by Nick Thomas
Flight Lieutenant Thomson
Flight Lieutenant E.S. Roberts
Flight Lieutenant Williams
Flight Sergeant Anderson
Flight Sergeant Evans
Flight Sergeant Law
Flight Sergeant Hewitt
Sergeant Dougherty
Flight Sergeant Judge
Sergeant Fenn
Flight Sergeant Walker
Sergeant Hough
Sergeant Hoptroff
Sergeant Stirk
Sergeant Pringle
Rear Gunners:
Air Gunners:
Flying Officer Thornley
Flight Lieutenant Mitchell
Flight Sergeant Miles
Flight Sergeant Oram
Flight Sergeant Mantle
Sergeant Erasmus
Sergeant Booth
Sergeant Firth
Sergeant Cawkwell
Sergeant Holtham
Sergeant Edge
Sergeant Ibbotson
Sergeant Law
Sergeant Powell
Sergeant Leeder
MG Tupper
Brothers recalled that, ‘We came back from Malaya and re-equipped with B39 Washingtons; beautiful aeroplanes. [The] engines weren’t much good though, but they flew happily on three or two so…’
Brothers had settled into the command, despite his initial reservations. However, nothing remained as it was for long in the Services and he soon found himself in a new role. Having been posted away from No. 57 Squadron to serve on the HQ Staff of No. 3 (Bomber) Group, Mildenhall, on 29 October, Brothers was promoted to the rank of Wing Commander on 2 July 1952. Between 11 January and 10 December 1954, he attended No. 44 Course, RAF Staff College, Bracknell, before joining the Air Staff at HQFighter Command, Bentley Priory the following year.
Pete’s eldest daughter, Wendy, recalls that her paternal grandfather passed away suddenly while spending time with Pete, Annette and the family at Mildenhall in 1953:
‘It came as a great shock for us all, especially my grandmother. The family suffered a further loss about a year later, with the death of Pete’s Aunty Matty. Pete’s Uncle Vince (his mother’s brother) took over Westfield and my grandmother came to live with us at Stanmore.’
Wendy recalls her school holidays at about this time: ‘Father always had time to read to us and play with us, even to the extent of rushing round the married quarters, joining in a game of Cowboys and Indians. He didn’t care about what people thought; off duty he was a family man and not a wing commander with a string of medals to his name.’
On 10 June 1957 he was sent to RAF Coningsby, where he attended No. 232 Operational Conversion Unit, undertaking a course on Valiant bombers. Brothers returned to Bomber Command as Wing Commander (Flying) RAF Marham, Norfolk, on 2 January 1958. Here he led the RAF’s first ‘V’-Bomber Wing, equipped with the Vickers Valiant, ‘I went to Staff College from Bomber Command and then back to Fighter Command through Meteors, Hunters and then back to Bomber Command on the V-Force with Valiants, which was quite exciting.’
Also stationed at Marham were Wing Commander Ken Rees and his wife, Mary. Mary was Annette’s cousin and, as they were both only children, they were very close. Ken served in Bomber Command during the war, was shot down and ended up in Stag Luft III in November 1942. He was one of the ‘Great Escapers’ and was fortunate in being still in the tunnel when the alarm was sounded. Had he escaped and subsequently been rounded up, he would most certainly have been shot. Ken’s autobiography ‘Lie in the Dark and Listen’ relates his experiences in Stalag Luft III, Sagan, and his role as a tunneller and the true story of the Great Escape.
As Group Captain, Brothers served on the staff of the Exercise Section Atomic at Supreme HQ Allied Powers Europe (SHAPE) in Paris from 15 May 1959. On 17 September the following year, Brothers joined the staff at Operations Branch, SHAPE. He later recalled arranging for his team, which included Americans and Germans, to fly by Dakota to Farnborough to take in the Air Show. During the flight a German colonel was acting as co-pilot, ‘My deputy [a USAF officer] crept up behind him and shouted, “Achtung! Spitfire!” Which he took very well; took it on the chin.’
