Sergeant Pilot William Aubrey Brew

From Pilot to POW in One Short Sweep


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© Steve Brew, 2003; no reproduction without permission, please.

My particular thanks to David Pausey and Donald Caldwell for their assistance in compiling data and helping make sense of the complicated operations of 27 August 1941


William Aubrey Brew applied for entry into the Royal Australian Air Force (RAAF) for the duration of World War II in late January 1940. Although an a thorough, full-day medical examination followed almost three months later, it would be a full six months after signing his attestation papers that he was finally accepted by the RAAF and admitted for pilot training.

Brew's subsequent training was the product of a plan hatched by the British Air Ministry shortly after the outbreak of war, in late September 1939, when they quickly recognised their inability to recruit and train sufficient numbers of airmen at home, and lacked the necessary manpower, facilities, security and safety.

The British Government therefore proposed a plan which called for recruitment of airmen throughout the Commonwealth and Britain and their training overseas, away from the European front. Graduates of the programme would then be fed into operational Royal Air Force (RAF) units in the United Kingdom to bolster ranks.

The first draft of the training scheme, which they called the "British Commonwealth Air Training Plan" (or "BCATP"), was sent to the governments of Australia, Canada, and New Zealand on 26 September 1939. It stipulated the numbers of trainees to be fed into the scheme and the costs each country was required bear, in order that sufficient numbers of trained pilots would continue to be pumped into the European war to replace Allied casualties.

Within days, the plan was tabled in Parliament in Canberra, and approved in principle on 5 October 1939. Then, in a bold gesture, the Australian Government announced it would send six RAAF squadrons to the United Kingdom but, in reality, had little to offer. As war was declared, the effective strength of the Air Force numbered just 310 officers and less than 3200 men. Little more than a quarter were air crew, and half of these, or about 450 men, were already in Europe or the Middle East serving in RAF squadrons! The RAAF possessed 246 aircraft, but only about 60% were considered operational, and then made up of bi-winged Ansons, Demons, and Seagulls.

The Australian Government consequently sent a mission to Canada for a meeting with representatives from each government, to discuss the details and draft a final agreement, which was signed on 17 December 1939. One of the articles of the final contract agreed that each country should retain its identity as much as possible and, thus, it was decided the RAAF would form eighteen new squadrons, numbered 450 to 469. In Australia, the training programme became known as the "Empire Air Training Scheme", or "EATS", and recruiting began almost immediately.

The first training course commenced on 29 April 1940, and Brew, too, soon received his call up papers. He reported to No. 2 Recruiting Centre (RC) in Sydney, on 22 July 1940, and was transferred the same day to No. 2 Initial Training School (ITS) at Bradfield Park, a suburb of Sydney, to participate the third eight-week training course. At Bradfield Park, he was issued a uniform and given the rank Aircraftman 2nd Class, or "AC2", the lowest status in the Air Force.

Designed partially as a selection process to identify those best suited to becoming a pilot, observer [navigator] or air gunner, candidates were redirected from there to relevant courses within the EATS programme. Although nearly all the young Australian men accepted for ITS wanted to become pilots, barely 35% of them were actually accepted for pilot training. This was partially influenced by the results of the initial medical examination, as pilot training candidates were required to achieve an "A1B" medical standard, whereas all other aircrew duties only required a minimum A3B result. A further 25% of ITS trainees were trained as observers and the remaining 40% as Wireless Air Gunners, or "WAGs". Brew wanted to become a pilot, and was fortunate to have been one of those selected for flyer training.

Upon completion of ITS on 16 September 1940, Brew was promoted to the rank of Leading Aircraftman (LAC) and posted to No. 6 Elementary Flying Training School (EFTS) in Tamworth, NSW, where he commenced an eight-week flying course, where the curriculum included logging 50 flying hours on Tiger Moth biplanes (See Note 1). Whilst they trained, the Battle of Britain was raging in Europe.

On completion of the course, around mid-November 1940, the successful graduates, of which Brew was one, were given six days leave. Many of the men were destined for Canada or Rhodesia to continue their training at a Service Flying Training School (SFTS), and the break gave them a final chance to see family before embarking.

Approximately 2/9 of the graduates, according to the official figures, were sent to Camp Borden in Ontario, Canada, for their SFTS course. One of these was Brew. Airmen destined for Canada were officially attached to the Royal Canadian Air Force (RCAF) on 28 November 1940, and departed Sydney for Vancouver the following day aboard the troopship HMTS "Aorangi". The voyage took the young men to Auckland, New Zealand, from where they were escorted by an Armed Merchant Destroyer to Suva, in the Fiji Islands, and on to Honolulu, Hawaii.

Although it would be another year before Japan entered the war, it was a dangerous exercise, as several highly successful German raiders were active in the Pacific, particularly around the Cocos Islands. Fortunately, the vessels passed through the South Pacific without incident and arrived safely in Hawaii for a short lay-over. The United States, however, was not yet at war and, technically speaking, a neutral country. Much to their disappointment, the men were not allowed ashore, but personal reminiscences recall this did not stop several men trying to swim ashore for some for some 'horizontal R&R'. However, the 'absconders' were promptly rounded up and escorted back to the vessel by unamused American Military Police!

Twenty-five days after leaving Sydney, "Aorangi" arrived in Vancouver in late evening of 23 December 1941. The men had sailed north from the Australian Summer into the Canadian Winter and well remember their first impression - overcast, cold and wet! The next morning, they transferred to a train to take them over the Rockies and across the great plains to Toronto. Along the way, the train stopped in Calgary to let out the boys doing other courses, but the rest of the men stayed on board, where they celebrated an unusual Christmas together on the rails.

After three days travel, the Australians arrived in Toronto, and were transferred to No.1 SFTS at Camp Borden, a pre-war Canadian Air Force base around 70 miles from Toronto. Upon arrival, they were subjected to another medical, after which they commenced schooling with a large group of Canadian trainees, three British trainees and an American. This latter participant is surprising considering the United States was not at war with Germany. Baring a short break in Toronto on New Year's Eve 1940, they worked right through until graduation and the receipt of their 'Wings' on 16 March 1941.

The training consisted of several weeks intensive flying on single-engined Yale and Harvard aircraft, which included night flying, solo flying, and navigation by sight. Solo night flying for the first time was a particularly frightening experience for every pilot, but the Winter landscape even by daylight made navigation extremely challenging for the Australians on the course; most of them had never seen snow before! Whilst other lessons included armaments, drill, radio telephony (RT) and Morse code, Brew logged 10 hours on Yales and 110 hours on Harvards.

It was a cold Winter, and, in the accommodation huts, many of the Australians remember experiencing central heating for the first time. The young men often tried to open the windows to let in some fresh air, but the Canadians would shut them again in an effort to keep in the warmth. One pilot suggests the Australians and Canadians almost came to blows over the subject!

As some of the course lecturers were British pilots who had seen action during the Battle of Britain, the men began to sober from the spirit of adventure, which had endured since enlistment. Slowly, the realisation of what awaited them in the United Kingdom began to emerge. Sadly, although they could not have known it at the time, several of them would not survive the year.

The course culminated in a graduation ceremony in Borden's drill hall, at which each of the men was presented his Wings. The "Globe and Mail" reported:

"Squadron Leader G. A. R. Bradshaw of the R.A.F. pinned the wings on each member of the class after Group Captain R. S. Grandy, officer commanding the station, had addressed the graduates."

Most trainees graduated as Sergeant Pilots, although almost a third graduated with commissions as Pilot Officers; Brew was amongst the Sergeant Pilots. Two days later, his picture appeared with 41 other graduates on page 21 of the "Toronto Daily Star", whilst an article on the graduation was also printed on page 3 of the same publication.

Days later, the men were transported to No. 1 Troop Embarkation Depot at Debert, near Halifax, Nova Scotia, to await a troopship to take them to the United Kingdom. They boarded the vessel "Georgic" and departed Canada on 6 April 1941, escorted part way across the Atlantic by the battleship HMS "Rodney".

H.M.S. Rodney on escort duty, as photographed by Bill in 1941

Turns were taken to keep watch for enemy aircraft and submarine activity. One night, about three days out from the United Kingdom, Brew was on night watch duty. He was standing on the right hand side of "Georgic's" bridge when out of the quiet a bomber shot overhead. He hit the alarm and in seconds the entire ship was alive, her crew racing to man the vessel’s guns. The aircraft turned out to be allied and circled above them before heading off, satisfied they were also friendly. One member of Brew’s unit recalls this may have been an RAF Sunderland flying boat.

On 20 April, some two weeks after departing Halifax, the men were landed near Glasgow, and immediately sent by train to No. 3 Personnel Receiving Centre (PRC) at Uxbridge, outside London. They were not the only men there; No. 13 Intake of 20 April 1941 consisted of some 123 Officers and 592 airmen all awaiting dispersal and eager to fly. Brew and his fellow graduates spent a final few days together, before being split up and sent to their respective Operational Training Units, or OTUs. The Australian War Memorial has a group photo of many of the men during this time [SUK15126]. Some of the men found themselves destined for fighter training, whilst others were prepared for bomber units.

