It is with great sadness that the Association heard of the passing of Squadron Leader Richard James Firth Mitchell, Distinguished Flying Cross, Royal Air Force Volunteer Reserve on Wednesday 17 May 2017, suddenly and peacefully at Paraparaumu, New Zealand. Colin Ford, historian of 268 Squadron, kindly provided us with the following.
He had tried to join the Royal Air Force around the time of the Munich Crisis in 1938, but being under-age to join without his parent’s permission at the time, and not receiving it, he had instead enlisted as a Sapper (Engineer) in the Territorial Army. After the outbreak of war in September 1939, he was still too young for active service overseas and so was held back in the UK. He then spent much of the remainder of 1939 and all of 1940 laying beach-mines, building defence posts around Kentish airfields, mining bridges, and Margate pier, and many other things - preparing for the invasion that never came.
In March 1941 a notice appeared on his Army unit’s notice board asking for volunteers for aircrew duties with the RAF. He volunteered and was duly interviewed and accepted for aircrew training with the RAF. He did his Initial Training Wing at Newquay, Elementary Flight Training School (on Tiger Moths) at 1 EFTS Hatfield, then his Service Flying Training School (on Yales and Harvards) at 39 SFTS Swift Current, Saskatoon in Canada. Gaining his ‘Wings” he was also selected for an Officer’s Commission in the RAF. Returning to the UK, he did his operational training at 41 Operational Training Unit, the Army Co-operation/Tactical Reconnaissance school at Old Sarum, before being posted to No.171 Squadron at Gatwick in early October 1942. That Squadron was disbanded four weeks later and so he was posted to what was then considered one of the top fighter reconnaissance squadrons in the RAF at that time, No.268 (FR) Squadron, flying the North American Mustang Mk.I.
“Dick” as he was known to his family or “Mitch” as he was known to his wartime Air Force colleagues, served two operational tours as a low level Tactical Reconnaissance pilot. His first from November 1942 until May 1944, flying Mustang Mk.I and Mk.IA aircraft with No.268 (FR) Squadron Royal Air Force. During that time he served alongside a number of other pilots from Commonwealth nations including Australia, British Caribbean, Canada, India and New Zealand, as well as pilots from the USA and Poland.
Amongst his lesser known but no less notable achievements, was acting as a trials pilot for a number of experimental camera installations being developed for the Mustang and he in fact flew the successful series of trial flights with the vertical camera installation developed at Squadron level for the Mustang Mk.I, that was later adopted as the standard for that type with the RAF.
He then spent some months ‘on rest’ as a Flight Lieutenant with the operational/planning staff of 35 (Recce) Wing RAF. ‘On Rest’ may be an understatement as in this time he was heavily occupied in planning Wing operations for the conduct of the Normandy Invasion and subsequent move of the Wing through a number of Advanced Landing Grounds as the Allied Armies advanced across Northern France and Belgium into the Netherlands following the Normandy invasion.
He returned to operations for his second tour as a senior flight commander with No.268 (FR) Squadron at the start of October 1944 and remained with that Squadron flying operations on Mustang Mk.IA and MK.II aircraft until posted in late March 1945 to take over command of No.II (AC) Squadron on promotion to Squadron Leader where he flew Spitfire FR.XIVe and PR.XIX aircraft until April 1946.
During his first tour of operations with No.268 (FR) Squadron he was recommended for and awarded the Distinguished Flying Cross – Gazetted 25 January 1944.
The citation for the award of the Distinguished Flying Cross to F/O RJF Mitchell stated:
He had tried to join the Royal Air Force around the time of the Munich Crisis in 1938, but being under-age to join without his parent’s permission at the time, and not receiving it, he had instead enlisted as a Sapper (Engineer) in the Territorial Army. After the outbreak of war in September 1939, he was still too young for active service overseas and so was held back in the UK. He then spent much of the remainder of 1939 and all of 1940 laying beach-mines, building defence posts around Kentish airfields, mining bridges, and Margate pier, and many other things - preparing for the invasion that never came.
In March 1941 a notice appeared on his Army unit’s notice board asking for volunteers for aircrew duties with the RAF. He volunteered and was duly interviewed and accepted for aircrew training with the RAF. He did his Initial Training Wing at Newquay, Elementary Flight Training School (on Tiger Moths) at 1 EFTS Hatfield, then his Service Flying Training School (on Yales and Harvards) at 39 SFTS Swift Current, Saskatoon in Canada. Gaining his ‘Wings” he was also selected for an Officer’s Commission in the RAF. Returning to the UK, he did his operational training at 41 Operational Training Unit, the Army Co-operation/Tactical Reconnaissance school at Old Sarum, before being posted to No.171 Squadron at Gatwick in early October 1942. That Squadron was disbanded four weeks later and so he was posted to what was then considered one of the top fighter reconnaissance squadrons in the RAF at that time, No.268 (FR) Squadron, flying the North American Mustang Mk.I.
“Dick” as he was known to his family or “Mitch” as he was known to his wartime Air Force colleagues, served two operational tours as a low level Tactical Reconnaissance pilot. His first from November 1942 until May 1944, flying Mustang Mk.I and Mk.IA aircraft with No.268 (FR) Squadron Royal Air Force. During that time he served alongside a number of other pilots from Commonwealth nations including Australia, British Caribbean, Canada, India and New Zealand, as well as pilots from the USA and Poland.
