Sgt Pilot Harold Orchard RAF - Part 5

Sgt Pilot Harold Orchard RAF — Part 5
Harold's Log Book shows that after arriving in Scotland at the end of August, he did not fly again until 13th October. This is reflected in 65 Squadrons Operations Record which says that they were posted to Turnhouse 'to train new pilots and give a rest to those pilots who were so heavily engaged in the South.' Nothing else is recorded for September other than routine entries. Whilst in Scotland, 65 Squadron became part of No.13 Group, Fighter Command, sharing Turnhouse with No.141 Squadron who were operating with Boulton Paul Defiant aircraft.
A considerable amount of training was undertaken during October and November, and various flying skills were practised, including Circuits and Landings, Anti-Aircraft Co-operation, Formation Flying (Harold's Log Book shows that on several occasions he took the part of formation Leader), Sighting Practices, Sector Reconnaissances, Instrument Flying, Cloud and Night Flying Tests, Co-operation with units flying other types of aircraft, Various Air and Weather Tests, and Air Firing Practices at Acklington.
As well as training and resting, the squadron did undertake some operational patrolling, although the Record shows that in October only 9 patrols were made, and there were no interceptions and no reports of enemy aircraft. November followed a similar pattern.
Harold's stay in Scotland saw him experiencing two more RAF airfields in addition to Turnhouse itself. Regular flights were made between Turnhouse and Drem, 20 minutes down the Forth Estuary, the first visit being on 25th October. In addition, one landing is recorded at Leuchars, on 16th October, although this was only recorded as a footnote, and there is no evidence to support it.
A tragedy occurred on the latter date, when Flt. Sgt. Pearson, who had only been with the squadron for two days, was killed in a flying accident over his father's house at Gateside, near Auchtermuchty. One wonders at the circumstances surrounding the occurrence, and whether any particular warning was issued as a result.
The routine of training flights and patrols continued until 29th November, when the Squadron returned to the south of England, again stopping at Church Fenton en route. It did not, however, return to its home base at Hornchurch, but took up residence at Tangmere, in Sussex. Like Hornchurch, Tangmere was a sector station, capable of housing two fighter squadrons. It was a fairly large airfield, and besides the usual grass landing areas, it also had two concrete runways, one 1600 yards long and the other 1650 yards. Landmarks for approaching aircraft included Chichester Cathedral and Harbour, Goodwood racecourse and the Southern Railway line. The airfield's accommodation facilities were returning to normal after being virtually destroyed by the Luftwaffe's actions earlier in the year.
Although the Battle of Britain as such had ended several weeks earlier, Tangmere was still a front-line station, and squadrons operating from it were largely employed on patrolling the south coast and providing convoy escorts. Harold had a change in this routine on 12th December when he made a round trip lasting two and a half hours to Church Fenton, Bicester and back to Tangmere.
On the same day, the squadron lost one of its longest serving pilots when P/O Franklin was killed. He had joined the squadron as a Sgt. Pilot in the spring of 1937, and had been awarded the D.F.M. and bar for his successes during the Battle of Britain, when he accounted for 14 enemy aircraft. In July 1940 he had been promoted to Pilot Officer.
By January 1941, 65 Squadron was re-equipping with Spitfire MkII's, Harold making his first flight in one, P7732, on 16th. The MkII Spitfire was visually the same as its predecessor, the main difference being the fitting of a Rolls-Royce Merlin XII engine. Because it was fitted with more armour plating, the aircraft was heavier than the MkI, and so the increase in engine power only improved the maximum speed by a matter of some 2 miles per hour.
Harold quickly became used to the new machine, as on his next flight, on 19th January, in P7733, he and P/O Finucane shared a 'kill' over the Channel, south of Portland. As with all fighter squadrons, 65 had to send copies of 'Intelligence Combat Reports' to Fighter Command Headquarters at regular intervals, and one of these describes the action:
"Intelligence Patrol Report - No. 65 Squadron from 13.52 to 14.49 hours 19th January 1941
"Combat took place over sea about 30 miles off French coast, S.W. of Portland at about 1400 hours 19.1.41.
"Two Spitfires, Green Section, No. 65 Squadron, took off from Tangmere at 13.52 hours, with orders to patrol St. Catherine's Point at 15,000 ft. Whilst at this height at about 8 miles S.W. of Portland, an Enemy Aircraft was seen flying West at about the same Height and about 3 miles away. The E/A , which proved to be a Ju 88, on sighting Green Section, immediately went into a vertical dive to sea level and made for the French coast at a very high speed. Green section gave chase, and after about 10-15 mins. were able to close to about 300 yds. Green 1 (F/O Finucane) made an attack from this range and from astern. The E/A flew into the sun, thus rendering the Spitfire's sights useless. Green 2 (Sgt Orchard) followed up with a similar attack and both pilots carried out further astern attacks. The E/A took evasive tactics by skidding low over the water, thus making it impossible for attacks other than astern.
"Accurate return fire from the Enemy Aircraft's rear gun was experienced and both Spitfires were hit, but not seriously. When last seen, both engines of the E/A were aflame and the E/A was losing speed rapidly, about 5 miles from the French Coast.
"Two Spitfires returned to Tangmere, landing at 14.49 hours."
The Squadron had by now adopted the tactic of fighting in mutual pairs, rather than the out-dated V formations, hence the references to Green 1 and 2.
For the rest of January, the squadron could do no operational flying, due to bad weather, although the Operations record shows that some practice flying took place on 22nd, followed by some dusk landings, but Harold was not involved. February saw normal operations resume, with both flying practices and patrolling.

