Green light for Battle of Britain

There are many reasons why the 1969 epic movie The Battle of Britain has endured for as long as it has in the affections of millions. Fundamental to all of those reasons is the fact that it conjures the vision of Britain as it saw itself during the battle, for which it has lauded itself – and been universally lauded – ever since.

It is Churchill’s description of the battle – so ripe and so successful in keeping hope alive during the summer of 1940 and beyond – that was captured lavishly in a movie production helmed by none other than James Bond franchise creators Harry Saltzman and Cubby Broccoli and directed by their star man, Guy ‘Goldfinger’ Hamilton. The icing on the cake comes in the form of a mouth-watering cast of characters, both human and metallic, populated by some of the greatest acting talent of the Sixties.

Word has now come that Ridley Scott has all-but closed the deal on a remake that he has been trying to get off the ground since the 1980s. What a treat! This is the man behind The Duellists, Alien, Blade Runner, Thelma & Louise, Gladiator and The Martian. Not to mention the vastly under-rated kids’ fantasy Legend. Now he is getting to make the project that he always wanted to get stuck into, even while making these classics.

The grapevine states that Fox has bought the movie and that Scott has recruited screenwriter Matthew Orton to produce the script, based largely on his work with Operation Finale, currently filming, which tells the story of Mossad agents tracking down Adolf Eichmann in Argentina during the 1960s.

There has been quite a lot of movement in the undergrowth in recent months, not least with several of the original Hispano Buchon aircraft (licence-built, Merlin-engined Messerschmitt 109s), coming out of mothballs and being delivered to aeroplane restoration experts like Richard Grace at Air Leasing. They are even in their original film paint, as this pic shows from the S&G’s recent visitation.

 

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Look over on the far wall and you will see Major Foehn’s ‘Messerschmitt’ in all its cobwebby glory!

The most important question at this stage is what the script be like. A faithful retelling of Churchill’s mythical ‘few’ or a more realistic attempt to describe the events of 1940?

Let us not forget that Hitler never stood a hope of getting across the Channel without an open invitation and that his victories of 1939-40 had been as much due to a gambler’s good fortune as they were to good planning. The conquest of Poland, Norway, France, Belgium and Holland had cost his armed forces dearly in terms of men and materiel and he needed to consolidate. He had lost:

  • 235 aircraft shot down in Poland, with 279 withdrawn for significant repair
  • 1,389 aircraft shot down in Belgium, France and Holland
  • Total losses in all campaigns from September 1939 – June 1940 of 2,000 aircraft

From the vantage point of a man busily humiliating the French at Compiègne and touring Paris, it was the Führer’s belief that Britain would simply agree to become a junior partner in an alliance with the Reich. He was assured that the British would be content to keep their empire intact in return for sending a large proportion of its resources towards combatting the existential threat posed by Russia.

This is what his diplomats had been told throughout the 1930s by the British establishment, from whom Churchill was ostracised and by whom the British public’s opinion was seldom consulted.

Throughout the years preceding the war, praise had been heaped upon Germany’s revival by men such as Edward VIII, the Duke of Hamilton, Sir Oswald Mosley, Albert Ball Sr. and Michael Burn. By society women like the Mitfords. By establishments such as the British Legion and of course by most of the motor racing and aviation communities, where men like Whitney Straight were few and far between.

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The Stuttgart Police boxing team visits the Albert Ball memorial while visiting Nottingham

Instead, when it came to the crunch, the British chose not to be part of Hitler’s vision of Europe. They rediscovered their backbone, appointed Churchill as the pugnacious face of defiance against the Reich and retreated from Dunkirk to blow raspberries across the Channel. Meanwhile, the air defences that Air Chief Marshal Sir Hugh Dowding had fought tooth-and-nail to build up against political resistance (where all eyes were on building up an offensive bomber fleet), came into their own.

When Hitler’s patience finally snapped and he realised that Britain really was intent on staying independent, he sent his bombers over. He had no other option, no means of doing anything else meaningful, primarily because he could muster only eight destroyers in his navy, confronting more than ten times that number of British destroyers and a number of capital ships.

