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Introduction

Since the birth of powered flight there have been women pilots. In 1903, nineteen-year-old American Aida de Acosta became the first woman to fly solo in a motorised airship. Six months later, the Wright brothers made their own historic flight, in the first heavier-than-air plane, and flung open the doors to the golden age of aviation. Women like the American inventor Lillian Todd designed some of the earliest planes, and Raymonde de Laroche, Blanche Scott, Harriet Quimby and others took to the skies.

Hilda Hewlett was the first woman in Britain to get a pilot’s licence, in 1911. She started and ran the country’s first flying school and set up a company which produced over 800 military aircraft during the First World War. Other women aviators went on to set records, fly solo in ground-breaking long-distance journeys, and make their names in the flying races and daredevil air circuses of the 1920s and ’30s. Despite these achievements, prejudice about what constituted ‘women’s work’ meant that flying was a largely male domain, and only a small percentage of women were ever able to break through into commercial aviation. Flying of any kind was restricted to those who could afford the expensive lessons.

By 1939 war was looming in Europe. To guard against the prospect of being outgunned in the sky, a subsidised flying scheme, the Civil Air Guard, was set up in Britain to train both male and female pilots. Not very happy about the prospect of a lot more women capering about in planes, one magazine editor responded sharply: ‘The menace is the woman who thinks that she ought to be flying a high-speed bomber, when she really has not the intelligence to scrub the floor of a hospital properly.’

Two years later Flight Captain Winifred Crossley stepped out of a Hawker Hurricane. She had just experienced the kick and whoosh of the fast fighter which the previous summer had blazed its trails across the sky and helped to win the Battle of Britain. In her flying helmet and goggles, she smiled as she greeted the waiting crowd: ‘It’s lovely, darlings! A beautiful little aeroplane.’ She had just made history as the first woman to fly an operational RAF fighter. Two years after that twenty-eight-year old Lettice Curtis became the first woman to fly a four-engined heavy bomber. She was soon flying the Halifax, Stirling and celebrated Avro Lancaster. Measuring nearly 22 metres in length with a wingspan of 30 metres, the aircraft towered over the pilot. But it was no problem for Lettice, or the other women who flew four-engined planes during the war.

Women were not allowed to join the RAF, but they were allowed to fly with the Air Transport Auxiliary, a civilian organisation which ferried over a hundred different types of aircraft. In everything from open-cockpit biplanes to nifty fighters, cumbersome seaplanes and heavy bombers, they flew without radio, dodging unpredictable weather, barrage balloons and anti-aircraft fire, with only a map, compass and their eyesight to navigate the treacherous wartime skies. During the Second World War, 168 women, along with over 1,000 male pilots, moved over 300,000 aircraft from factories and maintenance units to air force squadrons across the country, and eventually to the Continent, ensuring the Allies had a steady supply of operational planes.

The ‘ATA Girls’ were celebrated in the press as glamorous heroines of the air, and the war offered them opportunities that would have been unthinkable outside the urgency of conflict. But it could also be tough, gruelling and dangerous work, and not everyone survived. In the winter of 1941 the celebrated pilot Amy Johnson disappeared into the Thames Estuary with a plane she was flying for the ATA. Others fell foul of aircraft malfunctions and accidents, and at least fifteen airwomen lost their lives during the war.

This book tells just a few of the remarkable stories of the wartime women pilots. Thanks to the efforts of their tenacious leader Pauline Gower, who fought tirelessly for her pilots at every turn, they even achieved equal pay, and the ATA became one of the country’s first equal opportunities employers. Being women in what was seen as a man’s world had its challenges. But then there was always the prospect of settling into the cockpit of a 350 mph fighter and, just for a moment, leaving the earthly world and all its concerns behind.

1. Learning to Fly

Tensions were high in 1938. Austria was annexed by Nazi Germany and, despite Adolf Hitler’s promises to the contrary, an attack on Czechoslovakia was his likely next move. When he made a vitriolic and warmongering speech in Berlin that September many people’s fears were confirmed: war in Europe was coming.

