Showing posts with label 234 Squadron. Show all posts
Showing posts with label 234 Squadron. Show all posts

Friday, 17 July 2015

Death of an Aussie Ace. Pat Hughes

How thrilled was I when Andy Saunders, editor of Britain's best selling military history monthly agreed to publish my article on the Pat Hughes' last combat?
 
I submitted the piece on spec months ago, and words can't describe the excitement of finally seeing it in print.  
 
The layout is stunning. A real tribute to Pat, Australia's highest scoring Battle of Britain pilot. A true Aussie Ace. Thanks Andy.
 
Britain at War, Issue 99, July 2015








For Australian readers: signed copies available at http://www.alexanderfaxbooks.com.au/australias-few-and-battle-britain-0

For UK readers: available at http://www.pen-and-sword.co.uk/Australias-Few-and-the-Battle-of-Britain-Hardback/p/10350

Saturday, 6 September 2014

7 September 1940: Paterson Clarence Hughes passed over the skyline.


Paterson Clarence Hughes Junior could trace his family back to the First Fleet. John Nichols was convicted at London’s Old Bailey for stealing and was transported to Australia in Scarborough, arriving in January 1788. He completed his sentence in 1791 and accepted a land grant at Prospect Hill. His fortunes waxed over the years; his land holdings increased; he became known as a successful farmer and he advanced from constable to Chief Constable of Prospect Hill. He started living with Ann, also a convict, in 1802 and later married her.
 
 

John’s fortunes continued to improve and by 1814 he had ceased to receive any assistance from government stores and was solely responsible for maintaining his family, convict labourers and employees. In 1814 he sold his original land grant but during the following five years his luck waned and he found himself employed as a labourer. But luck smiled again. In 1820 he was granted land in the County of Cumberland and by 1822, the year of his death, he had a holding of 80 acres. John and Ann had eleven children. Their seventh child, Amelia, had been born in 1811. In July 1827 she married Charles Hughes, who, like her father was also convict but had received his ticket of leave two months before the wedding. They had ten children, the foundation of a large extended and thoroughly Australian family.

In 1851, the first alluvial gold had been discovered at Cowra Creek in the Monaro, an area of pastoral and mining riches at the foot of NSW’s Snowy Mountains. By 1888 mining of payable rock deposits had commenced and many miners and their families came to the area. By 1896, there were about fifty miners at the Cowra Creek mine, with a supporting infrastructure of general store, hotel, butcher and blacksmith. There were also enough children to warrant two school teachers in the one room-and-veranda school at Upper Cowra Creek.

At some point, John Nichols’ great grandson, born Percival Clarence Hughes but recorded on his marriage registration as Paterson C, came to the Monaro. It is now a mystery as to why he changed his name from Percival to Paterson (and the adopted name meant so much that he gave it to his youngest son, who was known as Paterson Clarence Hughes Junior), although he was known as Percy all his life. Born in 1874 at Belford in NSW’s Hunter region, he had trained as a teacher and had accepted a post at the Upper Cowra Creek school, which was located close to the mine. In 1895, he married Caroline Vennell whose own Australian roots were well established. Her father had emmigrated to Australia in 1841 and her mother in 1853, both settling in the Cooma area. Born in 1878, Caroline had lived all her life in the Monaro.

Percy and Caroline’s first child, Murial (known as Midge) was born in 1896. Their youngest son was born on 19 September 1917 at, or near, Numeralla, near Cooma. Paterson Clarence Hughes Junior, known as Pat, was the eleventh of twelve children—Elizabeth, the youngest, died while still an infant—and he appeared to take after his mother.

In an area where ‘every soul about the place is someone else’s cousin’, Percy quickly established his own roots. He and Caroline moved to Peak View soon after their marriage. Over the years, he held a number of teaching posts in local schools. In July 1903 he was head teacher at Jerangle school. It was a far from prestigious posting. Jerangle was a one-roomed, weatherboard school which had about 20 pupils and only operated a few hours each day. Percy resigned in October 1904 and soon after moved on to the Peak View School, another weatherboard one-room-and-veranda school which, until 1906, also operated on a part-time basis. He was one of its earliest teachers and he taught there for many years and his own growing brood was schooled there during that time.

Percy was tall, of slim build, moustachioed, and with piercing grey-blue eyes. His dark hair turned to silver and later, as he aged, to a shock of white. He had a great sense of humour and was very intelligent. He soon gained a reputation in the Monaro and even further afield as a literary talent. He wrote poetry and stories of the Monaro people and events, which were published in the local papers and The Bulletin. Most are lost, but the family still holds copies of some of his works, including one, ‘Little Plain, Jerangle or Jeringle’ which lent its name to one of the area’s local histories. Percy was also renowned as a great reader and was often so engrossed in his books he didn’t arrive at school until after starting time. Percy passed on his great love of reading to his youngest son, who was only too happy to settle down with a good book when he had the opportunity.

