitfire Wing supported
the British 8th Army, including the First Canadian Division, who had
crossed the Appenines to the Adriatic side of Italy. A major set of
airbases at Foggia came under Allied control and eventually supported a
huge number of American bomber squadrons hitting targets all over Europe.
Wet weather hampered their efforts to a
degree, but they held their own over the front lines interdicting FW-190 "Jabos",
dive bombers and their supporting Bf-109 escorts. By the middle of October
they moved to the airstrip at Naples and got into buildings, making their
existence much more comfortable. The Allied armies on the other hand were
slogging through hard driving rain, thick mud and rapidly rising rivers.
Each river was a major obstacle in it's own right, but the Germans
contested each one fiercely inflicting heavy casualties. The name of each
river, and battle, has been burned into the history of WWII in Italy:
Volturno, Moro, and Sangro each have a hateful meaning to those who fought
across them. Kesselring had constructed the Gustav Line across Italy
behind rivers and centred on Monte Cassino, the site of an ancient
monastery and heavily defended by the Germans.
October 12 to 15 the U.S. 5th Army
launched their assault across the Volturno River against fierce opposition
on the land and in the air. All Spitfire Squadrons flew cover over the
river and eventual bridgehead to interdict German bombers and
dive-bombers. This meant two or three sorties a day against heavy 109 and
190 opposition.
On October 13th Kennedy engaged a 109
that rolled and dived away from him, however, he ran out of air so that
when Kennedy and his wingman caught up to him he had nowhere to go. He
didn't survive the low-level bail out, bouncing along the ground before
his chute opened. On climbing back up to altitude they were "bounced" by
12 Bf-109s, flying in three groups of four. They must have been
inexperienced, for they all followed Kennedy around in a climbing turn to
port, which the Spitfire was better at. He called on an open frequency
that he had 12 109s over the Volturno River. His old Squadron, 111 was
just coming on station and headed toward him, but never made contact. The
Germans slowly dived away from the area, so Kennedy followed them
discretely at their "low six" position, behind and below them where they
were blind. Shortly they throttled back and moved into a tight formation
that restricts a pilot's vision and room to manoeuvre. Kennedy couldn't
believe his luck and moved in for the kill. He joined the formation behind
the "Arse-end Charlie" and fired. His starboard-side cannon jammed and the
recoil from his port cannon pulled him left missing the 109 completely. He
quickly compensated and slammed cannon shells into the Messerschmitt. Not
wanting to push his luck he pulled off and headed home. Looking back he
spotted a parachute drifting towards an enemy airbase. He was never given
credit for this victory as he could not confirm it.
By October 15th the Americans had broken
through the Volturno River defences and headed north towards Monte Cassino
up the Liri Valley. But the mountains that surrounded the valley had to be
bombed heavily to allow Americans to approach them for an assault. The
Allied Spitfire squadrons went back to escorting Flying Fortresses,
Baltimores, and Bostons, along with P-40 Kittyhawks and Mustang II
dive-bombers. They straffed ground transports when they were able, but
this latter occupation was extremely hazardous. The German FLAK was as
lethal as ever down low, and obstacles were plentiful at tree-top level.
One of Kennedy's wingmen paid with his life to shoot up a few trucks.
By this time Hap Kennedy had been flying
continuously in combat for a year and was getting careless. He only took a
two-day rest at a resort and returned to the squadron. One day in December
a squadron mate complained to the Squadron Leader that he paid no
attention at all to heavy flak while leading a flight. When questioned he
answered simply that it hadn't bothered him at all. S/L Westenra pointed
out in cold logic that it should have bothered him and that he was
endangering his flight. He was sent off operational flying for six months.
By February, 1944 he was in Greenoch, Scotland having been shipped there
from North Africa. He was 22.
He met his younger brother in England
who was flying with Bomber Command, and got caught up on the news from
home. With little else to do he requested a posting to the Central Gunnery
School to teach others how to shoot. By April he was finished and posted
to Eastchurch in Kent. For six weeks he taught others the skills they
would need on operations, then he got restless and met up with the CO of
410 Squadron RCAF flying Spitfires from southern England. The CO asked for
him by name through official channels for when he was finished
instructing. On the 6th he was flying an old Hurricane along the south
coast when he spotted the Normandy invasion force in the channel. He
reported to Fighter Pilot Pool and was promptly sent to Tangmere to join
401 Squadron, 126 Wing.
His first mission back on ops was to
escort Mitchell bombers softening up targets inland from the beachhead.
Next day they patrolled over a part of the 60 mile beachhead. He was
struck by how similar it looked to the Italian invasions, smoke, guns,
wrecked machinery and men in battle. As they were part of the Second
Tactical Airforce a large part of their job was Army support by patrolling
and interdicting any soft targets on the roads, railways and the few
remaining bridges into Normandy. For hard targets like tanks they called
on rocket and bomb carrying Typhoons, or Bombphoons as the Canadians of
438, 439 and 440 Squadrons called theirs. By the 18th they were flying
from temporary strips made of steel netting near Beny-sur-Mer. This
allowed them to be over the front within two minutes of take-off.