Rosemary Rees had flown to Germany in her own plane many times. She had lots of friends on the Continent and had been flying all over Europe for several years. She was a member of a flying club at the exclusive Heston Aerodrome in London and a regular at the rallies and parties organised by European flying clubs. These were glamorous, champagne-quaffing affairs, where the top aviators of the day mingled over tales of aviation daring. They were hosted in each other’s towns and cities by mayors and dignitaries. Rosemary was proud of her most treasured possession, a newly developed, sleek, silver monoplane, a Miles Whitney Straight, and she had hand-stitched a massive ‘coat’ for it to wear in the hangar. It was always the cleanest, shiniest aircraft at every rally.

It wasn’t unusual for Rosemary to be in Berlin, because her cousin’s husband worked at the embassy there. On this occasion, he was jittery.

‘I think you should take your plane home as quickly as possible. War could be declared very suddenly,’ he said. ‘It could come at any moment, the way that man’s talking, and the first thing they’ll do of course is ground all aircraft and not let anyone get any petrol. It’d be awful if you lost the plane. I really think you ought to go home.’

The prospect of losing her beloved Whitney persuaded Rosemary to hop straight back in it and head for England.

Neville Chamberlain was keen to avoid another war. In September, he met Adolf Hitler to discuss the terms of a possible peace agreement. After their talks in Munich the Prime Minister landed at Heston Aerodrome and addressed the crowd:

‘This morning I had another talk with the German Chancellor, Herr Hitler, and here is the paper which bears his name upon it as well as mine,’ he announced triumphantly, waving the document in the air. ‘We regard the agreement signed last night and the Anglo-German Naval Agreement as symbolic of the desire of our two peoples never to go to war with one another again.’

There were cheers and cries of ‘hear, hear’ from the crowd, but many believed war was still the only option to stop Hitler’s advances. Later, outside 10 Downing Street, the Prime Minister said:

‘My good friends, for the second time in our history, a British Prime Minister has returned from Germany bringing peace with honour. I believe it is peace for our time. We thank you from the bottom of our hearts. Go home and get a nice quiet sleep.’

Getting a nice quiet sleep may not have been easy for twenty-four-year-old Irene Arckless. Her fiancé, Tom ‘Titch’ Lockyer, was a pilot in the RAF. If war did break out, he would very likely be called on to risk his life.

Irene was a high-spirited young woman from Carlisle, who sang in the chorus of the local operatic society and was a keen artist. Her father was an organ builder, but she had been mad about flying since she was a schoolgirl. She completed her first solo flight at the Border Flying Club in Carlisle when she was twenty-one, and she became the first woman at the club to complete her ‘A’ Licence, the first step on the flying ladder. Tom, whose father was a retired army officer, had joined the RAF in 1935. She and Tom had been childhood sweethearts and they shared their passion for aviation.

Flying wasn’t cheap and the high costs put aviation as a hobby out of the reach of most working people. On an average salary it was difficult enough to afford the number of hours it took to keep up a licence, let alone buy a private plane. Irene found work as a secretary which may have helped her pay for lessons, but it was only when she qualified that she eventually told her parents she had been learning to fly. Her grandfather had been heard on the wireless tuning the organ in Westminster Abbey at the King’s coronation, but the Arckless family had none of the social privilege afforded to many aviators of the age. Irene achieved her ambitions through pluck, energy and determination.

As the daughter of a prominent Conservative MP and baronet, Rosemary Rees did have the financial means and the social connections it took to pursue a flying hobby. She was a natural fit at the glamorous flying rallies. But aviation was by no means the standard pursuit for a young woman of the time, even for someone in Rosemary’s position. It took guts and hard work in the face of prejudice. Women of her class were generally expected to look decorative and marry the right man. When she was in her twenties, Rosemary had already bucked the trend by pursuing a career as a dancer. She was a tall, witty and athletic young woman, but was expected to act demure and be ‘presented’ at court as a debutante. She found it all thoroughly tedious.

‘You should learn to fly,’ a family friend told her one day. He had been at university with Rosemary’s brother and was the son of the department store owner Gordon Selfridge.

‘Fly? What for?’ she asked. ‘Whoever would want to learn to fly?’

