Fairey’s successful P.24/32 design was selected as one of the key types to replace the Hart and Hind light bombers in current RAF service, with the prototype making its maiden flight in March 1936. A Rolls Royce Merlin engine provided a maximum speed of 250 mph, which represented a great advance over the ageing biplanes. Somewhat optimistically the new bomber was named the Battle, and its three man crew was housed in a long greenhouse type canopy which gave exceptional all-round vision. The navigator/bomb aimer’s prone situation was a claustrophobic area below the engine when the aircraft was on a bombing run; while the rear gunner made the best of his draughty position and its single Vickers gun. Despite the Battle’s shortcomings, the company was rewarded with an immediate order for 155 aircraft, followed shortly by a further 85; a massive order for those days.
Large-scale Production
Such was the advance in aircraft design over the ensuing three years that by 1939 the Battle was virtually obsolete. Nevertheless, full-scale production continued until 1941, making a total of 2,400 Battles produced. In hindsight the factories’ energies would have been better employed in the manufacture of more efficient types rather than persevere with the lame duck that the Battle proved to be.
Operational
Battles entered service with Nos.52 and 63 in March 1937 and within twelve months they formed the equipment of fifteen Bomber Command squadrons. Those crews who converted from their Harts and Hinds were no doubt impressed with their new acquisition; that it was structurally sound and handled superbly but its slow speed and puny defensive armament marked it down as belonging to an earlier decade. On the outbreak of war ten squadrons of Battles were despatched to France as part of the Advanced Air Striking Force, and from airfields in the Rheims area they carried out armed reconnaissances over the Seigfried Line. Their shortcomings were soon revealed when Me109s shot down four out of five Battles from 150 squadron on one of those missions. It was woefully apparent that the Battle could not survive unescorted, and especially tragic for those highly trained pre-war RAF personnel sent on operations in grossly inadequate equipment. They did gain a temporary reprieve when the unescorted daylight missions were for the moment curtailed.
Climax in France
Its operational career climaxed in May 1940, following the end of the ‘Phoney War’ period. On May 12 the historic attack on the Maastricht bridges took place, involving five Battles from No.12. Just one aircraft survived the heroic mission, and for their gallantry Donald Garland and Tom Gray were awarded posthumous V.C.s, the first to RAF aircrew in World War II. Two days later every available Battle and Blenheim was despatched in an all-out effort against German pontoon bridges at Sedan. Out of a force of 71 aircraft, 40 were lost in what was one of the blackest periods in Bomber Command’s history.
Night Operations
With France on the verge of capitulation, the surviving Battles were returned to England where they reformed under No.1 Group. Although its operational career had proved disastrous in daylight operations, four squadrons made a significant contribution during the unrelenting night raids on French and Dutch channel ports in late 1940. Germany’s invasion fleet was assembling for operation ‘Sea Lion’, the seaborne invasion of Britain; but following the reverses of the Battle of Britain, Germany cancelled the operation and turned its attention towards the eventual invasion of Russia.
Advanced Trainers
With its operational career ended the Battle gave sterling service as an advanced trainer. A substantial number were shipped to Canada and Australia where they too saw out their days in the training role.
As one Battle pilot commented bitterly: ‘It was no fairy and it couldn’t battle, only hopelessly’.
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