Amongst his lesser known but no less notable achievements, was acting as a trials pilot for a number of experimental camera installations being developed for the Mustang and he in fact flew the successful series of trial flights with the vertical camera installation developed at Squadron level for the Mustang Mk.I, that was later adopted as the standard for that type with the RAF.
He then spent some months ‘on rest’ as a Flight Lieutenant with the operational/planning staff of 35 (Recce) Wing RAF. ‘On Rest’ may be an understatement as in this time he was heavily occupied in planning Wing operations for the conduct of the Normandy Invasion and subsequent move of the Wing through a number of Advanced Landing Grounds as the Allied Armies advanced across Northern France and Belgium into the Netherlands following the Normandy invasion.
He returned to operations for his second tour as a senior flight commander with No.268 (FR) Squadron at the start of October 1944 and remained with that Squadron flying operations on Mustang Mk.IA and MK.II aircraft until posted in late March 1945 to take over command of No.II (AC) Squadron on promotion to Squadron Leader where he flew Spitfire FR.XIVe and PR.XIX aircraft until April 1946.
During his first tour of operations with No.268 (FR) Squadron he was recommended for and awarded the Distinguished Flying Cross – Gazetted 25 January 1944.
The citation for the award of the Distinguished Flying Cross to F/O RJF Mitchell stated:
Flying Officer Mitchell has always displayed great keenness for operational flying, at all times being ready to undertake any task regardless of enemy opposition or adverse weather. He has attacked enemy barracks and participated in shipping escort duties, involving deep penetration into enemy territory, and air/sea rescue work. On one occasion his aircraft was hit by anti-aircraft fire and severely damaged. Nevertheless, this officer skillfully flew his aircraft back to this country where he made a masterly crash landing. A reliable pilot, Flying Officer Mitchell's fine leadership coupled with his navigational ability have resulted in many excellent photographs being obtained.
The recommendation for the award of the DFC for F/O RJF Mitchell had been prepared by the Squadron’s Officer Commanding at the time, S/L AG Pallot, which included more details:
Total Hours Flown on Operations: On Offensive Operations: - 47.30 )
On Coastal Patrols: - 16.10 ) – 63.40
Number of Sorties: On Offensive Operations: - 26
On Coastal Patrols: - 9
Since the beginning of this year this pilot has been engaged on operational flying. He has carried out over the NORTH SEA and HOLLAND 5 Lagoons, 1 escort for Naval M.T.B.s, and an offensive sweep near KNOCKE. During 3 Lagoons photographs were taken of convoys found, one of which was attacked later by BEAUFIGHTERS acting on the information.
In FEBRUARY, 1943 he took part in an attack on an S.S. Barracks at AMERSFOORT with six other aircraft. The flight entailed flying 550 miles. Intelligence sources confirmed later that casualties inflicted were 60 killed and 100 wounded. One DO.217 aircraft is also shared with two other pilots as damaged.
In May, 1943 accompanied by only one other aircraft he carried out a reconnaissance of the heavily defended DEN HELDER harbour, when a total of 20 ships were seen. In addition a convoy of 13 ships were located on the outward flight.
On all these flights the weather was adverse either for flying or for tactical purposes.
Since the beginning of June, 1943, based at ODIHAM, 9 Populars have been carried out with a high standard of photography. On one of these sorties the top of this pilot’s tail-fin was shot away by flak, jamming the rudder. Rather than lose his photographs, F/O Mitchell flew back to BEACHY HEAD where he carried out a successful crash-landing. He has also carried out an AIR-SEA Rescue search.
During OPERATION “STARKEY” he carried out 5 Tactical Reconnaissances which involved deep penetration into enemy occupied territory flying in pairs only, involving up to 195 miles over such territory. A very high standard of photographs was obtained.
Remarks of Squadron Commander S/L AG Pallot
F/O MITCHELL has at all times shown himself ready to carry out any operation whatever the hazards or difficulties. He is a very reliable and thorough pilot whose leadership in the air, coupled with his good navigation, has resulted in good information and very good photographs being obtained without casualty to those led by him. The fine example he sets to junior pilots is obvious.
Remarks of Officer Commanding No.35 Wing G/C PL Donkin DSO
I concur with the remarks of his Squadron Commander. Since this Squadron has been with 35 Wing, Mitchell’s sorties have been consistent in the accurate and efficient way they have been carried out.
The recommendation for the award of the DFC for F/O RJF Mitchell had been prepared by the Squadron’s Officer Commanding at the time, S/L AG Pallot, which included more details:
Total Hours Flown on Operations: On Offensive Operations: - 47.30 )
On Coastal Patrols: - 16.10 ) – 63.40
Number of Sorties: On Offensive Operations: - 26
On Coastal Patrols: - 9
Since the beginning of this year this pilot has been engaged on operational flying. He has carried out over the NORTH SEA and HOLLAND 5 Lagoons, 1 escort for Naval M.T.B.s, and an offensive sweep near KNOCKE. During 3 Lagoons photographs were taken of convoys found, one of which was attacked later by BEAUFIGHTERS acting on the information.
In FEBRUARY, 1943 he took part in an attack on an S.S. Barracks at AMERSFOORT with six other aircraft. The flight entailed flying 550 miles. Intelligence sources confirmed later that casualties inflicted were 60 killed and 100 wounded. One DO.217 aircraft is also shared with two other pilots as damaged.