Young Selfridge was persuasive and Rosemary agreed to have a trial lesson. The moment she was up in the air, she was hooked.

The instructor was a man called Valentine Baker, who had been a First World War pilot and had a bullet still lodged near his spine. He formed a civilian flying club at Heston and taught many notable people, including the Princes of Wales and Kent. He enjoyed the challenge of teaching and took all sorts – nervous people, old and young, girls and boys. Rosemary learnt to fly in an Avro Cadet, a biplane with an open cockpit. Against the din of the noisy engine, with the rushing of the wind against their faces, Baker gently guided her through the basics of flying via the trumpet microphone. She swooped and glided, juddered, came into land with bumps and jolts and eventually got a handle on the little aircraft.

Rosemary’s father had died by the time she learnt to fly, but her mother thought it was all rather amusing to have a flying daughter and helped her buy her first aircraft, a Miles Hawk, for the princely sum of £800. It was a bit flashier than the Cadet, a modern two-seater monoplane with elegant wings. Rosemary was proud to go about in her flying suit. She even carried a murderous-looking knife in her boots for a while, in case she had to cut herself free from the plywood aircraft – until she realised the metal blade was altering the dial on the compass. With the knife safely stowed away in the back, Rosemary flew all over Europe, to Poland, Germany and the Balkans. It was the golden age of the private flyer, with no wireless distractions, nobody shouting from air traffic control telling pilots not to land, just the freedom of the skies, away from the troubles of the earth, and the whole of Europe just a few hours away. But everything was about to change.

On 1 October 1938, Nazi troops took control of the Sudetenland, a predominantly German-speaking part of Czechoslovakia, where Hitler had whipped up German nationalism. Britain and France agreed not to respond, on the proviso that Germany would not invade the rest of the country. Nazi aggression continued.

In November, in a night of terror and violence against Jewish people in Germany, Austria and Czechoslovakia, shops and synagogues were destroyed, dozens were killed and 30,000 Jewish men were arrested. This was Kristallnacht, the ‘Night of Broken Glass’.

Despite Chamberlain’s faith in a peace agreement, preparations were already underway in Britain for the ultimate national emergency. Gas masks were issued to the general public in July, in case of a poison gas attack from the air. Wary of Hitler’s ambitions and the Nazis’ air capabilities, the British Government got behind a new organisation called the Civil Air Guard, the purpose of which was to create a reserve of new pilots. The ambition was to train men and women between the ages of eighteen and fifty at civilian flying clubs across the country. The clubs were given a subsidy for every pilot they trained, which meant those who would not otherwise be able to afford it were now able to access cheap flying lessons.

Women pilots were not a new phenomenon in the 1930s, but since the early days of flight their numbers had been very few compared to their male counterparts. In 1911 just two women were given aviator’s certificates, compared to 168 men. Only eight women had certificates before 1927, out of a total of 8,205 certificates issued. There was something of a boom, if you can call it that, in the 1930s. In 1931 fifty certificates were issued to women (588 to men), and it was reported that a whopping forty British women had their own aeroplanes.

The most famous British female pilot of the 1930s was Amy Johnson. Born in 1903, Amy was from a family of fish merchants in Hull. After graduating from Sheffield University, she moved to London where she became fascinated by flight and determined to make a career of it. Lessons were £5 an hour at her favourite flying club, Stag Lane, but there was another club on the site which charged 30 shillings. She could just about manage that, but it was still a lot of money, so she got a job as a secretary with a law firm. Amy wanted to learn the engineering side of flying, too, but women weren’t allowed in the maintenance hangars. In the end they gave her the nickname Johnnie and she wangled her way in. She proved the sceptics wrong and in March 1930 Amy became a fully qualified ground engineer.

Despite Amy’s achievements, women weren’t taken seriously in the world of commercial aviation, so she decided to do something to get everyone’s attention. She publicised an ambitious plan to fly alone in an open-cockpit biplane from London to Australia. This was a bold idea for a twenty-six-year-old who had only achieved her pilot’s licence a year earlier and never flown further than Hull. Before she left she tried to sell her story to the press for £25. No one was interested. She did manage to get some sponsorship for petrol and towards the cost of her plane. She also had the solid support of her father, who helped her buy her first aircraft, a de Havilland Gipsy Moth, which she nicknamed Jason, a contraction of the family fish business trademark, Johnson.

