© Philip Harvey; no reproduction without permission, please.
Hilary Richard Lionel Hood was born on the thirteenth of May 1908, becoming the younger son of John Lionel Bridport Hood and Helene Margaret Hood (nee Lessels). At the time, his parents were living at 105 Lymering Mansions, Paddington, and Dick, as he was more commonly known in later years, was registered in the Paddington North District. On the birth certificate, John Hood gave his occupation as 'Lieutenant Royal Navy (Retired)'.
John and Helene had married on the sixteenth of June 1906 at the ages of 22 and 20 respectively. On the marriage certificate, John's profession was stated as 'Theatrical Manager and Retired Lieutenant Royal Navy,' residing at 17 Red Lion Square, Holborn. Helene's family - her late father, James Lessels, having been a Captain in the Royal Navy - lived at John's Road, Tunbridge Wells. The marriage certificate states that John's father, also deceased, possessed 'Independent means', suggesting that the family were in a position of wealth. Indeed, the Hood family had descended from John Hood of Nettleham Hall, whom in January 1660 accompanied General Monk from Scotland on his way to restore Charles II. The surname Bridport Hood would suggest some relation to either Viscount Bridport or Viscount Hood, although no positive connection has so far been confirmed.
John's career in the Royal Navy was chequered, but commenced well, being appointed to the training ship 'Britannia' in January 1900. At this time, despite comments of 'Very good' in his assessment report against General conduct, ability and professional knowledge, his commanding officer, Captain Wints, described John as 'Physically delicate'. His later appointment to the China based ship 'Goliath' between May 1900 and October 1903 also received equally glowing comments relating to John Hood's seamanship. However, his assignment as sub-lieutenant on 'HMS Excellent' in February 1905 received the comment 'Severe displeasure expressed and to be reported upon every three months. Warned retention in service depends on future conduct being satisfactory.' It appears obvious that irrespective of whatever misdemeanour prompted such a comment in his service records, the warning went unheeded. A later entry states 'C in C reports ungentlemanly behaviour in Dockyard, but misconduct does not admit of dismissal from service. T. L. severe displeasure again expressed and warned to be more careful in the future.' It would appear that this comment resulted in a confrontation because in April 1905 John Hood was 'Allowed to withdraw' from the Royal Navy.
On the 18 January 1907, John and Helene had their first child, John Alec Fauvel Hood. At this time, the family were living at 112 Warwick Street, Pimlico. Although working as a Theatrical Manager in 1906, when war came in 1914, John Hood offered his services to the Royal Navy. However, he was politely informed that they were 'not required'. A later application in 1918 met with a similar refusal. Although the true nature of John Hood's indiscretion whilst serving in the Royal Navy in 1905 is not known for certain, it is believed that John may have succumbed to opium addiction - possibly resulting from the opportunities provided during his service in the Far East.
Alec, or 'Budge' as he was known to his family, started at Stoneyhurst in 1916. Dick, at this time, had just started at Oxted Preparatory School, having just left Kings Langley Primary. It was whilst the boys were attending these schools that their father died. The exact date and circumstances of his death are not known, but it is thought that John Hood committed suicide using a revolver - possibly as a result of his addiction and repeated rejection.
In 1919, Helene met and married Van Tilburg. Van Tilburg, originally of Dutch descent, had joined the Royal Flying Corps in Canada and later qualified as a pilot. Towards the end of the Great War, he was shot down over Germany and became a prisoner of war, interred in Holsminon. Upon release in 1918, he came to London and presumably met Helene shortly after arrival. The couple married in a London Registry Office, before leaving for Van Tilburg's native South Africa. In October 1919, Joan, Dick's half-sister, was born in Cape Town. Helene remained in South Africa until her death. Van Tilburg worked for Marconis and helped to establish the first wireless station in South Africa.