Brew, and several other Australian pilots, including Allen Bull and Fraser Falkiner, were selected for Spitfire training at 57 OTU at RAF Hawarden in Flintshire, Wales, which was commanded by Wing Commander John Robert Hallings-Pott, DSO. They were entrained for Chester, about 15km south of Liverpool, then transported a short distance by road to Hawarden to participate in No. 20 course.

Hawarden's Operations Record Book (ORB) records the course's commencement on 23 April thus: "No. 20 Course commenced, comprising 8 Officers and 23 Sergeants from 9 F.T.S., 4 Officers and 11 Sergeants Canadian trained. Of these 1 Officer and 11 Sergeants were Australians." [TNA AIR 29/683]

Sergeant Pilot Bill Brew with his Spitfire in 1941. It is not clear if this picture was taken at Catterick or Merston Until now, none of them had flown a Spitfire, let alone set foot in one. Much to their pleasure, they were soon sitting behind the controls, undergoing intensive training to fly this magnificent aircraft, which Brew recalls was "finer than driving a car".

However, these earlier training versions left a lot to be desired. Most were "clapped out" Spitfire Mk. I's, which had survived the Battle of Britain in various conditions and were no longer considered fit for combat. But they proved a good basic trainer for pilots who would later fly more advanced and improved models.

Part of the training consisted of repeated wheels-down landings and immediate take-offs without stopping, which was referred to as 'circuits and bumps'. One of the biggest challenges, however, was learning to coordinate between steering with the right hand and working the throttle with the left, then changing to steering with the left hand and pumping a lever up to 30 times with the right to lift the undercarriage manually. It required quite a bit of practice to get right, and many a pilot 'burped' his aircraft across the aerodrome before he got the hang of the manoeuvre.

Additional training also consisted of air firing and 'Cine-Camera' gun practice. In total, trainees were required to have logged 50 hours flying before being posted to an operational unit and Brew’s record shows he logged 20 of these on Miles Master aircraft and the remaining 30 on Spitfire Mk. Is and IIs. 

A month into their course, in the final week of May, the men were shocked by the death of one of their fellow students, 26-year-old Pilot Officer John Brown, who was killed in a flying accident at Dolwyddellan, Caernarvon, Wales, during training (See Note 2). Four days later, they paraded before Sir Edward Ellington, GCB, CMG, CBE, Marshal of the RAF, who visited the station.

On 9 June 1941, they completed the course and were sent on a week's leave before taking up their postings at operational units. The 57 OTU ORB records their departure dryly as "6 Officers and 24 Sergeants ex No. 20 Course posted to Squadrons as operational pilots" [TNA AIR 29/683]. It is interesting to note that although 12 officers and 34 sergeants commenced the course, only six officers and 24 sergeants completed it. Although it is recorded that one pilot was killed (Brown), it is unclear what happened to the remaining men. Perhaps they failed the course or were required to repeat certain parts of it.

The Australian graduates who were now posted to operational units in the United Kingdom had completed eight weeks each of initial training (ITS) and elementary training (EFTS) in Australia, eleven weeks service flying training (STFS) in Canada, and a further six weeks operational training (OTU) in Britain. Between courses, and their operational postings, the men had received 2 one-week periods of leave, had spent five weeks at embarkation or receiving depots in Australia, Canada and England, and a further six weeks travelling between the same countries. From enlistment to operational posting, the men had spent some 46 weeks in the EATS (BCATP) programme to prepare them for combat.

Many of the Australian graduates were allocated to the newly formed Australian Spitfire squadrons, Nos. 452 and 457, whilst others were posted to British units. 'Jum' Falkiner, for example, was posted to 72 Squadron RAF near Newcastle, whilst Brew and Bull were both posted to 41 Squadron RAF, then based in Catterick, Yorkshire, where they arrived on 16 June.

The new pilots began their operational flying accompanied by more experienced pilots. Brew and Bull, for example, spent their first month flying two-aircraft patrols in Spitfire Mk. II's, always escorted by another of the Squadron’s pilots. Brew took part in his first operational flight, a 90-minute patrol on 7 July. Before long, short patrols became longer convoy and bomber escorts, and sweeps over French territory in Squadron strength.

Date 07 July 1941
Up/Down 1255/1420
Sortie Forward Base / patrol
Pilots Sgts. Swanwick (P7687) and Brew (P7310)
. .
Date 17 July 1941
Up/Down 2000/2150
Sortie Convoy Patrol
Pilots Sgts. Glen (P8594) and Brew (P7910)
. .
Date 17 July 1941
Up/Down 2225/2335
Sortie Convoy Patrol
Pilots Sgts. Glen (P8594) and Brew (P7910)
. .
Date 23 July 1941
Up/Down 2155/2320
Sortie Blue Patrol / Home Base
Pilots Sgts. Chapman (P7910) and Brew (P7891)

Having spent some time in a quieter area of operations, in the north of England, the Squadron was moved forward to a front line base on 28 July, just three days after Brew's 25th birthday. The unit's new location was Merston, near Tangmere, Kent, where the Wing Commander was the famous Douglas "Tin Legs" Bader, DSO, DFC. However, much to everyone's horror, Bader was shot down less than two weeks later (See Note 3) and replaced by Wing Commander H. de C. A. Woodhouse, DFC (See Note 4).

Brew flew a few more two-aircraft patrols in early August, before the Squadron intensified operations and began eleven and twelve-aircraft offensive sweeps.

Date 01 August 1941
Up/Down 2020/2105
Sortie Patrol Base
Pilots Sgts. Glen (R7307) and Brew (R7210)
. .
Date 06 August 1941
Up/Down 1935/2035
Sortie Convoy Patrol
Pilots Sgts. Palmer (W3564) and Brew (R7210)
. .
Date 09 August 1941
Up/Down 1045/1205
Sortie 12-Aircraft Sweep
Pilots Sqdn. Ldr. Gaunce, Plt. Offs. Babbage, Beardsley, Ranger and Williams, and Sgts. Brew (P7210), Glen, Hunt, Jury, Palmer, Rayner and Swanwick
. .
Date 09 August 1941
Up/Down 1505/1530
Sortie Patrol Shoreham
Pilots Sgts. Palmer (W3564) and Brew (P7210)

On 12 August, Brew's best mate, fellow Australian pilot Allen Bull, was shot down. The unit's Operations Record Book records, "Sgt. Bull missing, seen spinning down west of Hazebrook [sic]. Now confirmed Prisoner of War." [TNA AIR 27/425] Bull had spent ten months in training, but survived less than eight weeks operational flying.

On 18 August, Brew returned from leave and immediately took part in an eleven-aircraft offensive sweep over France. It was a successful sortie, but not without a price, recorded in the Squadron's ORB as follows:

Up/Down 1415/1605
Sortie Offensive Sweep
Pilots Sqdn. Ldr. Gaunce, Flt. Lt. Marples, Plt. Offs. Beardsley, Ranger and Williams, and Sgts. Brew (P7267), Glen, Mitchell, Palmer, Rayner and Valiquet
Report "1415, 11 aircraft offensive sweep. Sgt. Valiquet damaged one Me109F over Lille. Sgt. Palmer damaged 1 Me109F over Lille. P/O Beardsley damaged 2 Me109F. One claimed as probable over Merville. Sgt. Brew damaged one Me109F over Bethune. P/O Ranger damaged one Me109F over Amentiers. Sgt. Jury and P/O Williams missing." [TNA AIR 27/425]

Brew later wrote in his combat report,

"Took off at 1416 hrs being No. 2 to S/Ldr. Gaunce. About 1505 sighted about 15 enemy Me 109F over Lille at 27,000 ft. Section went to attack being covered by Walker 2 and 3 Section. During the ensuing action I saw a 109 on my tail about 500 yards behind. I was ready to turn and noticed another 109 coming down from quarter head on being chased by another Spitfire. This 109 turned away and I had a perfect view of his belly. I fired at him and saw burst enter fuselage then I turned away from the 109 on my tail and spun. Saw nothing further of the enemy aircraft..." [TNA AIR 50/18]

Between 19 and 26 August, he took part in a further six offensive sweeps over France. One of these, the morning sortie of 19 August, is of particular interest.