Amy pushed herself to her limit on the solo trip, both mentally and physically. She had only a few hours’ sleep a night as she followed her route to the other side of the world. The first stop was Vienna, and by day six she had reached Karachi. She crash-landed at Rangoon and damaged Jason’s wing, but patched it up with local help and continued, finally reaching Darwin in nineteen and a half days. When she returned to the awaiting and enthralled press, this previously unknown fish merchant’s daughter from Hull was met by a 200,000-strong crowd. She received a cheque from the Daily Mail for £10,000 and became a darling of the aviation world and an immediate public sensation.

Buoyed by her success, Amy went on to make record-breaking trips to Moscow and Tokyo in her second plane, Jason II, a Puss Moth. In 1932 she married Jim Mollison, a dashing pilot who was already making his own name as a record-breaking aviator. Amy continued her own daring deeds and travelled to Cape Town solo, beating existing records. Amy and Jim became a celebrity couple and attracted huge crowds before they went on flying journeys together. They broke records to India and America, although they crash-landed after running out of fuel. When they had recovered, they were honoured with a ticker tape parade in New York and treated like film stars.

Behind the celebrity photo shoots and the glamour of flying portrayed by the press, it was gruelling and dangerous, and took a great deal of endurance and resilience. Amy and Jim’s marriage came under strain. He was a heavy drinker and, it transpired, something of a playboy. There was also a darkness behind Amy’s shy smile and sparkling eyes. In 1929 her sister Irene, who was in an unhappy marriage, had taken her own life by gassing herself in the kitchen oven. The family’s grief was exacerbated by the taboo surrounding suicide, and the subsequent reports in the press did nothing to help them deal with their loss. The death of her sister gave Amy a gritty determination, perhaps even a kind of recklessness, which pushed her to pursue her dream in aviation to its limits. Flying became the outlet through which she channelled her grief and her emotion.

Veronica Innes was another woman with a taste for excitement and speed. She was a keen horse rider and developed a love of motor cars. In 1938, she was the proud owner of a new Aston Martin with an open roof, which she drove in all weathers, merrily arriving at parties covered in motor oil, her hair unkempt from the wind. She was also bitten by the flying bug after being taken by a friend to Brooklands Flying Club in Northamptonshire. It was a balmy summer day and the sheer exhilaration of rising up to 3,000 feet beat the Aston Martin any day. The plane looped and turned and came in for a perfect landing. Veronica found the whole thing thrilling and was adamant she wanted to learn to fly herself right away, but winced when she heard the price of lessons.

The creation of the Civil Air Guard provided a more affordable alternative for people like Veronica who were eager to learn to fly. As soon as the announcement was made, enquiries from thousands of aviation hopefuls came flooding in, ‘minute by minute’, according to the Air Ministry. They had some 16,000 responses in the first few days. The catchy promise to ‘learn to fly for 5 bob an hour’ attracted many people for whom flying had been largely out of reach. But this wasn’t about having a lot of fun messing about in planes. Training with the Civil Air Guard was on the strict condition of an ‘honourable undertaking’ that in times of emergency members would serve their country.

Captain Harold Balfour, First World War flying ace and now Under-Secretary of State for Air, was instrumental in the formation of the Civil Air Guard.

‘At the present time, some 4,000 members have been enrolled for immediate flying,’ he told the House of Commons in late 1938; ‘33,886 applications were received up to 15th October.’

‘Is it not a fact,’ asked another MP, Rear-Admiral Sir Murray Sueter, a former First World War naval officer, ‘that the Civil Air Guard scheme is the only way in which young men of the towns can learn to fly at small cost?’

‘Yes, sir,’ replied Balfour.

Others wondered what it was all for. Particularly when it came to all those women being trained. Sir Walter Robert Perkins, a pre-war aviation enthusiast and former RAF pilot, demanded to know exactly ‘What is the object of teaching women of forty-nine to fly?’

