Perhaps this International Women’s Day, we might consider judging women for their agency!

Article originally published on the Andante Travel Website as an interview with Clare

The women of the Special Operations Executive, or SOE, were special agents, recruited, trained, armed and sent to serve behind enemy lines coordinating, training and arming resistance circuits in Nazi-occupied countries alongside their male colleagues. The SOE was established in July 1940, following Winston Churchill’s injunction to ‘set Europe ablaze’. Yet the first female agent of the war, the Polish-born Countess Krystyna Skarbek, aka Christine Granville, had demanded to be taken on by the British secret services six months earlier, and was in post before the end of 1939! Her achievements in three different theatres of the war showed how valuable female agents could be. Later more women were recruited as they were considered less likely to be stopped and searched than able-bodied men travelling around enemy-occupied countries. Around 39 women were sent into occupied France alone, to act as clandestine couriers and wireless transmitters - work for which they were told they could expect to be arrested, interrogated and executed within six weeks. Many stepped up to undertake sabotage and armed combat, and several became circuit leaders, organising armies of several hundred men. Thirteen would not return.

The women who were involved in this project, what would have given them the ‘edge’ to apply (or be recruited, if that was the case)?

Krystyna Skarbek was unusual in that she approached MI6 to be given a role. Women were usually recruited from other branches of the services when they were discovered to have valuable skills. All the female agents were great patriots with a strong sense of honour and duty. They were determined, ready to endure both stress and loneliness, and each was also incredibly brave. They shared certain skills too; the ability to think quickly and creatively under pressure, languages skills, physical fitness; and the ability to win support and generate loyalty. Yet there was no single ‘type’ of woman that made a good agent. They came from many different countries and faiths, some were young women, others mothers or grandmothers, one had an artificial leg. Beauty could be both a help and hindrance, as an attractive face might charm but was also more memorable. The popular idea that the female agents’ most important role was as a ‘honey-trap’, seducing the enemy into revealing their secrets, is mistaken. Although some did employ their charms to good effect, their most vital attribute was simply that they might be overlooked while getting on with a range of tasks from gathering intelligence to smuggling, and sabotage to transmitting radio communications.

What can guests on Historical Trips’ Women of the SOE tour expect from the experience?

This is a very special and personal tour that follows in the footsteps of several of the female special agents, some of whom did not return, but all of whom made a significant contribution to the Allied war-effort. As well as visiting a couple of small museums, and several public and some quite hidden memorials, family members of several of the special agents have supported the tour, opening up their homes, giving talks, and sharing their knowledge. I feel strongly that the contribution made by the women should be remembered respectfully, and their service honoured.

What do you think is important to consider, discuss or celebrate on International Women’s Day 2019?

I am often asked why I mainly write about women. While I would be delighted to write about the lives of interesting men, the fact is that there is still a rich seam of women’s stories waiting to be told, and plenty of information to be found that has been misfiled under ‘domestic’! Furthermore, all too often female special agents, in particular, are still presented primarily as beautiful and brave, rather than as effective. Perhaps this International Women’s Day, we might consider judging women for their agency!

What interests you so much about women involved in war?

Conflict requires societies to give of their all, even if this means defying previous societal norms. As a result, wars have provided many women with new opportunities, be it working on farms or in factories, as drivers or pilots, or behind enemy lines as special agents. My three books look at the responses of four very different women to conflict. The remarkable Eglantyne Jebb, who distributed aid in the Balkan conflict that turned into the First World War, later defied the law to set up Save the Children, and developed the pioneering concept of children’s human rights - permanently changing the way the world regards and treats children. Krystyna Skarbek was not only the first female agent of the Second World War, but also the longest-serving agent male or female. Brought up to marry well, she yearned for freedom, and was extremely effective when she had the chance to fight for it. Most recently, I have written about the only two women to serve as test-pilots for the Third Reich, one a fanatical Nazi, the other secretly in the German resistance. Their perspectives, choices and actions meant that they would end their lives on opposite sides of history. Perhaps paradoxically, in overturning established special norms conflict can be an enabler, as well as a force of destruction.

You must have experienced some really memorable moments over the years, thanks to your work as an author along with your various lectures and television/radio appearances, could you please share some with us?

I love my job. I am naturally nosy, and being a biographer gives me license to read private letters and diaries, and interview witnesses of the most extraordinary events from the past. My research has led me to sleep in my subjects' bedrooms, and eat from their dishes - how good is washing up, could there be any DNA left on a plate? I have flown a glider in France, eaten breakfast with an assassin’s son in Germany, and in Poland I was once nearly arrested by the Gestapo… honestly, you will have to ask me when you see me!

Meeting the Nazi test-pilot Hanna Reitsch

Published by the Alderney Literary Festival where Clare will be speaking in March 2019

One of the great joys of researching my two books about special agents and pilots in the Second World War has been interviewing veterans and witnesses to that conflict, and others who knew or met those who served in it. As the human coast erodes, as it were, it feels ever more important to capture these stories.

Occasionally after a book has been published, people get in touch with stories that I would love to have included in my books. With The Women Who Flew for Hitler, which tells the dramatic and still little-known story of Hanna Reitsch and Melitta von Stauffenberg, the only women to serve the Nazi regime as test pilots in the Second World War, but who ended their lives on opposites sides of history, I have been lucky enough to meet two people who knew Hanna.  

Former diplomat, Treasury official and President of the European Investment Bank, Brian Unwin, met Hanna in the 1960s when he was serving the British High Commission in Accra, Ghana. He got in touch having been astounded by the very different picture he had gained of Hanna from reading my book. Over lunch at the Reform Club, Brian told me how he had been sent to deliver a diplomatic gift of books to the head of the Ghanaian gliding school outside Accra in ‘the dying days of Kwame Nkrumah’s totalitarian regime’. He remembered a few white buildings around the field, a crowd, the hot sun, and his giving a ‘stock speech’. Afterwards the ‘attractive silver-haired director of the school, in her 50s’ offered to take him up in a glider. Slightly nervous, Brian checked that she was qualified to do so. After her reassurances she took him up for a short flight. Only when he returned to the High Commission did he learn that she was Hanna Reitsch, ‘Hitler’s pilot’. 