Date 19 August 1941
Up/Down 1005/1200 (Timings only for 41 Squadron, but not for other Squadron involved)
Operation Circus 81, 11-Aircraft bomber escort targeting the Gosnay Power Station in France
Pilots Sqdn. Ldr. Gaunce, Flt. Lt. Marples, Plt. Off. Beardsley, and Sgts. Bodkin, Brew (P7267), Glen, Mitchell, Morgan, Palmer, Rayner and Swanwick
Bombers 6 Blenheims of No. 2 Group, Bomber Command
Escort Wing 41, 610 and 616 Squadrons (Tangmere)
Escort Cover Wing 452, 485 and 602 Squadrons (Kenley)
Target Support Wings 306, 308 and 315 Squadrons (Northolt) and 403, 603 and 611 Squadrons (Hornchurch)
Rear Support Wing 72, 92 and 609 Squadrons (Biggin Hill)

Whilst the aim of the sortie was to nock out Gosnay Power Station, the operation in fact had a secondary objective. In the end, the attack on Gosnay was abandoned and no bombs were dropped due to the amount of storm cloud cover over the target area. However, the secondary objective was successfully accomplished. The 11 Group ORB narrates,

. "The 6 Blenheims made rendezvous over Manston at 10.30 hours with the Escort Wing and proceeded via Dunkirk to St. Omer aerodrome where W/Cdr. Bader's 'Leg' was dropped by parachute which was seen to open." [TNA AIR 25/200]

Wing Co. Douglas R. S. Bader had become a Prisoner of War ten days prior to the sortie (see also Note 3), but he had lost one of his artificial legs when he was forced to bale out without it. Bader was highly respected by the Luftwaffe, and being in a rather uncomfortable position without his second leg, he used the opportunity to ask them if they might arrange for the RAF drop in his spare leg, which he kept on the base in England. In an rare case of collaboration, the Luftwaffe in fact agreed to Bader's request and radioed the RAF to arrange it. The Luftwaffe offered the RAF a safe journey to St. Omer but, after the leg was dropped, the truce was over and the bombers and fighters continued on to attack Gosnay. The cloud cover was 10/10ths at between 8,000 and 10,000 feet and large cumulus clouds reached up to 20,000 feet. Ironically perhaps, the very cloud cover, which hid their approach to Gosnay, was the same that made conditions over the target area unsuitable for the attack on the power station, and thus the objective was abandoned. The bombers turned for England, but their path back over occupied France was not as quiet as their way in. The Escort Wing, of which 41 Squadron was a part, only saw a few German aircraft on their return home, but noted they "showed no inclination to fight" [TNA AIR 25/200]. However, the weather continued to deteriorate to such a state that the Blenheims were forced to drop to just 1,000 feet to get under the cloud. This resulted in them being attacked with flak from German ground forces, which were probably shocked to see six RAF bombers roar over their heads at little more than 300 metres. The result, according to the 11 Group ORB, was that "all the aircraft were hit and one observer was wounded" [TNA AIR 25/200]. 41 Squadron remained unscathed.

Brew's further sorties were:

Date 19 August 1941
Up/Down 1745/1925
Sortie 11-Aircraft Sweep
Pilots Sqdn. Ldr. Gaunce, Flt. Lts. Bush and Marples, Plt. Off. Beardsley, and Sgts. Bodkin, Brew (P7267), Glen, Mitchell, Morgan, Palmer and Swanwick
.
Date 21 August 1941
Up/Down 0845/1025
Sortie 11-Aircraft Sweep
Pilots Sqdn. Ldr Gaunce, Flt. Lt. Bush, and Sgts. Bodkin, Brew (P7267), Glen, Gourdeau, Mitchell, Morgan, Palmer, Rayner and Swanwick
.
Date 21 August 1941
Up/Down 1340/1445
Sortie 11-Aircraft Sweep
Pilots Sqdn. Ldr. Gaunce (W3626), Flt. Lt. Bush, and Sgts. Bodkin, Brew (P7267), Glen, Gourdeau, Mitchell, Morgan, Palmer, Rayner and Swanwick
.
Date 22 August 1941
Up/Down 1340/1445
Sortie 12-Aircraft Sweep
Pilots Sqdn. Ldr. Gaunce, Flt. Lt. Bush and Marples, and Sgts. Brew (P7267), Glen, Gourdeau, Mitchell, Palmer, Rayner, Swanwick, and Valiquet
.
Date 26 August 1941
Up/Down 1730/1915
Sortie 11-Aircraft Sweep
Pilots Sqdn. Ldr. Gaunce, Plt. Offs. Babbage and Ranger, and Sgts. Bodkin, Brew (R7267), Glen, Gourdeau, Mitchell, Rayner, Swanwick, and Valiquet

On 21 August, the squadron's ORB records, "0845, 11 aircraft offensive sweep. S/Ldr Gaunce and Sgt. Brew shared one Me109F as damaged over Hesdin." [TNA AIR 27/425]. Of this incident, Brew wrote in his Combat Report, 

0940-0945, southeast of Dunkirk: "The C.O. and myself broke away to attack, being covered by Sgts Glen and Mitchell. Two E/A broke away and we followed the third. I opened fire first and after [the] 3rd burst saw black smoke issue from E/A for about 1-2 seconds. The C.O. then opened [fire] and E/A went into a spiral dive and we followed." [TNA AIR 50/18]

Squadron Leader Gaunce added the following details in his own Combat Report,

0940-0945, Approx. Hesdin: "Three 109s went under and two broke violently away. My section of four jumped the single A/C, Sgt Brew firing first at approx. 300 yards. The Me 109 turned and I fired a short burst. I turned and followed him down with two more bursts. At approx. 3 to 5000 feet on my last burst, the 109 poured smoke and I think flames but I had to break away as I was overtaking rapidly although I had the throttle wide closed for some time." [TNA AIR 50/18]

Six days later, on 27 August, 41 Squadron took part in a major No. 11 Group operation over France, as a component of two linked circuses, designated numbers 85 and 86, which were scheduled to take place that morning; 41 Squadron was a part of the letter of these.

Circus 86's target was Lille Power Station, which was to be attacked by 9 Blenheim bombers of No. 2 Group's 18 Squadron, escorted by 11 fighter squadrons. Preceding the Lille attack by a full 55 minutes, Circus 85 was designed to provide a diversionary attack on Longuenesse Aerodrome at St. Omer by four Blenheim bombers of 139 Squadron, escorted by a further 12 squadrons of fighters.

It was a significant incursion, which together involved some 13 bombers and 270 fighter aircraft. 

Circus

Squadron

Aircraft

Wing

Task

85

306 (Polish)

Spitfire II

Northolt

Escort

85

308 (Polish)

Spitfire IIa

Northolt

Escort

85

315 (Polish)

Hurricane I

Northolt

Escort

85

452 RAAF

Spitfire IIa

Kenley

Escort Cover

85

485 RNZAF

Spitfire I

Kenley

Escort Cover

85

602

Spitfire II

Kenley

Escort Cover

85

41

Spitfire V

Tangmere

Target Support

85

610

Spitfire Vb

Tangmere

Target Support

85

616

Spitfire IIa

Tangmere

Target Support

85

72

Spitfire Vb

Biggin Hill

Target Support

85

92

Spitfire Vb

Biggin Hill

Target Support

85

609

Spitfire IIa

Biggin Hill

Target Support

85

139

Blenheim

No. 2 Group

Bomber

86

71

Spitfire IIa

North Wield

Escort

86

111

Spitfire Vb

North Wield

Escort

86

222

Spitfire IIb

North Wield

Escort

86

402 RCAF

Hurricane IIb

North Wield

Escort

86

54

Spitfire Vb

Hornchurch

Escort Cover

86

403 RCAF

Spitfire IIa

Hornchurch

Escort Cover

86

603

Spitfire Va

Hornchurch

Escort Cover

86

611

Spitfire Va

Hornchurch

Escort Cover

86

65

Spitfire IIa

No. 12 Group

Rear Support

86

121

Spitfire Vb

No. 12 Group

Rear Support

86

257

Hurricane IIc

No. 12 Group

Rear Support

86

18

Blenheim

No. 2 Group

Bomber

Eleven of 41 Squadron's aircraft departed Merston at 0620 and prepared to join Circus 85 to St. Omer at the rendezvous point over Rye at the appointed time of 0645. Besides Brew, these included Sqdn. Ldr. Gaunce (P8759), Flt. Lt. Bush (3585 or 65), Plt. Offs. Babbage (W3634) and Ranger (AB872), and Sgts. Glen (R7307), Mitchell (R7213), Morgan (R7223), Palmer (W3564), Swanwick (W3636) and Valiquet (R7271). Brew was assigned Spitfire Mk. V, R7304, EB-Q; it was the first time he had flown this particular aircraft. 

The wind was from the south at 15-20 mph and, being cloudless over the Channel, visibility was good. Nevertheless, almost from the start, the Circus 85 misfired. Three of 139 Squadron's Blenheims arrived over Rye half an hour too early, whilst the fourth arrived three minutes late, at 0648. Instead of waiting over the area for a rendezvous with their fighter escort, the bombers steered northeast along the coast for Manston via Hawkinge. 

The escort wing from Northolt (306, 308 and 315 Squadrons) arrived over Rye four minutes prior to rendezvous time, at 0641. Failing to find 139 Squadron's Blenheims, the fighters circled the area, searching for them until 0705, then proceeded to France without them. They crossed the coast at Gravelines at between 13,000 and 18,000 feet, by which time other fighter squadrons [602 Squadron?] were already heading back towards them. 306 Squadron was attacked by several Me109s, one of which severely wounded a pilot, when a shell entered his cockpit, destroyed the instrument panel and severed his arm. Despite this, he miraculously managed to nurse his aircraft back to England, where he crash-landed but survived the incident.

