Polish 303 and 315 Squadron Spitfire Fighter Ace’s 1941 Virtuti Militari 5th Class, quadruple Cross of Valour, and 1943 Distinguished Flying Cross group awarded to Wing Commander Wojciech Kolaczkowski

Polish 303 and 315 Squadron Spitfire Fighter Ace’s 1941 Virtuti Militari 5th Class, quadruple Cross of Valour, and 1943 Distinguished Flying Cross group awarded to Wing Commander Wojciech Kolaczkowski, D.F.C., Royal Air Force and Free Polish Air Force, formerly Polish Air Force, and sometime French Air Force. Kolaczkowski came from a wealthy noble family being born in Moszenki, near Lublin, Poland. One of the most colourful members of Polish society before the war, he excelled in sports of many kinds, including skiing, horse riding, shooting etc, although he was considered something of an ‘enfant terrible’. He represented his country at clay pigeon shooting, and also become a rally driver, and in 1928 was the youngest driver to complete the Monte Carlo Rally. He joined the Polish Air Force in 1929. With the German and Russian invasion of Poland, Kolaczkowski who was by then a Reservist and the Citroen representative in Poland, drove a brand new car to the airforce academy at Deblin, and offered his services, being instructed to head east and identify suitable landing grounds for the training units to withdraw to. He crossed into Rumania on 18th September, from there reaching France where he undertook conversion training into the French Air Force, then being posted to Maison Blanche in Algeria. From there he made his way to the United Kingdom, arrived on 27th July 1940. He was posted operational to 303 Polish Squadron in December of that year having narrowly missed out on the Battle of Britain. As an experienced pre-war officer he steadily worked his way up, becoming a Flight Commander in April 1941, and the 303 Squadron commander in November 1941. Up to this point, he had successfully short down two enemy fighters, and destroyed another on the ground during cross-Channel sorties, though on at least one occasion his own aircraft was damaged in aerial combat. After shooting down another enemy fighter aircraft in March 1942 he was posted off the squadron to Fighter Command Headquarters, and then in September of that year he was appointed commander of No.2 Polish Wing at Kirton-in-Lindsey before moving to Northolt to take over command of No.1 Polish Wing in late January 1943, and remained there until June, when he was posted to No.11 Group. Whilst in command of No.1 Polish Wing, he still flew operationally, and in engagements with F.W.190’s claimed two damaged and one probable. Awarded the Virtuti Militari 5th Class in September 1941, he further added the British Distinguished Flying Cross in June 1943. In November of that year he was taken off active operations, spending time as the Wing Commander Operations to the 2nd Tactical Air Force, and in November 1944 he became Deputy Air Attache to the Polish Embassy in London, which position he held through to the end of the war. It was in this role that he was awarded the Norwegian Order of Saint Olav. Having opted to not return to Poland owing to his aristocratic lineage, Kolaczkowski went to live in the United States after the war, and in addition to becoming the US representative for the British car firms of Austin, BMC, Leyland and Jaguar, he continued his sports driving career.

Group of 14: Poland: War Order of Virtuti Militari, 5th Class Silver Cross, reverse officially impressed with award number: 9240; Poland: Order of Polonia Restituta, 4th Class Officer’s Cross with rosette on ribbon, silver and enamels; Poland: Cross of Valour, wartime manufactured piece, with three additional award clasps; Poland: Air Force Medal for War Service 1939-1945; Poland: Order of Merit of the Republic of Poland, 1st type 1974-1991 issue; 5th Class insignia but with ribbon for the 4th Class with rosette affixed; Poland: War Cross of the Armed Forces in the West 1939-1945; Distinguished Flying Cross, GVI 1st type cypher, reverse dated 1943; 1939-1945 Star; Air Crew Europe Star; Defence Medal; War Medal; Kingdom of Norway: Order of Saint Olav, Knight 5th Class, gold and enamels; France - Republic of: Combatant’s Cross; France - Republic of: War Volunteer’s Cross, 1939-1945 issue.

Wojciech Kolaczkowski was born on 16th April 1908 in Moszenki, near Lublin, Poland, being born into a wealthy noble family, he became one of the most colourful members of Polish society before the war. He excelled in sports of many kinds, including skiing, horse riding, shooting etc, although he was considered something of an ‘enfant terrible’. In 1920, during the Polish-Russian War, his family moved to Pliszczyn, also near Lublin, and here his father died in 1924. He then took over his family estate as landlord.