The reason for Dick and Alec remaining in England is not known, although it may have seemed beneficial to keep them in the British education system. It has been suggested that both Dick and Alec were not aware that their mother had married again - possibly kept secret to ensure that money from John Hood's estate was not interrupted. Alec remained at Stoneyhurst until 1923, when at the age of sixteen he joined his mother in South Africa. It was upon arrival that he discovered that not only had his mother remarried, but that he also had a step-sister. During his time in England, it is thought that Alec was placed under the guardianship of his uncle, Hilary Ralph Hood, and his wife Dorothy. In South Africa, Alec trained as a farm manager at Selati Estates, Transvaal. In 1932, he married Valerie Albemarle Cator in Bulawayo, Rhodesia. Valerie was a school teacher at the time of marriage, living in Bulawayo. After mining on the Rand, Alec bought a farm at Ofcolaco in Northern Transvaal. From this marriage, five children were born, between 1935 and 1949. In 1957, Alec underwent an operation, but despite making what appeared to be a good recovery, he collapsed and died, aged only 50 years.
Dick was left in the guardianship of Henry Sykes JP and his wife Katherine Howard Sykes, then of Limpsfield, Kent. Their relationship with the Hood family is not clear, but it is possible that the family were friendly with Helene's parents, then living in Tunbridge Wells. Mr & Mrs Sykes had already adopted a child, Oswald, from a children's home and he took up the family name. A family friend, Raymond Keen - now living in Cape Town, South Africa - remembers the "delightfully bohemian Sykes family" and was great friends with both Oswald and Dick Hood. He recalls that Dick was "a great dare-devil, engaged in all sorts of hare-brained activities. They made go-carts, rushing down steep hills, and even fitted one with a petrol engine. Dick was an amazing tree climber and was always the leader in all these activities, showing the characteristics that made him the ideal fighter pilot."
From Oxted Preparatory School, Dick passed on to Tonbridge School. He was enrolled as a day student and excelled in sports, particularly rowing and running. His early access to military life was as a corporal in the Tonbridge Contingent. Whilst Oswald and Dick attended Tonbridge School, the Sykes family lived at Bourne Farm, Bourne Lane, Tonbridge.
In September 1927, Dick was accepted as a Cadet at the prestigious Cranwell RAF College. Undoubtedly, his time at Tonbridge School gave him an insight into the high standards that would be expected and the emphasis on competition and excellence that would be an integral part of the training course. Indeed, Cranwell had been established not only to train pilots but to help the cadet to develop all the skills and social requirements of an officer in the Royal Air Force. It could be described as the military equivalent of a fee-paying Public School and attracted similar status and respect. Acceptance as a cadet at Cranwell was obtained by sitting the Civil Service Commissioners Entrance Examinations, as well as passing the ubiquitous medical. The examinations were held during the morning at Burlington House in London, followed by an interview in the afternoon.
Cranwell RAF College at this time still retained the vestiges of its earlier use as a Royal Navy Air Station. A vast drill and parade ground dominated the main complex, which was situated between two airfields, one to the North and one to the South. The hangers were situated on the Northern edge of the main complex of buildings forming the college. Flying schools hangers consisted of Fights A, B, C, D and E. The cadet wing had two squadrons, A and B, each with forty cadets. Each squadron had its own double row of basic wooden huts, connected by a covered walkway to the central block containing the cadet's mess. Five cadets were assigned to each hut, with a batman allocated to each hut to look after the cadets. Each squadron had an NCO drill instructor - usually a Flight Sergeant or Sergeant - who was responsible for training the cadet wing. Proficiency at drill was considered of major importance and a cadet would not be allowed to parade if the required standard was not achieved. As with all services, drill instruction was believed to foster a team spirit and loyalty. Basic drill and arms drill was taught intensively over a one month period.
The course at Cranwell lasted two years. The first term lasted from September until Christmas, with the second term commencing in early January and finishing in late July. The third and fourth terms followed similarly. Each terms cadets would be divided in two sets; one flew whilst the other did ground school and academic work. A cadet would be expected to be proficient in both academic and practical fields - exemplary progress in one only not being sufficient to succeed.