The escort cover wing from Kenley (452, 485 and 602 Squadrons) reported arriving over Rye at 13,000 feet, at 0643, two minutes prior to rendezvous time. Sighting many fighter aircraft, but no bombers, 602 Squadron circled for a time, then proceeded to France alone, crossing the coast over Hardelot at 0655 at an altitude of 20,000 feet. When still 15-20 miles from St. Omer, the Squadron was ordered to return to base, and promptly turned and headed back for England. 452 Squadron crossed the French coast over Ambleteuse at 18,000 feet approximately 17 minutes behind 602 Squadron, at 0712. Before reaching St. Omer, they, too, were called back to base. They were chased back across the French coast at Gravelines, and as far as half way across the Channel, by several groups of Me109s. The squadron claimed three of these destroyed. For their part, 485 Squadron also found no bombers at the rendezvous point at Rye. They crossed the Channel and proceeded to St. Omer, passing over the French coast at Hardelot. Soon afterwards, they were attacked by about 30 Me109s, who dived upon them out of the sun. The Squadron was split up during the ensuing action, and many pilots re-crossed the Channel to England just above sea level, still fending off attacks. One pilot was lost.

The target support wing from Biggin Hill (72, 92 and 609 Squadrons) flew to France flying Squadrons Line Abreast between 26,000 and 27,000 feet. They crossed the French coast at Mardyck at 0645 and arrived over Hazebrouck at 0658. 609 Squadron spotted several 109s in the sun. These turned out to be several formations of twos and fours, of which they later claimed as destroyed. The area was circled for about 25 minutes before the wing returned across the French coast, where heavy flak was encountered by all three Squadrons. On their way out, 92 Squadron spotted four Me109s, of which two were destroyed. 72 Squadron lost two pilots, one of whom was later rescued, whilst 92 Squadron lost a further pilot, who was killed in action.

The target support wing from Tangmere (41, 610 and 616 Squadrons) reported crossing the English coast over Rye at between 15,000 and 21,000 feet, and the French coast between Gravelines and Calais at between 24,000 to 30,000 feet. 616 Squadron penetrated almost to Bethune, but lost sight of both 41 and 610 Squadrons on the way. They circled over the Bethune area for a time, before heading for home, recrossing the French coast at 0722. On their way in, 610 Squadron crossed the French coast at 27,000 feet and arrived over St. Omer, where they orbited for a time, but were recalled and recrossed the French coast at Gravelines. On their way, they saw six Me109s below them, which were being attacked by 41 Squadron. Returning to England over Gravelines, they saw more 109s, but had little contact. Meanwhile, 41 Squadron had crossed the French coast at Hardelot and proceeded to St. Omer, where they were attacked by about 14 Me109s in twos and threes. Of these, the squadron claimed one Me109 destroyed and two damaged, at the cost of two of her own pilots.

41 Squadron's 'A' Flight consisted of just three aircraft, instead of the usual four, piloted by Gaunce, Babbage and Brew, who spotted a number of dark dots in the sky ahead of them. Upon closer inspection, these proved to be Me109s of Jagdgeschwader 26, the infamous "Abbeville Boys" - the most dangerous and arguably most successful Luftwaffe Geschwader on the Western Front.

Still being in an advantageous position, below and behind them, Gaunce sought to close in as much as possible without being seen. It was not long, however, before they were noticed by another group of 109s off their starboard side. These in turn warned the rest of the Staffel, and suddenly the sky burst into pandemonium, as German and British aircraft dived in every direction.

Gaunce recounted later in his Combat Report,

0704, St. Omer: "W/Cdr Woodhouse went down to attack a few 109s. My section crossed over twice covering their tail but after losing 3-4000' found that the attack was proving unsuccessful. We turned away into the sun, and on waiting, moved over and under a few dots which turned out to be 109s. The 109s continued from the sun following a rather set formation of four of our aircraft. We crossed over, remained flat out behind the left hand and forward 109s. There were another 3 or 4 on our starboard and three or four behind and into [the] sun. We remained below and behind the three 109s for several seconds trying to close in a few more yards. We held this until one of the enemy chaps on [the] starboard side came over to have a look at us, recognised us, and gave the warning. The 4 109s got into a commotion, and all three of us pulled up and opened fire." [TNA AIR 50/18]

In her actions with Circus 85, Jagdgeschwader (JG) 26 would claim seven Spitfires destroyed, two of which were from 41 Squadron.

Pilot

Unit

Over (Place)

Cnfrmd

Time

Martin, M., Oberfeldwebel

8./JG26

Unknown

Yes

08:10

Dirksen, H., Gefreiter

8./JG26

Unknown

Yes

08:12

Koslowski, E., Oberfeldwebel

9./JG26

Unknown

Yes

08:15

Babenz, E., Feldwebel

3./JG26

3km west of Gravelines

Yes

08:20

Ruppert, K., Oberstleutnant

9./JG26

Unknown

Yes

08:20

Glunz, A., Unteroffizier

4./JG26

Bergues

Yes

08:25

Schmid, J., Hauptmann

8./JG26

25km North of Calais

No

08:30

(Source: "The JG 26 War Diary, 1939-1942", by Donald Caldwell)

One of these was Bill Brew. Although none of the above entries identifies any particular Spitfire, Brew's own claim, that he went into combat just before 07:00 (i.e. 08:00 on the Continent), and the time which Gaunce notes on his Combat Report (07:04, i.e. 08:04), might suggest it may have been Martin or Dirksen, who downed him that morning. He explained in an interview several years after the war,

"We spied four Messerschmitts ahead, and they were unaware of us. We came in low and from behind. There were three of us in Spitfires. The C.O. called attack, and up we went. I tackled one, and just as I saw his black cross disintegrate my plane was hit and went out of control."

The fourth Messerschmitt had attacked him from behind. The rest of the Squadron was so busy themselves, that no-one saw Brew get hit. This is substantiated by Gaunce's Combat Report, which states,

"Sgt Brew's 109 on my left made the mistake of turning. The last I saw of Brew, he was closed into "yards" and firing hard into [the] 109." [TNA AIR 50/18]

Interestingly, Norman Franks' "Fighter Command Losses", volumes show no mention of Brew's loss. However, Sgt. Harry P. D. Morgan, who was also lost on the same circus, is shown as "Sweep. FTR: body picked up off Dover". The claim of a Spitfire destroyed 3km off the coast of Gravelines by Luftwaffe Feldwebel Emil Babenz, might suggest he was the pilot responsible for Morgan's loss.

The Ministry of Defence's Air Historical Branch can also shed no further light on Brew's loss, merely noting, "This area was heavily defended by German fighters and during the many individual dog fights that took place W/O Brew's aircraft was shot down near St Omer". (See Note 5)

In a business-like fashion, the Squadron ORB dryly notes that day,

  "Sgt. Palmer destroyed one Me109F over St. Omers [sic] and damaged one Me109F over Gravelines. S/Ldr. Gaunce damaged one Me109F over St. Omer. Sgt. Brew missing over NW France. Sgt. Morgan killed in action. Picked up in the Straits of Dover." [TNA AIR 27/425]

On their way back across the Channel, one of the squadron's pilots noted half a dozen Me109s about 4 miles out at 10,000-15,000 feet, apparently waiting to catch returning RAF aircraft. By the time Circus 85 arrived home, its twelve squadrons had lost six pilots and seven aircraft. Their declared casualties were:

Pilot

Sqdn

Aircraft

Circus

Fate

Ballard, J. E. W., Sgt.

610

Spitfire Vb, W3503

85

KIA

Brew, W. A., Sgt.

41

Spitfire V, R7304

85

POW

Middleton, W. A., Plt. Off.

485

Spitfire V, W3527

85

KIA

Morgan, H. P. D., Sgt.

41

Spitfire V, R7223

85

KIA

Radomski, Z., Plt. Off.

306

Spitfire II, P8324

85

WIA

Roff, E. H., Sgt.

92

Spitfire Vb, W3319

85

KIA

Rutherford, -, Sgt.

72

Spitfire Vb, P8609

85

SDR

Skalski, H., Plt. Off. (See Note 6)

72

Spitfire Vb, W3170

85

FTR

(FTR = Failed to return; KIA = Killed in action; POW = Prisoner of war; SDR = Shot down, rescued; WIA = Wounded in action; main source: Norman Franks' "Fighter Command Losses", Volume 1, 1939-1941)

However, they also claimed six Me109s destroyed and four damaged:

Pilot

Sqdn

Over (Place)

Claim

Time

Brew, W. A., Sgt. (See Note 7)

41

St. Omer Me109 dam.

?

Choron, M. P. C., Flg. Off.

92

Off Gravelines Me109 dest.