Brian said that he had been rather proud to include this story in his memoirs, and to think that he was probably the last Englishman alive to have been flown by Hanna Reitsch. Having read my book, however, and learned ‘how unreconstructed’ Hanna was, he has reviewed his perspective. 

Last week, after I gave a talk at the Wimborne Literary Festival, John Batchelor, MBE, introduced himself. John is a military artist and technical illustrator who met Hanna at Edwards Air Force Base in California, around 1977. Hanna had got out of her Mercedes car, John told me, and soon had a crowd of people around her. Curious as to who she might be, John identified her by the two pieces of jewelry she was wearing. One was a senior gliding award with diamonds, the other a round brooch with a border of precious stones and a swastika at its centre. The woman could only be Hanna Reitsch and the second brooch her gift from Hitler, which she said she would wear for the rest of her life – even though it was now illegal to wear the swastika in Germany.

John introduced himself to Hanna, and found her ‘very helpful’ when he asked her about her war-time test flights. Fascinatingly, she told him that the one aircraft she would not fly under power was the Me163. This confirmed my belief that although she was happy to tell the BBC in an interview that flying the Me163 was ‘like riding on a cannon ball,’ her own flights with it had been when she was towed up to test the gliding landings. 

Hanna did not discuss the Nazi regime or politics with John, but when he mentioned her jewellery she told him that she had also kept her Iron Cross but did not wear it ‘every day’. It seems to confirm that Hanna was, as the brilliant British Royal Naval pilot Captain Eric ‘Winkle’ Brown had told me during my research, ‘a fanatical Nazi’ to the end. 

John was amused, however, when he left Hanna or, as he put it, ‘got rid of her into her waiting Mercedes’. A group of young aviation people, editors and writers, who were waiting nearby, asked, ‘Who was that old woman you were trying to date’, only to be astounded to learn that it was Hanna Reitsch!

Twice during my research for The Women Who Flew for Hitler I was told that I was just ‘two handshakes away from Hitler’; once by Eric Brown, who had shaken Hanna’s hand, and once by Major General Berthold von Stauffenberg, whose father Claus von Stauffenberg had led the most famous assassination attempt on Hitler; the 20 July 1944 Valkyrie bomb plot. It was an honour, as well as a great pleasure, to interview all these men, and it is always wonderful to meet other people who are willing to generously share their memories to help me gain the most accurate picture I can of my subjects. Perhaps, if I get the chance to have a new edition of The Women Who Flew For Hitler, I can add some further nuance to their stories!   

"The Women Who Flew For Hitler".....a dreamcast of a movie adaptation

Clare Mulley,  September 2018

‘Blog post written for The Campaign for the American Reader’.

What could be more filmic? Hanna Reitsch and Melitta von Stauffenberg both learnt to fly over the same green slopes of north-east Germany in the 1930s. This was the glamorous age of flight, when Amelia Earhart had her own fashion line and En Avion was the perfume of choice. Female pilots anywhere were considered courageous, but nowhere were they considered more extraordinary than in Nazi Germany, which promoted the idea that women’s real place was in church, the kitchen and the nursery. Hanna and Melitta were exceptional, and with the war they became the only women to serve the regime as test pilots, the only two female Flight Captains in Nazi Germany, and both recipients of the Iron Cross.

You might have thought, then, that Hanna and Melitta would have supported one another, but in fact there was no love lost between them. With her bubbly personality, blond hair and blue-eyes, Hanna seemed the perfect example of Aryan maidenhood, and she was soon an ardent supporter of what she considered to be the dynamic new Nazi regime. Melitta, by contrast, was dark, serious and seemingly shy. Her father had been born Jewish and she was officially categorised as ‘Mischling’, or half-blood, by the regime, but her skills were so valuable to them that they gave her ‘Equal to Aryan’ status. In July 1944, Melitta would support the most famous attempt to assassinate Hitler.

There could hardly be more perfect roles for two actresses today; both at the heart of the Third Reich’s war effort, risking their lives daily in the macho world of Nazi aviation. How about Emma Stone or Jennifer Lawrence for the blond Hanna, who once starred in UFA films for the Nazi the regime. Rachel Weiss or perhaps Gal Gadot could excel as her nemesis, whose quiet determination and moral courage drive the story forward.

There are plenty of supporting roles for the men here too. Hitler is hard to cast, although Bruno Ganz was excellent in Downfall. (The terrifying map room scene when Hitler/Ganz screams at his generals is one of the most adapted clips on YouTube.) Tom Cruise has already played Claus von Stauffenberg, Melitta’s brother-in-law, in the film Valkyrie, but perhaps he could be persuaded to reprise the role among the supporting cast?

Humour and Humanity: A day with 100 RAF veterans at Project Propeller

Clare Mulley,  July 2018

Mary Ellis as a Second World War ATA pilot, & with me at Project Propeller 2017

‘When women pilots cease to become news, the battle of equality will have been won’, the British ATA pilot Mary Ellis wrote in her memoirs, published last year.i Mary died in late July, aged 101, the last female Spitfire pilot who flew in the Second World War. I was among those honouring her, talking to Sky News, as her name rightly made headlines once again. I had had the privilege to meet Mary at the Project Propeller annual air veterans’ reunion last year where she told me stories of having been shot at twice in one day by anti-aircraft guns mistaking her for an enemy bomber, and of once being ‘stalked’ through the air by a Luftwaffe pilot who cheekily waved to her before ‘suddenly he was gone’. It was ‘all part of the job’ she told me in her matter of fact way, before striding over to chat with her fellow former ATA pilot Joyce Lofthouse and some of the male veterans at the reunion.

Mary had joined the women’s section of the Air Transport Auxiliary (ATA) in 1941, the same year that C.G. Grey, editor of Aeroplane magazine wrote that ‘the menace is the woman who thinks she ought to be flying a high-speed bomber when really she has not the intelligence to scrub the floor of a hospital properly’. In those early days the ATA women earned 20% less than the men and were expected to fly in skirts, even in freezing conditions. By the end of the war 166 women had enrolled, working alongside 1,152 men on equal pay and in uniform trousers. Last year the RAF became the first branch of the British military to accept women for service in any role, including close combat. The battle for equality is still being fought, but it is worth both remembering that we have come a long way, and the pioneers like Mary and Joyce who helped make the diversity of today’s RAF possible.