In May, 1943 accompanied by only one other aircraft he carried out a reconnaissance of the heavily defended DEN HELDER harbour, when a total of 20 ships were seen. In addition a convoy of 13 ships were located on the outward flight.
On all these flights the weather was adverse either for flying or for tactical purposes.
Since the beginning of June, 1943, based at ODIHAM, 9 Populars have been carried out with a high standard of photography. On one of these sorties the top of this pilot’s tail-fin was shot away by flak, jamming the rudder. Rather than lose his photographs, F/O Mitchell flew back to BEACHY HEAD where he carried out a successful crash-landing. He has also carried out an AIR-SEA Rescue search.
During OPERATION “STARKEY” he carried out 5 Tactical Reconnaissances which involved deep penetration into enemy occupied territory flying in pairs only, involving up to 195 miles over such territory. A very high standard of photographs was obtained.
Remarks of Squadron Commander S/L AG Pallot
F/O MITCHELL has at all times shown himself ready to carry out any operation whatever the hazards or difficulties. He is a very reliable and thorough pilot whose leadership in the air, coupled with his good navigation, has resulted in good information and very good photographs being obtained without casualty to those led by him. The fine example he sets to junior pilots is obvious.
Remarks of Officer Commanding No.35 Wing G/C PL Donkin DSO
I concur with the remarks of his Squadron Commander. Since this Squadron has been with 35 Wing, Mitchell’s sorties have been consistent in the accurate and efficient way they have been carried out.
In addition to the incidents noted in his DFC citation, he had on other occasions brought his aircraft damaged by enemy anti aircraft fire and the reconnaissance photographs carried by his aircraft’s reconnaissance camera(s) safely back to base.
He flew numerous sorties in the latter half of 1943 and first half of 1944 covering suspected and known V-1 launch sites in Northern France, conducted many sorties covering the planned invasion beaches in Normandy, transportation and military targets in France and Belgium, most within range of often intense and accurate light and medium anti aircraft fire.
Not long after his return to operational flying in October 1944 he was forced to bail out of his Mustang aircraft when it developed a serious glycol coolant leak whilst over the front line conducting a photo reconnaissance run and had to take to his parachute. Fortunately the breeze was in the right direction that day and carried him into the lines of Canadian Army units holding that part of the front. In baling out from his Mustang he had badly gashed his forehead which left him with a rather nasty wound on his forehead. In that instance he returned to the Squadron at their Advanced Landing Ground, with his head wrapped in bandages like a turban and feeling no pain due to the copious amounts of Canadian Army medicinal rum he had been administered. He had thus also joined the Caterpillar Club.
In another instance during his second tour of operations, in the preparation for the Allied crossing of the Rhine in early 1945, he had flown a very low level reconnaissance sortie along a heavily defended section of the Rhine near Leeuwen, being shot at by heavy concentrations of enemy anti-aircraft fire, at an altitude at times below 50 feet above the river surface, such that he passed below high tension electrical wires spanning the river.
By VE-Day in May 1945 he had amassed 191 hours operational flying over 144 operational sorties. The majority of that operational flying was conducted at low level over enemy occupied territory. No. II(AC) and No. 268 were sister squadrons on the Recce wing, and following the death in combat of Sqn Ldr Maitland on 18 Mar 1945, Mitch became the Officer Commanding of II(AC) Sqn.
In April 1946 he left No.II(AC) Squadron and was posted to the School of Air Support at Rhine Army Training Centre, Gutersloh, as an instructor. He remained there until demobbed from the RAF in January 1947.
After his RAF wartime and immediate post-War Service he emigrated from England to New Zealand, partly to seek a new life after the War, but also largely at the urging of a number of RNZAF pilots who had served with him on No.268 (FR) Squadron and 35(Recce) Wing. One of them in fact sponsored his immigration to New Zealand from the UK. He then built a new life, career and family in New Zealand, eventually retiring to Paraparaumu on the Kapiti Coast, north-west of Wellington.
He is survived by his wife of over 73 years, Sue (ex-WRAAF Bentley Priory plotter), and his sons David and Andrew, five grandchildren and eight great grandchildren, which are spread across New Zealand and Australia.
“Mitch” was one of two known surviving wartime pilots from No.268 (FR) Squadron RAF, there now only being one - who he had played a significant part in being rescued in the Air-Sea Rescue search/sortie mentioned in his DFC citation. The story of that mission is told below.
He flew numerous sorties in the latter half of 1943 and first half of 1944 covering suspected and known V-1 launch sites in Northern France, conducted many sorties covering the planned invasion beaches in Normandy, transportation and military targets in France and Belgium, most within range of often intense and accurate light and medium anti aircraft fire.
Not long after his return to operational flying in October 1944 he was forced to bail out of his Mustang aircraft when it developed a serious glycol coolant leak whilst over the front line conducting a photo reconnaissance run and had to take to his parachute. Fortunately the breeze was in the right direction that day and carried him into the lines of Canadian Army units holding that part of the front. In baling out from his Mustang he had badly gashed his forehead which left him with a rather nasty wound on his forehead. In that instance he returned to the Squadron at their Advanced Landing Ground, with his head wrapped in bandages like a turban and feeling no pain due to the copious amounts of Canadian Army medicinal rum he had been administered. He had thus also joined the Caterpillar Club.