The majority of flying instruction was carried out in the Avro 504N, an aircraft of Great War vintage in 1927. Cadets would not be instructed on service aircraft, such as the Armstrong Whitworth Atlas, until the second year. The Avro was a fairly stable aircraft with a top speed of 70 knots. It was responsive enough for training and fairly robust to resist heavy landings. Within a week of arriving at Cranwell, Pilot Cadet Hood had his first 'experience flight' in the forward seat of Avro J8533, with Flying Officer Rawson at the controls. The flight lasted fifteen minutes, but was intended to familiarise the cadet with the local area and the general procedures adopted when flying the aircraft.
The first year syllabus consisted of academic school subjects such as mathematics, science, history and English, but expanded upon to encompass military and aeronautical applications. Academic subjects were supplemented with practical instruction in such subjects as basic engine maintenance and construction of airframes, for example. By the second term, purely theoretical subjects were abandoned in favour of purely service based subjects. Pilot Cadet Hood was instructed and tested on the peculiarities of navigation, armament, RAF Organisation, basic accountancy, stores procedure and the structure and administration of the RAF Disciplinary Code. As if this did not seem a fully comprehensive education, cadets were encouraged to take up a variety of outside interests such as drama, debating etc, in addition to their sporting commitments. Particularly emphasis was given on the use of the college library for private study. An article in The Journal of The Royal Air Force College was particularly applauded. Cadets would always be expected to demonstrate their ability for written and verbal communication and this was manifested in the requirement to produce two theses throughout their time at the college. The first year theses represented a minor topics from a long list of modern military encounters, whilst the second year topic was required to be related to an aeronautical subject of the cadets own choosing.
It was after dinner, which was always a fairly formal affair in the Cadets mess, and on some weekends, that the cadets would find the opportunity to spend their £4 a month pocket money. Cadets were encouraged to own a motorcycle, which would give them a good understanding of the basics of the internal combustion engine and general engineering. Indeed, an old airship hanger on the North airfield was allocated for those wishing to work on their motorcycles. However, ownership of a motor car was prohibited. Cadets were allowed to freely explore the local countryside and to visit the permitted neighbouring towns, as their was limited public transport. Skegness was undoubtedly one such 'permitted town' as the photograph of Dick with his fellow cadets shows. Sports and games were equally encouraged as these demanded physical skills and fostered the team spirit and loyalty applauded by the college. Saturday and Wednesday afternoons were allocated for sporting pursuits and it would appear that Dick excelled in rowing and hockey during his time at Cranwell. One of the members of team is a first year cadet who excelled in virtually all sports during his time at Cranwell and was to join Dick later when he was posted on to his first Royal Air Force Squadron. The gentleman is more commonly remembered for his courage and determination to overcome his physical disability resulting from a flying accident in 1931 - Douglas Bader. Dick described the performance of the hockey team in an article in the Autumn 1929 edition of 'The Journal of the Royal Air Force College':
HOCKEY
R.A.F. COLLEGE v CLARE COLLEGE, CAMBRIDGE
This match was played on February 6th at Cambridge, and lost by 2 goals to 3. It was an excellent game, in spite of the absence of some members of the team. The ground was sticky, and the forwards never got together. But our defeat was chiefly due to the combination of the Clare forwards. Coote at centre played well, and scored both goals. Hilliar in goal saved many hard shots.
R.A.F. COLLEGE v R.M.C., SANDHURST
This match was played on March 9th at Cranwell, and lost by 2 goals to 8, after a hard game for both teams. We scored first, soon after the start, but the R.M.C. had scored three times before Cranwell scored again.
The Cranwell forwards could not keep the ball, and the R.M.C. forwards pressed hard throughout the game. The backs and the goalkeeper did well, Elsmie and Spendlove in particular playing a good game. Baines, as usual, played very hard. Both goals were scored by Coote.