Joyce passed away last year, and Spitfire pilots Tom Neil and Geoffrey Wellum both died just a few weeks before Mary this July. As we remember these extraordinary men and women, wish them ‘blue skies’ and imagine a wonderful reunion in the clouds, we must also pay attention to those veterans still with us, keeping the Second World War within living memory.

Project Propeller 2018, Halfpenny Green

This year’s Project Propeller reunion was held at Halfpenny Green, Wolverhampton. Although most World War Two veterans are now in their early 90s, guest numbers have been rising as word of the annual event spreads. It now takes a team of volunteers to not only liaise with the host airfields and ATC cadets, make cakes and sandwiches and book the 1940s singers, but also coordinate a growing crew of volunteer light-aircraft pilots who fly the veterans over from their nearest airfield. This year I arrived in a little Cirrus SR20 piloted by Mark Williams and Nick Snow. Setting off from North Weald, we went first to Elstree to collect veteran Spitfire pilot Geoff Hulett. 

Geoff Hulett with me, and Cirrus pilots Mark Williams and Nick Snow

Geoff was waiting for us in Elstree airfield’s Wings Café, wearing his RAF tie, good aviation sunglasses, and only a slight air of impatience. At ninety-five, he was up on the wing and kindly offering me his hand before I had time to turn around. A quick evaluation of the relative merits of the Spitfire and Cirrus ensued… The Cirrus won on comfort. Geoff, a recipient of the Burma Cross, had been a ferry pilot, delivering Spitfires, Hurricanes and P-47 Thunderbolts in Egypt and the Far East. He remembered his machines getting so hot that when he stopped to refuel he could barely touch the metal harness to lock himself back in, and sometimes oil would slip out onto the floor adding hot fumes to the already heavy air in the cockpit. 

Perhaps unsurprisingly however, the Spitfire cleaned up in other respects. ‘We didn’t have this problem’, Geoff told me cheerfully when the warm engine of our Cirrus had second thoughts about firing as we waited to take off from Elstree. ‘If there were two aircraft, we would park one in front of the other, so that the slip-stream of one would keep the other cool, then reverse the order. That would keep them going.’ Then, once we were up in the air and Nick showed off his GPS navigation systems, Geoff simply pointed out the window saying, ‘that’s the best way actually.’ In Burma he had had no radar to guide him, only maps and a compass. ‘Monsoon season was awkward’, he admitted, ‘though low-flying on clouds is always fun’. Two minutes later Geoff had taken the controls, and we were ‘cloud surfing’ over to Wolverhampton in the very safe hands of a Second World War Spitfire pilot.

Spitfire pilot Geoff Hulett at the controls

Geoff disappeared as soon as we landed at Halfpenny Green. Many of the veterans I spoke with were keen to meet up with old friends, and I was also glad to see a number of familiar faces such as RAF Flying Officer John Alan Ottewell who advised me on my research for my last book, The Women Who Flew for Hitler.

With Flying Officer John Alan Ottewell

Like most of the veterans I spoke with this summer, John had flown with Bomber Command. Every one of these men had an incredible story to tell. 

Only eleven at the start of the war, Ron Applegate joined the ATC in 1942. Although he flew with trainee pilots doing what he called ‘circuits and bumps’, one of his most vivid memories was when he was out blackberrying with his brother. ‘All of a sudden there was a tremendous roar. It was Lancasters, flying at rooftop level… coming at us!’ Only later did Ron learn that they were practising low-level flying and flights over water in preparation for dropping the ‘bouncing bomb’, designed to destroy German dams. 

Radar specialist Stan Forsyth flew with heavy radar equipment, locating enemy radar stations to be bombed, and sometimes accompanying raids up above the bombers, trying to catch the frequency of enemy fighters to warn the crews below. In 1944 Stan was given a different target to locate: the German Navy's mighty 42,900 ton battleship, the Tirpitz. ‘Five aircraft went out, and I found it in the fjords’, Stan told me with understandable pride. ‘I didn’t see it, except on the radar, but I knew it was him. They sent the bombers in, and I got the DFC for finding it.’

Pilot and Warrant Officer Peter Holloway flew over 150 operations in Burma in what he called ‘Hurricanes and Hurribombers.’ Some ops only lasted ten minutes, he told me, as his airfield was right at the edge of the Japanese lines. ‘We were so close you just took off, lifted the wheels, dropped the bombs, and landed again.’

John Whitworth remembered being exhausted, flying a Mosquito back from a Hamburg bombing raid, when suddenly he felt his unflappable navigator, Canadian Bill Tulloch, nudging him hard with his elbow. ‘We were doing 400mph, and I was asleep!’ 

Several of the crew flying on long distance raids had been shot down. Wireless Operator and Gunner Fred Hooker’s first operation was on 3 September 1944, a bombing raid over Venlo in Holland. Bad weather forced them to land away from their base and they only returned on 10 September. The following night they flew to the Ruhr ‘which was hell’. On 12 September their aircraft was shot down on an operation to Munster. 

‘We were on a bombing run, when suddenly I was sitting in fresh air,’ Fred remembered. ‘No Perspex. No guns. In fact the guns were hanging from the tower turret.’ With no intercom, Fred moved down into the damaged aircraft. ‘The rear was full of flames, and in the portside was a bloody large hole.’ Seeing one of the crew bail out of the front hatch spurred him into action but the parachute he grabbed was already on fire. The last thing Fred saw before blacking out was the flight engineer who strode over, picked up a chute, put his arm round Fred, clipped on and pushed him out. 

Fred’s pilot and the tail gunner both lost their lives in the burning bomber, but the rest of the crew landed in a field of sugar-beet near Munster. Immediately caught, they were searched and put on a truck into the city. Walking past burning houses in the streets they had been bombing just an hour earlier was sobering. Some civilians tried to attack them and Fred believes his life was saved a second time that night, but this time by their two German guards. 

