Very quiet.

Night: Raids on London and Birmingham.

Weather: Overcast and hazy in the Channel, clearing to a starlit night.

Enemy Action by Day

Following several days of unsettled weather across the British Isles, conditions on 24 October 1940 improved sufficiently to permit renewed Luftwaffe reconnaissance activity over East Anglia, the Home Counties, and the southern coastline. Visibility across much of the country was good, though patches of haze persisted along the Thames Estuary and the Dorset coast. While the Luftwaffe did not mount major daylight bombing operations, single aircraft—primarily from long-range reconnaissance units operating under Luftflotte 2—made repeated incursions throughout the morning and afternoon. Fighter Command remained on constant readiness, and although the day saw limited enemy penetration, several successful interceptions were carried out against these lone raiders. RAF losses came not from enemy action but from tragic flying accidents during defensive scrambles.

Morning Reconnaissance and the St Neots Interception

The first significant action of the day occurred shortly before 11:00 hours, when a Dornier Do 215 from a Luftflotte 2 long-range reconnaissance element crossed the Suffolk coast west of Southwold. Flying inland at medium altitude, the Dornier penetrated deep into the Midlands, reaching a point approximately twenty miles from Coventry before turning back eastwards. Radar tracking from the Chain Home stations at Bawdsey and Dunkirk brought about an immediate response from No. 1 Squadron (Northolt) and No. 17 Squadron (Debden).

“Red Section” of No. 1 Squadron—Flight Lieutenant M. H. Brown, Pilot Officer A. V. Clowes (DFM), and Pilot Officer A. Kershaw—sighted the enemy 3,000 feet above a layer of broken cloud. Executing a coordinated attack from astern and below, the Hurricanes forced the Dornier to dive through the cloud cover. The German crew attempted no significant evasive manoeuvre beyond a shallow dive; all three RAF pilots noted that the enemy made poor use of cloud concealment. The aircraft crashed near St Neots, with no survivors. This was the most decisive daylight victory of the day and prevented the Dornier from delivering valuable photographic intelligence of industrial centres in the Midlands.

Midday Activity Over Middlesex and the Hayes Bombing

By early afternoon, Luftwaffe reconnaissance flights increased modestly. Tracks were plotted moving across Kent, the Medway towns, and over the London approaches. Shortly after 14:30 hours, a small formation of Dornier Do 17s—likely from a reconnaissance detachment operating under Luftflotte 2—was tracked moving across Middlesex. No. 229 Squadron, flying Hurricanes from RAF Northolt, was scrambled and made contact west of Hayes.

As the Dorniers crossed the town, they dropped a short stick of bombs on the industrial area surrounding the Fairey Aviation Company works. The main stores building was struck directly, igniting a fire that quickly spread throughout the structure and caused serious material loss. Five casualties were reported on site, and aircraft production was expected to be temporarily disrupted. The raiders withdrew into cloud before further interception could be made.

Reconnaissance Over the West and the Exeter Collision

Luftwaffe reconnaissance also extended toward the West Country during the afternoon. Isolated aircraft were plotted over Weston-super-Mare, Taunton, and the approaches to Guildford, while another flew a wide arc from Portsmouth toward Northolt, Reading, and Leighton Buzzard before returning to the coast. A report also placed a lone raider over Cardigan Bay, likely conducting long-range maritime reconnaissance.

One of these plots prompted a scramble of Hurricanes from No. 87 Squadron (Exeter). While climbing through cloud on an interception vector, two Hurricanes collided. Pilot Officer D. T. Jay, flying Hurricane P3404, baled out but was believed to have struck the tailplane of his aircraft; his parachute failed to deploy, and he was killed. His fellow pilot, Pilot Officer Johnny Cock, managed to regain partial control of his damaged Hurricane and made a successful emergency landing at Exeter. The enemy reconnaissance aircraft escaped.

Scattered Activity Along the South Coast

Throughout the late morning and early afternoon, isolated Luftwaffe aircraft conducted monitoring flights along the coastline between Portland Bill and Beachy Head, but these sorties did not develop into bombing attacks. One Do 17 operating between Dover and Ostend was intercepted earlier in the day and destroyed by RAF fighters. A Messerschmitt Bf 109 engaged in a low-level reconnaissance north of Ashford was damaged during an attack by British fighters, though it succeeded in recrossing the Channel.