It was a happy life of close family and neighbour connections. There were visits to and from Caroline’s family and there were many communal entertainments including picnics, dances, cricket and every year on Empire Day their connections to England (whether as free or convict settlers) were remembered. The day’s celebration finished off with dazzling fireworks which delighted adults and youngsters alike, and lived in the memories of many.

Despite the twenty-one years difference between the ages of the eldest and youngest, Pat and his six sisters and four brothers were close and he considered his family the ‘best...in the world’. Later, he would admit to being homesick when away from them for the first time, and count the days until his return. And when he contemplated the commencement of what would become his final separation, he mused that ‘I would like to go [to Blighty] very much, travel and all that but being away from home for so long appears to be the worse part.’ Naturally enough, Pat was closest to those of about his own age, and one of his few publically-held letters to his sister Marjorie, known as Marj, shows their shared sense of humour and a clear fondness for each other. It also reveals Pat’s protective streak—he exhorted Marj to ‘see you are still a single girl’ until he returns home.

With a new addition to the family appearing regularly—four within the first five years of her marriage—Caroline quickly settled into motherhood. She proved a loving mother and, later, an indulgent, welcoming and doting grandmother but as the family expanded even more, she needed help. As the eldest, Midge was like a second mother to her younger siblings. She was the first to leave the family home, marrying in Annandale, Sydney, in 1916. She and her husband Tom eventually moved to Kiama and always welcomed her large family when they visited. These holidays at her seaside home were always much-anticipated and long-treasured times. Years later, the thought of his sister Marj sunning herself in Kiama while Pat was enduring England’s bleak 1938–39 winter ‘almost gives me apoplexy’. Somehow he managed to ‘gather my fleeing sanity together by thinking hard of things far removed from beaches, sun brown and sun’ by sucking on bits of sleet as they settled on his tongue.

Soon after Pat’s birth, Percy took on the running of the Peak View post office. Sometime after that, Percy accepted an appointment at Cooma Public School. By now he was well known in the area as a poet and greatly respected—the school library would be named after him. Young Pat attended Cooma Public School. He had inherited his father’s sense of humour but his took a more mischievous bent: he was remembered by an old school friend as ‘a bright spark and a practical joker’.

Percy continued teaching for only a few years. The 1921 electoral rolls indicate that in 1921 he was employed as a labourer at Tarsus, Cooma. He worked there for a number of years, but by the 1928 roll he was labouring at Bulong, on Cooma’s Mittagang Road. The family moved to Bulong as well. Pat retained fond memories of the property and years later would compare the ‘quite brown and flat’ countryside around Albury to it. Later that year, Percy, Caroline and those who were still living at home, moved to Sydney (at least Marj, Connie and Pat—the others were long married or, like Fred, had left as soon as they were old enough to get a job). Although they kept in contact with some of the locals after they left the area, Pat and his family’s ties with the Monaro were severed: they had all left, never to permanently return. The Monaro, however, remembers Percy’s youngest son.

Electoral rolls state that they first moved to 18 Knocklayde Street, Ashfield West. They were still there in 1933 but by August 1935 they were living at 5 Gillies Avenue, Haberfield. The rolls also state that Percy continued to be working (or at least identifying) as a labourer. Whether Percy’s permanent retirement from teaching was by choice (he was 56 in 1930) or whether he was a casualty of the Depression is not known but it seems as if the family experienced some financial difficulties. The many moves over the years indicate Percy did not own his own home and, with three school age children when they first arrived, money may have been tight. It appears as if Pat’s brother Bill and sister Valerie paid (or at the very least contributed to) the rent. It is highly likely that, as a labourer, Percy would have only worked sporadically during the Depression years. Whatever the family’s financial circumstances, Caroline stretched her budget to ensure that her family—those at home and visiting children and grandchildren—were well fed. She was a good cook and never lost her habit of keeping the pantry stocked for large family meals.

Pat attended Petersham Public High School from 1931 and attained good results in the Intermediate Certificate. He was remembered as having above average intelligence and indeed, with A passes in English, French, History and Elementary Science and B passes in Maths and Business Principles, he was ranked second of the school’s 106 students who sat for the intermediate. His conduct and attendance while at Petersham were respectable and he was made school prefect in 1932 and vice captain in 1933.