Like several of the veterans at the reunion, Fred had brought along some papers. Among them was his German prisoner-of-war ID card, with photo showing a ruggedly handsome but stoney-faced young man. When I asked what was in his mind when it was taken, he laughed, ‘Blue murder… I hadn’t had a wash for two weeks!’ He would spend most of the rest of the war as a POW, long months whose progress he recorded in pencil on brown paper ripped from a Red Cross parcel. 

Wireless operator and gunner Fred Hooker with his papers

Welshman Harry Winter was also shot down over Germany. Harry flew Wellingtons and Halifaxes with the 427 Royal Canadian Air Force, known as the ‘Lion Squadron’ and adopted by MGM because of their rampant lion insignia. In October 1943 Harry was in the second wave of the bombing run over Kassell, when German flares lit up the sky until it was like ‘going down a high street with the lights on’. Night-fighters proceeded to shoot down twenty-five bombers within five miles. 

Having been caught with his parachute still attached after baling out, Harry was taken to Luft 7. Later he would join the forced march to Stalag IIIA, south of Berlin, a camp that was eventually liberated by the Russians. Even then Harry was detained for a POW swap. Allowed to walk under guard into East Berlin, he knocked on doors asking for food. ‘Two girls saw my uniform was different and, when they found out I was British, they asked me to stay and protect them’, he told me. The women feared being raped by Russian soldiers. Harry was more than happy to swap the hard floor at the camp for a settee in Berlin, and eventually managed to flag down a US army truck and get sent home. When he finally got back to Cardiff, Harry found that his girlfriend had married another chap. ‘It was ok, I had disappeared I guess,’ he told me wistfully, before his eyes lit up again. ‘I got a London girl.’

All the veterans I spoke with this summer were pleased to share their time and memories, and some have published their memoirs, listed below. Ivan ‘Lucky’ Potter even signed a copy of his for me. None glorified war in any way, although most spoke warmly about the comradeship they found, and lit up at recalling their better memories. 

‘We were flying with a full bomb load, a Lancaster UMH2, and there was a thundercloud directly on track’, Rear Gunner Peter Potter told me, a large grin raising the curled ends of his glorious moustache. ‘It was too massive to go around, so we went up 24,000 feet to go over it.’ Soon they were caught in the turbulent centre of the dark cloud, then suddenly sucked out of it and falling 20,000 feet. The air was howling over the aircraft’s fuselage and the control panel shook so much it was hard to read the dials as they plummeted down, but somehow Peter’s pilot managed to pull the Lancaster out of their unintended dive. They had just enough power to limp back to base. ‘It tore the rivets out, its body was all twisted’, he added rather proudly. Later he got a letter from Lancaster design engineer Roy Chadwick, who had inspected the broken aircraft. ‘To have incurred this damage,’ Chadwick wrote, ‘you had to have been going at 520mph. Ps, You have probably flown the fastest bomber in the war’.

At Project Propeller 2018 with Lancaster Rear Gunner Peter Potter. Photo c. Nigel Whitmore.

There was also much moving talk about losing friends and colleagues however, the less fortunate who are also always remembered at Project Propeller reunions. ‘The worst was when we bombed Nuremberg,’ Wireless Operator and Rear Gunner Reginald Payne, now 95, recalled. ‘I have still my log-book. I did the ops without any real problems… the ground-crew found damage to the aircraft that showed we had been hit by enemy flak, but we were not aware of it… But we lost 94 airmen. We lost men in our hut. We lost a lot of friends. At night you would sleep next to another man, and you always said goodnight. Then they were gone. You would see all the empty beds, and a few days later “sprog” [newer recruits] airmen would come in.’ 

Wireless Operator and Rear Gunner Reginald Payne

Mary Ellis had shared similar memories with me the year before. Once, delivering a Wellington bomber, she had had to stay over at a Bomber Command airfield & enjoyed a fine meal in the mess with ‘all these lovely air crew.’ ‘The place was full of laughter and they were all such decent chaps’, she told me. The next morning there were only two or three men at breakfast, ‘solemnly drinking tea’. The others had not returned from their missions that night.

Other veterans spoke about the civilian casualties of their bombing raids. ‘At age 18/19 you don’t think’, Lawrence Rogers, now 96, told me. ‘Dropping bombs. It was our duty but so many innocent people were killed. Women and children.’ 

Most of the men were quick to tell me that their best moment was, in Reginald Payne’s words, ‘landing back at base after the last op.’ Reginald and his crew celebrated by going into Lincoln to have ‘a good old round of drinks, but not too much - you never knew whether, for certain, they wouldn’t want you again the next day.’ Between them, the veterans I met saw the end of the war on different dates in London, Lincoln, Berlin and Shanghai.

Pilot Eric Carter

At 98 ‘and getting on a bit’, Eric Carter, who had wangled his way into the RAF having originally been called up for the army, only to serve a gruelling year in Russia followed by postings in Egypt and the Far East, was the least sentimental about his war. ‘The best moment? I don’t think there were many… It was bloody dangerous, and it was awful.’ Like many, he had a clear message for the next generation: ‘Learn as much as you can from this period. It was not a party, not something to happen again. Make sure it does NOT happen again. Watch these politicians.’

Navigator Jim Wright greets the Lancaster bomber salute at Project Propeller 2018

A moment later our conversation was drowned out by the sound of rapidly approaching Rolls Royce Merlin engines. Eric automatically lifted his gaze, while Jim Wright in a chair beside us, a navigator who flew on 43 missions during the war, raised his hand in greeting. A Lancaster was flying low overhead in tribute to the service that these men and their colleagues, male and female, British, Poles, Czech and others, had given during the conflict. 

For my daughters, the Second World War is part of the history curriculum. I felt the same at their age, but almost as much time has passed since I was at school, as between the war and my classes. My children are probably the last generation who may have the chance to talk with people who served in the conflict, men and women like Mary Ellis, Geoff Hulett, Fred Hooker and Eric Carter, whose lives were shaped not only by their service, but by the absence of those dear to them who lost their lives. Once female pilots made headlines by dint of their gender; these days the names of both male and female Second World War pilots are all too often in the papers as they leave us. Project Propeller provides a unique opportunity for many of those still with us to meet again, share their news, and retell their stories. Each passing year it feels ever more important to listen to their voices, remember the debt that we owe, and learn from their memories and insights, their humour and their humanity. 