07:35

Finucane, B. E. F., Flt. Lt.

452

3m NW of Gravelines Me109E dest.

07:20

Gaunce, L. M., Sqn. Ldr.

41

St. Omer Me109 dam.

07:10

Palmer, W., Sgt.

41

St. Omer Me109F dest.

?

Palmer, W., Sgt.

41

St. Omer Me109F dam.

?

Robinson, M. L., Wing Co.

92

Gravelines Area Me109 dest.

?

Rutherford, -, Sgt.

72

10m East of Dunkirk Me109 dam.

07:15

Therold-Smith, R. E., Plt. Off.

452

West of Gravelines Me109E dest.

07:15

Therold-Smith, R. E., Plt. Off.

452

8m West of Dunkirk Me109E dest.

07:18

The operation had failed to achieve its initial aim to attack St. Omer due to the failure of the bombers and fighters to rendezvous as planned, but was nonetheless initially considered successful, as it had drawn enemy fighters in substantial numbers, and thus created the diversion originally hoped for. However, any tactical advantage was soon lost in the debacle that followed less than an hour later during Circus 86.

No. 86's nine Blenheims managed to rendezvous with their fighter escorts (71, 111, 222, and 402 Squadrons) over Manston as planned, but set an erroneous course across the Channel. As a result, they crossed the French coast some 10 miles west of Dunkirk, which was a full 20 miles west of the intended point of landfall. It is said that the fighters knew where they were but could do nothing about it. Assuming they were on the correct heading, however, the bombers proceeded inland, with their escorts following, and failed to find Lille. By the time they arrived over the St. Omer area, they had realised an error had been made, and commenced searching for Lille by sight. The Blenheims steered due east, then south, then east again to the Bethune area, and finally south to the Albert-Amiens area, where they pinpointed Bray-sur-Sommes, a locality still some 50 miles south-southwest of Lille. At this point the mission was abandoned, and the bombers made a steering north-northeast to England, crossing the French coast north of Le Touquet. No alternative target was found and no bombs were dropped. 

402 Squadron of the escort wing lost a pilot, who was shot down by three Me109s, whilst another two collided over the Channel, killing one of them. 111 Squadron saw virtually no action, whilst 222 Squadron lost a pilot. The only 'successes' were declared by 71 Squadron, which claimed two Me109s destroyed for the cost of one injured.

The escort cover wing from Hornchurch (54, 403, 603 and 611 Squadrons) rendezvoused with the bombers over Manston, and followed them out over the channel. They became separated from them south of Gravelines [presumably owning to the erroneous course set by the bombers] and 611 Squadron, with four of 54 Squadron's aircraft, proceeded alone to Lille, where they circled for a short while before being ordered home. Over the Albert-St. Pol area, 403 Squadron spotted 30 Me109s at 24,000 feet, which were attacked by 603 Squadron. Of these, 603 claimed three probables and one damaged, whilst 403 Squadron claimed it had destroyed two of the three Me109s, which had downed fellow RCAF pilot Sgt. D. W. Jenkin of 402 Squadron. One 54 Squadron pilot ditched when he ran out of fuel. He bailed out, striking his aircraft and breaking his thigh as he did, but was later rescued. A second pilot from the same squadron also ran out of fuel but reached the English coast just in time to crash-land his aircraft at Dover.

The rear support wing, comprising of No. 12 Group's 65, 121 and 257 Squadrons, rendezvoused over West Malling, crossed the coast at Dover and arrived at their designated patrol area north of Dunkirk at 0810. No enemy aircraft were sighted and, at 0830, the wing was ordered to move their patrol west of Dunkirk. Seeing only friendly aircraft around that location, they were ordered back to base at 0835.

Circus 86's eleven squadrons made the following claims:

Pilot

Sqdn

Over (Place)

Claim

Time

Griffiths, R. V. L., Flg. Off.

603

Off Gravelines Me109 prob.

08:10

Griffiths, R. V. L., Flg. Off.

603

Near Merville Me109 dam.

08:10

Loudon, M. J., Sqdn. Ldr.

603

North of Amiens Me109 prob.

08:15

Gerald, W. G., Flt. Lt.

603

North of Amiens Me109 prob.

08:15

Dunn, W. R., Plt. Off.

71

Near Ambleteuse 2 Me109E dest.

08:15

Wood, C. P., Plt. Off.

403

Near Lille Me109E dest.

08:15

Stapleton, F. S., Wing Co.

403

West of St. Omer Me109E dest.

08:15

...whilst their declared casualties were:

Pilot

Sqdn

Aircraft

Circus

Fate

Ashurst, -, Sgt.

54

Spitfire V, R7273

86

FDR

Cathels, E. C., Flt. Lt.

403

Spitfire IIa, P8726

86

POW

Dunn, W. R., Plt. Off.

71

Spitfire IIa, P7308

86

WIA

Evans, -, Plt. Off.

54

Spitfire V

86

FCL

Jenkin, D. W., Sgt.

402

Hurr. IIb, Z3424

86

POW

Little, T. B., Flt. Lt.

402

Hurr. IIb, Z5001

86

KFA

Martin, J. C., Flt. Lt.

222

Spitfire IIb, W3723

86

KIA

(FCL = Ran out of fuel, crash-landed; FDR = Ran out of fuel, ditched but rescued; KFA = Killed in Flying Accident; KIA = Killed in action; POW = Prisoner of war; WIA = Wounded in action; main source: Norman Franks' "Fighter Command Losses", Volume 1, 1939-1941)

In the "The JG 26 War Diary, 1939-1942", Donald Caldwell writes, "Apparently JG 26's three Gruppen intercepted the earlier Circus, while JG 2 units attacked units of the later one." JG2 claimed two Spitfires and a Hurricane. Their victory record from the morning's engagements shows:

Pilot

Unit

Over (Place)

Aircraft

Time

Mayer, E., Leutnant

7./JG2

N/west of Le Touquet

Hurricane

09.30

Wurmheller, J., Oberfeldwebel

Stab II./JG 2

-

Spitfire

09.30

Dudeck, H.-H., Leutnant

4./JG 2

-

Spitfire

09.34

Like Circus 85, Circus 86 also failed to reach its objective. The bombers made a navigation error and failed to locate Lille Power Station, returning home without dropping a single bomb. As both the weather and visibility were excellent, it was considered that, had the bombers steered the correct course and made the intended landfall, they would have had no problem locating Lille. Any advantage gained from Circus 85's diversionary operation was therefore lost by the "long and protracted flight of the Bombers which enabled many enemy fighters to get up into the air" [11 Group ORB]. Further, it was felt, "the longer flight seriously jeopardised the safety of the Fighter Escort Wings through lack of petrol and at least one Fighter is known to have fallen into the Channel through this cause". [11 Group ORB].

54 Squadron aptly summed up the day's operations with the comment in their own ORB that "...this was one of the most confused operations in which the Squadron ever took part". [TNA AIR 27/512]

It is interesting to note that JG26 and JG2's claims that day match both circuses' declared casualties. On the other hand, the RAF's claims of six Me109s destroyed by Circus 85 and a further four destroyed by Circus 86, bare no resemblance to the Luftwaffe's declared losses. JG26 records one aircraft shot down [pilot uninjured, but also unnamed] and one crash-landed and uninjured [Obergefreiter Otto Zach] whilst JG2 maintains they lost no aircraft at all!

Who / What / Circus

Circus 85

Circus 86

Luftwaffe Claimed Destroyed

7 Spitfires

2 Spitfires / 1 Hurr.

RAF Declared Destroyed

7 Spitfires

2 Spitfires / 1 Hurr.

RAF Claimed Destroyed

6 Me109s

4 Me109s

Luftwaffe Declared Destroyed

1 Me109

None

Unfortunately, it is not possible to verify the RAF's claims of damaged aircraft as over 99% of all the relevant records, held in each units' "Kriegstagebuch" [War Diary], were destroyed on orders from Berlin, shortly before the German capitulation in May 1945. Thus, this avenue of substantiation is gone forever and we only have the RAF's version of claims to rely on. Today, however, there is a strong suspicion amongst ['allied'] historians that the RAF's claims of the number of aircraft destroyed - or at least those of certain pilots - have been grossly exaggerated. There is also evidence that this was recognised further up the chain of command at the time and hushed up. What opinion, therefore, should we have of the various claims of damaged and probably destroyed aircraft?

The fact remains, however, that despite the controversy surrounding the morning's confused operations, the two circuses had cost the RAF eleven pilots - seven killed in action, one severely wounded, and three Prisoners of War. One of the latter was Brew, who reported in a later debrief:

"Section of three attacked four ME109Fs near St. Omer, France about 28,000 [feet]. Extreme port ME109 broke away, myself following. Saw damage on ME seeming through my own fire. Apparently fourth ME109 attacked me as my starboard aileron [was] shot away together with my controls becoming useless. Abandoned A/C at approx. 22,000 ft." [NAA Series A9301, Item 402220]

Several years after the war, Brew added the following details in a personal interview:

"I parachuted out. On the way down, one of the German planes circled me four times. I was certain he was going to shoot. It made such an impression that since then I have never been afraid of death.