Part of the concept of Army support was
the fighter-bomber, the Jabo to the Germans, so the Spitfires were
modified to carry a single 500 lb bomb under the fuselage. The technique
in a Spitfire was to approach a target obliquely so that when it was off
the wing tip they leader would roll over, push his aircraft's nose down
and dive steeply at it. Unfortunately, Spitfires made poor dive-bombers as
they didn't have dive brakes and they gained speed so fast in a dive that
the pilots had little time to stabilize the aircraft, line up on the
target, release the bomb and pull out before he augured into the ground.
As usual, the German flak was fierce once the aircraft were in range. It
was usually one of the last aircraft in a diving column that was hit as
the gunners had time to get their range with the first few aircraft.
There were fewer fighter aircraft than
they anticipated, but the Luftwaffe was spread thin between Italy, Russia,
Germany and France. Many of the newest FW-190s were allocated to the
Defence of the Reich battling American Mustangs, Fortresses and Liberators
over their homeland. Even so on the 28th 401 Squadron was jumped by a
group of FW-190s diving out of the sun. One of them made a serious mistake
and stayed to turn with the Spitfires down low. Kennedy was soon on his
tail and blasted him into the trees. With that scrap came a promotion to
"A" Flight leader, replacing the previous leader who had been shot down in
that days scrap. Leading his first flight as Leader on July 1 the weather
was poor and they were patrolling at 500 feet over the beachhead. One of
his pilots was hit in the engine and belly landed quickly into a field and
ran for a nearby marsh. He was an old hand at this and managed to escape.
The sudden dangers of low level flight were ever present, whether it was
the German flak, an unexpected hill or the appearance of the enemy, death
or crippling damage could come in a blink of an eye.
Sudden crippling damaged is what Kennedy
dished out to another German pilot. They were attempting to bomb a bridge
and spotted the higher flying 109s. They climbed up to them from
underneath and he put numerous rounds into one before the pilot knew he
was below him. Kennedy watched the engine conk out then tried to escort
the pilot to the front but he crash-landed in a field instead.
Sudden crippling damage was also what
took the C/O of 401 out of action. On a low strafing run his engine was
severely hit and he put the Spitfire down in a field. He managed to escape
the Gestapo and was eventually flown out of France. George Keefer, the
Wing Commander Flying recommended Irving Kennedy to replace the CO. It
surprised him totally, but he accepted the responsibility. His job was to
lead the squadron in the air and to coordinate it on the ground. The Wing
CO liaised with the Army and developed missions with the Wingco Flying
(Keefer) who often flew with one of the three Squadrons. The Engineering
Officer lead all of the technical ground crews who kept the aircraft in
the air, the Medical Officer looked after their health. The Adjutant took
care of routine administrative duties so that ground duties for the S/L
were not onerous, especially as their morale was sky high. His most
grievous duties were writing letters home to the families of pilots who
went missing on ops and attending the occasional funeral of an airman who
managed to make it back to their lines before dying.
Throughout July they flew continuously
to protect the Army as much as possible and to inflict what damage they
could on the Germans. The German Army strongly held the ancient city of
Caen, only relinquishing it after a massive bomber raid reduced it to
rubble and Canadian and British soldiers lost heavily in attacks on the
rubble field. The Americans attacked St. Lô also losing heavily but
reducing the Panzer Lehr Division to 14 tanks. The Germans were losing,
but their tenacity meant that everyone would pay a steep price for
victory.
On July 26, 1944 Irving Kennedy was shot
down.
They had been patrolling the front to
ensure that the American bombers softening up St Lô were not interfered
with. This day they put on 30 gallon drop tanks and went on a long mission
to Le Mans, Orléans and Paris looking for enemy aircraft. They climbed out
from Beny-sur-Mer over the fighting near St. Lô and headed south for a
hundred miles. Nothing was spotted on their tour of the French
countryside, although it was pleasant. After lunch they were requested to
repeat the flight. They were just south of Paris when a German
radar-guided, heavy anti-aircraft battery opened up. The first shell
exploded just off of his left wingtip, the second exploded in the engine
of his Spitfire and the third just off of his right wingtip.
"I knew my Spitfire was badly hit. I
lost power at once, I closed the throttle and looked at the temperature
gauge; the needle ominously moved quickly to the right stop. The
Spitfire was finished; I would have to get out quickly."
"Get out boss, you're on fire!" It was
Blue One or Two, I don't know which, who woke me to action. Flying
along-side, they could see the fire coming back from the engine toward
the cockpit. There was no time for the formality of a call-sign; the
informal greeting was very much to the point."
"I had slowed to a glide at 120 mph. I
trimmed the aircraft to fly hands off, no problem. Smoke was coming back
when I pulled the canopy jettison; nothing happened. So I slid it open
the way we always did before landing, and opened the door on my left,
took off my helmet and undid my harness. I checked my parachute ring,
stood up and jumped easily out through the door."
