See Front Cover
Sold with a complete run of the recipient's original Flying Log Books (5), covering the periods December 1939 to July 1942; July 1942 to December 1943; March 1944 to March 1953; March 1953 to May 1962 and May 1962 to private flights in June 1994; together with a highly impressive photographic archive, bound variously in five large volumes, including many previously unpublished wartime images, among them superb personnel and Squadron scenes from 1940-41 with Bader's famous Tangmere Wing, and later operations with the Kenley-based Canadian Wing, through to the Korean War and after, and culminating in a Presentation Album covering the occasion of his investiture with the French Legion of Honour in Paris in September 1988; and original Warrants for the recipient's C.B., C.B.E., D.S.O. and Belgian Leopold Croix de Guerre and Commission for the rank of Pilot Officer (dated 31.8.1940). A quite magnificent archive of the highest rarity and importance.


C.B. London Gazette 12.6.1965.

C.B.E. London Gazette 1.1.1960.

D.S.O. London Gazette 4.6.1943. Recommendation states 'On 13 May [1943], in the morning, while top cover to a force of bombers, Wing Commander Johnson led the Wing with outstanding success. They were heavily engaged by a superior force of enemy Fw. 190s, but fought their way home without loss, destroying four enemy fighters. In the afternoon, while escorting a large force of Fortresses deep into France, a further three were destroyed, one falling to Wing Commander Johnson, while the bombers were guarded with success. On 14 May, Wing Commander Johnson destroyed another enemy fighter and led the Wing on another successful escort of Fortresses, the Wing destroying a further three. Wing Commander Johnson's personal score now stands at 13 destroyed, 3 probably destroyed and 6 damaged. He has destroyed four while leading the Kenley Wing. He is an outstanding Wing Leader and in my opinion his leadership expressed in his cheerful, forceful personality is largely responsible for the high morale and success of the Kenley Wing. Wing Commander Johnson puts the success of his Wing first on all occasions. His personal victories have been inevitable in view of his outstanding ability as a Fighter Pilot. He has now led the Kenley Wing on 33 occasions'.

First Bar to D.S.O. London Gazette 24.9.1943. Recommendation states 'Since the citation of the award of the D.S.O. to this Officer on 17 May, he has completed 41 offensive sorties, during which he has personally destroyed a further 7.5 enemy aircraft while damaging another. During the same period the Wing under his leadership has destroyed 27, probably destroyed 3 and damaged 30. This is considered to be a magnificent effort for two months' period and is due in large part to the skilful leadership and relentless determination to engage the enemy displayed by this Wing Leader'.

Second Bar to D.S.O. London Gazette 7.7.1944. Recommendation states 'This Wing Leader was cited for the award of a Bar to the Distinguished Service Order on 14.8.1943. He has since then led 127 and 144 Wings in a further 107 hours of operational flying on 64 sorties. These sorties have been Ramrods, Rodeos, Rangers and bombing attacks on French targets. These Wings have in this 100 hours of his leadership destroyed 34 enemy aircraft and damaged 13. Personally he has accounted for 6 aircraft destroyed and one damaged of this total. His score is now 28 destroyed. He did a non-operational tour as Wing Commander Plans at No. 11 Group H.Q., leaving to form 144 Wing at its arrival in this country from Canada with no operational experience. He has, in two and a half months, succeeded in bringing it to absolutely first line standard with a record of 17 destroyed to date. This result could have been achieved only by a leader who commands the complete confidence and respect of his Pilots, combined with untiring patience and energy on his part. These qualities Wing Commander Johnson has invariably displayed with the result that all Pilots working under him have been able to benefit from his vast operational experience to the maximum effect'.

D.F.C. London Gazette 30.9.1941. Recommendation states 'Pilot Officer Johnson has taken part in 46 Sweeps over enemy territory. He has at all times by his cheerful courage been a great asset to the Squadron. He has the following enemy aircraft to his credit: 4.5 Destroyed. 2 Probables. 1.5 Damaged'.