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Licence-built Heinkel He-111s from Spain approach the white cliffs in 1968

Into this one-sided sea battle the invasion forces – 90,000 men and 4,500 horses in the first wave, 160,000 men and 50,000 horses in the second – would have to be towed across the treacherous Channel waters in unsuitable flat-bottomed river barges. Much of this vast, floating target could be overturned by the wake of a single British naval vessel. Meanwhile RAF Bomber Command pilots like Guy Gibson were busily bombing the barges at harbour.

Britain was paranoid about German paratroops landing and establishing a beachhead. Such fears were unfounded. The Germans had only 262 Ju52 transports intact, having lost 44% of their fleet, leaving a capacity to carry just over 3,000 paratroops, of whom at least a third could confidently expect to be killed during the jump or soon afterwards, based on previous losses. The 2,000 survivors would have to fight harder than Leonides’ Spartans at Thermopylae simply to see the sun set.

Hitler’s naval chief, Karl Dönitz, had told him very plainly that Germany could not compete with the Royal Navy until 1945 at the earliest; even then only provided that a suitable shipbuilding programme could be sustained. Meanwhile, Göring told him that the Luftwaffe could win the war in weeks and that invasion would be all-but redundant. Hitler felt that his run of good luck would continue, and duly sent the Luftwaffe in to bat.

The intention was that the Luftwaffe should first smash the RAF on the ground and mop up anything in the sky – but in truth the Luftwaffe’s losses were devastating while the RAF ended the battle with more fighters than it started with. After a tactically shaky start, Fighter Command squadrons got to grips with the job – and let us not forget the Poles, Czechs and other experienced airmen who soon entered the fray. Meanwhile, British aircraft production rocketed throughout the Battle of Britain, producing twice as many fighters as Germany throughout the summer of 1940.

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This is as far as the 1969 movie The Battle of Britain takes us – with only teasing glimpses of British pre-war bonhomie with Nazism and no mention of the fact that the ‘few’ who fought in the skies over south-east England were in fact growing more numerous every day. It is the neat and tidy tale of heroism that we love today like any good adventure story – Rourke’s Drift with aeroplanes – but it does not end there.

Having failed to demolish the RAF, Hitler then turned his attentions towards the cities and to breaking public support for the war – the ‘Blitz’ upon London, Coventry, Liverpool, Birmingham, Glasgow, Newcastle, Portsmouth, Plymouth and elsewhere that ran through from the autumn of 1940 to the spring of 1941. In this, he very nearly succeeded. When Churchill toured the streets he was jeered and heckled as often as he was cheered. But no surrender came.

Churchill’s speeches moved mountains in terms of belief – his vision of ‘the Few’ seeing off the mighty forces of Nazism acted as a beacon to the free world. But as RAF ‘ace’ Tom Neil put it, his view wasn’t necessarily shared by the men awaiting the next scramble – referring to the ‘so-called Battle of Britain’.

“So-called, as that then-familiar phrase related to a national crisis which for us had been merely part of a sustained period of activity against the Luftwaffe” Neil surmised. “A tidy but emotive expression for a tidy fourteen-week event, conveniently terminating on 31 October 1940. As though for us the war had started in July and ended in October, which it most definitely had not!”

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Tom Neil (highlighted) and the pilots of 249 Squadron during the battle

Wars are untidy things with many loose ends and misadventures, as Tom Neil and many of the other veterans have always been at pains to point out. The Luftwaffe may have been beaten back in the summer of 1940, and it would count the cost of squandering its best and most experienced airmen upon Göring’s hubris for the rest of the war. But the Battle of Britain was one of the messiest escapades in military history and it ended only with uncertainty.

The British people remembered only too well the cost of the Great War of 1914-18 and had no great desire to be bombed. With Mussolini’s armies also trying to fracture Britain’s grasp on its Empire by seizing control of the Mediterranean and Africa, things looked bleak long after the Battle of Britain was announced as a victory. Churchill was doing his best to woo America, but President Roosevelt faced a majority, including Joe Kennedy, intent upon doing a deal with Hitler to prevent war.

Whether any of this makes its way into Ridley Scott’s epic remains to be seen. However, in these troubled times, there are any parallels to be found.

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A restored Hispano ‘Messerschmitt’ has been flying in its film colours in recent years

One thing that we can be assured of is that the owners and operators of Spitfires, Hurricanes and Messerschmitts of all colours are going to be gleeful. Doubtless many will be recruited for filming and air shows will take on a very Battle of Britain-orientated theme over the next couple of years. Equally, there may well be many more Stukas, Dorniers, Bf110s, Ju88s, Gladiators, Defiants and Blenheims appearing in the new film, made available through the wonders of CGI that did not exist in 1968.

