Fighter Boys: Saving Britain 1940. Patrick Bishop

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СКАЧАТЬ the opportunity to prove that, undisciplined though we might be, we were a match for Hitler’s dogma-fed youth’.³¹

      These were more complex sentiments than were felt by most of the pilots. Stephen Beaumont, notably decent and intelligent, was probably nearer the feelings of the majority when he reflected on the motives that had pushed himself and his upper middle class Yorkshire comrades to join the auxiliaries. ‘Old-fashioned patriotism? Desire to give back to the community something for their – at least in some cases – admittedly favoured social background? Dismay, turning to acute dislike even hatred of the bullying they came to see in Germany? A desire to fly? Probably all these things.’³²

      The overseas pilots were moved by a simple sense of duty that must have seemed slightly anachronistic even in 1939. Asked later what he had been fighting for, Al Deere replied: ‘In my generation, as schoolboys, we always thought of [Britain] as the home country, always referred to it as the Mother Country. That was the old colonial tie…There was no question that if this country was threatened, New Zealanders wouldn’t go to war for Britain.’³³ It was the same for Adolph ‘Sailor’ Malan, a South African ex-merchant navy officer who settled in Britain in 1935 and applied for a short-service commission. Malan’s voyages with the Union Castle line had taken him to Hamburg, where he ‘spent a lot of time talking to German harbour officials, sailors and civilians. Their attitude made me realize that war was inevitable.’³⁴

      The pilots were joined by men who had no strong bonds natural with Britain, such as Billy Fiske, an upper-class American sportsman, captain of the US Olympic bobsled team, who volunteered two weeks after the outbreak of war. Several recruits came from Ireland. The fact that Eire was officially neutral and just emerging from a bitter independence struggle with Britain had made no difference to ‘Paddy’ Finucane, whose father had taken part in the 1916 Easter Rising, nor to John Ignatius ‘Killy’ Kilmartin, black-haired and sleekly handsome, who was to fight almost from the first day of the war to the last.

      Acceptance, resignation, a certain thrilled apprehension seem to have been the predominant attitudes and emotions as the last days of peace slipped away. Not everyone answered the call of duty. In 609 Squadron one pilot decided to defect. He was, Stephen Beaumont recalled, ‘not a particularly attractive man…We felt no loss at his going.’ The squadron structure and the overwhelming importance of esprit meant that only the dedicated were welcome.

      At Hornchurch, aircraft were now dispersed away from their hangars and along the far side of the airfield and tents put up to house the ground crews. A readiness system was introduced so that one shift of pilots was always dressed and ready to fly at short notice. It was to last until 1943 when the Luftwaffe no longer posed any serious threat to the country in daylight. Al Deere and the other pilots spent summer days stripped to the waist, filling sandbags to build the walls of U-shaped blast-protection pens that shielded their Spitfires. At Tangmere 1 Squadron and 43 Squadron skimmed their Hurricanes over the Channel waves, firing at splash targets with volleys from their Brownings that kicked up jagged white plumes and churned the water. The effect seemed devastating to old-timers brought up on the spindly fire-power of a single Lewis gun. ‘The noise is not so much a rat-a-tat as a continuous jarring explosion,’ wrote an RFC veteran.³⁵ By night they climbed into the Sussex skies, suspended between the stars and the street lighting that provided bearings and allowed them to keep station in the pre-blackout era. On landing, the ground crews would pounce to rearm and refuel in minutes, practising the rapid turnarounds that would prove crucially important in the fighting to come.

      It was not all work. Squadron Leader Lord Willoughby de Broke arrived with the other members of 605 Auxiliary Squadron at Tangmere and entertained at Tangmere Cottage, opposite the base. The pilots, Peter Townsend remembered, ‘spent wild evenings, drinking, singing, dancing to romantic tunes’, with ‘These Foolish Things’, the hit of the day, revolving eternally on the gramophone.

      All around, though, the peacetime landscape was changing. The whitish aprons and parade grounds of Biggin Hill were covered in chippings in a vain attempt to disguise the station from the air. On several nights, the lights of London were extinguished in a trial to test the efficiency of the blackout. A pilot reported that the ground ‘looked like space inverted, just space with a few pinpricks of light like stars’. Barrage balloons wallowed in the air over town and suburb. The skies themselves were filled with ominous noises. In August, 200 bombers, fighters and reconnaissance aircraft appeared over London, Liverpool, Bristol, Birmingham, Manchester and Oxford, where they attracted the attention of RAF fighters and searchlight units. The aircraft were French, and the exercise intended as a test of Britain’s air defences, but few could have looked up without a frisson of apprehension.

      Death moved a little closer. The Oxford University Air Squadron and RAFVR summer camp at Lympne in July was overshadowed by a midair collision in which Pilot Officer David Lewis, an experienced pilot who was flying solo in a Hawker Hind, crashed into a Gipsy Moth carrying a pupil and instructor from the Kent Flying School. All three were killed. It was, the OUAS log recorded ‘the first fatal accident in the squadron since it formed’.

      Accidental deaths were commonplace, however, elsewhere in the air force, as pilots stalled, spun in, or flew into ‘clouds with a hard centre’ – hills obscured by fog. On one murky night at Biggin Hill, Flying Officer Olding was sent up to report on the state of a practice blackout in the Greater London area. Soon after take-off his engine seemed to cut out, then the pilots in the mess heard an explosion. A fire tender was ordered out, but fearing it would never be able to locate the wreckage in the foul weather, Flying Officer Woolaston took off, intending to drop a magnesium flare near the crash site. A few minutes later a second explosion was heard. His Hurricane was found a hundred yards from Olding’s, having flown into the top of Tatsfield Hill.

      The effect of such events could be profound, but not necessarily lasting. Brian Kingcome was ordered to go and formally identify the body of a squadron pilot who crashed near Andover. He flew down and was met by a policeman who was concerned at the effect the sight of a mangled body might have on a healthy young man. ‘The body had been quite badly battered, he warned me, and I braced myself for the worst. Gently he drew back the sheet…I looked at the broken body and felt curiously unmoved…On my way back to Hornchurch I briefly wondered whether there was not a lesson here: whether I ought to be more careful, stick more closely to the rule books…’ The mood, though, ‘was short-lived’.³⁶

      The number of fatal accidents inevitably increased as the 300 m.p.h. plus monoplanes, far harder to control than the biplanes, and in need of more room to recover if a mistake was made, were fed into the squadrons. At Tangmere, one pilot slid too slowly out of a turn and crashed in front of his comrades. Another time they watched as a pilot clipped the top of a tree coming in to land and burned to death before their eyes. Afterwards, Peter Townsend recorded ‘we had our own methods of restoring our morale. In the early hours of that morning, in the mess, we mourned our lost comrade in our own peculiar way, which smacked somewhat of the ritual of primitive tribesmen. Fred Rosier took his violin and to the tune of the can-can from Orpheus in the Underworld, we danced hilariously round the mess.’³⁷

      Other atavistic instincts were stirring; the impulses to marry, or at least to have sex. The pre-war RAF discouraged officers from matrimony under the age of thirty. This was partly out of parsimony, partly out of considerations of efficiency and the desire to foster a mess-centred squadron spirit. What the service needed were single men free of family responsibilities, ready to move, at virtually no notice, where and when they were needed. Pilots had to seek the permission of their commanding officers before taking a wife. Failure to secure СКАЧАТЬ