Bar to D.F.C. London Gazette 26.6.1942. Recommendation states 'Flight Lieutenant Johnson was awarded the D.F.C. in September 1941 and since that date he has taken part in 22 Sweeps over enemy territory and also carried out two "Rhubarb" operations. He has destroyed a further 2 Me. 109Fs and on 16 April damaged one Fw. 190. Added to this, Flight Lieutenant Johnson has always shown outstanding qualities of leadership and carried out an enormous number of Convoy Patrols. Although most of these patrols have been without incident, he has led his Flight in a manner that has been an inspiration to the Pilots under his command, and his cheerful countenance at all times has done much to foster a high morale in the Squadron'.

Belgian Order of Leopold and Croix de Guerre 16.1.1947.

American Legion of Merit 10.1951.

American D.F.C. 18.1.1944. Recommendation states 'For extraordinary achievement, while leading his Wing as Fighter Escort for bombers of the Eighth Air Force on more than 70 missions over enemy occupied Europe. The high type of operational efficiency maintained and the protection afforded the escorted bombers are directly attributable to the superb leadership of Wing Commander Johnson. Zealously seeking out the enemy on each of these missions, he has personally destroyed 14 enemy aircraft and damaged many others. The courage, skill and leadership of Wing Commander Johnson reflect highest credit upon himself and the Armed Forces of His Majesty's Government'.

American Air Medal 12.1950. Recommendation states 'Wing Commander James E. Johnson performed meritorious service while participating in aerial flight during the Korean campaign. During his period of temporary duty with the Fifth Air Force in Korea, Wing Commander Johnson piloted unarmed aircraft deep behind enemy lines at night to secure valuable intelligence and night photography for the United Nations Forces. Despite hazardous weather conditions, Wing Commander Johnson successfully completed an especially difficult mission on the night of 27 October 1950, to Kanggye, Korea. The courage, distinguished pilot technique and devotion to duty displayed by this Officer reflects great credit upon himself, the Royal Air Force and the United Nations'.
Air Vice-Marshal James Edgar "Johnnie" Johnson, C.B., C.B.E., D.S.O., D.F.C., A.E., was born in March 1915, the son of a Police Officer, and was educated at Loughborough School and Nottingham University from which he graduated as a fully qualified Civil Engineer in 1938. He began flying lessons at his own expense before applying unsuccessfully to the part-time Auxiliary Air Force (A.A.F.). When the Munich Crisis accelerated R.A.F. expansion, he tried the A.A.F. again, but was similarly turned down. He next tried the R.A.F.V.R. but was informed that they had far more applicants than vacancies. With hostilities looming he became increasingly anxious to join a Territorial organisation as he was in a reserved occupation. Accordingly, he enlisted in the horsed Leicestershire Yeomanry, but when the R.A.F.V.R. began to expand again in January 1939 his earlier application was reactivated, and he underwent flying training as an Airman u/t Pilot on weekends at 21 E. & R.F.T.S., Stapleford, and theoretical study two nights a week in London, before being called to full time service in August 1939.

On call up the Stapleford course was suspended and he was ordered with other V.R. personnel to Jesus College, Cambridge, with the rank of Sergeant, for ab initio training. Emerging from the course with 84 hours' flying time logged, he went on to 5 F.T.S. at Sealand, Cheshire, where he was selected for a Commission and was gazetted Pilot Officer (Probationary) on 10.8.1940, prior to posting to 57 O.T.U. at Harwarden to fly the Spitfire. With just 12 hours on the type, he was posted into No. 19 Squadron at Fowlmere, a Duxford satellite, on 2.9.1940. The Battle of Britain was approaching its height but luckily for Johnson 19 Squadron was too pre-occupied to deal with unblooded Pilots, and after three restless days he was posted to No. 616 (South Yorkshire) Squadron, an Auxiliary unit which was out of the line having been shot to pieces in 11 Group. Two weeks later an old rugby injury caught up with him and he went into hospital to have his collarbone broken and reset to free trapped nerves in his forearm.

He returned to 616 Squadron in December 1940 at R.A.F. Kirton-in-Lindsey, joining Ken Holden's 'A' Flight and frequently flying as Hugh "Cocky" Dundas's Wingman. On 15.1.1941, they were the 'at readiness section' when the dispersal telephone sent them scrambling for their Spitfire Mk. Is on a Dornier 17 interception. Vectored on to the lone bomber's target, a straggling southbound convoy of some 20 ships, they arrived just in time. The Dornier spotted them and turned for home as they dived from up-sun. Dundas, the senior Pilot, made the first attack, knocking bits off the port engine. Johnson followed but opened fire too soon - a lesson he was to remember. Dundas silenced the Rear-Gunner, before Johnson pressed home his second attack, going in close to register several hard hits. The Dornier escaped into cloud, but later emitted a distress signal to its base in Holland, which, overheard by the British listening service, gave entitlement to the claim 'half one Dornier 17 damaged' to each Pilot.