Clare with Cirrus pilot Mark Williams, Flight Engineer Harold Kirby, and Pilot Geoff Hullet.

Project Propeller depends on donations of both time and money to keep going. If you would like to contribute, or are a private light aircraft pilot who would be interested in offering to fly veterans to next year’s reunion, please get in touch through the website: http://www.projectpropeller.org/PP/index.asp

Historia Interviews: Michael Morpurgo

Clare Mulley talks to HWA Honorary Patron, Michael Morpurgo, about the extraordinary family history that inspired his latest book.

On 17 August 1944, Michael Morpurgo’s uncle, Francis Cammaerts, was scheduled to be executed. He and two colleagues had been arrested by the Nazi German occupying forces in southern France, who rightly suspected that they were special agents, sent in to arm and organise the French resistance. Having had ‘an ominously good meal’ of vegetable soup, that evening the three men were marched across the prison courtyard towards the football ground, the place used for executions by firing squad. As the sky darkened with a summer storm, they were surprised to suddenly be herded the other way and into a waiting Citroën. Once round the first bend, the car stopped to collect a solitary figure, standing silhouetted against the white wall of an isolated farm building. It was Krystyna Skarbek, aka Christine Granville, the Polish-born female special agent who worked with Francis in the field. Unknown to him and the other men, a few days earlier Christine had begged the local resistance to rescue them. After their refusal, she had cycled the 20 kilometers over to the prison, planned, and pulled off the apparently impossible rescue on her own…

A few years ago, not long after my biography of Christine, The Spy Who Loved, had been published, I met Michael Morpurgo at the Harrogate History Festival where he was talking in his capacity as the Honorary Patron of the Historical Writers Association. I asked him whether he might ever write the story of Francis and Christine, their love affair, resistance work, and Christine’s dramatic rescue of the men. Michael told me that he had published almost 800 stories, but this one was too close to him. Last month I went to the launch of In the Mouth of the Wolf, Michael’s latest book, which finally tells the story of Francis, his brother Pieter, and Christine. We met again, a few days ago at Ognisko Polskie, London’s Polish Hearth Club, to talk about why Michael finally chose to share this tale.

‘This story has been at the back of my mind all my life,’ Michael told me, at least ‘since I was six years old.’ Michael was about seven when he first met Francis. Knowing only that his uncle was a great war-hero, and finding him ‘immensely tall’, Michael found him very daunting. ‘Francis was a one-off, very strange. He did not behave like other uncles. He commanded a room whenever he came in. Very handsome. Very impressive. Difficult to talk to’.

Despite this, Michael was deeply inspired by both of his uncles; Francis and his younger brother Pieter, who had joined the RAF and was killed in action early on in the war. When he left school Michael even joined the army, ‘because the story of these brothers was so strong in my head. I was not a very deep-thinking eighteen year old’, he laughs, and he left again pretty swiftly, ‘never having had to go to war, thank god.’ His change of mind about his vocation came during winter training exercises in 1962. Michael tells even this like a story waiting to be written. ‘It was freezing’, he begins, ‘there was snow on the ground and in the trenches, and the enemy’ – in fact some Argyll Highlanders – ‘would cheerfully have killed and eaten us Sandhurst cadets. They shouted at us all night, and in the morning I had an epiphany… I suddenly realised that what I wanted to do was talk to people, not shoot at them. So I left the army.’ Nonetheless, his time as a cadet gave him an understanding of the military that he would later find very useful in his writing.

Like Francis before him, Michael then became a teacher, and the two men found each other again, discussing education. Over time Francis spoke more about his own life. It was his knowledge of the courage of the French people who hid and supported members of the resistance during the war that enabled Michael to write his book about the French occupation, Waiting for Anya, with real integrity.

Francis now also spoke about working with Christine. She had been parachuted in to serve as the courier with his resistance circuit in the south east of France in the summer of 1944. The previous courier, Cecily Lefort, had been arrested some weeks before, and would eventually be killed in the gas chambers. Christine was the first woman to serve Britain as a special agent in the war, and had already operated behind enemy lines in two different theatres of the conflict; in Eastern Europe; and Egypt and the Middle East. She had a reputation both for courage and for getting results. Francis immediately knew that he could trust her, and simply told Michael that it was Christine ‘who made it work.’ What he did not talk about was their love affair. ‘They fell in love extraordinarily quickly’, Michael told me. But Francis was married, and all he would later say was that ‘it is possible to love two women at the same time’.

Michael says he feels indebted to his uncles for many things, not least for having given him the debate of his life, ‘do you or don’t you do what they did, serve and fight?’ Michael believes he would have made the same choices at Pieter, the uncle he never knew. Francis started the war as a conscientious objector, and it was these differences that gave Michael his way into the story. He only dared to write the book after Francis had died, involving his family all the way, sending them drafts. Luckily, he says, ‘they are broadminded’.

In the end, the story of Francis and Christine was one that Michael felt he had to write. ‘History is the most important subject in the world, and the most ignored,’ he told me. ‘There is very little curriculum interest in it. Children are not being taught the story of the story, the development of history. You can start wherever you like, that doesn’t matter at all.’ Michael has told tales from all over the world, and across time, but ultimately, he says, ‘this is the story that I am connected to the most. I grew up during the Second World War. I played in the ruins, and there really was an old soldier with one leg at the end of the street. It was a dark and gloomy London, full of sadness. It was like some monster had come… This war had not just knocked down houses, burnt bodies and taken off flesh, it had also affected my own family.’

Michael and I had chosen to meet in the Polish Hearth Club in London, because last year the club commissioned a bronze bust of Christine, which now lives there on public display. The portrait was sculpted by my husband, Ian Wolter, an award-winning artist, using every photograph of her that I could find, including crime scene pictures released to me under the Freedom of Information Act. At the foundry, we added a handful of Polish and British earth to the bronze, so Christine is literally cast with the soil of her native and adoptive countries. What was it like to finally come face-to-face with Christine, I asked Michael. ‘Very strange,’ he hesitated, ‘to see the face that meant so much to Francis, but who none of us were ever able to meet’.

