Tag Archives: J. B. Austin

F/Lt John Austin

Wednesday, 26 November 1941

Operation DACE

This is W/Cdr Farley’s first operation since returning to flying duties. During his recovery from a broken femur incurred after crash-landing his Hurricane, shot down by an Me109 the previous November, Farley was posted to the Air Ministry, where he replaced Sqn Ldr Knowles in managing 1419 Flight’s operations under W/Cdr J. Easton. On 1 April had been promoted Squadron Leader, and in mid-November 1941 he returned to command 138 Squadron, promoted Wing Commander. Though Farley has been remembered as a pioneering SD Lysander pilot, he also flew several of the very early Whitley Special Duties operations. Tonight he has an experienced crew with him: ‘Sticky’ Murphy and the core members of his crew. Also along to gain experience is F/Lt Laurent, a French Air Force Lysander pilot who has recently joined the squadron.

RF agent Sergent-chef Raymond Laverdet (DASTARD) is already in France, inserted in September near Bazoches-lès-Bray to make contact with the newly-active Communist labour organisations, hence his other code-name, RED. He has made contact with a Communist organisation known as the ‘Armée Volontaire’, which appears to provide opportunities for industrial sabotage. (Doubtless for political reasons, the RF History describes this movement as Gaullist; it was nothing of the kind.) Laverdet’s wireless operator André Allainmat (RED W) makes contact with London on 9 October, and in a second message on the 19th Laverdet has asked for an assistant and weapons instructor. The result is DACE (misleadingly recorded by Farley as DASTARD/DACE): Sergent-chef Louis Bourdat.

Farley plots a course over familiar territory from the previous September. At 21.00, ten minutes after crossing the English coast, low cloud forms to block their view of the sea beneath, so they turn on ETA for Cabourg and set course for Auxerre, their target. At 22.00 the cloud begins to disperse, but visibility remains poor. After a further half-hour, because he is still trusting to a dead-reckoning course set over Tangmere, Farley alters course to find Fontainebleau, a town he knows well from the air after his several attempts to land Philip Schneidau more than a year ago. Believing that they have found Fontainebleau — the château, its grounds and surrounding forest are highly recognisable — Farley alters course for Auxerre. On ETA for the town they find a river they take to be the Yonne, but they cannot find Auxerre itself: the valley is shrouded in mist. They follow the mist-covered river downstream until they find themselves over Paris — 150km from Auxerre as the crow flies — whereupon they abandon the operation due to a forecast of poor early-morning weather at Newmarket. They fly on ETA all the way back to base, which they find with difficulty, and land at 03.20.

Operation PLAICE (really TROUT)

It’s not quite clear why Sgt Reimer entitles this operation PLAICE in his report. A simple explanation is that Reimer gets his fish-names mixed up. The RF history and the locations mentioned by Reimer in his report make clear that this was Operation TROUT.

Sgt Reimer flies via Abingdon, Tangmere and the French coast — Reimer being his laconic self, says little — to the Loire river at 23.10. He flies up the river Allier, a Loire tributary, and pinpoints on the town of Moulins, which he reaches at midnight. It takes him another 45 minutes to find the reception committee; the RF History gives the dropping point as ‘near Vichy’, which is further up the Allier.

This sortie being right at the start of the moon period, the moon has descended behind cloud near the horizon. The reception committee’s torches are faint, and are not lit until Reimer is right overhead. (Batteries are rare as hens’ teeth in France, and their brief life carefully husbanded.) Reimer and his crew drop the agent, whose parachute is seen to open, before heading home, dropping leaflets in the Tours area and over ‘Mortaine’. (This is more likely to be nearby Mortagne). They find their way home above 10/10th cloud, and land at 06.35.

The Free French agent is called Koenigswerther, a W/T operator for Laverdet (TROMBONE), dropped in late August. Laverdet has made contact with London through the OVERCLOUD organisation, but he needs his own W/T operator.