Pat loved sport and during his school years he devoted much of his leisure time to field, court and pool. He was in the premier team of the fourth grade Rugby League competition and played fourth grade tennis in 1931. He moved up to first grade league and also swam for the school in 1932–33. He was in the school life-saving class, held proficiency and first aid certificates, and had attained the bronze medallion.

Pat was also very handy. He had an early fascination with electricity and spent hours constructing crystal radio sets and tuning into programs from all over the world. As an adult he converted his school boy interest in science and radio to some experience in wireless telegraphy and telephony.

After Petersham, Pat attended Fort Street Boys’ High School for eight months, where he obtained satisfactory passes in all subjects before leaving to take up employment as a junior stock clerk with Saunders’ jewellers. It is not known why he did not continue at school but with the Depression still in full swing perhaps he felt the need to join the work force and contribute to the family income. Perhaps too, he had already decided on a career in the air force and he would need to save a considerable nest egg so he could afford the full range of accoutrements of an officer and gentleman in the Royal Australian Air Force. Certainly it was all hands on deck to help outfit him. His sister-in-law Ruby—who married to his brother Fred in 1927—had been a theatre costume designer and seamstress. She could sew anything at all from overcoats to pyjamas and she soon found herself responsible for part of Pat’s RAAF wardrobe, including a dressing gown.

It is not known exactly when Pat first decided that he wanted to be a pilot. It seemed as if Pat had always loved flying and was constantly making balsa wood model aeroplanes while he was at Cooma Public School and later, when he moved to Haberfield. He had read about the premier Great War pilots of both sides of the conflict, including Boelke and Mannock, who he considered ‘the best of all the British pilots in the war.’ Whatever that first spark, in an era of great aerial exploits and general airmindedness, Pat’s fascination for the models soon translated to something more substantial and he had taken a couple of flips with enough time in the air to qualify as flying experience. He later stated that he wanted to join the air force because it ‘will be the thing in [a] couple of years’. As far as he was concerned, his acceptance was a given—when he started his Point Cook diary, he headed it ‘The Chronicles of Hughes Junior. Air Cadet in Air Force (naturally)—and indeed he was accepted. On 20 January 1936, Pat was one of 43 young men, all dressed smartly in their best suits and carrying an assortment of sports equipment, kit, suitcases and travelling trunks, who found their way to RAAF headquarters at Victoria Barracks.

It is hard to get a measure of the personality of someone who is 70-odd years dead, but not impossible. Much can be learned of Pat from his 1936 diary and extant letters as well as from those who remember him, or who have heard the larger-than-life stories that have evolved. A self-confessed tardy correspondent, Pat admitted writing to his parents and siblings ‘every now and then when George RI can spare my time’ and often in response to some ‘gnattering’ (sic) by his siblings, as relayed by his mother, that he owed someone or other a letter. He may not have inherited his father’s poetic abilities but his letters and diary are well-written (in beautiful handwriting), full of wit and with a sparkling liveliness. They are also heavily laden with sarcasm. Even so, they are a joy to read and very revealing, which is just as well, because, in the photo he sent along with his RAAF application, he seemed to be doing his best to hide his buoyant personality and vibrant zest for living.

This photo, too, reveals that Pat took some time to grow into his good looks. Five feet 11½ inches tall, with grey eyes, brown hair, and a medium complexion he was, at 17, a bit gormless looking, with acne and a partly opened mouth, uncomfortably attired in his best suit and tie, with handkerchief peeking from his jacket pocket. Despite this unprepossessing image, it was not too long before he grew into a handsome young man who looked well in RAAF uniform (assuming he could keep it neat; he was none too tidy and on at least one occasion his tunic looked ‘as if the dog slept on it for about a week). He had a solid frame to match his height but soon fill out even more. A hearty eater, he grew into a big, well-built young man but not too overweight—although he did admit to being so heavy at Christmas 1938 when he reached thirteen stone nine pounds that he ‘used to get tired carting myself about’.

Despite that early photographic evidence, Pat never lost his boyhood reputation of a practical joker and the childish bright spark translated in the adult to ‘a tremendous joie de vivre’. He was remembered as having ‘more boisterous life in him’ than anyone else. He was personality plus, and his sheer zest for life was often expressed at full voice, despite not being able to carry a single tuneful note. He was often ringleader of great pranks such as the time he and his friends debagged one of their fellow cadets and threw the hapless victim’s trousers over the rafters of the mess anteroom; the time he and some RAF friends were caught erecting a toilet—pedestal, seat, cistern and chain—outside a pub; and the time he won a raw duck in the Christmas sweep, painted a swastika on its chest and then hung it by its neck over the front doors of the mess. It was so cold it stayed there for three days. He finally took it down and generously gave it to his batman as a present. There was no doubt about it, Pat lived life to the full.

