The Airmen's Stories - F/O D D Brown

De Peyster Douw Brown, an American citizen, was born on 12th December 1914 in Canton, China, the second of three sons of Samuel Robbins Brown (1882-1947) and Rebecca Sevilla Brown (nee Atkinson 1882-??).

His parents, from Coronado, California, were in China as missionaries.

Brown joined the Royal Canadian Air Force claiming to be of Canadian nationality on 9th September 1939. His flight training included flying in the Fleet Fawn, Fairey Battle and the NA Harvard. He qualified on 8th May 1940 and was posted 112 (Army Auxiliary) Squadron also known as the “Squadron of Winnipeg.” At the time the squadron was equipped with Canadian-built Westland Lysanders.

The squadron was ordered to prepare for deployment to England following the German attack in France and Brown was a member of the advance party of the squadron, 14 officers and 83 other ranks, which left Canada on 20th May 1940, aboard the ss Duchess of York.

They arrived in Liverpool on 28th May and disembarked the next day. Their new home would be the airfield of the Wiltshire School of Flying Ltd., about 5 miles north of Salisbury. The 969 foot grass airfield, hotel and golf course would become RAF High Post.

(Above image courtesy of Mike Charlton. The airfield is now the site of an engineering facilty).

The site was still being prepared as a base when the squadron arrived. The rear party of 112 Squadron arrived on the evening of 21st June.

On 19th August, in response to Fighter Command's plea for experienced pilots, the Canadian Army Auxiliary squadrons 110 and 112 selected six pilots for conversion training to the Hurricane, Brown among them. All went to 5 OTU Aston Down. He was given the nickname 'Pete'.

After converting, the pilots were transferred to No. 1 (RCAF) Squadron then operating at RAF Northolt. Brown began flying on 2nd September, initially flight tests, local flying and standing patrols.

On 15th September, the squadron was patrolling near Tunbridge Wells, in company with 303 (Polish) squadron, when they were ordered to intercept a raid. Brown was flying as part of Blue section with F/O Christmas led by S/Ldr. McNab. Ju88s were sighted east of them at 18,000 feet and the squadron turned and made a stern attack.

S/Ldr. McNab attacked the left hand Ju88 in the rear section. The Ju88 broke away from formation and dropped its bombs turning towards the south coast. The three Hurricanes of Blue Section followed him. S/Ldr. McNab hit the Ju88 again and the aircraft dived straight down bursting into flames near Limpsfield. S/Ldr. McNab shared the victory with all members of the Blue section.

Above: Northolt 25th September 1940, the squadron is visited by WW1 ace “Billy Bishop”.

Foreground L to R: F/O DD Brown, S/Ldr. E McNab, F/Lt. H Molson, Air Marshal Bishop.

On 27th September, patrolling between Biggin Hill and Northolt, the squadron intercepted 30 Ju88s with Me110 and Me109 escorts over north Kent at approximately 0915. In this combat his close friend F/O OJ Peterson, from Lloydminster in Saskatchewan, was killed over Hever in Kent.

Later, at 1500 in a second engagement, only six aircraft could be scrambled. Five of the six met 15 to 20 Do215s (sic) over Biggin Hill.

The sixth aircraft flown by Brown was racing to catch up. He recorded:

“Took off with the squadron (in V6605) but forced to return as wheels would not come up. Took second plane up (V6603) in an effort to overtake squadron. Flew on vector 150, revectored to 100. Saw squadron above and ahead about six miles away, at same time saw bandits to left (above) and ahead to the right. Started to climb and while climbing to right saw e/a below and ahead. Saw red, white and blue stripes on rudder, but saw another Hurricane make an attack. Closed in behind e/a after Hurricane broke away. E/a was apparently not damaged by first attack as I experienced extreme gunfire when I attacked. Used No.1 attack and held firing button for 275 rounds per gun. Pieces were flying off and one engine smoking as I broke and climbed to make second attack. E/a burst into flame and dove straight for the ground. Saw e/a crash 5 miles E. of Tunbridge Wells. No person jumped out of e/a. This enemy casualty is confirmed by F/Lt. Kent of 303 Sqn.”

On 30th September, the squadron scrambled four times and encountered enemy aircraft each time. In the 1415 scramble the squadron was vectored to intercept Me109s escorting bombers. A melee developed with the escorts and No. 1 Canadian.