Enemy Action by Night

Luftwaffe activity increased significantly after nightfall. From approximately 19:00 hours, enemy bombers began approaching Britain on broadly parallel courses: some from the Dutch Islands, others from the Somme region, and further tracks from Cherbourg. The majority of these aircraft flew toward London, while around six approached St Alban’s Head and the Solent. London and Birmingham emerged as the principal targets of the night, though many London-bound aircraft turned away after reaching the outer suburbs. A separate raid was plotted over the Liverpool area.

The attack on Birmingham commenced at 19:53 hours, when high-explosive and incendiary bombs were dropped across the city. Ninety fires were reported, several of them serious. New Street Station sustained extensive damage: fires broke out on five platforms, a passenger train was destroyed, three signal boxes were demolished, and loaded parcel vans were burned out. The station roof was also badly damaged. Further bomb damage was reported at Snow Hill Station, Dunlop Rubber Works, Lawrence Bros., Frankenburg’s, a cinema, and Woolworth’s in New Street. Five casualties were reported dead and twenty-eight injured.

Meanwhile, London endured scattered bombing directed primarily at communications and public utilities. Much of the damage occurred some distance from the intended targets, suggesting that navigational difficulties, cloud cover, or strong anti-aircraft fire caused many bombers to release early.

After 21:00 hours, the intensity of raids on London diminished. By 23:30 hours, most enemy activity had been reduced to isolated aircraft. The Birmingham attack ceased around 22:00 hours. An unconfirmed report indicated that an enemy aircraft may have been shot down near Oxford at approximately 21:10 hours.

At around 23:30 hours, radar detected movements consistent with the pattern observed the previous night: aircraft approaching from the Yorkshire coast toward Liverpool Bay, though in smaller numbers. These aircraft returned eastward, suggesting either minelaying operations or diversionary tracks. Enemy aircraft were also plotted flying from a south-easterly direction toward the Clyde.

Minelaying was considered probable in the Thames Estuary, the Wash, and the waters between the Wash and the Firth of Forth.

By 01:00 hours, the southern half of Britain was largely free of enemy aircraft. In the north, isolated returns continued to be plotted over Liverpool and the Midlands, principally from homeward-bound bombers. At approximately 01:30 hours, a lone enemy aircraft approached London via the Estuary, penetrating as far as the area southwest of Northolt before turning back.

Minelaying continued extensively throughout the latter part of the night across the Thames Estuary, off the Essex coast, and along the coastline between Scarborough and the Tyne. By dawn, enemy activity had diminished almost entirely.

Italian Air Force Participation

The night of 24/25 October 1940 marked the first operational sortie by the Corpo Aereo Italiano (CAI) from its bases in Belgium. Operating under II. Fliegerkorps, twelve Fiat BR.20M bombers of 13° Stormo and six from 43° Stormo were dispatched to attack Felixstowe and Harwich in cooperation with Luftflotte 2.

The first aircraft, flown by Capitano Bassi of 43° Gruppo, took off at 20:35 hours from the airfield codenamed “Dedalo” (Melsbroek). At 20:50 hours, MM21928 (5-8) of 5a Squadriglia, flown by Capitano Carlo Pagani, crashed shortly after take-off near the church at Houtem, killing the entire crew. Ten aircraft from 13° Stormo reached the target area and dropped their bombs from altitudes between 5,000 and 5,500 metres, but results were poor.

On the return flight, MM21895 (Capitano F. Bassi) of 3a Squadriglia and MM22624 (Tenente M. Pesso) became lost. Bassi’s crew baled out near Cambrai, while Pesso’s aircraft crashed at Lustin after the crew parachuted between Namur and Charleroi. A third bomber, flown by Capitano U. Machieraldo, made a forced landing at Lille-Épinoy, sustaining serious damage. Only eight aircraft returned safely to Melsbroek by 00:35 hours. Losses amounted to approximately 22 percent of the attacking force.

Despite Italian propaganda claims, the raid was ineffective and costly, reflecting the CAI’s difficulties adapting to northern European weather and Luftwaffe operational procedures.

RAF and Home Incidents

Two RAF pilots were killed in flying accidents unrelated to enemy action. Sergeant D. R. Stoodley of No. 43 Squadron (Usworth) died when Hurricane V7303 stalled at 250 feet during a cross-wind landing attempt after six unsuccessful approaches at dusk. Pilot Officer J. Bury-Burzymski of No. 303 (Polish) Squadron (Leconfield) was killed when his Hurricane V6807 crashed during dogfight practice at 17:20 hours.