CRANWELL vs. CAPT. R. DE LA BERE'S XI.
This game was played at Cranwell on a frozen pitch in the teeth of a north-easterly gale. The scratch team was a strong one, and included at least two internationals, several county players, and two members of the R.A.F. side. But the condition of the ground made all stick work and ball control impossible, and levelled out the standard of play.
The scratch team pressed from the start. F./Officer Sales continually got the ball out to his wings, F./Lieut. Hampton and Mr Searby, who took the ball along fast and centred well. But the scratch inside forwards could not do much with the ball near goal, though F./Lieut. Merer put in one or two useful shots. In the second half, Capt. de la Bere dribbled through from the "25" and shot the only goal of the match. After this, the Cadets attacked strongly, mainly through the individual efforts of Coote and Heycock; and Mr Morton was called on to make a fine save from goal. But apart from these raids, the scratch team had most of the game, and were unlucky not to score again. Of the Cadets, McKechnie was slow but sound at back; Elsmie at half-back played as well as anyone on the field; and Coote at forward made a few vigorous but disconnected rushes.
The same edition contained an account of the exploits of the rowing club:
ROWING
Rowing has been taken up this year with great keenness by Cadets. The membership of the Rowing Club has been larger than ever before. Although the distance from Newark makes training difficult, the members of the two fours have done their best and taken every available opportunity for training. In the Boston Regatta, the Cranwell four reached the semi-final of the Junior Fours and were then defeated by the winning crew of the series by one length. On the previous Saturday, two Cranwell fours went to Eton and rowed against two House fours there, which they defeated in both races.
Flying instruction took place throughout the year, weather permitting, and was as equally rigorous and detailed as the ground instruction and academic studies. Fortunately, Dick's flying log books survive and are held within the Public Records Office, having been saved from destruction due to being considered of 'special interest.' A large number of flying log books which were never claimed by aircrew or their next of kin after the Second World War were disposed of and only a small number retained for public viewing. The log books chart Dick's flying career from his first flight on the eight of September 1927 and make fascinating reading. However, one can only imagine the events surrounding the bland statements which were permitted to be entered into the log. Skills at each particular flying manoeuvre were practised and tested repeatedly until the required standard was achieved. Following his first solo flight in February 1928, Dick's log book records each stage of flying instruction; Turns, landings, Immelmanns, gliding turns, side slip landings, forced landings, cross-wind landings and take-offs, slow rolls, loops, half loops, pin-pointing, message dropping etc. At the end of the first year, each Cadet was tested by the Senior Flying Instructor. Within Dick's log book, his reviewing Instructor on the first of May 1928 has written "You are doing a lot of aerobatics. Concentrate on accurate flying for a little too much aerobatics teach bad habits". Following this review, the Cadets were allowed to return home for summer leave.
The second year instructors were of Flight Lieutenant rank, not NCO's as was the case with the first years instruction. The training in the second year was mainly on Siskins and DH 9a service aircraft, and the aim of the flying instruction was to perfect the skills learnt during the first and second terms. Comments in Dick's log book for the third term suggest that he found landing the aircraft correctly the most arduous task. No doubt his crash on landing in DH 9a F4939 on the fourth of February 1929 reduced his confidence. It must have been a frightening experience. Subsequent comments by Dick in his log book bear testimony to the difficulties of flying training:
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04/03/29 |
"Landings Bad" |
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06/03/29 |
"Landings and Flying very bad" |
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07/03/29 |
"Landings and Flying hopeless" |
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Later |
"Landings quite hopeless. Flying OK." |
Flying instruction became more rigorous in the fourth term, when bad weather and cross-country flights were introduced. Instrument flying was taught by placing a Cadet under a hooded enclosure in the rear cockpit of a destabilised Avro 504. This made the Cadet distrust his senses and, hopefully, rely on the information on his instruments to direct his aircraft.