Sport appears to have taken a back seat after Pat left school but, when he commenced his Point Cook cadetship, it became all important. Sport was compulsory and Rugby was played constantly. At first Pat did not appreciate having his precious leisure time filled with football and sarcastically recorded that the daily program was ‘all cared for by some far-sighted person who arranges our sport to suit himself. We have such a lot of recreation that if we were allowed our own way frequently we would become rather fat and lazy—or so were are told.’ But by the time the junior course commenced in July he was pleased to note that they were able to muster a good team out of them.

Pat may have been a school prefect and vice captain but it didn’t necessarily follow that he would be a paragon of perfect behaviour at Point Cook. He often felt frustrated at the school syllabus, his progress, the strictures of RAAF rules or just life in general and he would vent his irritation as energetically and rowdily as possible. For instance, ‘one glorious pillow fight and a bucket of water helped liven somebody else’s dreary existence’, followed the next day by spending the ‘entire morning playing practical jokes on friends’ after being bored witless during a session on signals, and ‘a concerted attack on the water supply in the form of a glorious water fight’. He would hide the bedclothes of a course mate for the sheer hell of it and, on occasion, he was so pent up that, feeling like ‘the proverbial ball of muscle’, he would head into the mess ‘to start a fight’. With so much vibrant but disruptive energy, it is no wonder that he was charged with ‘conduct to the prejudice of good order and air force discipline’ because he was caught talking and being generally inattentive during a lecture and, even when he was checked by his instructor, continued to disrupt the class. He was confined to barracks for three days to cool his heels. Pat’s own verdict of the charge? ‘Fat, illiterate little swine [i.e. his instructor] but I suppose I deserved it.’ He may have accepted the charge but was not impressed with the punishment: ‘Can’t read the papers, have to report like a paroled convict’ and he couldn’t appear in the anteroom until meals commenced. However, he facetiously noted that he was able to take advantage of the extra 10 minutes this restriction afforded him to ‘sit down and meditate on my crimes, so to speak.’

Pat had a strong sense of self which ranged from self deprecating—he thought the newest member of his family had better be ‘strong and healthy to stand up to the shock of having an uncle like me’—to the supremely confident—he never had any doubt that he would be accepted into the Royal Australian Air Force. Even so, his self confidence soon took a battering and he realised he would have to ‘try very hard to succeed’. Pat also had an introspective side and a few months after commencing at Point Cook, he displayed a growing maturity.

While many of his fellow trainees were watching, 19 year old Norman Chaplin tried to parachute from a plummeting aircraft. He had been flying solo and practising aerobatics when his port wing crumpled as he came out of a loop. He jumped from the diving aircraft but the parachute did not open fully. It had either entangled in the falling aircraft or there had not been enough height when Chaplin pulled the ripcord. Chaplin was still alive when he landed but was fatally injured and died shortly afterwards. Chaplin, ‘a quiet gentlemanly lad’ was well liked by his class mates. Pat, no doubt in shock himself, recorded Chaplin’s death bluntly: ‘Bloody awful. First death. Boys are taking it pretty badly.’ That night, the officers, who had witnessed many training deaths, ‘put on a show in the mess’ and, although Pat considered that ‘it has taken the sting out of things, the thought of Chaplin’s death still hangs around’. But the sting did not last. There was little time to dwell on the accident because the instructors kept Chaplin’s classmates constantly on the go. The official attitude was to just get on with things and the next morning it was business as usual with flying tests, formation flying, stall turns and—perhaps to ensure they all got back on the horse again, so to speak—loops. Chaplin was buried with full ceremonial honours on 18 April and by Monday 20 April, after a weekend off which saw Pat and his friends acting the goat in the mess playing chariot races with the easy chairs, Pat noted that ‘the effects of Chaplin’s death are wearing off completely. The boys are coming through OK’.