Having learned to fly during 1928, he entered the Polish Air Force College at Deblin in 1929, becoming a Reserve Sergeant (Officer Cadet). Before he could complete sufficient courses to obtain his commission, he was obliged to return to Pliszczyn to take care of the family business. Meantime he had also become a rally driver, and in 1928 was the youngest driver to complete the Monte Carlo Rally. In 1931 he returned to Deblin, receiving his commission in 1933 with the 7th Entry into the Polish Air Force.

Kolaczkowski was posted to No.114 Eskadra (Squadron) with the 1st Air Regiment in Warsaw. During 1934 he underwent a course at the Gunnery and Bombing School at Gradziadz, being retained as an instructor there during 1935. He then returned briefly to the 1st Air Regiment, but was then posted to the college at Deblin, commanding a platoon of the 13th Entry. During the 1930’s he also became a company rally driver for Lancia, winning the Polish Rally in 1935 and 1936. He also represented Poland in clay-pigeon shooting, and in 1938 was placed 15th in the World Championships, the most successful Polish entrant despite several other Poles being professional marksmen employed by gun manufacturers. Shortly before the war he again received leave of absence to return to the family business, and was also invited by Citroen to become their representative in Poland, which he accepted.

With the German and Soviet invasion of Poland, on 1st September 1939 he drove to Deblin in a brand new Citroen to see what he could do, and was instructed to head east and identify suitable landing grounds for the training units to withdraw to. He crossed into Rumania on 18th September, from there reaching France where he undertook conversion training, then being posted to Maison Blanche in Algeria. From there he made his way to the United Kingdom, arrived on 27th July 1940.

Kolaczkowski was posted operational to join No.303 Polish Squadron on 9th December 1940, becoming temporary command of ‘B’ Flight during April 1941. He flew the Spitfire Mark II when he shot down his first enemy aircraft, a Bf 109E fighter off Cap Gris Nez on 17th June 1941, though shortly after having attack two more aircraft unsuccessfully, he was attacked in turn on two occasions, with the first attack coming from behind, and the second from head-on. During one of these attacks his aircraft appears to have been hit, and it subsequently developed engine trouble, necessitating him having to make for the English coast, with he intention of landing at Hawkinge. However had set a court too far north he headed for Manston, but owing to his engine rapidly failing, he was forced to land in a field south of Manston.

His Combat Report for this engagement reads as follows:

‘At 18,500 ft. I noticed an Me109E on the port side and below making for the French coast and I made a tight turn to starboard. On sighting the enemy aircraft again I got into position and gave a short burst from a beam and astern at 150 yards, allowing for deflection, and fired my cannons and machine guns. I saw my bullets hitting the aircraft near the cockpit. The Me109 turned on its back and fell away almost vertically, black smoke appearing about five seconds after the attack. I could not observe further results as I had to take evasive action on seeing another enemy aircraft approach. I then rejoined the Squadron and later gave further shorts bursts at two more Me109E, but saw no results. I reformed and was then suddenly attacked from astern, and apparently close range, and saw bullets passing my cockpit on either side. The enemy aircraft passed below me, and I made a tight turn and attempted to counterattack without success. Pilot Officer Bondar had been with me up to this time, but when I rejoined the Squadron I could not see him. Another Me109 made an attack by diving head-on, and I took quick evasive action. I do not think my machine was hit by this enemy aircraft, but more probably by the one which made the first attack. I was still near Gris-Nez when my engine began to shake and white smoke developed, and the temperature of the glycol rose. I therefore made for the English coast, other aircraft of my Squadron covering me, intending to land at Hawkinge. My course was slightly too far north, and unable to make Manston, I force landed up-wind in s field south of Manston. Previously noting the direction of the wind by some smoke near Dover.’

Kolaczkowski followed this success up by destroying another Bf109 on the ground on 28th June 1941.