The Bader Wing - Tangmere

In February 1941, 616 Squadron was posted back to 11 Group to relieve 65 Squadron, exchanging their Mk. Is for 65's Mk. IIAs, and joining 145 and 610 Spitfire Squadrons at Tangmere. In March the teetotal, legless Douglas Bader was appointed Wing Leader at Tangmere, the South African Ace "Sailor" Malan going to the equivalent post at Biggin Hill. Bader quickly exercised a Wing Leader's privilege of having his initials 'D-B' painted on his Spitfire in place of the usual codes, and took the call sign 'Dogsbody'. In the forthcoming fighting season over Northern France he elected to lead the Wing at the head of 616 Squadron. A responsibility more daunting than usual was thus placed on the shoulders of those selected to fly alongside him. He chose for his Wingman Allan Smith, and "Cocky" Dundas and "Johnnie" Johnson for the section's second pair, a privilege indeed. As Johnson later put it, to be placed in Bader's section was 'like getting the nod from J.C.'

In the early Spring of 1941 flying was restricted to local sorties and a programme of constant training for Wings were not yet permitted to cross the French coast. Offensive operations commenced in mid-April with a "Circus" on the 17th. A fortnight later Bader taught Johnson a characteristically harsh but valuable lesson. Returning from France, 616 was flying in three sections of four in line astern - a formation they were testing - when Johnson spotted three Bf. 109s above, and yelled over the R./T., "Look out! Huns!" The Spitfire formation disintegrated while a lone Bf. 109 plunged harmlessly through the chaos loosing off cannon shells. Back at base, Bader gave him a public lecture which left an indelible memory as to the vital importance of accurately and calmly reporting to the leader the height, bearing and strength of enemy formations, and taking cohesive action. Nevertheless, in Johnson, Bader recognised a keenness and intuitive grasp of fighter tactics he was eager to foster. There were long hours spent discussing tactics with the hardcore of the Wing in the informal atmosphere of the Baders' home, Bay House, five miles from Tangmere. There were practical lessons in air fighting with participation in one of Bader's unofficial hunts over the French coast, concealed under the term 'local flying'. Johnson recalled, 'Often he would say at the end of a talk: "Come on, come up with me and I'll show you how you can get up the arse of a 109".

The work of 616 in May and June included "Rhubarb" operations, so named because they were flown at low-level 'down amongst the rhubarb' against ground targets of opportunity. Most Pilots loathed the work, preferring instead the 'clean exhilarating team work of the dog-fight', and most believed that the dividends yielded fell far short of the high cost in Pilots and aircraft. In late 1943, when Johnson briefly held an appointment at 11 Group, he was able to argue the case against "Rhubarb" operations with the result that they were discontinued in 1944 except on very special occasions.

When Bader's search for the perfect fighting formation for four aircraft resulted in the adoption of the "Finger-Four" flown by the Luftwaffe, Johnson's chief responsibility was protecting Dundas, his Number One, rather than firing his own guns. Accordingly, a period of frustration ensued with both Bader and Dundas adding regularly to their scores in encounters with Messerschmitts of Adolf Galland's 'Schlageter' Geschwader. Johnson's turn, however, finally came on 26.6.1941, after which his score escalated rapidly. He was flying Dogsbody 4 on a Wing Sweep. On its way inland from the French coast the Wing was bounced by 15 Bf. 109s over Gravelines near Dunkirk. Johnson soon found himself alone and in a dangerous position. He afterwards wrote, 'I looked round, always turning, for the nearest section of Spitfires so that I could join forces. Suddenly a 109 arced up in front of me at two o'clock and the enemy Pilot put his aircraft into a gentle dive. I was very close to him and could see the square wing-tips and the tail struts of a 109E. A large black arrow head together with the number '4' were painted on the dirty grey black camouflage and there were orange markings on the rudder. I swung my Spitfire to get behind him and thought: This is it. Nail him, and get out ... I was dead line astern of the Messerschmitt and hit him behind the cockpit with the eight machine-guns. As the range closed I contrived to spray the 109 with bullets and the Pilot half rolled on to his back and jettisoned his hood ... I hammered him once more. A shapeless bundle fell away from the Messerschmitt and when I circled to watch it I saw the parachute break open. Feeling a deep exultation at this sight I drove the Spitfire round in a steep, tail clearing turn ...'