In January 1941 the RAF changed its tactics against the Luftwaffe and began what were known as 'circus' operations. These consisted of sending a force of bombers, escorted by a large number of fighters, to attack targets in Northern France, with the aim of drawing German fighters into combat in circumstances favourable to the RAF - much the same tactics that the Luftwaffe had employed in the early phases of the Battle of Britain. The first such operation took place on 10th January 1941, when an airfield near Calais was attacked.
Unfortunately, the RAF experienced many of the problems which the Germans had in the previous summer. The 'circus' operations involved complex planning and intricate co-ordination with the bomber units acting as 'bait' to draw up the German fighters, which proved to be of a relatively high standard, led by veteran pilots who had fought over Spain, France and Britain, and some of the earliest 'circus' operations suffered unnecessarily high casualties, and had little to show for their efforts.
One of the earliest such operations was directed against St. Omer and involved 65 Squadron. The events are best recalled by reading the squadron's Intelligence Combat Report for 5th February 1941:
"11 Spitfires took off from Tangmere and 1 Spitfire took off from Tangmere at 1208 hours and 1219 hours respectively to accompany No. 610 and No. 302 (Polish) Squadron with No. 302 Squadron leading to rendezvous over Rye with Blenheim bombers and No. 601 Squadron. They were to proceed to St. Omer aerodrome, crossing the coast between Boulogne and La Touquat to attack the aerodrome and buildings at St. Omer. Close escort to be provided by No. 601 Squadron and further cover provided by other squadrons of fighters. No. 65 Squadron made the rendezvous but 'A' flight lost sight of the 'circus' as did Blue 3 and Green 3 also and these joined up with 'A' flight. The weather although apparently clear over Rye, was hazy in patches, and it was in one of these patches that 'A' flight lost sight of the rest of the formation. They therefore proceeded to the French coast but failing to find the 'circus' came back and patrolled Dover and Folkestone, returning to base at 1350 hours. Blue 1 and Blue 2 proceeded above the formation and were later joined by Green 1 and Green 2 when nearing the French coast. About 10 miles inland Green 1 and Green 2 saw a number of ME 109s which came from behind. Three of these attacked Green 2 (P/O Hill) and Green 1 (F/O Finucane) immediately attacked the leading aircraft with a short burst. The E/A then dived towards the ground and Green 1 followed, getting in a further burst. The E/A then crashed into a wood. Green 1 then observed a Spitfire which he assumed to be Green 2 flying very slowly about 100 feet from the ground and being attacked by 2 ME 109s. Green 1 approached and drove off the E/A without being able to fire for fear of hitting Green 2. He last saw Green 2 flying very slowly near the ground. Green 1 having by this time lost sight of the formation returned to base and landed at Tangmere at 1315 hours
"In the meantime the formation had proceeded inland and appeared to Blue 1 to be moving in a large circle for some time. Owing to the ground being covered with snow it was difficult to say where this was. At about 1305 hours an ME 109 suddenly pulled up in front of Blue 1 who turned and another ME 109 went past having come down in a dive to attack him. Blue 1 saw another ME 109 closing to attack Blue 2 (Sgt Orchard). Blue 1 (S/Ldr Saunders) called on the R/T and warned Blue 2 and then made to attack the ME 109 who immediately turned away. Blue 1 attempted to climb up to several ME 109s but these evaded him. Blue 1 then saw what he thought was Blue 2 in a dive going towards the coast and instructed him on the R/T to return to base. Blue 1 then lost sight of Blue 2 and finding himself short of petrol returned to England Landing at Manston to refuel at 1330 hours and at base at 1340 hours. The remaining 9 Spitfires had landed at Tangmere by 1350 hours."
Harold Orchard's body was recovered, and he was buried in the village cemetery at Neufchatel, a few miles south of Boulogne, in a grave now marked by a War Graves Commission headstone, appropriately carved from Portland stone.

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