The Combat Report by Kolaczkowski reads: ‘After a prolonged dog-fight with 5 Me109’s west of Comines I had come down low and near Desvres was joined by Sergeant Belc. Flying across the aerodrome I fired a short burst at an Me109 which was mounted on a trestle. The aircraft collapsed amid a cloud of smoke.’ This success on the ground came after he had been involved in a prolonged dog-fight, the Combat Report for which reads as follows: ’12 Spitfire IIB’s 303 (Polish) Squadron and 1 Spitfire IIB (W/C Kent) left Martlesham at 0735 and made rendezvous over the aerodrome at 0800 hours with 23 bombers and escort Squadrons. No.3, 306 and 308 - 303 Squadron providing top cover in the escort wing at 13/15,000 feet. Slight anti-aircraft fire was experienced near Dukerque on he way out. Pilots report good bombing, some bursts and fires seen on and near the target. Shortly after leaving the target area the rearmost section of four was attacked by 5 Me.109’s from above which thereafter made similar attacks thus forcing our four aircraft to join in a dog-fight. Pilot Officer Bondar who failed to return, appears to have been hit early on in the engagement and a Spitfire, probably his, was seen diving to the ground. The fighting continued down to a low altitude and half-way between the target and the French coast Pilot Officer Drecki was dived on by one of the Me109F whereupon Sergeant Belc turned sharply and from 100 yards, fired hi cannons and machine-guns, the enemy aircraft dived straight to the ground. This combat took place at about 3,000 feet. Sergeant Belc then evaded two further Mr109’s and flew west as a low altitude. Meantime Flying Officer Kolaczkowski had been engaged by two Me109’s at one of which he fired - making no claim. This pilot and Sergeant Belc ultimately joined up near Desvres and flying across the aerodrome Flying Officer Kolaczkowski fired his cannon and machine-guns at an Me109 mounted on a trestle. His fire caused the enemy aircraft to collapse amid a large cloud of smoke. Pilot Officer Drecki baled out about 15 miles off Worthing and after being seen in his dinghy has been picked up. He lost sight of the bombers and escort after he and the other three rearmost Spitfires had begun to engage the first Me109’s. He continued to fly at the same height and was then attacked by 3 Me109E from above and astern and three others stayed above and later these made a second attack. One of the enemy aircraft was white or silver all over and another appeared much faster than the rest. The all white enemy aircraft made an attack but turning in front of Drecki he came in our pilot’s sights and a short burst of fire from the Spitfire sent him straight to the ground where he was seen to crash. The combat had taken place west of the target and only 50 feet above ground. The remaining enemy aircraft continued their attacks in all eight individual attacks. Later when in a valley, Pilot Officer Drecki took sharp evasive action and suddenly found himself flying head-on towards an Me109. Both aircraft firing, Drecki turned sharply and saw the enemy aircraft crash into the ground. 3 Me109’s kept up the chase for some distance out to sea but when they dropped behind Drecki began to climb and at 15,000 feet informed base that his petrol was very low. Operations ordered him to jump after obtaining a fix. He then went about 15 miles south of Worthing. He made a successful jump, inflated his dinghy, was spotted by two Spitfires and then by a Lysander which dropped a smoke bomb which directed the launch. He was picked up after about 35 minutes in the water.’ In all three Me109E and one Me109F were destroyed for the loss of two Spitfires.

Kolaczkowski then shot another enemy aircraft down between Lille and the mid-Channel on 2nd July 1941.

His personal combat report for this action reads as follows: ‘As soon as we had reached Lille Me109’s began to engage our Squadron and the other escort squadrons, and the dog-fights continued until we had reached mid-Channel. During the many engagements which took place between 15,000 and 10,000 feet I saw two Me109’s diving towards the bombers and after the first enemy aircraft had had a wing shot away by a Blenheim the second pulled up and I followed him. I was able to fire 3 short bursts from my cannons and machine-guns from astern at 150-200 yards and the Me109 rolled down emitting black smoke. The pilot was seen to bale out but the aircraft went down out of sight. I fired 2 rounds from each of 2 cannons and 100 rounds from each of 4 machine-guns.’

His Polish awarded of the War Order of Virtuti Militari, the 5th Class Silver Cross, with the award number ‘9240’ being officially confirmed as his, was recommended on 22nd September 1941, and confirmed on 22nd October 1941.

The Polish language citation is lengthy, but after a translation we find it specifically notes the following: The Virtuti Militari No.9240 was awarded for his participation in aerial missions specifically on 5th March 1941; 13th March 1941; 16th April 1941; 20th April 1941; 21st May 1941; 14th June 1941; 16th June 1941; and 17th June 1941 - during which flights Kolaczkowski, as the commander of a Flight of four aircraft he attacked enemy planes during which he and his flight shot down Me.109F’s. He is shown as confirmed with one kill in that period. Further on 23rd June 1941; 25th June 1941; 26th June 1941; 27th June 1941. In these battles Kolaczkowski especially stood out for his courage and bravery. On the 28th June 1941, as the commander of the Flight, he provided top cover for 23 Blenheim’s on a bombing mission. Kolaczkowski’s flight constituted the cover for the bombing mission when it was attacked by enemy aircraft. The fight began. Kolaczkowski’s decisive actions prevented the enemy aircraft from reaching the bombers, and he personally destroyed one Me109E (which was one the ground and presumably in the process of taking off). Having flown with distinction during another mission on 1st July 1941, it was on the following day, 2nd July, whilst again flying above the target area of a bombing mission, Kolaczkowski saw an Me 109 attacking the bombers. He entered into a fight with it and shot the Me 109E down. This attack by him was largely responsible for the entire bombing mission returning to base after completing the mission. In all, between 3rd January and 12th July 1941, he flew a total of 19 Circus operations; and four sweeps amongst other things, and destroyed three aircraft.