This is not the place to let you know what made Francis change his mind and fight in the Second World War, or even how Christine saved him and his colleagues-in-arms in a French field in the late summer of 1944. There are books out there for that. As a piece for Historia, I will simply pass on Michael’s passionate belief that, whatever the subject, you ‘have to tell a story that matters to you. If you are not really passionate about the subject then don’t tell it. If it hurts, it hurts. If it’s about war, it will hurt. You look people in the eye when you tell a story… just write.’

Michael Morpurgo’s In the Mouth of the Wolf, illustrated by the brilliant French artist Barroux, is published by Egmont. www.michaelmorpurgo.com

Clare Mulley’s The Spy Who Loved, the Secrets and Lives of Christine Granville, is published by Macmillan and has been optioned by Universal Studios. www.claremulley.com

Images:

1. Clare Mulley with Michael Morpurgo at Ognisko Polskie, The Polish Hearth Club in London, 2018. Photo © Ania Mochlinska, Ognisko Polskie.
2. Francis Cammaerts & Krystyna Skarbek aka Christine Granville
3. Clare Mulley with Michael Morpurgo at Ognisko Polskie, The Polish Hearth Club in London, 2018. Photo © Ania Mochlinska, Ognisko Polskie.
4. The stories of Francis; In the Mouth of the Wolf, & Christine; The Spy Who Loved
5. Ian Wolter’s sculpture of Christine at Ognisko Polskie. © Ania Mochlinska, Ognisko Polskie.

Article originally published on the Historia Website here

Pilots and Spies, Enablers and Resisters

Article written for the Chalke Valley History Festival

Hanna Reitsch and Melitta von Stauffenberg were the only two women to serve as test pilots for the Nazi regime. Truly remarkable women, both were made Honorary Flight Captains and both were awarded the Iron Cross… yet they ended their lives on opposite sides of history. I am delighted to be talking about their beliefs, decisions and actions as told in my new book, The Women Who Flew for Hitler, when I return to the Chalke Valley History Festival this June.

I was last at the festival in 2013, speaking about The Spy Who Loved, my biography of Krystyna Skarbek, aka Christine Granville, the first woman to serve Britain as a special agent during the Second World War. You can hear a recording of that talk here. These days the questions that I am most often asked are; why the focus on women in conflict; and why the shift in perspective from the story of an Allied heroine, to that of two women serving the Nazi regime…

For a historian, the seismic upheaval of war brings fascinating stories not only of honour, courage and duty, betrayal, sacrifice and horror, but also of shifting priorities and perspectives. For women in Britain, the Second World War brought an end to many hopes and dreams but also new opportunities, notably in the workplace. For some, the conflict also brought the chance to serve both at home, and behind enemy lines. It was of course preconceptions about gender that made female special agents so unexpected and inconspicuous in the field, and therefore so effective when they were trained, armed, and sent to work in Nazi-occupied Europe alongside their male counterparts.

The well-connected daughter of a Polish count and Jewish banking heiress, before the war Krystyna Skarbek got her thrills from smuggling cigarettes by skiing across her country’s mountainous borders. Arriving in London towards the close of 1939, she was desperate to put her skills and experience to good use in the fight against Nazism. Being British and male were then the fundamental requirements of the Secret Intelligence Services, but Krystyna offered a unique opportunity to see how the enemy was organizing in an occupied territory. Deployed before the year was out, she became Britain’s first – and longest serving – female special agent, and was ultimately awarded the OBE, George Medal and French Croix de Guerre for her service in three different theatres of the conflict.

Krystyna’s principle motivation was her deep sense of patriotism. The conflict had enabled her to live a life of freedom, action and significance, but it had also left six million of her compatriots dead, and her ravaged country under the control of a Soviet-backed Communist regime. For her, surviving the ‘terrible peace’ that followed the war was harder than responding to the call to action.

Pioneering German aviators Hanna Reitsch and Melitta von Stauffenberg not only made their names in the male-dominated field of flight in the 1930s but, with the onset of the war, also became test-pilots for the Nazi regime. They, too, were motivated by both their sense of honour, duty and patriotism, and their love for personal freedom. Their understandings of what these words meant, however, were very different not only from Krystyna Skarbek’s conception, but also from each other’s.

With her blond curls and blue-eyes, Hanna looked the perfect ‘Aryan’ woman, which suited both her inclinations and her ambitions. Firmly aligning herself with what she considered to be the dynamic Nazi regime, when war came she proudly put her life on the line to test prototypes including the vast Gigant troop-carrying glider, the Me163 rocket-powered Komet, and even a manned-version of the V1 flying bomb or doodlebug. As a brilliant aeronautical engineer, Melitta, helped develop the Stuka dive-bombers, even insisting on testing her own innovations. She knew that it was only by making herself uniquely valuable to the regime that she might protect herself and her family – her father had been born Jewish. On 20 July 1944 Melitta supported the most famous attempt on Hitler’s life. Conversely in the last days of the war, Hanna flew into Berlin under siege and begged Hitler to let her fly him to safety.

The Nazi regime and its enormously powerful armed forces led to the suffering and death of millions of people, Jews of all nations, Poles of all religions, Russians, British, French, American, the list goes on. The Women Who Flew for Hitler searches for the truth about two female pilots, asking why they were so successful and how they felt about serving the Nazi regime. I hope that what it reveals – the good and the bad – will contribute to a better understanding of the ways in which Hitler was able to harness the resources of his country for his terrible purposes. It is no less important that we seek to understand these questions, as that we remember the courage, achievements and sacrifices of the brave men and women whose service in so many fields helped to defeat that threat.

Clare is due to give a talk at the Chalke Valley History Festival this summer,  if you are interested in tickets please go to this link.