Another asked, ‘What will be the position of women pilots in time of war?’

Balfour laid out hopeful, if non-committal, plans for the possible role women might play:

‘I would say that in a certain number of cases women will undoubtedly be of value in ferry pilot work or instructional work.’ But he added cautiously, ‘I would not like to lay down any hard and fast rule as to the degree of utility that women pilots might show in time of war.’

The Civil Air Guard was the perfect opportunity for someone like Veronica Innes to pursue her aviation dreams. However, by the time she heard about it places had already filled up and she was met with nothing but waiting lists. Not the kind of girl to give up easily, she managed to get herself to the top of the list at a flying club in Cambridge where a friend’s father worked. She stayed with an aunt and uncle who lived nearby, and in February 1939 she joined the CAG. Her father was oblivious to his daughter’s new hobby, but she couldn’t hide it for long. Some years earlier, she had been cajoled into taking part in a pageant at Runnymede in Windsor, playing the Fair Maid of Kent, Queen of Beauty, and placing a laurel wreath on the head of the victor in a re-enactment of a medieval jousting tournament. She had found it all rather amusing at the time. Now, years later, she opened the daily paper and read the glaring headline ‘Beauty Queen Joins Civil Air Guard’.

Veronica’s instructor was a kind, calm man called Wallis who took her up in a Gypsy Moth. In spite of the winter cold, the weather was clear with good visibility. After just six days Wallis climbed out of the instructor’s seat after their lesson.

‘Right, now do one on your own,’ he said.

Veronica felt a churning in her stomach. This was it: solo. She taxied back to the take-off point. She didn’t have time to panic. After a cockpit check she turned into the wind and opened up the throttle. The plane lifted gently into the air and she held her face in a position of ultimate concentration. She could not afford to mess up. She did a circuit of the airfield and hardly had enough time in the air for it to sink in that she was alone.

Climb at 65. Wings level. Keep straight, she thought to herself, focusing on everything she had learnt that week. Before she knew what was happening, she was heading back towards the landing spot. The aircraft came in just over a hedge. It was close. ‘A bit of engine,’ she said quietly. Her stomach heaved again. There it was. She hit the ground smoothly. Her first solo. ‘Daisy cutter!’ said her instructor, stepping back into the plane. But he was grinning, so she must have done all right.

Veronica didn’t have the financial means to be a wealthy aviator of leisure. She needed to earn a living. Her next challenge was how to become a commercial pilot. This took at least 100 hours solo, and that amount of flying time wasn’t covered by the Civil Air Guard scheme. She needed to find more money if she was to pursue her dream.

2. Going Solo

Margot Gore wanted to be a doctor. When her father’s engineering business shut down during the Great Depression, it was clear that there would be no chance of her going to university and she would have to earn her own living. She took a typing course and got a secretarial job with British Reinforced Concrete. In 1938 a piece in the newspaper caught her eye: ‘National Women’s Air Reserve … meet at the Greyhound public house, Piccadilly’.

Inspired by the daring deeds of Amy Johnson, Margot had always been fascinated and enthralled by the idea of learning to fly, but in early 1938 it seemed to her like a distant dream. A few days later she found herself heading down to central London for a meeting which would change her life.

On arrival at the Greyhound she looked around the smoke-filled pub. There was a group of men at the bar chatting and laughing. Others were nursing pints on their own at tables. In the corner was a group of women deep in conversation. You didn’t see that many women in pubs in those days. Margot made her way over.

‘Come, sit,’ said a woman, catching sight of her. ‘We don’t bite!’ She had a wavy brown bob and piercing eyes. ‘Gabrielle Patterson,’ she said, holding out her hand and smiling.

Mrs Patterson was in her thirties, a few years older than Margot. She had a strange mix of quiet self-assurance and shyness. But she clearly knew her stuff when it came to flying. She was one of the very few women instructors in the country and was based at a flying club in Romford.

Mrs Patterson thanked everyone for coming and explained she was hoping to form a reserve of all-women pilots, who could make themselves useful in the air in the event of any impending conflict. She was, she continued on, aware of the shortfall of women instructors and she wanted to change that.