I landed outside the small town of St. Omer. On the way down I could see the coast of England. Upon landing, people gathered around. I gave my revolver to one man, my parachute to another. An attractive girl beckoned me to follow her into hiding.

Just then, a Nazi car drove up and an officer lent out, a revolver shaking in his hand. 'For you the war is over'. It appeared he was quite nervous."

Brew was slightly injured in the incident when a small piece of shrapnel lodged above his right ankle, resulting in a brief hospitalization.

Bill (back row far left) as a P.O.W. in Germany

He adds that, although he was taken prisoner by the German Army, he was later picked up by an officer of the Luftwaffe who brought him back to his base, which was that of the 'Staffel' that had shot him down. He had breakfast with his opponents, after which he was hospitalised in St. Omer for five days.

Whilst in hospital, Brew sent his first "Kriegsgefangenenpost" [POW letter in postcard format made available by the German authorities] to the RAAF Liaison Officer at the Australian High Commission in London. It was a touching message.

 

"28.8.41

  DEAR SIR
 

WOULD YOU PLEASE LET MY MOTHER & FATHER KNOW BY CABLE THAT I AM SAFE AND WELL AND NOT TO WORRY ABOUT ME. WILL WRITE LATER.

    YOURS FAITHFULLY"
  [NAA Series A9301, Item 402220] [Signature]

He was released from hospital on 1 September 1941 and loaded onto a train bound for Dulag Luft [Durchgangs Lager = POW Transit Camp for Air Force Personnel] in Frankfurt, escorting a badly wounded Canadian pilot. (See Note 8).

That same day, Brew's parents, Albert and Maggie, at home in Sydney, took delivery of the ever-feared telegram. Albert's elder brother had been killed in France in 1918, so one can only imagine his feeling of dread as he opened the envelope and read its contents. He had both his sons at war, one in the RAAF and one in the RANVR. Which son would it be, and what was his fate? He read,

"Regret to inform you that your son Sergeant Pilot William Aubrey Brew is reported missing as result air operations on 27/8/41. Any further information received will be immediately conveyed to you." [NAA Series A705/15, Item 166/6/798]

It was vague and offered little information. It was neither clear what had occurred nor whether he had survived. A few days later, Brew's parents received a letter from the Australian Air Board Casualty Section which was no more reassuring. It stated,

"I regret to inform you that no further information is available at present in this Department of the operational flight from which your son failed to return....I am to point out that, although your son has been reported missing, he is not necessarily killed or wounded....I am to convey to you the sincere sympathy of the Air Board in your present anxiety." [NAA Series A705/15, Item 166/6/798]

On 2 September, Brew arrived in Dulag Luft, where he was given the POW number 30 and spent five days undergoing interrogation. The main function of the transit camp was to obtain intelligence information from Allied aircrew before forwarding them to a regular POW camps. Such data, which was gained through both intense questioning and items found on prisoners when they were captured, included details on Allied bases, units garrisoned at that base, unit structures, types of aircraft, missions, and any other information that could be coaxed out of an airman.

Whilst at Dulag Luft, the German military authorities sent the following telegram to the British Air Ministry:

 

"BREMEN IN ENGLISH FOR ENGLAND AND NORTH AMERICA

 

19.30   4.9.41

 

POLISH AND AUSTRALIAN PILOTS SHOT DOWN ON AUGUST 27/285£

 

---------------------------------------------------------------------------

DURING THE DAY TIME ON AUGUST 27 AND 28 TH WHEN THE BRITISH LOST 51 (FIFTY ONE) PLANES, A CONSIDERABLE NUMBER OF THE AIRMEN SHOT DOWN CONSISTED OF NEW ZEALANDERS, AUSTRALIANS AND POLES. N MOST OF THESE VICTIMS OF BRITAIN'S WAR WERE KILLED. THE AUSTRALIAN SERGEANT WILLIAM AUBREY BREW, SERVICE NO 402220. HOME ADDRESS:- 43, DERBY ST., (RANCOON) [sic] NEW SOUTH WALES, THE POLISH FLYING OFFICER HENRIK STOWSKI, SERVICE NO P 0I56, FROM ROGOVO, AND THE POLISH FLIGHT LIEUT. BRANISLAW HITCHIEVITCH, SERVICE NO 0338, NOW HAVE PLENTY OF TIME IN A GERMAN PRISON CAMPT [sic] TO MEDITATE OVER THE SENSELESS NESS [sic] OF THEIR SACRIFICE FOR THE BRITISH, WHO LET OTHERS FIGHT FOR THEM IN THE AIR TOO." [NAA Series A9301, Item 402220]

The Australian Air Board in Melbourne received a request from Brew, marked Dulag Luft, 5 September 1941, asking for underclothing. The following day, Saturday, 6 September, Brew's parents were given new hope when a further telegram informed them of a German broadcast (presumably the above cable), which had notified Allied forces that he was now a Prisoner of War. The family breathed a cautious sigh of relief.

On 7 September, Brew left Dulag Luft and was sent to Stalag III E in Kirchhain, Brandenburg, in Wehrkreis [Military Sector] III Berlin. When he arrived at the camp the following day, he was overjoyed to be reunited with fellow 41 Squadron pilot Allen Bull.

Only prolonging their rollercoaster ride of emotions, Brew's parents received yet another telegram on 26 September, which filled them with trepidation. It read, "Information just received from Air Ministry London states your son Sergeant W. A. Brew is [a] prisoner of war and wounded." [NAA Series A705/15, Item 166/6/798] A few days later it became public  when, on 6 October, the 'Sydney Morning Herald' reported, "Previously reported missing, now reported Prisoner of War and Wounded ... BREW, Sergeant W. A." Thankfully, his wound was only slight and had healed well, but his parents did not know it at the time.

Although already a POW for almost four months, it was not until January 1942 that Brew's parents finally received notification of the name and location of the POW camp he was interned in. At last they could write to him. Over the following years, however, Brew would spend time in four different POW camps, and his parents were informed of his movements by Australia's Defence Department, albeit usually several months later, so they were able to keep in touch with him.

On 7 May 1942, Brew and Bull were moved together to Stalag Luft III Sagan, in Wehrkreis VIII Breslau, in annexed Poland. This brand new camp, which was opened just the previous month, was commanded by a Luftwaffe Colonel, named Stephani. Located around 100 miles southwest of Berlin, the camp lay ¾ of a mile south of the town's railway station, and was well concealed by thick forest on three sides.

A letter from the Australian Red Cross to the Air Officer Commanding, RAAF, (both located in London), dated 1 July 1942, mentions Brew's move, adding,

"We understand that the new Camp, which is situated at Sagan about 80 miles north-east of Dresden, will accomodate a large number of R.A.F. Prisoners of War, both officers and other ranks. Preliminary reports of conditions there are satisfactory." [NAA Series A9301, Item 402220]

Not two years later, the camp became the location of the world's most infamous breakout. Known today as "The Great Escape", 76 men fled through a tunnel code-named "Harry" on the night of 24 March 1944. Although Hollywood later considered the incident exciting enough to make a film about, the sad truth behind the story is that Hitler became so infuriated by the audacity of the escape, that he ordered 50 of the 73 recaptured men be executed. Of the remaining 23, seventeen were returned to Sagan, four sent to Sachsenhausen and two to Colditz. In the end, just three men made their escape good and, interestingly, one of these was a Dutch 41 Squadron pilot by the name of Bram van der Stok.

On 19 July 1943, however, a good eight months before the ill-fated escape attempt, Brew and Bull were moved with fifteen other Australian airmen to Stalag Luft VI. The camp was located Heydekrug, in Wehrkreis I Königsberg, in the Memel area of East Prussia [today Lithuania], a few kilometres from the delta of the Nomunas River. Men who spent time in the camp recall the bitter cold Winter of 1943-44, when the snow reached a height of six feet.

On 18 July 1944, Brew was transferred to Stalag 357, an NCOs camp in Örbke, a small village near Fallingbostel, in Wehrkreis XI Hanover, Niedersachsen, Germany. Until April 1942, Stalag 357 had been known as Stalag XI B and had been used to house mainly Russian POWs. After this date, it became a sub-camp of Stalag XI D Fallingbostel, located just a kilometre away, and held that camp's overflow.

In July 1944, Brew's father received a letter from the RAAF Casualty Section informing him that his son had been promoted to the rank of Flight Sergeant with effect from 1 May 1943. A further letter arrived from the RAAF on 30 October 1944, which confirmed he had been promoted to Warrant Officer, effective 1 May 1944.

Camp

Location Then

Location Now

From

To

Dulag Luft

Frankfurt, Germany

Frankfurt, Germany

2 Sep. 1941

7 Sep. 1941

Stalag III E

Kirchrain, Germany

Doberlug-Kirchrain, G.