Chosen as one of the nine or so Squadron Pilots who regularly flew sweeps (the rest generally flew Point Patrols or on Convoy Duties), Johnson started flying as the Number One of a two aircraft section. Successes were quick to follow. On 4 July he damaged a Bf. 109 'Emil', and on the 6th and 14th destroyed two more, the latter victory being the first of twelve claims made with the new cannon-firing Spitfire VB as his mount. On 21 July he claimed a Bf 109 'probable' shared with "Nip" Hepple during a late afternoon Squadron Convoy Patrol which produced much fighting and saw the death of his Wingman Sergeant Mabbett - a loss which effected him deeply. On the evening of the 23rd he damaged a Bf. 109, and on 9 August was present in the operation in which Bader was lost.

The Wing was acting as high cover for a bombing raid on Béthune when orbiting the target numerous 109s attacked from beneath breaking up the formation. In the initial clash Johnson managed to shoot pieces off a 109 before "Break!" was yelled into his headphones and cannon-shell came whistling past his starboard wing. Bader headed on alone for the target and, having picked off a 109 travelling in the same direction, was turned upon and brought down, forcing him to take to his parachute. His subordinate Pilots, meanwhile, were heading for the ground and making their way back in ones and twos at low level across the Channel. The fight was not entirely over, however: 'As Johnson hurtled through the cloud making his escape, he had heard Squadron Leader Burton order the Wing home. Recovering at low altitude, he made for base. A Bf. 109 appeared below him. He warily checked the sky for others, then dropped beneath the careless German, stalking him, and closed to killing range. His cannon shells ripped the 109's belly open. It went straight down'. As the Spitfires headed out across the coast, Dundas, Bader's Wingman Jeff West and Johnson heard the Tangmere controller repeatedly calling for Bader to answer. Dundas and Sergeant West were too low to respond, and so it was Johnson who answered: "We've had a stiff fight, sir. I last saw the Wing Commander on the tail of a 109."

Later that afternoon, when it became clear that Bader had been downed, Dundas, Heppell, West and Johnson, then the great man's closest associates on the Squadron, volunteered to search for him. They quartered the French coast in vain. Five days later the news came that Bader was alive and a Prisoner of War. The Tangmere Wing, however, still had to fight through the rest of the 'season', and with the arrival of a new Wing Leader, 616 as the senior Squadron took on the taxing role of top cover. Johnson, nevertheless, increased his score with a Bf. 109E 'probable' on 21 August, a half Bf. 109E 'probable' on 4 September, and two Bf. 109Fs destroyed on 21 September. On 30.9.1941 he was awarded his first D.F.C. and was made 'B' Flight Commander.

In October 1941, 616 Squadron was rotated north to its 'home station' at Kirton in its parent 12 Group to rest, whence the Winter passed uneventfully flying North Sea Convoy Patrols. By early 1942, the character of 616 had changed entirely, and it was no longer Yorkshire nor Auxiliary. A dozen Pilots were lost between mid-June and mid-August 1941, and Johnson alone remained of the 1940 Pilots. His Flight at this time consisted of newly trained 19 and 20 year-olds from the Dominions - three Canadians, four New Zealanders, one Australian, one Rhodesian and, besides himself, just one Englishman.

The appearance of a formidable new fighter, the Focke-Wulf 190 - Der Würger (The Butcher Bird), over France promised a period of tough fighting ahead. Occasionally 12 Group would provide a Duty Wing of Spitfires which could be sent South at short notice, and during one of these forays to cover the withdrawal of a 'Hurribomber' force from Desvres on 15.4.1942, Johnson showed himself at the top of his form by opening his account for the year with an Fw. 190 damaged 10 miles from Le Touquet, though flying in an outclassed Spitfire V.