In the meantime, we can entertain ourselves with casting the movie on his behalf. Here is the original cast list, with the S&G’s recommendations to fill the roles today alongside them in brackets:

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Sir Laurence Olivier – Air Marshal Sir Hugh Dowding (Gary Oldman)
Trevor Howard – Air Vice Marshal Keith Park (Rhys Ifans)
Robert Shaw – Squadron Leader Skipper (Charlie Hunnam)
Christopher Plummer – Squadron Leader Harvey (James McAvoy)
Sir Ralph Richardson – British Ambassador (Rufus Sewell)
Baron von Richter – Curd Jürgens (Heino Ferch)
Harry Andrews – Senior Civil Servant (Edward Fox)
Sir Michael Redgrave – Air Vice Marshal Evill (Daniel Craig)
Kenneth More – Group Captain Baker (James Purefoy)
Susannah York – Section Officer Harvey (Emma Watson)
Michael Bates – Warrant Officer Warwick (Sean Pertwee)
Patrick Wymark – Air Vice Marshal Trafford Leigh Mallory (Hugh Jackman)
Barry Foster – Squadron Leader Edwards (David Tennant)
Michael Caine – Sqadron Leader Canfield (Laurence Fox)
Edward Fox – Pilot Officer Archie (Freddie Fox)
James Cosmo – Pilot Officer Jamie (Ben Wishaw)
Ian McShane – Sgt. Andy (Harry Styles)
Isla Blair – Mrs. Andy (Eve Hewson)
Rolf Steifel – Adolf Hitler (Bruno Ganz)
Hein Riess – Reichsmarschall Hermann Göring (Herbert Grönemeyer)
Wilfried von Aacken – General Osterkamp (Benno Führmann)
Peter Hager – Field Marshal Kesselring (Sebastian Koch)
Wolf Harnisch – General Fink (Jürgen Prochnow)
Reinhard Horras – Bruno (Daniel Wiemer)
Paul Neuhaus – Foehn (Stipe Erceg)
Alexander Allerson – Brandt (Daniel Brühl)

 

And on that absurdly handsome note, let’s remind ourselves why this movie is potentially so very special:

Heineken brings out the big guns

Today in Montreal we shall see a great conspiracy unveiled like the maniacal plan of a James Bond villain – or in this case Bernie Ecclestone, for whom comparisons with a caricatured criminal mastermind are an occupational hazard.

The ingredients are all in place and one thing which can confidently be expected is that Heineken will announce the role it will play in Formula 1 from 2017 onwards – for the announcement will be the opening act of this year’s Canadian Grand Prix.

But there are also many fine old brands familiar to S&G regulars that are bobbing about on Bernie’s duck pond and about to form a nice neat row. For the time being, however, they’re doing a very good job of keeping themselves out of the spotlight until it’s time for the ‘big reveal’.

Heineken likes to present itself as a premium product. It conjures this image through an association with rugby and an 18-year partnership with the James Bond movie franchise. To this portfolio it will also be adding Formula 1.

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The art of product placement: James Bond is offered a Heineken

At this point the conspiracy kicks in – and it’s a belter. As protagonists we have two of the marques favoured by Ian Fleming – namely Aston Martin and Alfa Romeo – we also have TAG Heuer watches and, to cap it all, we have ‘Ernst Stavro’ Mateschitz, the reclusive mastermind behind Red Bull who may or may not sit around in his alpine lodge stroking a white cat.

There is a degree of consensus that Heineken will be shovelling hundreds of millions of dollars into Bernie’s retirement fund and using its savvy at creating upmarket online adverts (that’s ‘content’ to those in the trade), to underline the message that its beer is sipped by men of wealth and taste.

Formula 1 is wilfully rubbish at ‘content’, so having someone else do it and pay handsomely for the privilege looks like another of Bernie’s brilliant deals.

But while hanging some banners on the Hangar Straight and Curva Grande is nice, and putting your logo in the corner of all F1’s youtube clips has a value, there is nothing quite like having your branding on the car that crosses the line first. Just ask Red Bull.

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(Not) seen inside the Red Bull headquarters, yesterday.