Kolaczkowski was promoted to command ‘A’ Flight on 3rd July, and on 20th November 1941 he took command of 303 Squadron. During the month of April 1942 when operating out of Northolt, Kolaczkowski is known to have flown 14 missions, of which 10 were “Circus” sorties and four were sweeps. This being confirmed in a official piece of paperwork that accompanies the medal group.

Whilst in command of the squadron, and flying in a Spitfire Vb, he shot down a Bf109F some 8 miles northwest of Hazebrouck on 13th March 1942. In May 1942 he was posted off the squadron to Fighter Command Headquarters, and then in September of that year he was appointed commander of No.2 Polish Wing at Kirton-in-Lindsey. He then moved to Northolt to take over command of No.1 Polish Wing on 27th January 1943, and remained there until June, when he was posted to No.11 Group. Despite being in command of No.1 Polish Wing, he still flew operationally, and when flying in a Spitfire IX, he damaged an FW190 some 10 miles north northwest of Dieppe on 3rd April 1943, and then damaged another some 25 miles northwest of St Valery-en-Caux on 16th April, before claiming a probable destroyed FW190 over the Meulte area on 13th May.

Kolaczkowski’s Combat Report for the 3rd April 1943 reads as follows: ‘The operation had been planned for two Spitfire VB Squadrons from Tangmere to make French landfall at St. Valery-en-Caux at 15.30 and one Northolt Spitfire IX Squadron to approach France west of Le Havre at 15.30 then sweeping round towards Fecamp as Tangmere was leaving near Etretat, and the second Northolt Spitfire IX Squadron to follow behind the first eight minutes later, with the intention to bounce any enemy aircraft stirred up by the other squadrons. Accordingly, 9 Spitfire IX 315 Polish Squadron took off from Northolt, 15.15, and after flying at low level to Shoreham (15,30) climbed from there to a point 5 miles west of Le Havre reaching there 15,55 at 27,000 feet. After skirting round Le Have this squadron flew in a northerly direction towards Fecamp. Meanwhile, 10 Spitfires IX, 316 Polish Squadron and 1 Spitfire IX, W/C Kolaczkowski, left Northolt 15.25 and began to climb at 15.35 and after crossing over Shoreham flew west of Le Havre at 27,000 feet (16.03), over mid-Channel. Operations warned 315 Squadron of enemy aircraft (no number given) at 20,000 feet, over the Fecamp/St. Valery-en-Caux area. The second squadron, hearing this warning, therefore increased speed and arrived near the French coast 3 minutes early. Whilst this second squadron was turning left, south of Le Havre, they were informed by Operations that a German Rescue Boat and covering aircraft were 10 miles north of St. Valery-en-Caux. The Wing Leader according ordered 316 Squadron (1st Squadron) to join up with 315 Squadron and after this order had been complied with, with Wing flew along this Coast as far as St. Valery, reducing height to 17,000 feet. As the German boat and aircraft could not be seen, the Wing returned to Etretat, climbing, and then again approached St. Valery in a gentle dive from 24,000 feet. As visual contact could still not be made with the enemy, the wing repeated the performance, but this time patrolled from Etretat towards Dieppe and spotted the German boat about 10 miles north northwest of the port, W/C Kolaczkowski, who claimed one F.W.190 damaged, reports as follows: - “After we had been searching for the German boat and its fighter cover (the position had been given as 10 miles north of St. Valery-en-Caux), by patrolling twice form Etretat to St. Valery, I led the Wing towards Dieppe and we soon spotted the boat about 10 miles north of the port. I had the impression that she was at first stationary, but, probably after spotting us, her skipper must have given “full speed ahead” as, after she had begun to move her wake indicated increasing speed and she headed for Dieppe. I left 316 Squadron as top cover at 20,000 feet and took 315 Squadron in a dive from 18,000 feet down to the boat, and we now saw that two sections of 4 FW.190’s each were orbiting in opposite directions above her at 4,000 feet. I manoeuvred into a favourable position to attack out of sun and went into attack the 4 aircraft on the starboard orbit. Three of these aircraft were flying in line astern and the fourth was to starboard between No.1 and No.2. I directed my fire at No.2 in the line and the starboard enemy aircraft, but could not close nearer nearer than 400 yards, from which distance I gave several bursts. I saw many strikes and flashes on the post wing of the starboard enemy aircraft which immediately turned sharp right and dived away. I then saw two other enemy aircraft flying towards Dieppe. As we were getting short of fuel and the other two aircraft of the second section of 4 had gone up sun, I ordered our aircraft to return home. I claim 1 F.W.190 damaged.” Wing Commander Kolaczkowski and 5 aircraft of 315 Squadron returned direct to base after crossing the English Coast at 3,000 feet over Brighton, 16.56, landing at 1715.’