Pat, too, came through and went on to complete his cadetship, coming 28th in his class with 66.3%. It is interesting that Major Edward Corringham ‘Mick Mannock VC, DSO and Two Bars, MC and Bar was his Great War hero, as he proved a particularly apt role model, given the successes and stresses of Pat’s air force career. Mannock may have been the highest-scoring British Empire ace of all time (Pat did not surpass him but proved to be Australia’s highest scoring ace of the Battle of Britain) and Pat was not alone in considering him the greatest fighter pilot of the war. Mannock was an aggressive pilot but later suffered from nervous tension, as did Pat. Among other things, Mannock’s posthumous Victoria Cross citation stated that ‘this highly distinguished officer, during the whole of his career in the Royal Air Force, was an outstanding example of fearless courage, remarkable skill, devotion to duty and self-sacrifice, which has never been surpassed’. Perhaps Pat’s qualities did not surpass Mannock’s but he certainly displayed fearless courage, remarkable skill, devotion to duty and self-sacrifice throughout his Battle of Britain career and until his death, 12 days short of this 23rd birthday.

He had been busy during his last days. He had flew two patrols on 31 August, two on 1 September, two on 2 September, 1 on 3 September, 1 on 4 September (during which he had scored a hat trick), 1 on 5 September and 6 September would see him in the air three times. 31 August–6 September: twelve sorties in seven days and in dogfighting combat three days in a row. He was more than a double ace. He had no idea that his DFC recommendation was winging its way up the chain of command; had been ever since 29 August. As well as his battle prowess and courage his leadership in particular was commended: ‘His example, leadership and control has in all respects been exemplary and all the more valuable and important in its influence upon the squadron as the other two senior officers viz the Squadron Leader and A Flight Commander became non-operational flying officers and left the squadron.’

Whether the Dornier–Spitfire collision that felled a brave young man and recent husband on 7 September 1940 was accidental or deliberate is not known but Pat was the second Australian to die in combat that day. He was the eighth Australian to die in the Battle of Britain and, by tragic coincidence, like his compatriot Dick Reynell, his parachute had not opened. Pat, the ‘real go getter’ who ‘believed in getting close and doing something dangerous’, was dead. He had displayed true courage in continuing to fight but the luck he had invested in his tarnished talisman which, just on a year ago, he had claimed would be coming back to Australia with him in 1942, had run out.

Six years earlier, still a school boy, Pat had penned ‘An Autumn Evening’ for his school magazine. As an epitaph, it is strangely apt. ‘The cool evening wind came whispering over the lonely land ... The watcher rose slowly to his feet, and with the beauty of that autumn evening impressed on his soul, he started again on his journey. For a moment he was lost to view behind an outcrop, but then for a short time he stood, vaguely outlined against the lighter gloom of a wide-arched sky—and then he passed from sight—over the skyline’. Like the watcher, Paterson Clarence Hughes passed over the skyline. Vale
*****
 
You can read more about Pat's life and sterling flying career in Australia's Few and the Battle of Britain.
 
Available now in Australian bookshops and on kindle. It will be published in the UK by Pen & Sword in April 2015.
http://www.alexanderfaxbooks.com.au/australias-few-and-battle-britain for signed copies or your local bookshop (Publisher: NewSouth Books 2014 ISBN 9781742234151)
 
 
 

 
 
 
 

 

Thursday, 5 September 2013

Australia's Few. 7 September 1940

And so, the Luftwaffe turned its attention from the airfields and attempted to strike at the heart of the British: London. 7 September 1940 was the opening of the Blitz. 
234 Squadron was ordered to patrol Kenley and Biggin Hill. They took off at 17.35 p.m. When they arrived at the patrol position they encountered a large number of enemy aircraft, so many that no one at the time could hazard a guess as to how many. It was just recorded as ‘large formations’ and an ‘unascertained number’. 234’s pilots participated in furious fighting against overwhelming numbers between 18.00 and 18.30 p.m.
Pat, again flying Spitfire X4009, lined up a Dornier that was straggling behind and beneath the main formation. He made a successful quarter attack on it. Large pieces flew off and the wing crumpled. The stricken Dornier plunged into a fatal spin. And so too did Pat’s Spitfire. X4009 had lost about a third of a wing. It crashed at Darks Farm, Bessels Green; Pat fell in a nearby garden.
Pat was credited with the destruction of the Dornier. His final personal tally was now two third shares, one third share unconfirmed, one 1/2 share, and 14 destroyed and one probably destroyed. With all the part shares, he was well over a triple ace and Australia’s highest scoring Battle of Britain pilot.
It was a bad day for 234 Squadron. As well as losing Pat, they also lost Squadron Leader O’Brien. They had a healthy scoreboard but the loss of these two men was devastating. Four days later 234 Squadron returned to St Eval to rest and reform.
 
 
Vale good and brave men.
 