The Austrian energy drink firm currently owns the commercial rights to the FIA World Rally Championship, drawing viewers onto Red Bull’s TV channels and websites while also selling footage to broadcasters the world over. Its logo can be seen on inflatable gantries and mud-spattered hoardings along the route but just in case that’s all a bit subtle Red Bull is also the sponsor of Volkswagen Motorsport, which wins everything.

So does this mean that Heineken is following suit and sponsoring the winning team? No… but there is a link to one particular motor manufacturer and James Bond affiliated brand that is currently dabbling in Grand Prix racing: Aston Martin.

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Aston Martin made its name in motor sport – here at the 1922 Grand Prix

This year, the Red Bull Racing F1 team (them again!) joined forces with Aston in an ‘innovation partnership’ (a phrase beloved of those who create ‘content’). What Aston brings to the party is a bit of a mystery as Red Bull’s engines are made by Renault and funded by the TAG Heuer watch company, resulting in a pair of Red Bull TAG Heuers on the grid which are innovatively partnered with Newport Pagnell’s finest.

Presumably it all makes sense to someone out there.

Meanwhile our fellow WordPress dweller, F1 insider and all-round decent egg Joe Saward was presented with a 007 baseball cap by Aston Martin and instructed to wear it in Montreal this weekend. So we have the trinity of Heineken, Aston Martin and James Bond uniting in a city full of beautiful women during a Formula 1 weekend and Joe’s clearly invited to the party.

All of this is intriguing enough but then we also have another S&G regular – and James Bond icon – barrelling into the frame: Alfa Romeo.

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Nuvolari raced Alfas with Ferrari badges. Now the situation is reversed.

Alfa is of course under the Fiat Chrysler banner and a close relation of Ferrari, which ran the elder firm’s racing programme from 1933-38. Sporting success has been a bit thin on the ground since 1951 (touring cars aside), but Alfa remains the romantic’s alternative to German executive cars and it has also provided many of the vehicles in which James Bond blows up villainous henchmen in recent films.

Now, however, Fiat and Ferrari CEO Sergio Marchionne has said that he wants Alfa Romeo back at the sharp end of motorsport. He came close to negotiating a deal with Red Bull to run Alfa Romeo-branded Ferrari engines last year and the Alfa badge is now resplendent upon the flanks of Ferrari’s Formula 1 cars.

Marchionne’s eagerness to bring Alfa back to Formula 1 could also be helpful for ‘Enrst Stavro’ Mateschitz, who not only owns the World Rally Championship, a broadcast network and a Formula 1 team with TAG Heuer branded Renault engines but also Scuderia Toro Rosso – a second Formula 1 team which, having formerly been Minardi, is based at Faenza, a stone’s throw from Maranello.

It seems that Mateschitz feels that two Formula 1 teams might be a little excessive in the current economic climate and is keen to sell his Italian stable at the right price. To Aston Martin? To Alfa Romeo? To Heineken? To Joe Saward? It’s a mystery worthy of Fleming’s finest.

And then, for the final layer on this cake of conundrums, we have James Bond himself. A new film is in the offing and there may well be a new actor playing the hero of the franchise because Daniel Craig has grown jaded with blowing up Alfa Romeos full of henchmen, rolling around with luxuriously upholstered Latin women and crashing Aston Martins. He wants to spend more time at home with the missus… and when the lady in question is Rachel Weisz it’s an understandable argument.

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Aston Martin and Alfa Romeo have been 007 mainstays of late

The last four Bond films were a cycle and a fresh start beckons. Something called a Tom Higgledypiggledy is apparently the hot tip for the job, having starred in an adaptation of a spy novel by John le Carré which involved him rolling around in a bathroom with a beautiful woman. There is also a new James Bond novel which features a fictitious 1957 Formula 1 season… an idea that the S&G once suggested in no uncertain terms to the Bond estate. The swine.

So where does all of this leave us? Heineken is making an announcement, Aston Martin has handed out the invites, Red Bull is everywhere and Alfa Romeo wants in. Perhaps a new James Bond will be announced and the new movie will feature him in a Heineken green Red Bull-Aston Martin blowing up henchmen one at a time in a fleet of Minardi-Alfas.