‘Even I don’t have nearly enough hours working as an instructor as I would have hoped by now,’ she said and told the assembled group she was worried about whether there would actually be enough women pilots to become instructors. The reason for this, she concluded, was that ‘Women pilots hitherto have consisted only of those with large enough bank balances’.

Margot had been inspired enough by her evening with Mrs Patterson to enrol at Romford Flying Club. Lessons were about 15 shillings an hour. They were cheaper than the usual top flying clubs, but not yet the ‘5 bob’ of the Civil Air Guard which would come shortly.

Flying at Romford was a whole new world for Margot: the vast hangars, the smell of motor oil, the chatter of men and women in their flying suits wheeling the planes out by hand. She soon learnt how to handle the aircraft on the ground herself, and it was always a buzz to watch them taking off and landing.

The plane Margot learnt on was called a Cirrus Moth. It was a training biplane which was first produced in the late 1920s by the famous de Havilland manufacturers. The old Moth was becoming something of a relic by that point, but learning on a plane like this one from the Moth family would serve her well later on.

Margot attended lectures about the theory of flight, and Mrs Patterson’s husband, who was an aeronautical engineer, taught them about the mechanics of the engine.

‘You’ve got potential,’ said Mrs P to Margot one afternoon after their lesson. She had only done eight hours’ flying, but she was already getting the hang of it. They had done a take-off, circuit and landing, and Margot was about to go home for the day.

‘You can go back up on your own now,’ said Mrs Patterson. Margot didn’t have time to think before Mrs Patterson got out of the Moth and left Margot to go around again. As she took off for her first solo flight, Margot was in a daze. She didn’t feel at all frightened. She did another circuit of the airfield, and it seemed as though no sooner had she taken off than she was back down on solid ground.

‘Well done,’ said Mrs Patterson as Margot got out of the plane. ‘Not so hard now, was it?’

The second and third times going up on her own were more frightening. Now she knew it was coming and had time to worry and think about it, and about what might happen if something went wrong at several thousand feet. It was quite terrifying when she realised again that there was no one else there telling her what to do. But she soon got used to it and gained more confidence with every lesson.

Margot made a good friend at the club. Alison King was another of the ‘flying ladies’ from London who had been keen to try out something exciting and take advantage of the cheaper lessons. They flew once a week at the weekend on a rota system, and if they were on together, Alison and Margot would catch up after the day’s flying on the long summer evenings as they travelled back to London.

‘You’re really smitten with all this flying lark, aren’t you?’ Alison asked Margot as they waited for the train.

‘I can’t think about anything else!’ she replied. ‘And you’ll never believe – Mrs P wants me to consider being an instructor one day! Can you imagine? It feels like only a few seconds ago I was a fledgling waddling out for my first solo.’

‘You should go for it,’ Alison said. ‘Who knows when it might come in handy?’

In order to pay for more lessons during the week, Margot got a job at Smithfield meat market. She was a secretary and earned the princely sum of 32 shillings and 6 pence a week. Her shift started cruelly early, at 5.30 a.m., but this meant she could finish at midday, giving her enough time to catch a train at Liverpool Street and walk to the aerodrome from the station. Mrs Patterson decided she was ready to take the assistant instructor’s course, and she learnt the ‘patter’ required to teach new pilots through the speaking tube above the din of the engine. She had to speak clearly and confidently and say things like: ‘now demonstrate a spin’, ‘now will you get out of it’, and learn how to encourage someone to come in to land safely. There were several types of teachers. Some were snarling and sarcastic. Others were just plain cruel. Margot took the quiet but firm approach and it seemed to work. The Civil Air Guard soon started sending more and more new recruits to the aerodrome, which Margot assumed was a ploy to get young men ready to fight the Luftwaffe. By August 1939 she was instructing those new pilots herself. They were not really in a position to object to a woman instructor, given that they were all new to flying themselves, although there was always the odd one who was difficult or reluctant to be taught by a female. Margot proved her worth, and taught both men and women, putting them at their ease with her calm confidence.