In June 1929, a Central Flying School Instructor tested Dick on the full flying syllabus. His report within his log book, written by 'B' Squadron OC RAF Cranwell stated, "Proficiency as pilot on type:- above the average: Special faults in flying which must be watched: - Rather hot-headed occasionally. Improved a lot lately & should do very well...". The final examination was sat in June and the major theses submitted for marking. Various competitions were held each year in recognition of excellence on the course. The R M Groves Memorial Prize was presented to Cadet Corporal Francis Charles Cole, who was considered the most competent pilot. The Sword of Honour was awarded to Cadet Under-Officer Kenneth William Niblett, as the best all-round Cadet. The Commissioning of the Sword of Honour parade was the occasion when the wing of the Royal Air Force pilot was presented, together with the single cuff stripes of a pilot officer. No doubt the excitement and honour of this presentation was fully celebrated at the Summer Ball held that same evening. In later weeks, the Cadets were informed of their allocated postings to Royal Air Force Squadrons.
On the twenty seventh of July 1929, Dick was posted to No. 23(F) Squadron, based at Kenley. It was whilst he was stationed at Kenley that Dick received a plain cardboard tube containing his Commission certificate. No. 23(F) Squadron was commanded by Squadron Leader H W Woollett - no doubt considered a veritable hero to the young Dick, having scored six confirmed victories on the twelfth of April 1918 in a 43(F) Squadron during the Great War. As a Pilot Officer, Dick could expect to receive 14 shillings and sixpence a day. With a monthly mess bill of between £8 and £15, he could save quite a substantial sum, particularly as petrol, tobacco, food and drink were all subsidised. This would have pleased Dick greatly as he was now an avid cigarette smoker - he may be seen with a cigarette in a number of off-duty photographs. Another great advantage of being stationed at Kenley was that it was within easy driving distance of his family, the Sykes now living in Crockham Hill. Local residents still recall Dick occasionally flying over the family home and performing aerobatics whilst stationed at Kenley.
Kenley was a large grass airfield with hangars situated on the perimeter, with the mess and administration buildings located adjacent the main entrance. Upon arrival, each Pilot Officer was assigned to a Flight; A, B or C, under a Flight Commander. One such Flight Commander in No. 23(F) Squadron was Flight Lieutenant R L R Atcherley, who at the time was a household name, having won the Schneider Trophy Race in 1929, flying the Supermarine S6 float-plane. The Squadron consisted of twelve Gloster Gamecocks, with a reserve of six aircraft. The Gamecock was a fairly robust, wooden-framed aircraft, which handled well in aerobatic use. However, many were damaged or written off in heavy landings. Indeed, Dick was responsible for writing-off J8408 in April 1931, when the engine cut out on take-off, and for damaging J8412 in March 1930, having forced landed when the engine seized.