First published for the Chalke Valley History Festival here

Pioneers of flight: Hitler's forgotten Valkyries

First published by Pan Macmillan on 28th June 2017

Hanna Reitsch and Melitta von Stauffenberg were talented and record-breaking women who fought convention to make their names in the male-dominated field of flight in 1930s Germany. In her new book, The Women Who Flew For Hitler, acclaimed biographer and author Clare Mulley tells the real story of Hanna and Melitta. Here, Clare explains why she was drawn to write about these two fascinating women. 

Among the women who were awarded the Iron Cross during the Second World War, for me, two stand out. Hanna Reitsch and Melitta von Stauffenberg were both brilliant pilots whose skill and conviction placed them firmly at the heart of the Third Reich. Hanna with her dazzling smile, blonde curls and blue eyes, was an enthusiastic supporter of Hitler’s new regime, happily lending her image to a series of publicity articles and collectable cigarette cards. She also test-flew the most pioneering designs from the Nazi aircraft development programme. The darker, more serious and seemingly shy Melitta had a more conflicted relationship with the regime. Although one of their most senior aeronautical engineers and the lead Stuka dive-bomber test-pilot, she would never accept many of the policies and practices of National Socialism.

As young women, Hanna and Melitta had learnt to fly fragile wood and canvas gliders over the same green slopes. With engine-powered flight prohibited under the terms of the 1919 Treaty of Versailles, gliding became the focus for German national pride after the First World War. Although girls were only expected to watch, the women who dared to take to the skies quickly became icons in this golden age of flight.

In 1936 both Hanna and Melitta would wow the crowds flying at events during the Olympic Games. Two years later Hanna became the first women to fly a helicopter, and the first person ever to fly one inside a building, blowing all the gentlemen’s hats off as she circuited the Deutschlandhalle. When war came she tested the design of wing blades developed to cut through British barrage balloon cables, practised deck landings, and eventually crash-landed in a prototype of the famous Me163 rocket plane, destroying much of her face. Hitler awarded her the Iron Cross for her courage and commitment to duty, making her the first woman to receive the Iron Cross during the war.

In contrast, Melitta Schiller had quietly built her career further away from the limelight. A brilliant aeronautical engineer as well as a test pilot, Melitta’s work was fundamental in developing the accuracy of Stuka dive-bombers. Sometimes she would pass out during tests, regaining consciousness just in time to pull out before impact. She knew she had to work at the limits of the possible; it was through becoming uniquely valuable that she hoped to help protect herself and her siblings – all of whom had been defined as Jewish ‘Mischling’ in 1937. By 1944 Melitta had been reclassified as ‘Equal to Aryan’, her family were safe, she too had received the Iron Cross, and she was heading up her own military flight institute; an unheard of position for a woman, let alone one with Jewish ancestry.

Perhaps unsurprisingly, although they knew each other well and often met before and during the war, Hanna and Melitta had a difficult relationship.

As the tide of the war turned against Nazi Germany, Hanna and Melitta both looked for radical ways to bring an earlier but very different end to the conflict. Their beliefs, decisions, determination, courage and dramatic actions would put them powerfully on opposite sides of history. Yet later, when Hanna was infamous, revered and abhorred in almost equal measure, Melitta simply faded from the record. Uncovering her story has shed extraordinary new light not just on both these women’s lives, but on life more generally inside Germany under the Nazi regime, the limited options open to some, and the courage it took to face realities and act on truths under the perverting conditions of dictatorship and war.

Secrets of a Spy's Jewellery

Secrets of a Spy's Jewellery

As a biographer I hope to get under the skin of my subjects, to trace their emotions, hopes and attitudes, as well as their words and deeds. Often it is the smallest things that provide the most personal insights; a postscript on a letter, the view from a window, or the choice of jewellery worn.

My research into Krystyna Skarbek, aka Christine Granville, Britain’s first female special agent of the Second World War, took me to Poland. One afternoon in Warsaw I met Maria, the niece of Krystyna’s one-legged, special agent lover, Andrzej Kowerski. As well as medals, photos and papers, Maria had brought along three pieces of jewellery. The first was a red coral necklace. I imagine it being a gift to Krystyna before the war. As a rather bored countess she would often ski, sometimes smuggling cigarettes for kicks, over the high Zakopane mountains where such coral is traditionally worn. It is easy to imagine her heart pounding beneath these beads.

Then came a beautiful gold and ivory cube that unfolded into a bracelet – a love-token bought for her by Andrzej when they were both posted to Cairo during the war. Having never seen the bracelet in photographs, I wonder whether she kept it, rather like her lover, close to her only when required. The last piece was a simple wooden bangle. ‘Try them all on’, Maria urged. Sadly my wrist was too large for the bangle. For all her great courage and strong will, Krystyna must have been physically very slight.

As the beads and bracelet warmed on my skin, I thought about two other pieces of Krystyna’s jewellery that have not survived. Once, when captured in Nazi-occupied Poland, she broke the thread of a cut-glass necklace, a gift from another lover, to save her life with the precious ‘diamonds’. But the only piece of jewellery she really cared about was her family signet ring, made of gold with a slice of steel embedded in it. This she wore throughout the war, and chose to display in her only known portrait. Appropriately for such an independent, freedom-loving woman, it was not gifts from men, but her own name and honour that she chose to wear proudly. That ring is now lost, but perhaps that is fitting too. I am not sure who else could rightly wear it.

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• Do Bunny Down: when shared war stories can help to heal

Do Bunny Down: when shared war stories can help to heal

Do Bunny Down: when shared war stories can help to heal

When researching biographies I am privileged to meet and exchange letters with many people whose observations, perspectives and actions present new insights into the past, and sometimes into the present. My current work, on two remarkable female pilots from the Second World War, has led to interviews with veterans and other witnesses from several sides of that terrible conflict. As always, many tales have emerged that have no bearing on the story I am telling – but which I cannot bear to let go unrecorded. This is the story of some USAF servicemen who crashed into an enemy field, and the young German boy who was desperate to find them...

