Jan Zurakowski, 234, 609 Squadrons (Avro Arrow test pilot)

  Next morning I returned to my squadron. I was flying again, but learned from my friends in London that I had been officially killed. I had to send a report to the effect that I was very sorry, but that since the date of the crash, I had carried out six operational sorties in August, so I was obviously alive. Shortly afterward, I received two letters addressed to me, marked "Killed in Action" on the envelope. I kept those letters as souvenirs.

During the Battle of Britain, I often used spins to save my life. I can think of at least four times when this simple but dramatic manoeuvre of pretending to be shot down came in handy. I used it when I was attacked by German fighters and had no chance to fight successfully> I usually started with a snap roll, which culminated in a vertical stabilized spin. I would quickly close and open the throttle, producing black smoke from the engine exhaust.

To German pilots, a spin was an indication that the Spitfire was out of control. Black smoke confirmed that the aircraft had been shot down. Why follow and confirm the crash if it meant losing height over enemy territory? Better to claim one Spitfire shot down!

Evidence after the war indicates that German fighters claimed the destruction of three times more RAF aircraft than actual RAF losses in combat. So I was spinning happily, recovering at 5,000 feet or so, and if there was enough gas and ammunition, I would climb again in search of better fighting opportunities.

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One might wonder why anyone would use this manoeuvre. There were situations, especially in the Battle of Britain, where we were so outnumbered that the Spitfire had no chance. The manoeuvrability of the Spitfire was so superior to the Me 109 that in a dogfight I considered two or even three Me 109s equal opponents.

A section of four Me 109s normally had a smart leader and would generally decline a dogfight. Instead, they would spread widely in all directions, and I would immediately be in good position to open fire on any enemy. However, another Me 109 would also be in a good position to open fire on me, and then I would have to break the engagement.

Above 5,000 feet I could not outdive or out-climb the Me 109, so if my Spitfire's superior manoeuvrability could not be used, pretending to be shot down was a good strategy, saving both the Spitfire and me for the next fight. At low altitudes, with emergency engine boost, the Spitfire allowed for three minutes of extra power; and was definitely better all-round in performance than the Me 109.

I gained a lot of experience on Spitfires. I made over 1,000 flights in 15 different marks, from the Mark I to the Mark 24, while I was in the RAF and the Polish Air Force in England. In 1940, RAF fighters saved Britain from Hitler's invasion. Without air superiority, the Germans could not succeed, even with the colossal strength of their armies.

Editors note:. Mr. Zurakowski, despite being hired as the chief test pilot on the Arrow, in fact never did have a pilot's license, let alone experimental Jet test endorsement.

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