"I delayed pulling the rip cord for a
few moments. I thought that it might be advantageous to get down
quickly. I had no concern about the 'chute. There was only the noise of
the wind. Then I pulled it. My momentum stopped with a rude jerk, the
parachute billowed overhead, and I was suspended in the blue sky. It was
perfectly still. I looked at my watch; it was twenty minutes past four."
He managed to avoid a German patrol as
the strong winds that afternoon blew him out of their reach. As soon as he
landed in a grain field a French woman joined him and secreted his
parachute and lead him to a local farm. He again narrowly avoided the
German patrol that had missed him while he was in the air. Hiding in a
grain field on his belly he had the last laugh as they tried futilely
firing their rifles in the air and shouting, hoping to scare or bluff him
out of hiding. Kennedy saw what they were up to and stayed down. Shortly
after he was discovered by some French children and lead to another farm.
Eventually, despite the heavy German presence in the area south of Paris,
he met up with the Maquis. They took a photo of him and told him to stay
in a French barn until they returned with a false passport. It took them
two weeks, but they returned with a passport in his likeness made up to be
Jacques Michel Katchix, a Belgian farm worker. Outfitted with old clothes
they pointed him in the direction of the Allied lines and bid him good
luck.
He stuck to country roads and headed
generally west to meet up with the advancing troops, avoiding at all costs
German patrols. Despite precautions the closer he got to the front, and
the front to him as it was moving eastwards, he encountered more enemy
troops. These didn't give him a second look, they were mostly relieved to
be away from the front for a bit as it was becoming a rout. One evening he
heard the distinctive rattle of machine guns and knew he was nearly at the
front, and the most dangerous part of his escape. He stayed in a big wood
and waited for the front to move past him, then he would emerge and find
some friendly soldiers.
"About seven-thirty the next morning,
I heard a vehicle coming along the road from the west. I moved carefully
to the edge of the wood to see it. It stopped not too far from me. It
was a Jeep, with two American soldiers. I was not about to let it get
away, and walked quickly toward them. I still had my hoe. They watched
me carefully, the Jeep motor running. Neither of them moved."
"I said "Good-day fellows, It's nice
to see you guys."
"Jeez, you speak good English," the one on the right said.
"I should," I replied, "I'm a Canadian."
"What are you doin' here?" he asked.
"I was shot down about a month ago," I answered.
"This is no place to talk," the driver, a sergeant, interrupted.
"Just below that grade there are several pockets of German troops."
He pointed to the south, about five hundred yards away, down to the
bottom of a field.
"They're watching us right now," he said. "We'll have to take them out
shortly. We'll take you back a mile or two. The Intelligence Officer
will want to see you."
"That suits me fine," I replied, climbing into the back of the Jeep. "Do
you mind if I bring my hoe?"
There was a faint smile as he wheeled the Jeep around, and we were off.
He was turned over to an Intelligence
Officer who took him back to Falaise to an interrogation centre for
questioning and positive identification. It took quite a while as the
roads were blocked by burnt out vehicles, dead horses and dead German
soldiers. It was then that he realized the titanic struggle that had gone
on to crush the Wehrmacht at the battle of Falaise Pocket. Roughly 300,000
Germans had escaped from the pocket, but over 200,000 were captured and
50,000 killed.
He met up with 401 Squadron shortly
after as they were still near Falaise. The day he was shot down he had
been awarded a bar to his Distinguished Flying Cross.
This officer has set a fine example
of keenness and devotion to duty. He is a most resolute and skilful
fighter and has destroyed eleven enemy aircraft. Flight Lieutenant Kennedy
is a fine leader and his services have proved of immense value.
Shortly after that his successor,
Charlie Trainor had been shot down and the position of S/L was vacant.
That afternoon he was returned to London to clean up and adjust and report
to RCAF HQ. Air Marshall Lloyd Breadner interviewed him, still in his "paysan"
clothes from France. Kennedy wanted the S/L job back, but first he had
backpay and two weeks of leave to take.
He found out that his brother Carleton
was posted at an OTU in Yorkshire. He got to the north of England quickly
and found that "Tot" had been posted the day before to 434 RCAF Squadron
at Croft, nearby. He got over to the airfield late at night and looked in
on the mess. Asking for his brother he was kindly informed that he and the
entire crew had been buried that day. They crashed for unexplained reasons
after their first operational flight over Germany. Kennedy was crushed by
the news. It was so unfair.
He returned to Canada in September
of 1944 for a well-earned rest. With the war coming to an end RCAF HQ
decided to muster him out early. He was released from service in
February 1945. Post-war he went to University and studied medicine and
became a doctor. He married, had children and eventually
grandchildren. He stills live in Ontario and still flies for
enjoyment. He has published his wartime memoirs in "Black Crosses off
My Wingtip" (General Store Publishing, Burnstown, 1994).
Irving Farmer "Hap" Kennedy was an aggressive fighter pilot, one who
wouldn't mess around, just get close and hammer the enemy. He didn't
have any qualms about shooting down another man's aircraft, and if he
killed the pilot, well so much the better. It was a war and the time
for nice morals was gone. He also became an adept leader of men in a
most hazardous occupation. It is a testimonial to such men that after
years of fighting and killing that he turned to medicine for a career,
helping people.
|