In another instance during his second tour of operations, in the preparation for the Allied crossing of the Rhine in early 1945, he had flown a very low level reconnaissance sortie along a heavily defended section of the Rhine near Leeuwen, being shot at by heavy concentrations of enemy anti-aircraft fire, at an altitude at times below 50 feet above the river surface, such that he passed below high tension electrical wires spanning the river.
By VE-Day in May 1945 he had amassed 191 hours operational flying over 144 operational sorties. The majority of that operational flying was conducted at low level over enemy occupied territory. No. II(AC) and No. 268 were sister squadrons on the Recce wing, and following the death in combat of Sqn Ldr Maitland on 18 Mar 1945, Mitch became the Officer Commanding of II(AC) Sqn.
In April 1946 he left No.II(AC) Squadron and was posted to the School of Air Support at Rhine Army Training Centre, Gutersloh, as an instructor. He remained there until demobbed from the RAF in January 1947.
After his RAF wartime and immediate post-War Service he emigrated from England to New Zealand, partly to seek a new life after the War, but also largely at the urging of a number of RNZAF pilots who had served with him on No.268 (FR) Squadron and 35(Recce) Wing. One of them in fact sponsored his immigration to New Zealand from the UK. He then built a new life, career and family in New Zealand, eventually retiring to Paraparaumu on the Kapiti Coast, north-west of Wellington.
He is survived by his wife of over 73 years, Sue (ex-WRAAF Bentley Priory plotter), and his sons David and Andrew, five grandchildren and eight great grandchildren, which are spread across New Zealand and Australia.
“Mitch” was one of two known surviving wartime pilots from No.268 (FR) Squadron RAF, there now only being one - who he had played a significant part in being rescued in the Air-Sea Rescue search/sortie mentioned in his DFC citation. The story of that mission is told below.
“You watched – I prayed, 18.7.43”
In July 1943 the Royal Air Force was very much on the offensive in Western Europe. Preparations for the planned Allied invasion of Europe in mid-1944 were well underway. As weather permitted, reconnaissance aircraft were criss-crossing the French coast line obtaining the required images of beaches and beach defences to assist Allied planners in their invasion planning.
Whilst the dedicated photographic reconnaissance Squadrons of the RAF and USAAF performed their role primarily at high altitude, the low level tactical reconnaissance Squadrons of what had formerly been Army Co-operation Command, at this point of time a part of Fighter Command, and soon to be 2nd Tactical Air Force, were performing their photographic reconnaissance role at low level.
One of the RAF Squadrons conducting the low level reconnaissance role, was No.268 (FR) Squadron. At the time No.268 (FR) Squadron was based at RAF Odiham and was flying North American Mustang Mk.I aircraft operationally. At the same time, they had received the first of their new North American Mustang Mk.IA aircraft, but were still in the process of working these up to operational status.
July 18, 1943 preparation for the detachment of one Mustang aircraft to Fairwood Common to take part in an exercise took up the greater part of the morning’s activity until the detachment was postponed and placed on forty-eight hours notice.
Flying Officer RJF ‘Mitch’ Mitchell RAFVR flying Mustang Mk.I AG600 R and Flying Officer GEC ‘Guy’ Pease RAFVR flying Mustang Mk.I AP256 U took off at 15.39 hrs and went on a sortie to photograph the French coast beaches along the top of the Cherbourg Peninsular, from Barfleur to Cap Levy. On the way out F/O Pease had noted a slow increase in the engine oil pressure gauge reading for his aircraft, but pressed on.
Landfall was made at Pt De Barfleur and they continued on track towards Blanche Roche where with thickening ground haze and making a largely successful photographic run, they turned back across the Channel towards their base at Odiham.
About halfway back, Guy called up ‘Mitch’ on the radio and advised him that his engine temperature had gone “off the clock” and he was in trouble. ‘Mitch’ advised him to gain height as he would have to bale out – the Mustang was notoriously difficult to ditch due to the large underhanging radiator inlet.
Guy coaxed the Mustang along, and as the engine temperature rose, smoke started to fill the cockpit and the temperature in the cockpit became “bloody hot”. Remember, in the Mustang the main cooling lines between the engine and the radiator ran right underneath the cockpit, and high cockpit temperatures were one of the bugbears of the type. Because of the rise in cockpit temperature and smoke, Guy had no alternative but to release the canopy to allow fresh air in. Guy managed to both gain height and fly on to a point some 15 miles off the south-east tip of the Isle of Wight. There the engine finally started to give out, and before all engine power was lost, Guy had to bale out.
‘Mitch’ watched as Guy tried to leave the aircraft the first time, catching and ripping his Mae West on the canopy framing. The canopy on these early Allison-engined Mustangs was of the early heavily framed, hinged type, often referred to by the pilots as either the ‘coupe top’ or ‘coffin hood’. As such there were many protrusions and edges on which clothing, mae west, harness or other items could get caught on. Guy then turned the aircraft on its back and made a good departure from the aircraft at about 600 feet above the sea, with his parachute opening normally just before he hit what proved to be a very choppy sea.