There was no animosity between fellow aviators, particularly the RAF and former Luftwaffe pilots, as Brothers recalled:
‘When we were having drinks in the RAF Club, the bar was humming with people and the German Colonel turned to me and said, “Is zis ze club where only ze member can buy ze drinks?” I replied in the affirmative. He said, “Could you arrange for me to buy ze drinks for everybody?” I asked, “Why?” The former Luftwaffe pilot said, “Well, I can go home and say alone, I made it!” And so I approached the barman. “Don’t report this! The Colonel is allowed to buy a drink.” He bought a drink for everyone in the room, bless him. He was good value.’
Brothers’ next posting, which came on 30 July 1962, was to the Air Ministry as Deputy Director of Operations (Air Defence and Overseas), Whitehall, while on 12 February he was given command of RAF Boulmer. On 11 October 1965, Brothers was appointed Air Officer Commanding, Military Air Traffic Operations, Uxbridge, being promoted to Air Commodore on 1 July the following year.
Brothers’ continued faultless service during the post-war era was to earn him further recognition. He was appointed a Commander of the Order of the British Empire (CBE) in the 1964 Queen’s Birthday Honours.
Meanwhile, Brothers was made a Freeman of the Guild of Air Pilots and Air Navigators in 1966 and was a member of its technical committee and of its court. He was elected Master of the Guild in 1973–74. It was a role he relished, and he threw himself into his year in office, which included a trip to Australia and the chance to meet former members of his RAAF Squadron.
In 1968, Brothers received his final posting, embarking on a five-year appointment as the RAF’s Director of Public Relations, Ministry of Defence, Whitehall. With the world still in the grips of the Cold War, this job, which involved guiding and advising defence correspondents, was particularly demanding. His success in winning the respect of the media was due in part to his outstanding war record, but also to his skills as a communicator. This was helped in no small measure by his abilities as a raconteur, marked by his self-effacing humour.
On retiring from the RAF on 4 April 1973, Annette’s birthday, Brothers established Brothers Consultants Ltd, of which he was Managing Director (1973–86).
It seemed only natural to Brothers that he should become an advocate for the pilots and ground crews who helped save the Free World at its darkest hour. Brothers was particularly mindful of those who never lived to see the final victory, and worked tirelessly to help keep their memory alive. Pete had remained close personal friends with many of the men who he served alongside, particularly those with whom he had shared the dangers of aerial combat. He gave great support to the Battle of Britain Fighter Association, being appointed its deputy chairman in 1993 and taking over as chairman ten years later. As with everything he gave it his all. Brothers brought to the post his enthusiasm, along with his endearing nature and great sense of fun. As ever, he led by shining example, becoming a great stalwart of reunions and commemorative events, ever mindful of the obligation he felt to his fellow members and those who had not survived the battle. Reunions were never a sombre affair with him at the helm. Ceremonial occasions brought Pete into the company of first, Her Majesty The Queen Mother and later Prince Charles, as Patrons of the Battle of Britain Fighter Association. A staunch Royalist and an admirer of the late King and his Queen during the war, particularly during the London Blitz, Pete was thrilled to be able to play host. He shared in the Royal Family’s grief at the loss of Queen Elizabeth The Queen Mother, and he in turn was touched in later years by a personal letter from Prince Charles on the death of his beloved Annette.
A key supporter of the Battle of Britain Memorial Trust, Brothers campaigned for the monument on the Thames Embankment. Meanwhile, in recognition of his leadership of No. 457 (RAAF) Squadron, he was invite
d to become patron of the Spitfire Association of Australia. He also served as president of his local branch of the Air Crew Association at Hungerford, Berkshire.
When it was announced that RAF Bentley Priory, Fighter Command’s headquarters during the Battle of Britain, was to close in 2008, he threw himself behind the campaign to save the historic building, going on record as saying: ‘This is our [the RAF’s] home, as HMS Victory is for the Navy.’
It is perhaps fitting that his last event as Chairman was at Bentley Priory, a venue that had a special place in his heart. Sadly, Pete passed away before the official opening of the museum he and his fellow Fighter Command veterans had championed, but he was ably represented by his daughters. Wendy commented: ‘Hilary and I were immensely proud when Prince Charles quoted Peter, by name.’ The Prince had earlier sent a letter of condolence on hearing the news of Pete’s death, a kindness which greatly touched his daughters.