"Operation Jubilee" - The Dieppe Raid

In July 1942, Johnson, having just received a Bar to his D.F.C., was appointed to the command of 610 (County of Chester) Squadron at Coltishall, with the rank of Acting Squadron Leader (unpaid). The Squadron was part of 12 Group but Johnson was determined to get the Squadron into 11 Group for the forthcoming 'shooting season'. Accordingly he chose a solid New Zealander Flight Sergeant S.C. Creagh for his Wingman, and set the highest standards, but had to be content with Shipping Reconnaissance and Convoy Patrols, 'Stooge' Patrols, and the occasional Squadron "Rhubarb" into Holland. However, the occasion of the ill-fated Combined Services raid on Dieppe - "Operation Jubilee" - provided the type of opportunities that Johnson keenly sought. His Squadron was eager and victories were anticipated, but heavy losses were expected too. On 16 August, 610 Squadron moved South with 18 Spitfire VBs to West Malling as part of the temporary reinforcement to 11 Group. Early on the morning of the 19th the Squadron took off to provide top cover at 10,000 feet over Dieppe for Nos 411 (R.C.A.F.) and 485 (R.N.Z.A.F.) Squadrons, whose job was prevent enemy aircraft attacking the ground forces.

'About ten miles off the French Coast, Squadron Leader Johnson began to climb 610 to its allocated position. The previous Wing was retreating, badly mauled, and they flew into a massive air battle. About three miles off the coast ... Johnson saw a gaggle of thirty, forty, perhaps fifty Fw. 190s, and Bf 109s jockeying for position about 2,000 to 3,000 feet above 610 Squadron. The Spitfires were vulnerable, but they had to engage, as they were protecting the Squadrons below them. Johnson forced the Squadron to climb faster. Urging their Merlins, Johnson and his eleven men watched the Germans. The Germans were flying singly, in pairs and in fours. Suddenly, the German attack broke. In classic fashion Johnson immediately turned his Squadron to meet the onrush. The British and German forces closed fast on each other. Johnson, his Squadron closed up tight on him, climbed hard after an Fw. 190 which was at 11,000 feet. He got on its tail. At 200 yards, he opened fire and closed to 150 yards. The Fw. 190 turned to port away from the fire, Johnson skidded after it, cutting the turn and closed in again from the beam, hitting it repeatedly with shells and bullets. Smoke belched from the stricken enemy. Its wheels dropped as it lost hydraulic systems pressure and it dived towards the sea - other Pilots saw it crash'.

Despite three or four attacks from overhead Johnson's Squadron retained a cohesion that was a credit to the control and discipline of 610, but under pressure of persistent onslaughts from all quarters his Pilots, with an eye to their critical fuel positions, found themselves fighting singly or in small groups: 'Johnson's long experience enabled him to retain control over his section. With his Number 2 [Creagh], Number 3 [Pilot Officer L.A. Smith] and Number 4, he chased a Bf. 109F. They got on the tail, and Johnson opened fire at 250 yards, closing to 200 yards, before Creagh and Smith took over, knocking pieces off it. It began to smoke and Johnson moved in for the coup de grace. It half rolled and dived vertically into the sea. But the Squadron Leader's success had been noted by the Germans'. A 190 picked off Creagh's Spitfire forcing him to bale out into the sea. Johnson saw heavy enemy reinforcements approaching from the South-East and warned the Wing Leader. With Pilot Officer Smith he turned to outflank a Fw. 190 which they engaged successfully and later claimed as a shared damaged. Johnson found himself separated from Smith and spotted an Fw. 190 with Italian markings, one of several encountered that day. The encounter that followed was in Johnson's estimation his stiffest fight of the War:

'We sparred for about a minute and I tried my usual tactic of trying to turn inside the enemy, but after a couple of turns I was making no headway, and, in fact, he was gaining on me! Although I held the Spitfire in the tightest of vertical turns the enemy Pilot was still closing and it was only a question of time before he had me in his sights. Stick over and well forward, I plunged into a near vertical dive to try and escape him. At ground level I pulled into another steep turn with the 190 still with me, and as I gauged my height above the ground and watched the roof tops I caught a glimpse of the Dieppe promenade, of stationary tanks, the white casino, and a deserted, littered beach. Then I made my bid to throw him off a short distance off shore, where I could see a Navy Destroyer surrounded by a cluster of smaller ships. We had been briefed not to fly near them because the Royal Navy always opened fire on friend and foe alike. Flat out and at sea level I raced towards the Destroyer. The usual barrage of flak and tracer came straight at me and at the last moment I pulled over the Destroyer, slammed down the nose and headed out to sea. I broke hard to the left and searched for the 190, but, happily, he was no longer with me'.