Australia's Few. 6 September 1940

Pat was at dispersal bright and early on 6 September. His first outing, commencing at 8.40 a.m., was a two hour patrol of Brooklands. B Flight, led by Pat in Spitfire X4009, had been on patrol for about 50 minutes when, at about 9.30 a.m., they encountered about 25 Me 109s in the Dover area. Pat’s combat report was short and sharp:
‘Saw enemy fighters below. Attacked with section astern and fired a long burst into one Me 109 which crashed on landing approx. five miles west of Littlestone. I climbed back to 10,000 feet and intercepted five Me 109s escorting a Me 110 across Dover. This Me 110 had one engine on fire and just after passing Dover the crew baled out and the 110 crashed into the sea. I attacked the rear 109 and had to fire a long burst into it as three 109s dived at me from the beam. I emptied all my ammunition into this 109 and the oil tanks burst, and my own aircraft’s windscreen and mainplane were covered in oil. I broke away and attacked the three 109s but had no ammunition and could not follow the first 109 I attacked which was losing height and smoking badly.’
Yet again, Pat had gone in close and hard; his combat report noted that he had fired from 150 yards closing to 50 yards. Close enough again for his own Spit to be covered in oil. His innate aggression too was apparent, in that he initially attempted to attack despite his lack of ammunition. A brave man, and a skilled shot who was credited with one Me 109 destroyed and one Me 109 probable. His personal tally was now two third shares, one third share unconfirmed, one 1/2 share, and 13 destroyed and one probably destroyed.
 
 

Tuesday, 3 September 2013

Australia's Few. 4 September 1940

Pat Hughes scored a hat trick on 4 September 1940. At 13.20 p.m., he was leading 234 Squadron on a patrol of Tangmere and environs. He:
Saw about 50 110s approaching coast with about 15 110s circling south of Haslemere. Red, Yellow and Green sections engaged the rear formation and Blue Section engaged the fifteen. These aircraft immediately formed a circle and in a head-on attack I fired two short bursts and the leading aircraft pulled up and I fired one short burst into the fuselage. This aircraft caught fire and crashed just north of Brighton. I attacked another 110 and from dead astern after two short bursts this aircraft rolled on its back and dived vertically to the ground and blew up, 10 miles north east of Tangmere. I was attacked by three 110s in a circle whilst another circled round behind. I gave three short bursts to break up this circle and dived away. I followed and emptied the rest of ammunition. One engine appeared to catch fire and the aircraft turned slowly towards the coast heading inland and both engines appeared to be on fire.
 
According to Shores and Williams, his personal tally was now two third shares, one third share unconfirmed, one 1/2 share, and 10 destroyed.
 
 

Sunday, 25 August 2013

Australia's Few. 26 August 1940

234 Squadron were having a busy time of it on 26 August 1940. At about 5.00 in the evening, five miles south of the Isle of Wight, while on a squadron scramble to patrol Portsmouth, Pat, as Cressy Leader:
‘Intercepted eight Me 109s at 16,000 feet followed by 30 Me 109s 2000 feet above and three miles behind. My section formed astern and attacked the leading eight, who immediately split up into sections of two aircraft each. I attacked the leading two aircraft and fired a burst of five seconds as the rear one which caught fire and dropped vertically. The second aircraft had climbed and was shooting from above but on turning he dived away but was caught by a long burst from dead astern when he pulled out. This aircraft caught fire but stayed in the air for several minutes.’
Pat was not the only one to bring home the honours for 234 Squadron. Pilot officers Bob Doe, Horton and Mortimer Rose as well as Sergeant Hornby each claimed 109s destroyed. As their squadron historian noted, they ‘brought the memorable month of August to a fitting end by shooting down six more Me 109s’. 
 
 
 

Saturday, 17 August 2013

Australia's Few. 18 August 1940

This day brought the largest aerial confrontations of the Battle of Britain, with both sides suffering great losses. Indeed, both RAF and Luftwaffe combined lost more aircraft on the 18th that at any other time during the Battle. It was such an intense day that Alfred Price coined the phrase: The Hardest Day.
By this stage, Pat Hughes of 234 Squadron had gained a reputation as an aggressive and competent fighter pilot and, just after 15.00 p.m. on the 18th he increased his personal tally against the enemy when, during an encounter over the Isle of Wight. As Pat tells it:
As Blue 1 I was on patrol when about 20 Me 109s appeared above me in the sun. I climbed towards them and my section attacked individually. I fired a burst at one Me 109 with no effect. Then I found myself attacked by two Me 109s one of which fired at me at extreme range. I turned and set this a/c on fire but was immediately attacked by the second one so could not follow it down. He attacked and climbed away and then dived. I followed until he started to pull up and shot him with two bursts of 2 secs each. This pilot immediately jumped out and landed on the Isle of Wight and his a/c crashed there a few seconds later, on fire. When I had observed this crash I saw a second cloud of smoke and fire just off the Isle of Wight which appeared to be the first 109.
 