An inveterate cigar smoker and a connoisseur of malt whisky, Brothers was a keen golfer, sailor and fisherman, and of course, a popular raconteur who could hold an audience in the palm of his hand with anecdotes from a flying career which had spanned over thirty years, from ‘string-bags’ through to the ‘V’- bombers.
In late 2003, Brothers was approached to take part in a four-part series made by RDF Media for Channel 4. ‘Spitfire Ace: Flying the Battle of Britain’ saw four pilots, including members of the Armed Services, compete for selection to undergo nine hours flying time (the average time flown on type by the pilots who came through the OTU system in time for the latter phases of the Battle of Britain) on a Spitfire. It did not escape Brothers’ notice that the pilot who eventually won the competition was from his own ‘home’ of Manchester.
The first programme of the series featured interviews with a number of former Battle of Britain pilots, including Brothers. Pete featured on the cover of the book which accompanied the series, and it was he who was chosen to fly with Carolyn Grace in her two-seater Spitfire (No. ML407).
Both Wendy and Hilary recall what a thrill it was for their father to be involved in the filming of the programme and to fly in ML407, the only surviving Spitfire to have flow on D-Day operations, recording the first ‘kill’ during the liberation of Europe. Brothers had, of course, led the Culmhead Wing over those same beaches. ‘Pete and Carolyn got on famously.’ Carolyn Grace later did Pete the great honour of performing a flypast in ML407 at his funeral, a fitting tribute and something for which his family will be forever grateful.
Brothers leapt at any opportunity to fly, even well into his late eighties, and demonstrated that he had lost none of his piloting skills. Brothers used to fly occasionally with his friend Robert ‘Robs’ Lamplough, who owned a Russian Yak 18. The pair had first met at the Battle of Britain 60th Anniversary Dinner held at Bentley Priory. The organizers had invited a number of owners and fliers of Spitfires and Hurricanes to the gathering. The modern day pilots were liberally dispersed amongst the Battle of Britain pilots and air crew seated for dinner. Sitting next to a bemedalled Brothers was Robs, ‘I recall our first meeting very well for one very amusing coincidence. I happened to keep a Spitfire hangered and operating from my farm which was some 800 yards from the back door of Peter’s new home. We were immediate neighbours, but this was not known by Peter or myself at the time.
‘One of the first things I asked him was as to where was he now living? The reply, “We have just moved to a small village in West Berkshire.” I asked him how did he find being there, his immediate reply was that it was ideal since there were big fields directly behind the house and that this was ideal for walking his dog each day. He had of course been using my fields for his morning exercise.’
Naturally Pete and Robs struck up a great friendship, sharing anecdotes, ‘Over the years he told me many stories on flying including the last flights that he made in Griffon-engined Spitfires, circa 1955 in Malaya, from near Kuala Lumpa down to Singapore, in order that they could be serviced. At that time he was commanding a squadron of Lincoln bombers from the same base where the Spits were based.’
As ever though, Brothers was reticent when it came to saying anything about his combat years, preferring to extol the virtue of others, as Robs recalls, ‘Pete had a fine recollection of all his years in the RAF. I particularly remember him telling me about the debriefing of the famous German fighter pilots at the time of the termination of hostilities in 1945. He had enormous respect for the likes of Adolf Galland. Hans Ulrich Rudel, the famous Stuka pilot and holder of the Knights Cross was, however, insistently arrogant according to Peter.’
Rudel had boasted to Brothers that if they gave him a fighter he could take on any number of Allied aces and shoot them all down in flames. Brothers did not take well to such comments, which belittled the achievements of others, especially given that they were made by a pilot of dive-bombers, Knights Cross or no Knights Cross!
Brothers kept his logbook up, adding details of his civilian flights. Wendy notes that against the Yak 18A (G-BMJY), he would comment in his logbook that it had ‘very twitchy controls.’ Once in flight Robs would hand over the controls to Brothers, who knew just how to get the most flying time out of any journey. When asked to ‘take us home’ by Robs, he managed to find the most scenic route, although he never failed to locate Robs’ airstrip, no matter how long the detour.
Robs recalls their flights together, ‘I flew several times with Pete, firstly in my Russian Yak 18A G-BMJY, he was very willing to take the controls and of course course flew impeccably. On one occasion we visited the former home of Ian Fleming of James Bond fame. Today the house is owned by Paddy McNally; he was giving a party on the eve of the British Grand Prix. We landed in the front garden.
