As the 80th anniversary of VE day looms this coming Thursday, I cannot help but reflect on my father’s experience of the occasion. He was a pilot in Coastal Command, stationed at the time in Accra in West Africa. He told me of a general sense of euphoria on the RAF station when the news of the surrender of Nazi Germany came through. People at the airfield said, “Give us a show, James!” Whether or not he performed a few victory loops I don’t know. He fully expected to be posted somewhere in the Far East to continue the war with Japan. But in due course, the atomic bombs were “cast” – Churchill’s word – and the Second World War came to an abrupt end.
Sometimes I look over his RAF log books, which I cherish. They cover the period from 1941 to 1945. In 1939 he was a constable in the City of Glasgow Police, aged 21. When the war broke out, two of his brothers, my uncles, were enlisted in the army and navy respectively. I suppose he might have stayed on in the police, a reserved occupation, but I think he sensed a duty to follow in the footsteps of his brothers. Then in 1941 the Germans bombed Clydebank. I think – well, I know – the scale of the destruction had a profound effect on him, and he volunteered for the RAF.
There followed a rapid induction in London, a treacherous voyage across the Atlantic (on deck on Sunday morning service the troops sang “For those in peril on the seas” with great fervour), and a train across Canada to Saskatchewan, there to be trained as a pilot.
Initially it didn’t go well. I think his flying instructor was a bully. Now I know a little about this because, 30 years later, I was a cadet pilot in the University of Glasgow and Strathclyde Air Squadron (UGSAS). So I know a little about the traditional teaching methods of the RAF which were, basically, that if you fouled up, you received a “bollocking”. Ab initio, my father received a lot of “bollocking” until he said to his instructor – and I give him great credit for this, I honour him for this – “If you continue to berate me like this, you will not get the best out of me.” I think the instructor cut him some slack, and my father won his wings.
The ethos of the RAF of that time is well captured in the 1969 film The Battle of Britain. I was in UGSAS, and the RAF Volunteer Reserve, between 1970 – 72. One of our instructors in Glasgow flew Spitfires for that film. Whenever I see the film, I instantly recognise the then RAF’s “sink or swim” attitude. That poor guy who forgot to drop his undercart when landing, who is given a devastating flying lesson by Robert Shaw, on how to survive a dog-fight, and who eventually is gone for a burton… well, couldn’t they have done better by him?
The most intriguing part of my father’s RAF log books is the record of his trip back to Europe from Canada, where he had been engaged monitoring submarine manoeuvres in the north Atlantic. He flew from Montreal to Bluie West One, in Greenland, thence to Keflavik, in Iceland, thence to Prestwick, in Scotland. He was now ten miles from his family home. He requested permission to visit my grandmother. This was denied. But he went anyway, so I suppose in a technical sense he was a deserter. But he never got into trouble. From Prestwick, he was posted to England for a time, thence to Africa, where his war eventually ended.
As a youngster I knew that sooner or later I would learn to fly. Of course I was intrigued by my father’s wartime activities. He had a great pal who had been a POW in Stalag Luft III, and having seen the 1963 film The Great Escape, I wanted to ask him all about people like Bushell, Bader, Tuck and so on. His only comment was, “Frightful fellows.” My father took me aside and gently suggested I not enquire further. Some people didn’t like to talk about the war.
When I went to New Zealand in the 1980s I resumed my flying activities and was amazed at the easy-going attitude of my Kiwi instructors. No more bollocking. I flew hundreds of hours, the length and breadth of the country, in many aircraft types. Around 1992 I did a twin engine rating in a Beechcraft Duchess. Most of the training involves coping with a single engine failure after take-off. You lose power and directional control, and in the heat of the moment it can be difficult to figure out what is actually happening. Experienced pilots have shut down the wrong engine in error. So you train to get the appropriate response into the muscle memory. I was on the phone one night to my father in Scotland and I told him I was finding it difficult. Without any hesitation he intoned the pilot’s mantra, “Dead leg – dead engine – identify – verify – feather.” He hadn’t flown an aircraft since 1945.
On their next visit to NZ, I took my parents flying. We flew from Auckland down to Tauranga in the Bay of Plenty to visit friends of mine who ran a Kiwi fruit orchard in Omokoroa. I remember after take-off I handed control over to my father. I think I may have used the North American expression, “Your aeroplane”. For me it was a very moving experience. And I thought, “Gosh! You can fly!”