8 Sep. 1941

6 May 1942

Stalag Luft III

Sagan, Germany

Zagań, Poland

7 May 1942

18 Jul. 1943

Stalag Luft VI

Hydeburg, East Prussia

Šilutė, Lithuania

19 July 1943

17 Jul. 1944

Stalag 357

Örbke, Germany

Oerbke, Germany

18 July 1944

April 1945

Brew escaped five times in all, one of which earned Allen Bull and himself two weeks solitary confinement in an old dungeon. His fifth and final escape came on a death march from the Elbe River in April 1945, almost four years after his capture, when the POWs were being marched east away from advancing British and American troops. Germany was almost at an end and the signs showed clearly. They were guarded by German Shepherd dogs and, according to Brew, even they were emaciated.

These mass evacuations of POWs were well known to Allied Forces at the time and have been well-documented since. As the Russians began moving into Poland and Prussia during the early months of 1945, the Germans began evacuating POW camps in the vicinity, moving prisoners further west into Germany. Likewise, those west of Germany were moved to the east, into Germany, away from the advancing British and American troops. During these months, the Germans moved an estimated 100,000 POWs, who suffered under extreme weather conditions, including blizzards and sub-zero temperatures, which were aggravated by shortages of food and shelter. Whilst many suffered serious health problems as a result, thousands also died in the process through sheer exhaustion, brought on by continuous movement by foot.

Brew remembers,

"As I fell back behind because of weakness - I was only 7 stone - I passed a dog whose paws were worn through, it was hobbling along and quite pitiful. Then suddenly I saw some Spitfires appear. They circled for a while then one peeled off and dived, engine screaming. We were strafed. People ran for cover, diving anywhere at all."

Unfortunately many were killed, but Brew and Bull survived the attack. A few days later, while the column sat in the road having a break, Brew motioned to Bull that they should roll into the ditch on the side of the road. The two men lay down, rolled themselves into the trench and hid. Nobody realised they were missing and, much to their thrill, in due course the column resumed the march and left without them.

When it was safe, they ran off and hid in a nearby forest. They were awoken next morning by the sound of trucks. They cautiously looked out to see German Army trucks pulling up in front of a factory, which lay off to the left of where they were hiding. They watched as men and women climbed off the back of the trucks and walked into the factory. Minutes later, they heard gunfire from inside the building, and shortly afterwards the trucks drove off again. When it was safe to do so, Brew and Bull approached the building and peered inside. To their shock, they saw dozens of bodies; everyone had been executed.

The two young men started moving west on foot towards advancing Allied troops. A few days later, around 18 April, they crossed a clearing in a forest, and heard nearby gun-fire. They suddenly found themselves in the midst of a large group of retreating German Infantry. Exhausted and hungry, they could run no more, and expected to be recaptured.

Instead, the Wehrmacht troops went on past as a British tank, possibly a member of the 8th Corps, appeared from the forest. The vehicle approached the two airmen and stopped. Two soldiers lay across its turret, one on each side and each with a machine gun. With their hands raised, the dishevelled men shouted their identification and asked for food. They were given some biscuits, a plum pudding and an Iron Cross and told to wait for the supply column, which was 6-7 hours away. Indeed, within hours, more troops reached them, and they realised they really were free.

Coincidentally, Brew and Bull found their unit, which was now based nearby [41 Squadron had moved their base to Celle, Niedersachsen, Germany, on 16 April], but they were not allowed entry. They lacked identification and it seemed there was no-one else left from 1941 that might vouch for them. Finally, Bill asked for the Intelligence Officer, Lord Guisborough, who was able to place them after checking personnel records.

Shortly afterwards, they were taken to the Bergen-Belsen Concentration Camp, located just 15km from Stalag 357, to witness the horrific results of Nazi brutality. When Allied troops liberated the camp just days before, they found 40,000 survivors and 10,000 unburied bodies. The two men were horrified by all they saw, but Brew also remembers having seen a camp guard, now himself a prisoner, spread-eagled on the ground, staked out before the camp gates, who was customarily spat on by all who passed as a sign of absolute disgust.

To return to the United Kingdom, Brew and Bull had to walk to the French Channel Coast, as all military traffic was heading east, into Germany. They arrived near Calais several days later, and after reporting to authorities there, were ordered to go and wash. The following day, still wearing the rags they had been clothed in prior to washing – they had nothing else to wear – they boarded a bomber full of former POWs and were flown to England, where they arrived on 22 April.

Upon arrival, each man was sprayed for lice. Brew also had severe Beriberi, which required intensive medical treatment. They showered and were issued with a set of new pyjamas but, still having nothing else to wear, spent all day walking around in them.

At 6.00am the following morning, the two men were awoken to the shout of "Where are Brew and Bull?" They were issued a rail ticket and instructed to report to No. 11 RAAF Personnel Despatch and Receiving Centre (PDRC), which occupied both the Grand and Metropole Hotels in Brighton, Sussex. Brew recalls he and Bull were unpopular on the journey south as they still smelled badly, despite their showers. They were thrilled, however, to be met at Brighton Station by 'high ranking' Air Force officers who took them to 11 PDRC.

Brighton had been set up to receive the large numbers of ex-Prisoners of War, which were now being liberated in Germany by advancing Allied troops, and were flooding back into the UK for rehabilitation and debriefing. During the month of April 1945 alone, 11 PDRC received 272 repatriated RAAF and RNZAF ex-Prisoners of War. These included 21 RAAF and 7 RNZAF Officers, and 123 RAAF and 121 RNZAF other ranks. Much was done to make the men feel at home and to keep them occupied. PDRC offered them a range of sports, including soccer, rugby, hockey, cricket, boxing, squash, badminton, tennis, golf, and swimming, although the ORB of April 1945 notes that tennis and golf were suffering due to a lack of balls. Besides sports, other forms of entertainment were arranged, such as picture and variety theatres in the Brighton area, which let in ex-POWs free of charge, and BBC radio shows in London, for which PDRC arranged thirty free tickets each week. "Educational and interest films" were shown in the hotel in the evenings between 8.30pm and 9.30pm, which were reported to have drawn 150-200 men each time, whilst the music room of the Metropole Hotel was used on Wednesday nights and regular dances also held in the YMCA Ballroom in the Grand Hotel.

Upon arrival, men were issued new uniforms and spent the following weeks being questioned at length about their experiences as Prisoners of War. Brew's records show he found the accommodation at the various POW camps "rotten", recalling he had two blankets, no heating, very small cooking facilities, and often barely enough food to stay alive. Apparently stripped of his kit, he wore clogs for the first nine months before he finally obtained some boots. There were scarce bathing and sanitary facilities but, although there was no work, there was plenty of sports and good reading available. However, as a result of poor sanitation, Brew reported he suffered stomach ailments in Stalag Luft III and VI and Stalag 357, and added that there was always a shortage of drugs, bandages and dental equipment.

Military Intelligence in Brighton also interviewed Brew in regard to war crimes. He attested to having witnessed executions by firing squad in Stalag Luft VI, and in this and other camps experienced imprisonment under improper conditions, collective punishment of a group for the offence of others, and transportation of prisoners in improper conditions, noting that transport from camp to camp was in crowded cattle trucks for extended periods with no room to lie down.

Half a world away, in more ways than one, news of Brew's liberation and survival final reached his parents in Sydney, when the following telegram arrived at 11:00am on 27 April, greeted with tears of joy.

"402220 W/O W. A. BREW SAFE STOP PLEASED TO INFORM YOU THAT YOUR SON WARRANT OFFICER WILLIAM AUBREY BREW HAS BEEN LIBERATED BY THE ALLIED ARMIES AND IS NOW SAFE IN THE UNITED KINGDOM STOP ANTICIPATE YOUR SON WILL COMMUNICATE WITH YOU DIRECT" [NAA Series A705/15, Item 166/6/798]

However, it would still be several months before he and his family would be reunited. It was originally intended that Brew remain in Europe, but a decision was made to return him to Australia on 7 June. He attended a leave course at Oxford University between 16 and 23 June, but on 7 August 1945 boarded the troopship HMAT "Orion" to return home. Brew guessed that he would be sent to the southwest Pacific to fly against the Japanese, but had not even reached the Panama Canal when news was received that the war came to an end. "Orion" duly changed course and headed directly for Australia. 

Brew arrived in Sydney on 9 September to find his parents and other relatives awaiting him on the dock, along with cheering crowds for all the other returned servicemen on board. His nephew John, my father, was there and distinctly remembers being called home from school that day to enable him to be there, too, to meet Uncle Bill when he disembarked. It was another 3½ months before his own father, Bill Brew's brother Albert, would arrive home from sea onboard HMAS "Lachlan".

Brew was immediately sent to No. 2 Personnel Depot (PD) Demobilisation Wing at Sydney Showground, in Moore Park, where he was granted 21 days Prisoner of War Leave. He returned home to Vaucluse that same day. On 2 October, he was posted to No. 2 Medical Rehabilitation Unit (MRU) for six days, then granted another 39 days Prisoner of War Leave before returning to No. 2 MRU again on 18 November for a final eleven days.