‘Paddy had asked me to give a flying display in my Spitfire the following day so I decided to have a practice in the Yak after we had had tea. I remember how game Pete was and I told him to let me know if he was uncomfortable at any time. Needless to say there was not the slightest squeak from Pete. He had gone through a complete Air Show routine and at that time he must have been about 90-years-old. We returned to my farm in West Berkshire with Peter piloting and navigating all the way without a map!’
It was Robs who pulled a few strings and had managed to arrange for Brothers to get some airtime with British Aerobatic Champion Nigel Lamb. It was on 13 August 2000 that Brothers took to the air in the Pitts Special. His logbook noted ‘Self – Aerobatics. A perfect a/c looped and hit slipstream after all these years, roll left good, roll right abysmal. Flight was thirty minutes.’
Hilary recalls the events as though they were yesterday, ‘His joy when he flew the aircraft and looped the loop and came back down into his own slipstream had to be seen! I think his feet were actually off the ground when he walked into his house to greet us with a, “Did you see me?” As if we would not have bothered to watch!’
While living in West Berkshire, Brothers was able to try his hand as a helicopter pilot, as Robs recalls, ‘The only time I can remember Pete not being keen to take the controls was when Pete, as the President of the Battle of Britain Fighter Association, had to go to Bentley Priory and I decided to take him up there in the Gazelle helicopter. He found the power controls a little twitchy and soon handed back the stick.’
Brothers’ last flight was in 2004 at the Brimpton Fly In, when he was offered a seat in a Messerschmitt Me 108 trainer, from a small airfield in Berkshire. Once airborne it very quickly became apparent that Brothers had lost none of his flying skills, even if his reactions might have slowed a little with the passage of time. Taking the controls, he put the trainer through its paces. Mid-flight, Pete’s fighter-pilot instinct kicked in and he couldn’t resist lining up in his sights the Piston Provost piloted by Alan House, which had Pete’s son-in-law, Chas Cairns, in the second seat. Chas recalled that upon landing Pete climbed out and, fixing him with a steely eye said, ‘I shot you down.’ Chas later joked, ‘I suppose that I was his last “kill”. I didn’t even know that hostilitie
s had been declared!’
The pilot who had so generously agreed to take Brothers up was thrilled to have shared the flight with one of his life-long heroes. He was heard to comment to a friend afterwards that Brothers’ signature in his logbook was worth more than the Me 108. Chas recalls, ‘There was a wry humour all round when he was advised that he had better fly in another aircraft before he died.’
Sadly, it was not to be.
Another of Brothers’ loves was driving. And like many former fighter pilots from the era of open cockpit flying, he enjoyed the feel of speed. Chas recalled, ‘Ever the fighter pilot, Pete would drive with what one might call verve. On one memorable trip to Devon we were greeted on arrival by Annette, who pressed a large scotch into my hand with the words, “I know you need this.” She was right; 120mph on the off ramp of the motorway had jarred my nerves a little. His favourite overtaking manoeuvre was to swoop to within gun harmonization range – about ten feet, then, having shot the blighter down, swing out and roar past. Fine on a motorway, but a little unnerving on a Devon country road!’
When he wanted to relax, however, Brothers took to the water. While living in retirement in Devon, Brothers purchased a boat. He would set off on adventures with a somewhat reluctant Annette as crew. Brothers’ son-in-law, Mark Wallington, remembers sailing off round to Dartmouth, Brothers and his friend Roy Fuller, with pipes clamped in their teeth, each offering him advice on how best to steer to make the course. When the wind did not blow they would happily motor and trail a line and the bucket, which, it seemed, had held pink gin, and was now filled with mackerel. Those were happy days.
Another of Brothers’ pastimes was golf and he became an avid player. He bought his son-in-law Chas his first set of golf clubs, ‘Once I had acquired a reasonable level of skill, he took me out with his golfing friends for a round of golf. The oldest of the group was ninety and a bigger bunch of bandits you will never meet, which meant that I parted with money at every game! Pete’s fund of stories and jokes meant that he was a great golfing companion and I enjoyed several rounds with him.’