Kolaczkowski’s Combat Report for the 16th April 1943 reads as follows: ‘The Wing turned again towards Shoreham and I was flying behind it at 12/13,000 feet. The Wing being at 15/16,000 feet. There was 4-5/10ths cloud at 10/11,000 feet. After about 3 minutes flying I saw an aircraft weaving slightly and flying level at 12,000 feet, following the last section of 315 (4 aircraft in line astern at 15,000 feet). I was about 5,000 yards behind this section and I took the single aircraft to be a Spitfire but the recognised it as a F.W.190. I warned 315 Squadron over the R/T and dived to attack the enemy aircraft. The pilot must have seen me as when at about 500 yards range, he turned left. I attacked with a long burst at 500 to 300 yards range and saw cannon strikes on the tail unit of the enemy aircraft which then turned sharply left and dived into cloud. I then joined the section of 315. I claim this F.W.190 as damaged.’

For his final aerial combat on 13th May, he Combat Report reads as follows: ‘When the whole formation, turned left and left the target, I was flying to starboard of the first box of bombers about 500 yards in front at 28,000 feet. At that moment I noted two Bf.109’s flying parallel to my aircraft about 5,000 feet below, 800 yards to starboard, and a little behind. The enemy aircraft passed me, and I turned sharply right and into a dive. One enemy aircraft made a sharp turn to port and flew beneath me. The second enemy aircraft (the leader) turned slightly to starboard. I followed him and from about 450-400 yards immediately astern I gave him a long burst. I saw my bullets hit the tail unit, the fuselage and wing roots of the enemy aircraft. As a result of this burst the nose of the enemy aircraft dipped steeply and the enemy aircraft dived vertically out of control. I observed him drop 5,000 feet in the same manner. Later I lost him as further enemy aircraft were making attacks. Flying Officer (?) (303 Squadron) saw this enemy aircraft go down vertically for a distance of 8-10,000 feet and states that it looked out of control. Then he lost sight of it, becoming otherwise engaged. The enemy aircraft dropped in such an uncontrolled manner to lead us to conclude that the pilot was killed. I am claiming this enemy aircraft as probably destroyed with the request that, should evidence be sufficiently conclusive, this should be stepped up to destroyed.’ This would remain a probable, and is his last recorded aerial combat.

In total he had 3 confirmed destroyed in the air, 1 probable destroyed in the air, 2 damaged in the air, and 1 destroyed on the ground. He was regarded as an Ace and his entry is featured in the book ‘Aces High’.

Kolaczkowski was awarded the British Distinguished Flying Cross as an Acting Wing Commander, the award being approved on 7th June 1943. In addition his award of the Polish Cross of Valour was issued to him in London on 19th October 1943.

In November 1943 was posted to Headquarters of the 2nd Tactical Air Force as Wing Commander Operations, but in April 1944 he was posted out to become a lecturer at the Polish Air Force Academy. On 1st November 1944 he became Deputy Air Attache to the Polish Embassy in London, which position he held through to the end of the war. It was in this role that he was awarded the Norwegian Order of Saint Olav.

After the war when Poland became Communist, Kolaczkowski decided not to return to Poland owing to his aristocratic parentage. This proved wise, for his younger brother Jan, a member of the Polish underground army during the war, had been arrested by the Soviets in 1944 and later perished in the Gulags. Kolaczkowski travelled to the United States of America in 1948, intending to settle in Canada, but he met and married a girl in New York, where he therefore lived instead. There he became US representative for the British car firms of Austin, BMC, Leyland and Jaguar, whilst continuing his sports driving career. He retired to Florida, and after the collapse of the Soviet Bloc, he then frequently returned to Poland. He died aged 93 in Sarasota on 18th July 2001. His body was then flown home to Poland to be buried in Warsaw’s Powazki Cemetery.