After Dieppe 610 Squadron returned to 12 Group to resume routine duties. August 1942 was a 'very successful' month for the Squadron, and Johnson continued to hope for a posting to 11 Group. But within days, and much to his indignation, the Squadron was sent to R.A.F. Castletown in the North of Scotland.

Canadian Spitfire Wing - Kenley

After a comparatively restful Winter, 610 Squadron rejoined the Tangmere Wing in early 1943. On 13.2.1943, Johnson scored a Focke Wulf 190 'probable', but shortly afterwards the Squadron lost five Pilots in a week to 190s. Johnson was due to be rested but his experience made him indispensable, and in mid-March 1943 he was promoted Wing Commander and posted to command the Kenley Wing (Nos 403 and 416 Squadrons, R.C.A.F.), re-equipping with Spitfire IXs. He took up the Wing Leader's privilege of substituting his initials, 'JE-J', for the codes on his Spitfire, regardless of the Intelligence Officer's warning that it would attract the enemy. He further took the call sign 'Greycap' and, despite the I.O.'s further advice to change it periodically for safety, used it for the rest of the War.

Johnson's personal score on taking over the Wing was eight, a figure which was to grow by 14 and 5 shared victories in the gruelling Spring and Summer months to follow. The Canadians' appreciation of his tactical experience was soon evident. He introduced them to the 'Finger-Four' and Bader's doctrines with excellent results. Johnson remembered, 'During the Spring and Summer of that year I led the aggressive Canadian Fighter Pilots on 140 missions over North-West Europe, my Pilots shot down more than 100 enemy aircraft, and my personal score rose to 25. The highlights of those days were escorting the Flying Fortresses of the Eighth Air Force'. Against targets in France, Johnson's Wing was able to effectively escort B-17s, but when the daylight bomber offensive was extended to Germany he could only cover the first and last legs owing to the Spitfire's limited range. It was also quickly discovered that the Americans did not want close escort, for when German fighters were followed in amongst the bombers, the B-17 Gunners opened up on all comers. Johnson, who had first hand experience of the problem, visited the U.S. Bomber Squadrons and learned that what they wanted instead was a protective screen around the B-17 'boxes'. Johnson firmly believed that the Spitfire was the best close-in defensive fighter, but was one of those who deeply regretted its limited range. When his blood-hungry command was able to make safe the last leg of a Fortress mission they made sure their presence was felt. Johnson, meanwhile, was awarded the D.S.O. in June 1943 and a First Bar to this in September. And, at his Pilots' request, he proudly put up 'CANADA' shoulder-flashes.

On 25.7.1943, Johnson claimed his twentieth victory, the Wing's ninety-ninth. Then in August 1943, the Kenley Wing became 127 Wing, 83 Group, Second Tactical Air Force. 2nd T.A.F. was to be the air element of the Allied Forces invading Europe, and in preparation the Wing operated from a rough field in Kent during August 1943. On 4 and 5 September Johnson added a Fw.190 destroyed and a Bf. 109 damaged to his tally but bureaucracy finally caught up with him later the same month and he was at last ordered off operations, albeit briefly to a staff job at Uxbridge where he worked with the U.S.A.A.F. co-ordinating escorts. He nevertheless continued to fly with Spitfire IX and XII combat units in order to keep in contact with the changing tactical scene.

144 and 127 Canadian Wings - North West Europe

In March 1944, Johnson was appointed Wing Commander Flying of No. 144 Wing, comprising Nos 441, 442, and 443 Squadrons, R.C.A.F. With his victory tally at 25 he now became the subject of increasing Press interest as his score closed on that of "Sailor" Malan, who was no longer flying operationally. His new Wing's primary tasks were to maintain air superiority during the Normandy Landings, and, after that had been secured, to convert to a ground attack role. Despite being equipped for fighter-bomber work Johnson continued to increase his air combat score. On 5.5.1944, he stalked and destroyed a lone Fw. 190, and claimed another later in the month, its Pilot baling out in terror before Johnson fired a shot. In late May the Wing moved to R.A.F. Ford, Sussex, in the invasion build-up area. Invasion stripes were painted on the Wing's Mk. IXs on 4 June, and next day 144 Wing was detailed to form part of the force protecting the invasion force's eastern flank from air attack. At dawn on D-Day Johnson led his Wing in the first of several sorties over the invasion beaches. On the afternoon of the 8th he was detailed to make a sweep and take his Wing into the first Allied landing ground in France, Croix-sur-Mer near Caen. The first Spitfire landed on the field prepared by R.A.F. Commandos at 1330 and by 1400 hours all the Wing's Spitfires had been serviced and refuelled for a further sweep before returning to Ford.