Brown was hit from the rear and his aircraft went into a long spin downwards. Regaining control, he pulled out above the clouds noticing the port elevator was severely damaged and also the right wing tip. He then noticed a Me109 crossing below him headed to France.

Brown went after him and got in some long bursts into the 109's left stern. The Me109 staggered under the impact but disappeared into the cloud layer. Diving below F/O Brown did not see the Me109 again and later claimed it as being damaged.

Returning to base and landing the damaged aircraft proved too difficult and the aircraft nosed over upon landing. Brown was uninjured.

By the end of the month the heavy pace of operations was taking its toll on the squadron. Pilot strength was now 50% of when it started on operations. The pilots were suffering from the constant strain of flying and battle. They had a general tiredness about them and their reaction times were slower. The squadron was exhausted and operational readiness began slipping. The squadrons medical officer, Captain RJ Nodwell, confirmed the conditions in a report to 11 Group recommending a much needed rest.

The first few days of October were bad flying days with rain, fog and low clouds. There was little to no flying and no enemy aircraft were intercepted.

On 5th October, during the squadrons first patrol as part of a wing formation, contact was made with 60 Me109s and 15 Me110s. The squadron shot down 3 Me109s and damaged 2 Me110s. F/Lt. Molson was badly wounded but managed to bail out of his stricken aircraft. No. 1 Canadian had just lost their twelfth flyer.

On 5th October he was badly shot up in combat with Me109s but nevertheless pursued one into cloud, being later credited with a 'damaged'. His own aircraft crashed on landing back at Northolt but he was uninjured.

The squadron was scrambled three times on 7th October and Me109s were seen on each sortie. The Hurricane could not compete with the Me109s above 20,000 feet due to it's inferior performance at that altitude. There was nothing to do but watch and wait for them to come down.

It was exceedingly difficult and nerve-wracking work playing the part of bait. The only contact made this day was by F/O Lechman and F/O Nesbitt. F/O Lechman managed to bring down a Me109 but F/O Nesbitt’s aircraft was severely damaged and he became disorientated after successfully regaining control of the aircraft. He force-landed at Biggin Hill.

8th October brought more scrambles for high flying Messerschmitts and the squadron was attacked three times. On each occasion the squadron break drill was successfully employed and there were no casualties. Later this day they received a signal from Group HQ that they would be headed north for a well needed rest. This was welcome news to everyone especially for the eight pilots flying since 17th August. Six of the seven replacement pilots, including Brown, were still flying.

On 9th October, the squadron was relieved and began swapping places with 615 Squadron. At 1400 seventeen aircraft of No. 1 RCAF squadron flew north to Prestwick in Scotland. They stopped overnight at Catterick and then continued the next day to Prestwick. No. 1 RCAF squadron was now in 13 Group and out of target range for the Luftwaffe by day.

F/O de Peyster Brown survived the Battle of Britain. He was one of 27 pilots who flew with No 1 (RCAF) during the 53 days that it was operational over the skies of southern England in 1940.

He sailed on 12th April 1941 from Liverpool to Quebec in a Canadian Pacific ship, perhaps in connection with being transferred to the Eagle squadrons in the UK.

He is recorded as transferring to the USAAF on 25th May 1942 but his subsequent service is currently undocumented, though he must have continued to serve in the UK till at least 1951 (below).

On an internal flight in the US aboard a Continental Airlines flight he had met a stewardess, Vivian Lindsay (1921-2011), they married on 22nd October 1944 and remained so for 47 years, having two daughters.

Some sources record that he was involved with the Berlin Airlift and possibly served in Korea.

Above: Brown in American uniform.

Postwar Brown was employed by Rockwell International Aerospace Corporation for many years working as an Aerospace Consultant until retirement in 1976. He lived in Santa Maria, California with wife Vivian and their two children. He passed away while in Hospital due to an illness on 3rd August 1991 at the age of 75.

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His brother Samuel enlisted in the US Navy in 1930 and flew extensively against the Japanese in the Pacific campaigns, retiring as a Rear Admiral.

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Additional research and images courtesy of Jerome J. Levans of the USA.

The images below are from the album of F/O C Warren of 1 RCAF Squadron and appear courtesy of the Air Force Museum of Alberta.

Above: Brown (right) with P/O OJ Peterson.

Above: Brown (left) with F/O CW Trevena.