Veronica Innes had finally managed to get a bank loan to pay for her extra flying lessons. She also indulged in a snug, pale blue flying suit and matching helmet and embarked on the next stage of her great adventure. She moved from Cambridge to join an airfield in Woodley. By 1939 she was building up her solo hours in order to get a commercial licence. All summer she got as much cross-country experience as she could with her new instructor, an amiable chap called Tommy Rose. She got a bit of a shock when Tommy said to her one day out of the blue that he thought she was to ready to try a cross-country on her own. Before she left he said, ‘Oh, and if you do happen to get lost’ – just what Veronica needed to hear – ‘just find a field, any field, land in it, and ring us. All right?’

She started off confidently enough, but there was a growing number of obstacles for pilots as preparations for a possible war were underway. She headed over Bedfordshire towards her final destination, Cambridge, and a dark shape appeared which was not on her map. She was flying near RAF Cardington. It wasn’t another aircraft. As the dark shape loomed larger she noticed there were suddenly more of them. She realised to her horror that it was a balloon barrage. The site had produced airships during the last war, and they were now trying out the giant silver balloons which were built to deter enemy aircraft from flying low over vulnerable areas. The problem was, balloon barrages couldn’t tell an enemy aircraft from a friendly one. They did not discriminate. The RAF had already started training staff to operate and drive the barrages and Veronica was heading straight towards their thick grounding cables. She veered off and narrowly missed them, but her troubles weren’t over. It should have been a straight run to Cambridge, but there was a strong easterly wind which was tugging her off course. To top it off, a thick mist descended. Veronica couldn’t see Cambridge, or anything else. I might as well be in the desert, she thought.

The reality of the situation pressed in on her. She had no radio to communicate with the ground. She remembered what Tommy had said: ‘Find a field and land in it.’ That was all well and good, but she couldn’t see the ground – and imagine the ribbing she would get if she had to tell him she’d got lost! After a while she picked out the shape of a railway line through the mist, then, miracle of miracles, the shape of what could be an aerodrome appeared. She had no choice but to land on it, wherever it was. When she had touched down she asked someone at the tiny airfield where it was and they told her it was called Wyton. This was a mere twelve miles away from Cambridge. She took off again and followed the railway line successfully to her destination. She got back to Woodley later that day without any trouble and decided not to tell anyone about her little mishap. Must improve map reading and course plotting, she thought. It had all been a bit too close for comfort.

Rosemary Rees continued to fly in Europe, but she had been avoiding Berlin since the political situation had become very tense. After hearing the news about the invasion of Czechoslovakia, she hatched a plan to fly there at Christmas to give out food and presents at the refugee camps. That December she loaded up her plane with all kinds of goodies, but she was prevented from taking off from Heston by a thick snowfall. It was becoming more difficult to fly around the Continent as a private pilot, and with authorities getting nervous there were more restrictions and visa checks. Rosemary decided instead to take her instructor’s licence in Britain. She learnt all the patter and passed the exam, but found she didn’t really like teaching much. There was another, more exciting way for civilian pilots to make a bit of money in the lead-up to war. It paid a lot more, too. It certainly wasn’t the average job for a woman, flying in the path of a gunner.

‘Army Co-operation’ involved giving new RAF gunners a flying target so they could practise training their weapons on incoming aircraft, and Rosemary got a job based at the aerodrome at Portsmouth. Because she had her own plane, she and the aircraft could be called on any time together as a unit, and she would get a call at a moment’s notice to head down to the South Coast and fly for about two hours a day, morning or afternoon, on a set course. Trainee fighter pilots would try and get Rosemary’s plane in the cross of the gun as practice for shooting down real raiders in the event of war. She also flew to and fro along the coastline while the anti-aircraft gunners on the ground tried to train their guns on her, learning to hit enemy aircraft.

For Rosemary, whose only real passion was flying, it was something for her and her beloved aeroplane to do to pass the time and make some money. The pay was about £10 an hour, a lot in those days, and she was satisfied, as she played the role of sitting – or flying – duck, that she was earning 3 shillings and 6 pence a minute. This was just as well, because although most of the gunners weren’t really firing at her, every now and again she was asked to tow a ‘drogue’, a target, from the back of the plane, at which the gunners did on occasion shoot real artillery. Amy Johnson joined Rosemary at Portsmouth for a while, and eventually a few other women pilots also did the job. Throughout the summer of 1939 the air was thick with planes for the Army Co-op flying along the South Coast.