Whilst at 2 MRU, Brew was given a thorough medical, which included an x-ray, and was prepared for his demobilisation and return to civilian life. He was also given a rehabilitation interview, vocational guidance, a leave card, pay entitlements, an RAS badge, and an interim discharge certificate; his will was returned and he was assisted with repatriation and social service claims.

On 29 November 1945, Brew was granted 105 days war, recreational and re-establishment leave, but was not required to return. Thus he was officially discharged in Sydney that day with the rank of Warrant Officer. His father was present at his passing out parade and drove him home in the family car.

Brew had officially served in the RAAF from 22 July 1940 to 29 November 1945. He was subsequently awarded the 1939-1945 Star, the Aircrew Europe Medal, the Defence Medal and the 1939-1945 War Medal.

In 1948, Brew married Ingrid Nippard in Sydney and had two daughters. He died on 6 December 2004.


Chronology of Brew's RAAF Service, 1940-1946

Source: Service Record of William Aubrey Brew, Series A9301, Item 402220, National Archives of Australia, Canberra

From

To

Occurrence

26 Jan. 1940

-

Enlistment papers filled in and signed

12 Apr. 1940

-

Initial medical examination

22 Jul. 1940

-

Admission to RAAF at 2 RC, Sydney

22 Jul. 1940

16 Sep. 1940

AC2, 2 ITS, Bradfield Park, Sydney

12 Aug. 1940

16 Aug. 1940

Five days sick leave

16 Sep. 1940

-

Promoted to Leading Aircraftman (LAC)

19 Sep. 1940

13 Nov. 1940

6 EFTS, Tamworth, NSW

14 Nov. 1940

28 Nov. 1940

2 ED, Bradfield Park, Sydney

15. Nov. 1940

22 Nov. 1940

Six days leave

28 Nov. 1940

05 Apr. 1941

Attached to RCAF

29 Nov. 1940

23 Dec. 1940

Aboard troopship, Sydney to Vancouver, Canada

23 Nov. 1940

26 Dec. 1940

Transport by train, Vancouver to Toronto

27 Dec. 1940

17 Mar. 1941

1 SFTS, Borden, Ontario

17 Mar. 1940

-

Awarded Pilot Badge and promoted to Sergeant Pilot

17 Mar. 1941

05 Apr. 1941

1 TED, Debert, Nova Scotia, awaiting transport to UK

05 Apr. 1941

20 Apr. 1941

Aboard troopship from Debert, NS, to Glasgow, Scotland

20 Apr. 1941

26 Apr. 1941

3 PDC, Uxbridge, England

26 Apr. 1941

09 Jun. 1941

57 OTU, Hawarden, Wales

09 Jun. 1941

15 Jun. 1941

Seven days war leave

15 Jun. 1941

27 Jul. 1941

41 Squadron, RAF Catterick, Yorkshire

28 Jul. 1941

27 Aug. 1941

41 Squadron, RAF Merston, Sussex

12 Aug. 1941

18 Aug. 1941

Seven days war leave

27 Aug. 1941

-

Shot down over St. Omer, France, and captured

27 Aug. 1941

01 Sep. 1941

Hospitalised, St. Omer, France (shrapnel in ankle)

02 Sep. 1941

07 Sep. 1941

Dulag Luft, Frankfurt, Germany

08 Sep. 1941

6 May 1942

Stalag III E, Kirchrain, Germany

07 May 1942

18 Jul. 1943

Stalag Luft III, Sagan, Germany

19 Jul. 1943

17 Jul. 1944

Stalag Luft VI, Hydeburg, East Prussia

18 Jul. 1944

15 Apr. 1945

Stalag 357, Örbke, Germany

18 Apr. 1945

-

Liberated by advancing armies of the 11th Armoured Div.

22 Apr. 1945

23 Apr. 1945

Shipped to UK, posted to 11 PDRC, Brighton

23 Apr. 1945

07 Aug. 1945

In England, initial intention to remain in the UK as a pilot

07 Jun. 1945

-

Decision made to return Brew to Australia

16 Jun. 1945

23 Jun. 1945

Leave course at Oxford University

25 Jun. 1945

-

POW debrief in London

07 Aug. 1945

09 Sep. 1945

Aboard troopship from UK to Sydney, Australia

09 Sep. 1945

-

Arrival and disembarkation in Sydney, posted to 2 PD

10 Sep. 1945

01 Oct. 1945

POW Leave, 21 days

02 Oct. 1945

08 Oct. 1945

2 MRU

09 Oct. 1945

17 Nov. 1945

POW Leave, 39 days

18 Nov. 1945

28 Nov. 1945

2 MRU

29 Nov. 1945

-

Demobilsed at No. 2 PD

30 Nov. 1945

14 Mar. 1946

105 days paid leave (7 Rec., 68 War, 30 Re-settlement)

15 Mar. 1946

-

Definitive departure from RAAF

Flying Hours Logged by Brew during his RAAF Service, 1940-1941

Source: Service Record of William Aubrey Brew, Series A9301, Item 402220, National Archives of Australia, Canberra

Aircraft Place

Hours

Date Unit
Tiger Moth Tamworth NSW

60

Sep.-Oct. 1940 No. 6 EFTS
Yale Borden, Ontario, Canada

10

Jan.-Mar. 1941 No. 1 SFTS
Harvard Borden, Ontario, Canada

110

Jan.-Mar. 1941 No. 1 SFTS
Miles Master Hawarden, Flintshire, Wales

20

Apr.-Jun. 1941 No. 57 OTU
Spitfire Mk. I & II Hawarden, Flintshire, Wales

30

Apr.-Jun. 1941 No. 57 OTU
Spitfire Mk. II Catterick, Yorks., & Merston, Ssx.

50

Jul.-Aug. 1941 41 Squadron RAF
Spitfire Mk. V Merston, Sussex

50

Jul.-Aug. 1941 41 Squadron RAF

Notes

Note 1 - According to Brew's record, he completed 60 hours on Tiger Moths at Tamworth

Note 2 - The pilot killed on 26 May 1941 was 44658 Pilot Officer John Tiplady Brown, RAFVR, who was previously a Captain with the Royal Artillery. The 26-year-old was the son of John T. and Gladys M. Brown of Harrogate, Yorkshire, and is buried in Hawarden's St. Deiniol Churchyard. [Source: Commonwealth War Graves Commission]

Note 3 - Wing Co. Douglas R. S. Bader, DFC*, DSO*, collided with an Me109 of JG26 near Le Touquet, France, on 9 August 1941 during Circus 68 whilst flying 616 Squadron Spitfire Vb, W3185, 'DB', and became a POW. One of his artificial legs remained stuck in the aircraft and was destroyed when it crashed to the ground. Bader baled out with his other artificial leg, which was already damaged, but it suffered further when he hit the ground. In addition, the waist harness was broken. Injured in his ordeal, Bader was hospitalised for a short period in St. Omer. He was able to escape with the help of a French nurse, but had barely reached the home of a local farmer when he was found and sent to a POW Camp. After several further escape attempts, Bader's captors confiscated his tin legs at night and finally sent him to Colditz, where he was liberated by the American Third Army in Spring 1945. Bader's POW camps were Oflag XC Lubeck, 30 September - 1 October 1941, Oflag VIB Warburg, 5 October - 11 May 1942, Stalag Luft III Sagan, 13 May - 7 July 1942 (where Bill Brew met him), Stalag VIIIB Lamsdorf, 7 July - 2 August 1942, Working Camp Gleiwitz, 2 August - 4 August 1942, Stalag VIIIB Lamsdorf, 4 August - 18 August 1942, Oflag IVC Colditz, 18 August 1942 - 15 April 1945.

Note 4 - Wing Co. H. de C. A. Woodhouse, DFC, AFC, was shot down and killed in 85 Squadron's Mosquito XIX, MM632, on 12 August 1944. [Source: RAF Fighter Command Losses, Vol. 3, p. 80, Norman Franks]

Note 5 - Brew's final rank was Warrant Officer ("W/O"), but at the time he was shot down, he was a Sergeant Pilot

Note 6 - A document titled "Extract from Missing Memorandum No. 808", dated 22 September 1941, states that Flg. Off. Skalski, who was slightly wounded, was also taken prisoner on the same day as Brew, 27 August 1941. [Series A9301, Item 402220, National Archives of Australia, Canberra]

Note 7 - Note that Brew's claim of a damaged Me109 was never officially registered. The claim in this table is purely based upon Brew's own statement ["I tackled one, and... saw his black cross disintegrate..."], which is on top of all the "official" claims

Note 8 - The badly wounded Canadian pilot, which Brew escorted to Germany, may have been 402 RCAF Squadron's Sgt. Jenkin or 403 RCAF Squadron's Flt. Lt. Cathels


Bibliography


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