The Do Bunny
(Courtesy of Gerhard Bracke)

On 25 March 1945, twenty unescorted US B24 bombers were releasing their lethal load over their target when they were attacked by a set of seven of Messerschmitt Me262 jet fighters whose approach had been deliberately concealed by the glare of the sun. These pioneering machines were far faster than any Allied planes, and they were about to show how devastating they could be to heavy bombers. Their first target blew up in mid-air. Only the navigator survived after he was blown free from the nose of his B24. Crew in the other planes saw his boots suddenly jerked from his feet as his chute opened above him. He was taken POW. The lead bomber in the formation was then attacked, and tragically spiralled down into a shoe factory in the town below – loss of life unknown. The three of its crew who managed to bail out were all also captured. A third, badly damaged, bomber made it to the Swedish coastline, only to swing round and ditch into the Baltic Sea to avoid crashing into local housing. Its surviving crew were interned in neutral Sweden. 

The crew of the Do Bunny,
Charles 'Chuck' Blaney is standing, back right.
(Courtesy of Chuck Blaney)

Another plane, the Do Bunny, also took extensive damage. Having been caught in a storm of cannon shells, one engine burst into flames and had to be shut down. The attack had left no time to close the bomb-bay doors, and damage now made this impossible. Despite returning fire, the Do Bunny took several more hits, eventually leading to the loss of a second engine - with one of the propeller blades left dangling below. ‘Time seemed to stand still’, the radio operator and top gunner, S/Sgt Charles ‘Chuck’ Blaney, later wrote. ‘The flight engineer was knocked out of his top turret and he dropped to the flight deck. The plexiglass in the rear tunnel shattered in the tail gunner’s face. Fuel and hydraulic liquid from pierced pipelines were pouring and swirling out of the still open bomb bay, which we were never able to close. Do Bunny was in real trouble.’ 

Charles 'Chuck' Blaney
(Courtesy of Chuck Blaney)

Suddenly the attack ended. Perhaps the Messerschmitts were out of fuel or ammunition. Either way, forced out of formation, the Do Bunny began a slow descent while its crew threw out ‘everything that was not nailed down’ to lighten their load. When a third engine packed up it was clear that they were not going to make it the last 220 miles to friendly territory. Opting to stay together instead of bailing out, they prepared to make an emergency landing.

Down below, a class of schoolchildren in the German town of Soltau were watching the crippled plane bleeding smoke across the sky. One girl shouted out, and twelve-year-old Gerhard Bracke rushed to the window to look but, by the time he got there, the Do Bunny was already out of sight. Disappointed, Gerhard decided to search for the remains of the plane on his own, as soon as he got the chance. Lt Joachim Grauenhorst, the Wehrmacht officer in charge of the Soltau Riding Academy, had also witnessed the B24’s final descent. Surprised not to hear an explosion soon after it had passed directly over the Academy building, he quickly assembled some soldiers to find the downed plane.

Gerhard Bracke in 1944
(Courtesy of Gerhard Bracke)

Inside the coasting Do Bunny, ‘all went well until a wing dipped into the ground as we lost speed,’ Blaney wrote, ‘and then all hell let loose’. The torn, burnt and battered B24, riddled with hundreds of bullet holes, broke apart on impact. Miraculously five of the nine crew managed to jump to safety. It was not long before they were joined some scared and angry locals, some carrying pitchforks, followed by Grauenhorst and his soldiers who kept the crowd back while they began working to free the last four of the crew still trapped inside the wreckage. Incredibly, despite injuries including a broken leg, none of them had been killed.

The Do Bunny
(Courtesy of Gerhard Bracke)

The Do Bunny
(Courtesy of Chuck Blaney)

The prisoners were escorted to the town square. Here two SS officers started building up the growing crowd’s resentment against the Americans as an enemy bomber crew. It was probably only because Grauenhorst had command of several soldiers that, after some tense moments, he was able to take the men back to the Riding Academy under his command. Here they were locked in the stables, partly for their own safety. ‘He probably saved all our lives’ Blaney believes.

Lt Joachim Grauenhorst
(Courtesy of Chuck Blaney) 

A passionate member of the Hitler Youth, Gerhard was keen to learn everything about the downed B24 and the enemy soldiers being held at the Academy. After school that afternoon he went exploring until he found the crash site. There he stood in awed fascination, looking at the wreck with its crushed nose, splintered fuselage and open bomb-bay doors which were now cut into the ground. It was a seminal moment for the impressionable boy, and he stayed for a long time.

The next morning the Do Bunny’s crew were driven to an interrogation centre, and started the long journey to a prison camp. They were liberated by the Russians in late May 1945.

Gerhard was still a schoolboy when the Second World War ended. He grew up to become a respected biographer and historian of the war. During our conversations, he not only told me about the downing of the Do Bunny, but of a rather wonderful postscript to the story.

Many years after the war, Gerhard spent some time researching what had happened to the Americans who had so miraculously survived the Luftwaffe attack and their own crash landing. Having tracked down Chuck Blaney and the other surviving crew members, he arranged a 50th anniversary reunion. In 1995 he travelled to Ohio, USA, to join them. With him, Gerhard brought a biography of the Luftwaffe pilot who had shot them down. Fighter pilot Ace Lt Rudolf Rademacher had survived the war only to die in a glider crash in 1953. Gerhard had also found the archived ‘missing crew’ reports from the other B24 bombers in the formation, and old photographs of the destroyed Do Bunny from the Soltau local newspaper. But what touched Chuck Blaney most was the warm personal letter Gerhard brought from Joachim Grauenhorst of the Soltau Riding Academy, along with an invitation from the Mayor of Soltau to a reunion in their town the following year.

Soltau newspaper coverage, 1995
(Courtesy of Chuck Blaney)

Former enemies, Gerhard and Chuck are in touch to this day. 'He is still a best friend forever', Chuck told me touchingly of Gerhard. Both men were pleased that there is continued interest in their story, and that it might now reach a new audience. Sometimes, when certain people find themselves acting for, or representing, one side of history or another, it appears that time, rather than ideologies or national boundaries, is the greatest barrier. How awful it is, among the many terrible tragedies of the war, that a German shoe factory was hit by a downed American bomber, and that so many airmen lost their lives altogether. But how uplifting that one young witness to history was compelled to restore the common bonds of humanity between people once torn apart.

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