Strategic and Command Context

The comparative lull in daytime fighting allowed Air Chief Marshal Sir Hugh Dowding to address the worsening relationship between Air Vice-Marshal Keith Park (11 Group) and Air Vice-Marshal Trafford Leigh-Mallory (12 Group). Dowding urged Park to make allowances for the difficulties faced by 12 Group when providing reinforcements, but by this stage, tensions between the two commands were effectively irreconcilable. Subsequent developments would demonstrate that the rift had already passed the point of repair.

Meanwhile, No. 71 (Eagle) Squadron, composed of American volunteer pilots, received its first three Brewster Buffalo aircraft as part of its gradual build-up to operational readiness.

German Losses:
Airmen: 21 | Aircraft: 12

British Losses:
Airmen: 3 | Aircraft: 3

Hurricane V7303, No. 43 Squadron
Sgt. D.R. Stoodley killed. Dusk-flying accident at base. Made six attempts to land cross-wind and finally stalled at 250ft.
http://www.bbm.org.uk/airmen/Stoodley.htm

Hurricane P3404, No. 87 Squadron
P/O D.T. Jay killed. Collided with P/O Cock during routine patrol. Pilot baled out but believed to have hit the tailplane as he did not pull ripcord.
http://www.bbm.org.uk/airmen/Jay.htm

Hurricane V6807, No. 303 Squadron
P/P J. Bury-Burzymski killed. Crashed during dog-fight practice.

Photo Descriptions

1. Military personnel and police officers examine the wreckage of a Dornier Do 215B reconnaissance aircraft (Werk Nr. 0060, L2+KS) of 3./Aufkl.Gr. Ob.d.L., scattered across the yard of the Bell Inn at Eaton Socon, near St Neots, Cambridgeshire, after it was shot down by Hurricanes of No. 1 Squadron on 24 October 1940.
2. Military personnel examine the fuselage of the Dornier at Eaton Socon.
3. The port tail fin of the Dornier at Eaton Socon, still bearing its swastika and marked with bullet strikes.
4. Flying Officer Zdzisław Henneberg, Flight Lieutenant John A. Kent “Kentowski” and Flying Officer Marian Pisarek, all from No. 303 Polish Fighter Squadron, standing by Hurricane Mk.I (RF-F, V6684) at RAF Leconfield, 24 October 1940. Note the Squadron’s badge over their heads. © IWM (CH 1532)
5. Pilots of No. 303 Polish Fighter Squadron walking towards the camera from a Hawker Hurricane (probably Hurricane Mk.I, RF-F, V6684) after returning from a fighter sortie at RAF Leconfield, 24 October 1940. Left to right, in the front row are – Pilot Officer Mirosław “Ox” Ferić; Flight Lieutenant John A. Kent “Kentowski” (the CO of ‘A’ Flight); Flying Officer Bogdan Grzeszczak; Pilot Officer Jerzy Radomski; Pilot Officer Witold “Tolo” Łokuciewski; Pilot Officer Bogusław Mierzwa (obscured by Łokuciewski); Flying Officer Zdzisław Henneberg; Sergeant Jan Rogowski; Sergeant Eugeniusz Szaposznikow. In the centre, to the rear of this group, wearing helmet and goggles is Pilot Officer Jan “Donald Duck” Zumbach.
6. Pilots of No. 303 Polish Fighter Squadron during a conversation after returning from a fighter sortie at RAF Leconfield, 24 October 1940. © IWM (CH 1534)
7. Pilot Officers Jan “Donald Duck” Zumbach (left) and Mirosław “Ox” Ferić, two of its aces, playing with the Squadron’s mascot – a puppy dog. RAF Leconfield, 24 October 1940. © IWM (CH 1537)
8. Pilots of No. 303 Polish Fighter Squadron standing by the tail elevator of one of their Hawker Hurricane Mark Is at RAF Leconfield, 24 October 1940. Left to right: Pilot Officer Mirosław “Ox” Ferić, Flying Officer Bogdan Grzeszczak, Pilot Officer Jan “Donald Duck” Zumbach, Flying Officer Zdzisław Henneberg and Flight Lieutenant John A. Kent “Kentowski”, a Canadian who commanded the ‘A’ Flight of the Squadron at that time.
9. A bomb is fitted to the wings of a British raider prior to the start of an assault on Berlin, on 24 October 1940.