His impact with the water drove him under the surface, and to him, after what seemed probably like a lifetime, but what was probably in all reality a matter of seconds, he broke surface again. Somehow, when disconnecting himself from his parachute in the rough water, and in his rush to ensure that he would not become entangled in the parachute or its shrouds and be dragged under, Guy had disconnected his inflatable dinghy and lost it. So fully clad in his sodden, heavy woollen battledress and flying boots, all he could do was tread water to keep afloat.
‘Mitch’ circled overhead whilst calling base for help and to report their position, but had some difficulty in keeping Guy in sight because of the rough sea. After about half an hour, two Typhoons of No.486 (RNZAF) Squadron came out from Tangmere to take over from ‘Mitch’. After ensuring that they had Guy in sight in the water he then set course back to Odiham.
But no sooner had he crossed the English coast, than Control called to say that the Typhoons had lost sight of Guy and could he go back to relocate him. Despite being very low on fuel at this stage, ‘Mitch’ immediately turned back.
Returning on station to where the two Typhoons were circling over the sea, ‘Mitch’ spotted Guy almost immediately. ‘Mitch’ showed the Typhoons where he was and then returned to base to land with the fuel gauges on his fuel tanks showing ‘empty’, praying that he wouldn’t have to go around on his landing approach for fear of running out of fuel. For ‘Mitch’ Mitchell it seemed one of the longest sorties he had flown to date, but his log book recorded that the total duration of his flight was 2 hours and 5 minutes.
The Typhoons continued to circle over Guy and also directed a Supermarine Walrus ASR aircraft to his position from No.277 Sqdn RAF which had responsibility for ASR operations in that region of the Channel at the time. The Walrus was flown by F/L Dekyvere RAAF and crewed by P/O Healey and F/Sgt Birch-Hurst.
A pair of ASR Supermarine Spitfires of No.277 Sqdn had also been scrambled, being flown by F/O Hilton and F/O Chalmers. The Spitfire flown by F/O Hilton had to turn back to base not long after take-off due to a loose cowling. The Spitfire flown by F/O Chalmers arrived on station around the same time as the Walrus and made an attempt to drop a dinghy. But this failed due to a mechanical defect with the flare chute door release. So it was now up to the Walrus to come to the aid of the downed pilot. Given the sea was too rough for the Walrus to alight to pick up Guy, their best alternative was to drop a dinghy to him.
Guy Pease recalls the arrival of the Walrus and what happened thereafter:
“What a sight that was for me, to see that seemingly massive flying boat fly over me for the first time -- but alas, a landing was impossible in that sea, so the decision was made to drop me a dinghy. A feeling of mutual bonhommie was rapidly building up between flying pilot and floating pilot, or that's how it seemed to me. Much waving and many 'thumbs ups' in both directions --except that every time I did so, I tended to lose my concentration on the swell, disappeared under the next wave and took in a few more mouthfuls of the stuff.
After seemingly a lifetime of fly-pasts to judge the wind and swell directions, imagine my excitement to see a dinghy leaving the Walrus, pre-inflated I think or at least automatically inflating in the air before it landed and started floating down towards me. But alas, it floated by a good cricket pitch or two away heading for the North Atlantic, with not a hope in hell of my swimming anywhere, let alone that distance. That was all the Walrus pilot needed, because the next dinghy he dropped literally floated straight at me, eventually hitting me on the head without a movement from myself -- and I doubt I could have reached it if it had not done exactly that. I just clung to the side for fully five minutes, then struggled over the side and lay there utterly exhausted, motionless -- something like a couple of hours after ditching.”
The Walrus kept station for some time, radioing back details on the position of Guy in the dinghy, and being kept company by escorting fighters. About two hours later, a Free French corvette Chasseur 41 ‘Audierne’, commanded by Lt JE Syms and based out of Cowes, plucked Guy out of the water, rubbed him down, dried him off and returned to Portsmouth. There Guy was transferred to the Royal Navy Hospital at Gosport to recover from hypothermia. The next day Guy returned to the Squadron to the delight of all that he had survived such an ordeal, and was promptly put up in the air on a training flight at the first suitable opportunity.
‘Mitch’ Mitchell however, received a surprise a few weeks later, when through the mail he received a beautiful, antique cigarette case and matching snuff box from Guy Pease. Guy had them engraved with the words ‘You watched, I prayed, 18.7.43’. ‘Mitch’ felt humbled by this expression of thanks as he considered what he had done, the same as any other pilot in the Squadron would have done for one of their fellow pilots. Such were the bonds between these low flying tactical reconnaissance pilots of No.268 (FR) Squadron RAF. And the start of a life-long friendship.
For Guy Pease however, the experience had been a frightening one, requiring him to draw on personal stores of both courage and faith to sustain him during his time in the water. The effect of seeing the search aircraft come and go without apparently spotting him, was obviously demoralising, but he kept on treading water and swimming to stay afloat. In addition the physical battering he received from the rough seas, and the draining effects of the cold waters took their toll. It was grit and determination that made him hold on, that and the belief that he would survive.
But the story does not end there.
On September 26, 1943, Guy Pease was shot down over France. He was seriously injured in the crash landing of his Mustang Mk.IA FD551 O in a field near Rouen. Captured by the Germans he would spend time recovering from his injuries in a German Military hospital, even escaping from there for a few days in December 1943 – a story in itself. Recaptured, he was transferred to the north compound at Stalag Luft III and remained there until eventually ‘liberated’ by the Russians in May 1945. He then embarked on a post War life that eventually saw him settle in Sydney, Australia, where he retired.