The plot is a bit convoluted and could do with a decent script editor but the good news for S&G regulars is that one way or another two of the most valued marques in motor sport history could yet be preparing their return to the fray – and we’ll all raise a bottle of Heineken to that.

Cheers!

 

A Girl at Brooklands

Brooklands Test Hill, February 2013

Brooklands Test Hill, February 2013

“If there was one thing that set James Bond really moving in life, with the exception of gun-play, it was being passed at speed by a pretty girl; and it was his experience that girls who drove competitively like that were always pretty – and exciting.”

Ian Fleming, On Her Majesty’s Secret Service (1963)

You can fly like 007!

Original artwork for the cover of Diamonds Are Forever

Original artwork for the cover of Diamonds Are Forever

It’s a seminal passage from Ian Fleming’s fourth James Bond adventure, Diamonds Are Forever, when 007 and the glamorous criminal Miss Tiffany Case board the opulent Boeing 377 Stratocruiser for BOAC Monarch Flight 505 and their transatlantic journey from London Airport to New York’s Idlewild, with a stopover at Shannon Airport in Ireland.

Although the Stratocruiser – developed from the B-29 bomber that dropped atomic reapons on Hiroshima and Nagasaki – had an unenviable record when it came to flight safety, it offered passengers like Fleming a five-star experience. Within its porcine airframe the Stratocruiser had plenty of room and a downstairs cocktail bar – both of which would doubtless have been appreciated by the tall Englishman with the cruel, lidded eyes as he brandished his cigarette holder towards an engaging brunette.

Cutaway of the Stratocruiser - Fleming's home from home

Cutaway of the Stratocruiser – Fleming’s home from home

Indeed, so much did Fleming enjoy taking the Stratocruiser instead of more modern and convenient jet aircraft that his description of the flight is perfect down to the last minute. A recent academic study took Fleming’s description of the positions of the sun each time a landmark slips by beneath the wing and compared it to an accurate calculation of time zones, British Summertime and air speed of the Stratocruiser taken against the prevailing westerly winds. From this, it is clear that he was describing the 08:15 scheduled flight in mid- to late-July!

Back then the old Stratocruiser lumbered along taking 16 hours 31 minutes from London to New York. British Airways has now revived the route – including the Shannon stop – for its exclusive Club World flights, taking much less time than Fleming enjoyed but getting much the same ambience.

Because these ‘business class specials’ fly out from London City Airport, the runway is too short for a fully-laden Airbus A318 to take off with sufficient fuel for a transatlantic crossing. Thus the stop for a top-up at Shannon, which also allows passengers to fill out their US Immigration requirements and enjoy an unflustered arrival in the USA as domestic passengers.

Of course Fleming’s old BOAC Monarch flights of the 1950s, which this new service aims to replicate, came from the days before supersonic air travel shrank the Atlantic to a puddle. Transatlantic flying has regressed in so many ways since Concorde was prematurely retired – although the little Airbus A310 lacks any of the grandeur that 007 and Tiffany Case enjoyed. Today it is impossible to enjoy a cigarette on board and there is no cocktail lounge below decks, but it is possible to go online at a cost of £6 per MB or to use your mobile phone at a tariff of £1.99/£1.47 to make/receive.

The BOAC cocktail lounge, 1948

The BOAC cocktail lounge, 1948

The British Airways A318 'executive express'

The British Airways A318 ‘executive express’

Nevertheless, if I were in the company of a beautiful diamond smuggler, there’s only one way that I would accompany her to New York!

The name’s Bond…

Life evokes art... Fleming in a Bentley

Life evokes art… Fleming in a Bentley

If you enjoy The Scarf & Goggles Social Club then it’s highly likely that you enjoy the books of Ian Fleming. Of course, since the first four movies – Dr. No, From Russia With Love, Goldfinger and Thunderball – Fleming’s 007 has existed in a separate universe from his cinematic namesake. More’s the pity.

Fleming ensured that the literary Bond drives Bentleys, and although his pre-war car was written off in the novel Moonraker while in pursuit of Sir Hugo Drax’s white Mercedes-Benz 300SL, it was evidently felt to be a suitable icon. That’s why this example was chosen – complete with the Amherst Villiers supercharger – by Life magazine when photographing Fleming. Splendid stuff.

It’s safe to say that if the Scarf & Goggles were a pub, Daniel Craig would have considerable difficulty in getting served!