Career Timeline
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01/09/27 - 28/08/29 |
RAF College Cranwell |
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01/09/29 - 01/09/30 |
No. 23 Squadron KENLEY |
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02/09/30 - 01/10/30 |
Gunnery School EASTCHURCH (Sqdn Arms Course) |
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01/10/30 - 27/05/31 |
No. 23 Squadron KENLEY |
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27/05/31 - 19/06/31 |
RAF LEUCHARS |
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19/06/31 - 13/08/31 |
Base CALSHOT (Floatplane Inst.) |
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15/08/31 - 03/09/31 |
GOSPORT - HMS Courageous (Deck Landing Inst.) |
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03/09/31 - 13/09/31 |
No. 23 Squadron KENLEY |
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13/11/31 - 23/04/32 |
RAF KAI TAK, China - 403 (FF) Flight |
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01/05/32 - 17/09/32 |
HMS Hermes, Wei Hai Wei |
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25/09/32 - 24/10/32 |
HMS Hermes, Shanghai |
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28/10/32 - 30/01/33 |
RAF KAI TAK, China |
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02/02/33 - 15/02/33 |
HMS Hermes, Manilla Phillipines |
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19/02/33 - 06/05/33 |
RAF KAI TAK |
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06/05/33 - 09/06/33 |
Passage to UK |
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09/06/33 - 21/08/33 |
Leave |
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21/08/33 - 17/11/33 |
GFS Flying Instructors Course |
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20/11/33 - 06/06/35 |
RAF LEUCHARS (Flying Instructor) |
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06/06/35 - 14/08/35 |
Flight ? |
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14/08/35 - 01/10/35 |
No. 1 FTS LEUCHARS |
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01/10/35 - 25/10/36 |
No. 11 FTS WITTERING |
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26/10/36 - 11/12/36 |
No. 23(F) Squadron BIGGIN HILL (Flying Duties) |
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11/12/36 - 15/03/37 |
No. 501(B) Squadron (Flying Instructor duties) |
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15/03/37 - 26/06/38 |
No. 5 FTS SEALAND (Advance Flying Instructor) |
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27/06/38 - 31/07/38 |
University of London Air Squadron DUXFORD |
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01/08/38 - 29/09/38 |
Station Flight NORTHOLT (Flying Instructor) |
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29/09/38 - 12/01/39 |
RAF Depot UXBRIDGE (Supply N/E Sick) |
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12/01/39 - 17/02/40 |
CFI No. 10 TERNHILL (Flying Instructor) |
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20/02/40 - 18/04/40 |
No. 3 GRU to Command (MANSTON pending formations) |
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19/04/40 - 05/09/40 |
To RAF CATTERICK to command 41(F) Squadron |
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CC List No. 300 |
Missing (FB) Casualty |
Citation for Award of Distinguished Flying Cross 10th November 1940
Most Humbly submitted to your Majesty by your Majesty's Most Humble and Most Devoted Servants
That your Majesty may be graciously pleased to approve the following appointments & awards in recognition of gallantry & devotion to duty in the execution of air operations:
Recommended for the award of the Distinguished Flying Cross
Squadron Leader Hilary Richard Lionel HOOD (26110) - now missing - No.41 Squadron, Fighter Command.
Document signed by GRI and Archibald Sinclair. Normally these citations detail the reasons for the awards, but not in this instance due to the large number of recipients.
The London Gazette 27 May 1941
The KING has been graciously pleased to approve the following awards:-
Distinguished Flying Cross
Squadron Leader Hilary Richard Lionel HOOD (26110) (deceased) - with effect from 11th August 1940
Records at the Ministry of Defence Air Historical Branch AR9(A) Casualty Archives
Records state that twelve Spitfire aircraft took off from RAF Hornchurch at 3pm 5th September 1940 to intercept enemy formations over the Thames Estuary. Squadron Leader Hood was reported missing when his aircraft failed to return from this interception and it is assumed that he was shot down by enemy aircraft.
On the 7th August 1945, his mother, now Mrs Helen Margaret Van Pilberg of Cape Town, South Africa (Address was c/- The Bank of South Africa), wrote to the Secretary of State for Air. She was aware of a forthcoming Battle of Britain commemoration ceremony in England and was enquiring whether the British government would be willing to contribute to the cost of her passage back to England to attend the ceremony. She stated that she doubted there would be many mothers in South Africa whose sons had been killed in the Battle of Britain. She also enquired about obtaining the Battle of Britain awards that her son was entitled to. It is not known whether she attended the commemoration service or obtained any of Squadron Leader Hood's awards. The letter was signed "on behalf of myself, my eldest son and his next-of-kin". It is understood that Mrs Van Pilberg was in the services in Cape Town during the war.
On the 29th March 1953, Mrs Van Pilberg wrote again to the Secretary of State for Air stating that she would be visiting England in the near future. She enquired as to whether there was any more news relating to her sons death and whether there was anywhere in the country which she could visit where her son's name would be remembered.
The archives state that Squadron Leader Hood was awarded the DFC and bar.