Pat was credited with the two destroyed Messerschmitts.
 
 

Wednesday, 14 August 2013

Australia's Few. 15 August 1940

On 15 August, the Luftwaffe launched a day-long series of attacks designed to saturate RAF defences. Almost all of Britain was within range of enemy bombers.
 

A heavy raid aimed at Edinburgh was identified. Just after midday, 72 Squadron were directed to intercept it. Their eleven Spitfires met a large formation of He111 bombers and their escort of Me110s. It was a mighty force, the largest Des Sheen ever encountered. All he saw was line upon line of bombers.
 

72 Squadron attacked. The enemy formation split up and Des eased himself into a defensive circle formed by the Me110s. He closed on one and opened fire. It exploded in a mass of debris.
 

He spotted another defensive circle. He aimed at a Messerschmitt but missed. He quickly lined up another and fired again. Success! Flame and smoke poured from its engine. The stricken fighter attempted to ram Des’s Spitfire but Des dived steeply and it disappeared, burning furiously. The sky then emptied; the battle had moved on. He was low on fuel so returned to base. Combat had lasted just five minutes.
 

Des noted in his log book his claims of two Me 110s and a ‘squadron bag’ of eleven. His personal total was now 3 1/3 destroyed. He recalled that the atmosphere at Acklington at the end of the day was ‘very elated ... because it was the first action for some of them and it was a successful day out.’
 

It was also a successful day for Australians. Bill Millington of 79 Squadron shot down three German bombers. In the South, John Pain of 32 Squadron, the youngest Australian in the Battle of Britain, probably destroyed a Me 109 and Pat Hughes of 234 Squadron, shot down one Me 110 and shared another destroyed.
 

Fighter Command more than held its own in what was for far the largest air battle in which it had engaged. 76 enemy aircraft had been shot down but at a cost. Fighter Command lost 34 aircraft destroyed and 17 killed, including 25-year-old Western Australian Pilot Officer Frank Cale of 266 Squadron, who had attended the same school as Dick Glyde and had received his RAF short term commission in May 1939. An Australian also joined the ranks of prisoners of war when Pilot Officer Vincent Parker of 234 Squadron, was picked up by a German launch after baling out near the Isle of Wight.
 

Despite Fighter Command’s the losses, Winston Churchill described 15 August 1940, the day that became known to the Luftwaffe as ‘Black Thursday’, as ‘one of the greatest days in history’. Fighter Command rightly claimed victory in the largest air battle in which it had engaged.
 
 

Tuesday, 13 August 2013

Australia's Few. 14 August 1940

When 234 Squadron arrived at Middle Wallop on 14 August 1940, they knew they had finally joined the war. The aerodrome had been bombed the day before by a lone Junkers Ju 88, the only one of its unit to locate the RAF station. Bombs fell near the village of Nether Wallop and 238 Squadron’s soon-to-be-vacated dispersal with, according to 238’s diarist, ‘no damage caused’. The other Ju 88s dropped their bombs on Andover. Half an hour after Pat Hughes arrived, Middle Wallop was targeted again, and this time with more success. 234 Squadron’s Bob Doe recalled that ‘we landed on the grass airfield, were put into a lorry, and half way up to the mess, they bombed the airfield. One of the hangars was hit and a WAAF was killed in a trench.’ According to Eugene ‘Red’ Tobin, an American pilot with 609 Squadron, also located at Middle Wallop, ‘it was carnage’ at dispersal. He saw ‘one overalled person with his foot and half a leg blown off, another had a great red patch on his chest with a load of mess hanging from it, another was rolling in agony with one of his arms missing’. One airman was wounded and three were killed, as were some civilians working on the station. Three Blenheims and several Spitfires were destroyed but, fortunately, 234 Squadron had landed away from their hangars so their Spits were safe.
 
 

Wednesday, 31 July 2013

Australia's Few. 1 August 1940

On 31 July, Pat Hughes was assigned to night flying duty and, after a late night/early morning, was up early on 1 August. He had a special licence and 24 hours leave. He and Kay Brodrick, who he had met in February 1940, were getting married. Strangers watched them exchange vows. But that did not matter. They had each other. ‘We were so marvellously happy’, Kay recalled.
In a tragic counterpoint, Australia lost the second of her Battle of Britain pilots on day Pat and Kay were wed. During an afternoon bomber escort operation to Cherbourg with 236 Squadron, Bryan McDonough’s Blenheim R2774 was shot down. Both Bryan and his gunner, Sergeant Frederick Arthur Percy Head, were reported missing.
 