Somehow TROUT fails to meet up with his reception committee. (The faint torches seen by Reimer’s crew may have been house-lights that coincidentally made the same pattern. There is no blackout in the Unoccupied Zone, and Knowles had commented on this possibility of misidentification back in May.) TROUT’s safe house proves unsafe: his W/T set is soon in the hands of the Vichy authorities, his identity as a M. Blacharden blown. He manages to make contact with an SIS agent EMERAUDE (EMERALD), who has been dropped on 6 November by P/O Hockey near Toulouse, and (according to the RF history) has been operating from Marseilles. EMERALD signals London to see if he might make use of Koenigswerther, but Dewavrin wants him to continue with his original mission – a little ungrateful of Dewavrin as without EMERALD’s help Koenigswerther would be a busted flush.

MRD Foot makes no mention of this agent in his ‘SOE in France’. He may have been inhibited (or prohibited) from mentioning it because of the contact with SIS agent ‘EMERALD’.

Operation to Virton, Belgium

This operation by Austin cannot be tied to any operation, SOE or SIS. The target for this one appears in P/O Livingstone’s logbook as ‘Vitron’, which is probably Virton, but no more is known about it than the sortie’s duration, 6 hours 45 minutes, and that it is flown by P/O Austin in Whitley Z9288. There is no operations report, which means that it is absent from the 138 Squadron ORB, created much later from the pilots’ reports. Austin’s sudden deployment back to Malta may explain that absence of a report.

Saturday, 15 November 1941

Malta to England

F/Lt Jackson, P/O Austin and their crews return to the UK, flying the direct route over France rather than via Gibraltar. We have Austin’s detailed report on his flight. He takes off at 17.25 and sets course for Point Teulada, at the south-west corner of Sardinia. Almost immediately he runs into heavy thunderstorms, which clear just after 8 p.m.. A flashing light is spotted and identified as a Sardinian lighthouse, and a course is set for the shallow lakes on the French coast south of Narbonne. The navigator takes several star-sights, an unusual practice for Special Duties crews, and obtained several fixes. At 22.40 they see lights and a coastline on the port beam, but cannot obtain a firm pinpoint. An hour later they set course for Tours. On ETA Tours they still can not see through the 10/10ths cloud beneath, and set course for Caen. They rely on the Pole Star to check their latitude. Just after ETA the French coast the wireless operator is asked to get a D/F fix from Southampton, but because the signals officer in Malta has given him the incorrect verification charts, Southampton does not issue the fix until Austin’s Whitley is circling West Malling, about to land. They land at West Malling at 03.15

It’s not entirely clear whether the code is issued even then, or even how Austin’s crew have found their way to West Malling. They had flown on ETA in or above cloud since the pinpointing at the south-western tip of Sardinia, so they are fortunate to make it back. The refusal to issue D/F instructions could easily have led to the Whitley running out of fuel.

On the face of it Jackson appears to have had an easier time: his report states that the weather cleared when he reached the French coast; after which, he wrote, ‘conditions became most favourable’. I suspect some difference over the use of time-zones, for Jackson appears to have taken off half an hour before Austin, yet landed an hour after; he reported landing at Newmarket at 04.30.

Monday, 10 November 1941

RAF Luqa, Malta

F/Lt Jackson and P/O Austin receive orders to return to the UK. One Whitley is undergoing a 40-hour inspection, and poor weather over the UK prevents the other from leaving; on a direct route from Malta the two Whitleys will be near the limit of their endurance, with little margin for error given the navigation problems of flying across the Mediterranean before crossing a hostile France.

Sources

TNA AIR 20/8334. Encl. 103A

Sunday, 9 November 1941

RAF Luqa, Malta

The two agents due to be parachuted into Yugoslavia have arrived in the early morning by submarine. However, they have not been provided with parachutes, a rather essential item of equipment. (Aircrew parachutes, possibly the only types available on the island, are very different in construction from either the agents’ ‘A’-type or the paratroop ‘X’-type, and their canopies would be too small.) In any case the weather forecast for the next few days is not good, and the Station Commander cancels operations for the night; he does so again on the 10th.