There were target planes flying over London, too. The ‘ack-ack’ – or anti-aircraft – gunners and searchlight operators practised in the dark in case of night-time air raids. Mona Friedlander, a capable night flyer, was working for an air taxi company when she was called on to fly as a target for the guns in London. Mona had taken up flying, she said, because she was bored of her life as a socialite in London’s Mayfair. She was already known as an international ice hockey player and attracted a fair bit of press attention for her boisterous and athletic exploits. One day a friend gave her a couple of gin and tonics and persuaded her to go up in an aeroplane. From the minute she went up she knew flying was going to be her life, and after that she did barely anything else.

Mona’s father, despite being a wealthy banker, refused when she asked him to help with the entry fee for the famous King’s Cup Air Race – not because he was mean, but so he couldn’t blame himself if anything bad happened to her. Mona entered anyway, of course, and she became something of a London celebrity, taking part in air races with sponsorship from the Daily Sketch and flying banners over sporting events. She was treated as a glamorous aviation novelty, but she was also a serious and very capable aviator who helped out at one of the top flying schools, Brooklands in Surrey.

By 1938 the club had around 2,000 members, 30 per cent of whom were women. Leisure flying was becoming more popular, but getting a job as a female professional pilot was still very difficult. Mona tried to get paid work with an air taxi service, but because many people still wouldn’t take a woman pilot seriously, she struggled to get anyone to come up with her for the night flying. Eventually she did manage it and got a job flying with Air Taxis Croydon, where, unsurprisingly, she was the only woman.

As well as offering the public ‘5-bob joy rides’, the job also involved taking quite a few children up in the air who were suffering with whooping cough. It was thought to cure them if they flew at 8,000 feet for an hour, but many of the children were just sick when they got up there, and Mona wasn’t sure it ever cured any of them. In the end, she and her fellow pilots were doing so much flying they had to fiddle their log books to get the hours within the safety limits. Even so, she didn’t earn enough to live on – only about £3 a week – but she also had an allowance from her father. Air Taxis Croydon were eventually given a government contract for Army Co-operation, which was how Mona found herself practising dive-bombing gunning placements by night in London as they aimed their weapons at her. All around her, searchlights flashed across the sky.

On 31 August 1939 Veronica Innes was flying with a friend into Portsmouth Aerodrome.

‘It’s been camouflaged,’ she remarked as they came in to land. ‘It looks smaller than usual.’ She thought for a moment she was going to overshoot, but she made it. After having tea at the aerodrome, she took off again at dusk for the airfield near Reading. By the time she arrived it was almost dark, and light was pouring from the hangars.

‘Where have you been?’ her instructor asked crossly. Tommy was normally very cheerful, but this evening he seemed on edge. ‘Don’t you know all civil flying has been stopped?’ They had a few drinks and Tommy calmed down and explained.

‘The balloon barrage’ll be going up any moment.’

‘How exciting!’ said Veronica. ‘It won’t be long before I’m flying to France delivering all kinds of things and going on secret missions, probably.’

The next day she tried to find out more about what was going on.

‘No idea,’ said Tommy. ‘Blackout curtains are up at the Falcon. Must be getting serious.’

All the planes were grounded, and it pained Veronica to see them sitting idle in the hangars while she was just hanging about twiddling her thumbs. Her enthusiasm for possible secret missions didn’t last long – she was beginning to get the terrible feeling something awful was about to happen.

On 1 September German forces invaded Poland. Two days later, on an incongruously sunny Sunday morning, news came over the wireless from Prime Minister Chamberlain that Hitler had not pulled his troops out of the country. ‘Consequently,’ he said sombrely, ‘this country is at war with Germany.’

PENGUIN BOOKS

THE HURRICANE GIRLS

Jo Wheeler

THE HURRICANE GIRLS

The inspirational true story of the women who dared to fly

PENGUIN BOOKS

Contents

Introduction

1. Learning to Fly

2. Going Solo