‘Mitch’ Mitchell survived his first tour of operations with No.268 (FR) Squadron, was awarded the DFC in January 1944, was promoted to the rank of Flight Lieutenant in March 1944 and went ‘on rest’ to Headquarters 35 (Recce) Wing in early May 1944. Flying operationally when the opportunity arose, he returned to operations, commencing a second tour with No.268 (FR) Squadron on September 30, 1944. Surviving a forced landing, a bale out and attacks by ‘friendly’ fighters during his second tour with 268, on March 24, 1945 he was promoted to Squadron Leader to take over command of No.II(AC) Squadron. He retained command of No.II(AC) Squadron until April 1946 and was demobilised in January 1947. Finding life in post-War Britain not meeting his expectations, he decided to take up an invitation from an RNZAF pilot he had flown with during the War and emigrated to New Zealand. There he had a varied and interesting career, before eventually retiring to a coastal town near Wellington, New Zealand.
In the 1960’s Guy Pease went in search of a number of his Air Force friends from his time with No.268 (FR) Squadron RAF. He was successful in finding a few of them, but it was not until the1970s that he eventually found and was in contact again with ‘Mitch’ Mitchell. Over the years, letters, cards, telephone calls, and with the introduction of new technology, emails kept them in contact. But, the opportunity for them to meet face to face never arose.
They both became major contributors of material and memories to the research and writing of the history of No.268 (FR) Squadron RAF ‘ADJIDAUMO’ – Tail in Air, the History of No.268 (FR) Squadron Royal Air Force 1940-1946. As such emails, letters, packages flowed back and forth between them and the author of the history, Colin Ford of Canberra Australia. .When the history of No.268 (FR) Squadron RAF was launched at the Australian War Memorial in Canberra during November 2004, Guy Pease was there to represent the ex-Squadron members, but ‘Mitch’ Mitchell was unable to make the journey to Australia for the event. More emails and correspondence followed.
In September 2005 ‘Mitch’ Mitchell needed to travel to Melbourne Australia on family business, and he made arrangements with the author to meet for lunch in Melbourne. Unbeknownst to ‘Mitch’, a plot was afoot between the author and Guy Pease for Guy to make a special appearance at the lunch. So on a Wednesday in October 2005 in Melbourne, Australia, Squadron Leader RJF ‘Mitch’ Mitchell DFC RAFVR finally met Colin Ford. After about 15 minutes the surprise arrival of Flight Lieutenant Guy Pease RAFVR to the table for lunch created a moment in history. For the first time in over 63 years, two old comrades met again, two men with a special bond created one day in July, 1943.
Old times were recalled, comrades long departed were remembered, incidents humorous and sad were recounted and memories of a time when life was experienced on a knife edge were shared. Even after all these years, new facets of the shared experiences of war and flying were shared and compared, with many an “I never knew that” exclaimed.
In one of those moments of synchronicity, in the days before flying to Australia, ‘Mitch’ had been going through his belongings and had come across two objects wrapped in tissue paper. Opening them, he saw once again the cigarette case and snuff box presented to him by Guy all those years before. Two treasured mementoes of a time 60 years before when ‘You watched, I prayed, 18.7.43’.
‘Mitch’ Mitchell passed away suddenly and peacefully at his home in Paraparaumu, New Zealand on 17 May 2017, aged 96 years.
Tuesday, 23 May 2017
Thanks, my dear friend, for so bravely saving my life in complete disregard for the serious risk to your own -- 18 July 1943. You watched, I prayed.
RIP, dear Mitch.
~
Guy Pease,
Sydney, New South Wales
Whilst the dedicated photographic reconnaissance Squadrons of the RAF and USAAF performed their role primarily at high altitude, the low level tactical reconnaissance Squadrons of what had formerly been Army Co-operation Command, at this point of time a part of Fighter Command, and soon to be 2nd Tactical Air Force, were performing their photographic reconnaissance role at low level.
One of the RAF Squadrons conducting the low level reconnaissance role, was No.268 (FR) Squadron. At the time No.268 (FR) Squadron was based at RAF Odiham and was flying North American Mustang Mk.I aircraft operationally. At the same time, they had received the first of their new North American Mustang Mk.IA aircraft, but were still in the process of working these up to operational status.
July 18, 1943 preparation for the detachment of one Mustang aircraft to Fairwood Common to take part in an exercise took up the greater part of the morning’s activity until the detachment was postponed and placed on forty-eight hours notice.
Flying Officer RJF ‘Mitch’ Mitchell RAFVR flying Mustang Mk.I AG600 R and Flying Officer GEC ‘Guy’ Pease RAFVR flying Mustang Mk.I AP256 U took off at 15.39 hrs and went on a sortie to photograph the French coast beaches along the top of the Cherbourg Peninsular, from Barfleur to Cap Levy. On the way out F/O Pease had noted a slow increase in the engine oil pressure gauge reading for his aircraft, but pressed on.
Landfall was made at Pt De Barfleur and they continued on track towards Blanche Roche where with thickening ground haze and making a largely successful photographic run, they turned back across the Channel towards their base at Odiham.