On 16 June 1944, Johnson shot down an Fw. 190. A Bf. 109 fell to his guns on the 22nd. Two more on the 28th and one on the 30th brought his score level with "Sailor" Malan's. On 5 July he destroyed two more 109s. The Press feted him and a Second Bar to his D.S.O. was gazetted. On 20 July he had become Wing Leader of 127 (Fighter) Wing, R.C.A.F., the Squadrons of which operated separately in order to meet the challenges of a changing tactical situation. During the heavy fighting in the Falaise Gap the Luftwaffe reinforcements put up a massive fighter umbrella to cover the retreat of the ground forces. Operating from a temporary base 25 miles from Falaise, there was much hard fighting. On 23 August he destroyed two Fw. 190s but his aircraft was also hit for the first time. Landing with cannon shell through a wing root, he immediately took off in another Spitfire - 'and collected flak shrapnel in the tail'. His final victory occurred on 27 September, a Bf. 109 downed at Rees on Rhine.

In October, operating from a base in Holland, he encountered a jet-propelled Messerschmitt 262 in combat but was only able to send after it a few rounds as 'an angry gesture at our impotence'. In March 1945 he was promoted Group Captain and given the command of 125 Wing equipped with new Spitfire Mk. XIVs - 'A nice, fast flying machine' was Johnson's comment after his first flight, 'but it's not a Spitfire anymore'. In late April 1945 he led 125 Wing over Berlin for the first time, meeting an untidy Soviet formation above the city. Both groups viewed the other suspiciously.

Korea and After

After organising a victory air show in Denmark at the War's end, the R.A.F's top-scoring Fighter Pilot continued to serve in Germany, commanding 124 Wing into 1946. In 1947 he reverted to the rank of Wing Commander and attended the R.C.A.F. Staff College, Toronto, before going on exchange to the U.S. Tactical Air Command at Langley Field, Virginia. Serving under Lieutenant-General Pete Quesada, he flew a number of U.S. aircraft including the North American F-86A Sabre. When the Korea War broke out he was posted to U.S. Far East Air Forces for a three month tour of active service. Operating from Japan, he flew Douglas B-26 Invaders up to the Yalu River, photographing North Korean held territory and concentrations by day and night. On his return to the R.A.F., with the U.S. Air Medal and Legion of Merit, he oversaw the formation of the R.A.F's first Sabre Fighter Wing in Germany. In 1954 was appointed Deputy Director of Air Operations at the Air Ministry, and in 1957 he became O.C. R.A.F. Cottesmore, the base of the first V-Bomber Wing. In June of the latter year he fittingly flew one of the R.A.F's last operational Spitfires to Biggin Hill to found the Battle of Britain Memorial Flight.

Promoted Air Commodore in 1960, Johnson became S.A.S.O. at Mildenhall, and in January 1963 was advanced to Air Vice-Marshal and posted to Aden as A.O.C. Air Forces Middle East. In 1956 he found success as an author publishing Wing Leader, his classic biographical account of fighter and wing tactics, with a foreword by Bader - 'Dear Johnnie, I did not know you could read and write ...' He subsequently produced Full Circle, a tactical history of fighter warfare from 1914 to Korea. Following retirement from the Service in 1966 he became a director of British, Canadian and South African companies, and founded the Johnnie Johnson Housing Trust which provided homes for the thousands of the elderly and disabled, activities that kept him busy right up until his recent death.

Sources: Wing Leader, "Johnnie" Johnson, 1956; Bader: The Man and His Men, Michael G. Burns, 1990; Thanks for the Memory, Unforgettable Characters In Air Warfare 1939-45, "Laddie" Lucas, 1989.