 

Saturday, 27 July 2013

Australia's Few. 28 July 1940

Pat was again busy on 28 July 1940. He was up early for dawn readiness and, shortly after 5.00 a.m., he and Pilot Officers Ken Dewhurst and Patrick Horton were ordered to investigate an enemy aircraft over Plymouth. As they approached the port city, shell bursts from the anti-aircraft guns illuminated a lone Ju 88 ‘diving steeply towards some objective on the land’. This time flying Spitfire N3239, Pat followed the Junkers down but waited until it ‘pulled up’ and then ‘opened fire at 100 yards closing to 50 yards’. He held this position and fired off a number of short two second bursts, continuing as the enemy aircraft began to turn. The German rear gunner kept up a constant barrage and yet again, Pat’s Spitfire was hit by a solitary bullet, this time in the radiator. His Spit was fine, but smoke began to trail from the Ju 88’s starboard engine and a ‘red hot object’ broke off. The Junkers began to lose height. Pilot Officers Dewhurst and Horton fired in turn. The damaged engine burst into flames and the Junkers slowly turned starboard and hit the water. It disappeared within seconds; there were no survivors. There was no doubt about this one. Blue Section claimed a destroyed and each were credited with a third share.

This was Pat Hughes’s third successful battle in three weeks.
 
 

Friday, 26 July 2013

Australia's Few. 27 July 1940

On 8 July 1940, 234 Squadron’s Blue Section—Flight Lieutenant Pat Hughes, Pilot Officer Keith Lawrence and Sergeant George Bailey—attacked a Junkers Ju 88 over a convoy. They were credited with the squadron’s first confirmed enemy casualty.
 
On 27 July, Pat Hughes was again leading Blue Section, this time on a patrol to Lands End. The section, this time with Flying Officer Francis Connor (who had only joined the squadron on 6 July after converting to Spitfires) flying as Number Two, was ordered to patrol Lands End. They took off at 14.45 p.m. Fifteen minutes later, Pat was ordered to take the section to 23,000 feet. He was about 25 miles south east of Lands End at this stage and saw an enemy aircraft directly above. Then—and here we will hand over to Pat’s account which he wrote in the third person—‘[the] E/A immediately dived vertically. Blue One attacked from astern, using deflection and followed E/A down onto water. Blue One fired three bursts. Both rear guns put out of action. Perspex was seen to fly off the top cockpit and part of aircraft fell from both engines. Blue One finished all his ammunition and broke away to port, estimated speed of enemy aircraft 300 mph.’
 
Pat was credited with damaging a Ju 88.
 
 

Monday, 8 July 2013

Pat Hughes and the Kanelkampf

The Battle of Britain had not yet officially begun but the Kanelkampf was underway in early July 1940. After 14 interception scrambles on 7 July, 234 Squadron was again busy on 8 July, with continuous convoy duty and ten scrambles. Blue Section—Pat Hughes, Pilot Officer Keith Lawrence and Sergeant George Bailey—set off for their turn at shipping protection at 4.35 p.m. All was quiet as they circled the vessels. At 6.15 p.m., while Pat was flying above a cloud layer and his confrères were maintaining their guard at about 1000 feet, Keith Lawrence espied a Junkers Ju 88 diving steeply. He turned towards the convoy to intercept just as George Bailey sighted it. The Junkers then climbed through the cloud layer to escape, coming right into Pat’s range.
As the enemy aircraft continued to climb, Lawrence carried out a dead astern attack and Pat fired as well; his gun sight was set at 150 yards. The Ju 88 veered to port, and closing from 150 to 50 yards, Pat used a slight deflection, expending all his ammunition; he had fired 2492 rounds. As the Junkers emerged from the cloud, Pat broke away to port and downwards as George Bailey attacked from dead astern. ‘The enemy aircraft gradually lost height in a slow left hand turn, attempted to climb but finally landed on the water. It floated for about 20 minutes and then sank, leaving the men on the surface.’ Pat, Lawrence and Bailey speculated that the ‘apparent cause of destruction was engine failure as the aircraft appeared to be under control until it hit the water’. Whatever the reason, it was a combined effort and ‘this aircraft is claimed by this section’. It was the squadron’s ‘first confirmed enemy casualty’ with a third credit to each pilot. It was also Pat Hughes’s first combat victory and the first indication to Keith Lawrence of what would make Pat a successful fighter pilot: his ability to shoot and at hit a moving target; a ‘natural born good shot’.