About halfway back, Guy called up ‘Mitch’ on the radio and advised him that his engine temperature had gone “off the clock” and he was in trouble. ‘Mitch’ advised him to gain height as he would have to bale out – the Mustang was notoriously difficult to ditch due to the large underhanging radiator inlet.
Guy coaxed the Mustang along, and as the engine temperature rose, smoke started to fill the cockpit and the temperature in the cockpit became “bloody hot”. Remember, in the Mustang the main cooling lines between the engine and the radiator ran right underneath the cockpit, and high cockpit temperatures were one of the bugbears of the type. Because of the rise in cockpit temperature and smoke, Guy had no alternative but to release the canopy to allow fresh air in. Guy managed to both gain height and fly on to a point some 15 miles off the south-east tip of the Isle of Wight. There the engine finally started to give out, and before all engine power was lost, Guy had to bale out.
‘Mitch’ watched as Guy tried to leave the aircraft the first time, catching and ripping his Mae West on the canopy framing. The canopy on these early Allison-engined Mustangs was of the early heavily framed, hinged type, often referred to by the pilots as either the ‘coupe top’ or ‘coffin hood’. As such there were many protrusions and edges on which clothing, mae west, harness or other items could get caught on. Guy then turned the aircraft on its back and made a good departure from the aircraft at about 600 feet above the sea, with his parachute opening normally just before he hit what proved to be a very choppy sea.
His impact with the water drove him under the surface, and to him, after what seemed probably like a lifetime, but what was probably in all reality a matter of seconds, he broke surface again. Somehow, when disconnecting himself from his parachute in the rough water, and in his rush to ensure that he would not become entangled in the parachute or its shrouds and be dragged under, Guy had disconnected his inflatable dinghy and lost it. So fully clad in his sodden, heavy woollen battledress and flying boots, all he could do was tread water to keep afloat.
‘Mitch’ circled overhead whilst calling base for help and to report their position, but had some difficulty in keeping Guy in sight because of the rough sea. After about half an hour, two Typhoons of No.486 (RNZAF) Squadron came out from Tangmere to take over from ‘Mitch’. After ensuring that they had Guy in sight in the water he then set course back to Odiham.
But no sooner had he crossed the English coast, than Control called to say that the Typhoons had lost sight of Guy and could he go back to relocate him. Despite being very low on fuel at this stage, ‘Mitch’ immediately turned back.
Returning on station to where the two Typhoons were circling over the sea, ‘Mitch’ spotted Guy almost immediately. ‘Mitch’ showed the Typhoons where he was and then returned to base to land with the fuel gauges on his fuel tanks showing ‘empty’, praying that he wouldn’t have to go around on his landing approach for fear of running out of fuel. For ‘Mitch’ Mitchell it seemed one of the longest sorties he had flown to date, but his log book recorded that the total duration of his flight was 2 hours and 5 minutes.
The Typhoons continued to circle over Guy and also directed a Supermarine Walrus ASR aircraft to his position from No.277 Sqdn RAF which had responsibility for ASR operations in that region of the Channel at the time. The Walrus was flown by F/L Dekyvere RAAF and crewed by P/O Healey and F/Sgt Birch-Hurst.
A pair of ASR Supermarine Spitfires of No.277 Sqdn had also been scrambled, being flown by F/O Hilton and F/O Chalmers. The Spitfire flown by F/O Hilton had to turn back to base not long after take-off due to a loose cowling. The Spitfire flown by F/O Chalmers arrived on station around the same time as the Walrus and made an attempt to drop a dinghy. But this failed due to a mechanical defect with the flare chute door release. So it was now up to the Walrus to come to the aid of the downed pilot. Given the sea was too rough for the Walrus to alight to pick up Guy, their best alternative was to drop a dinghy to him.
Guy Pease recalls the arrival of the Walrus and what happened thereafter:
“What a sight that was for me, to see that seemingly massive flying boat fly over me for the first time -- but alas, a landing was impossible in that sea, so the decision was made to drop me a dinghy. A feeling of mutual bonhommie was rapidly building up between flying pilot and floating pilot, or that's how it seemed to me. Much waving and many 'thumbs ups' in both directions --except that every time I did so, I tended to lose my concentration on the swell, disappeared under the next wave and took in a few more mouthfuls of the stuff.
After seemingly a lifetime of fly-pasts to judge the wind and swell directions, imagine my excitement to see a dinghy leaving the Walrus, pre-inflated I think or at least automatically inflating in the air before it landed and started floating down towards me. But alas, it floated by a good cricket pitch or two away heading for the North Atlantic, with not a hope in hell of my swimming anywhere, let alone that distance. That was all the Walrus pilot needed, because the next dinghy he dropped literally floated straight at me, eventually hitting me on the head without a movement from myself -- and I doubt I could have reached it if it had not done exactly that. I just clung to the side for fully five minutes, then struggled over the side and lay there utterly exhausted, motionless -- something like a couple of hours after ditching.”
The Walrus kept station for some time, radioing back details on the position of Guy in the dinghy, and being kept company by escorting fighters. About two hours later, a Free French corvette Chasseur 41 ‘Audierne’, commanded by Lt JE Syms and based out of Cowes, plucked Guy out of the water, rubbed him down, dried him off and returned to Portsmouth. There Guy was transferred to the Royal Navy Hospital at Gosport to recover from hypothermia. The next day Guy returned to the Squadron to the delight of all that he had survived such an ordeal, and was promptly put up in the air on a training flight at the first suitable opportunity.
‘Mitch’ Mitchell however, received a surprise a few weeks later, when through the mail he received a beautiful, antique cigarette case and matching snuff box from Guy Pease. Guy had them engraved with the words ‘You watched, I prayed, 18.7.43’. ‘Mitch’ felt humbled by this expression of thanks as he considered what he had done, the same as any other pilot in the Squadron would have done for one of their fellow pilots. Such were the bonds between these low flying tactical reconnaissance pilots of No.268 (FR) Squadron RAF. And the start of a life-long friendship.
For Guy Pease however, the experience had been a frightening one, requiring him to draw on personal stores of both courage and faith to sustain him during his time in the water. The effect of seeing the search aircraft come and go without apparently spotting him, was obviously demoralising, but he kept on treading water and swimming to stay afloat. In addition the physical battering he received from the rough seas, and the draining effects of the cold waters took their toll. It was grit and determination that made him hold on, that and the belief that he would survive.
But the story does not end there.
On September 26, 1943, Guy Pease was shot down over France. He was seriously injured in the crash landing of his Mustang Mk.IA FD551 O in a field near Rouen. Captured by the Germans he would spend time recovering from his injuries in a German Military hospital, even escaping from there for a few days in December 1943 – a story in itself. Recaptured, he was transferred to the north compound at Stalag Luft III and remained there until eventually ‘liberated’ by the Russians in May 1945. He then embarked on a post War life that eventually saw him settle in Sydney, Australia, where he retired.
‘Mitch’ Mitchell survived his first tour of operations with No.268 (FR) Squadron, was awarded the DFC in January 1944, was promoted to the rank of Flight Lieutenant in March 1944 and went ‘on rest’ to Headquarters 35 (Recce) Wing in early May 1944. Flying operationally when the opportunity arose, he returned to operations, commencing a second tour with No.268 (FR) Squadron on September 30, 1944. Surviving a forced landing, a bale out and attacks by ‘friendly’ fighters during his second tour with 268, on March 24, 1945 he was promoted to Squadron Leader to take over command of No.II(AC) Squadron. He retained command of No.II(AC) Squadron until April 1946 and was demobilised in January 1947. Finding life in post-War Britain not meeting his expectations, he decided to take up an invitation from an RNZAF pilot he had flown with during the War and emigrated to New Zealand. There he had a varied and interesting career, before eventually retiring to a coastal town near Wellington, New Zealand.
In the 1960’s Guy Pease went in search of a number of his Air Force friends from his time with No.268 (FR) Squadron RAF. He was successful in finding a few of them, but it was not until the1970s that he eventually found and was in contact again with ‘Mitch’ Mitchell. Over the years, letters, cards, telephone calls, and with the introduction of new technology, emails kept them in contact. But, the opportunity for them to meet face to face never arose.
They both became major contributors of material and memories to the research and writing of the history of No.268 (FR) Squadron RAF ‘ADJIDAUMO’ – Tail in Air, the History of No.268 (FR) Squadron Royal Air Force 1940-1946. As such emails, letters, packages flowed back and forth between them and the author of the history, Colin Ford of Canberra Australia. .When the history of No.268 (FR) Squadron RAF was launched at the Australian War Memorial in Canberra during November 2004, Guy Pease was there to represent the ex-Squadron members, but ‘Mitch’ Mitchell was unable to make the journey to Australia for the event. More emails and correspondence followed.
In September 2005 ‘Mitch’ Mitchell needed to travel to Melbourne Australia on family business, and he made arrangements with the author to meet for lunch in Melbourne. Unbeknownst to ‘Mitch’, a plot was afoot between the author and Guy Pease for Guy to make a special appearance at the lunch. So on a Wednesday in October 2005 in Melbourne, Australia, Squadron Leader RJF ‘Mitch’ Mitchell DFC RAFVR finally met Colin Ford. After about 15 minutes the surprise arrival of Flight Lieutenant Guy Pease RAFVR to the table for lunch created a moment in history. For the first time in over 63 years, two old comrades met again, two men with a special bond created one day in July, 1943.
Old times were recalled, comrades long departed were remembered, incidents humorous and sad were recounted and memories of a time when life was experienced on a knife edge were shared. Even after all these years, new facets of the shared experiences of war and flying were shared and compared, with many an “I never knew that” exclaimed.
In one of those moments of synchronicity, in the days before flying to Australia, ‘Mitch’ had been going through his belongings and had come across two objects wrapped in tissue paper. Opening them, he saw once again the cigarette case and snuff box presented to him by Guy all those years before. Two treasured mementoes of a time 60 years before when ‘You watched, I prayed, 18.7.43’.
‘Mitch’ Mitchell passed away suddenly and peacefully at his home in Paraparaumu, New Zealand on 17 May 2017, aged 96 years.
Tuesday, 23 May 2017
Thanks, my dear friend, for so bravely saving my life in complete disregard for the serious risk to your own -- 18 July 1943. You watched, I prayed.
RIP, dear Mitch.
~
Guy Pease,
Sydney, New South Wales
12 October 2005 – Windsor Hotel, Melbourne, Australia
L to r: Guy Pease, ‘Mitch’ Mitchell, Colin Ford
L to r: Guy Pease, ‘Mitch’ Mitchell, Colin Ford
