Peter Vaughan-Fowler

After he retired from the RAF in 1975 Vaughan-Fowler took up charitable work, fund-raising for medical research and hospitals. Vaughan-Fowler died in Oxford on 24 April 1994.

Vaughan-Fowler was promoted to Wing Commander on 1 July 1957, and was posted to command RAF Wildenrath in Germany. He was then promoted to Group Captain and posted to Deputy Captain and Extra Equerry of the Queen's Flight. He next worked a staff job at Air Support Command, where he served as Senior Personnel Staff Officer. His final appointment was with the Ministry of Defence, working in the Public Relations Branch. He retired from the RAF in 1975.

At the end of the war the French government awarded Vaughan-Fowler the Croix de Guerre with Palm and appointed him a Chevalier de l' Ordre National de la Légion d'honneur for his contributions to the liberation of France. Vaughan-Fowler decided to remain in the Royal Air Force, and was awarded a permanent commission in September 1945. His temporary rank of Flight Lieutenant was made permanent in June 1946. Vaughan-Fowler was promoted to Squadron Leader in 1951. In the post-war RAF he was assigned a string of flying appointments, including the command of 247 Fighter Squadron and work with the Central Fighter Establishment. He was awarded the Air Force Cross in 1954.

In February 1944 he was called back to Special Operations Executive work, to the Mediterranean theatre. Vaughan-Fowler arrived at Maison Blanche airfield near Algiers to set up a Lysander pick up flight for operations at bases in the Mediterranean area. They had been attached as a third flight to 148 Squadron at Brindisi. The squadron was largely equipped with Halifaxes, and prior to Vaughan-Fowler's arrival had been primarily responsible for parachuting men and supplies to partisans in Yugoslavia and Greece. A third flight was formed for 148 with Lysanders to operate as a pick-up flight, with Vaughan-Fowler as commanding officer. Vaughan-Fowler was sent to southern Italy with 4 Lysanders. He had three pilots that were in the process of training as pick up pilots. Jimmy McCairns was soon sent to join Vaughan-Fowler at Brindisi in the heel of Italy as Air Ministry representative and training instructor. Both he and Vaughan-Fowler expected to be flying to southern France, but were tasked with carrying out operations in Greece and Yugoslavia. In August 148 Squadron Halifaxes suffered heavy losses trying to supply the Poles during the Warsaw Uprising.

The last Lysander mission was put on during the night of 10/11 August 1944. The agent was an important leader of the resistance, who awaited pick up at a field in Pont de Vaux on the river Saône. Unlike a typical pick-up flight, this operation had to be flown on a moonless night. The mission was flown and successfully completed by Vaughan-Fowler. The Allied invasion of southern France followed four days later.

In December 1944 Vaughan-Fowler was made commanding officer of 213 Squadron, operating the P-51 Mustang fighter in a ground-attack role. At the conclusion of the war in Europe he was awarded the Distinguished Service Order in recognition of his contributions and leadership. Vaughan-Fowler remained in command of 213 Squadron until January 1946.

On the night of 13/14 February 1943 Vaughan-Fowler made a successful pick-up of Charles Delestraint. He had been an officer in the French army, and in England met secretly with Charles de Gaulle in London, where he was asked to lead the Armée Secrète. He returned to France, but was captured by the Gestapo a few months later, questioned and killed. On the night of 17/18 March 1943 Vaughan-Fowler completed a successful double operation near Poitiers with Bunny Rymills. In April he completed another double with McCairns on the night of 15/16. Vaughan-Fowler became noted for pulling off successful doubles. James 'Mac' McCairns was his most frequent pairing for these sorties.

Vaughan-Fowler's trips were largely uneventful, due to his careful preparation and nighttime navigational skills. On one insertion op he returned with two American aviators in back. They had left their base in east Anglia on a bombing mission three days earlier and had been shot down. It was the quickest recovery time for evading aircrew. Vaughan-Fowler did have a few unexpected moments. Once when flying a double Lysander operation with 'Bunny' Rymills on 17 March 1943, Vaughan-Fowler landed at the target field and was alarmed to see flames belching out of his engine's exhaust. He switched everything off but the flames persisted. He managed to put out the flames by ramming his 'Mae West' into the exhaust pipe. On departure, the engine started up but then cut out. One of the great fears of a pick up pilot was to be stuck in France. If your aircraft became bogged in mud or had a mechanical problem, it meant a long walk back at night, and staying low in a safe house to avoid the Gestapo during the day. Vaughan-Fowler started the engine again, got it airborne and returned safely to Tangmere. On another operation Vaughan-Fowler had checked out a new Lysander with a test flight during the day and had discovered no problems, but over France that night found six foot flames were belching out from the exhaust pipes. In an aircraft where they were only allowed a tiny penlight to read their maps, this felt rather like flying a signal torch. Nevertheless, he completed his mission. The next day his mechanic discovered the engine's timing had been off by 10 degrees.

Vaughan-Fowler completed a triple Lysander operation on September 12/13 when he teamed with Verity and 'Mac' to take eight 'Joes' out and eight more back. Time on the ground for the three aircraft from start to finish was only nine minutes. Vaughan-Fowler's last Lysander operation from Tangmere was a double operation with McCairns on the night of 18/19 September 1943. They flew to a field near Ambérac to pick up a number of agents. Vaughan-Fowler carried British SOE agent 'Tommy' Yeo-Thomas, known under the alias of the 'White Rabbit', as an outgoing passenger back to France on this operation.

At the end of Vaughan-Fowler's tour with 161 Squadron he requested a transfer to another operational squadron, preferably one under command of Group Captain Pickard, whom he had flown under while at 161 Squadron. He was assigned to 21 Squadron, which was part of Pickard's 140 Wing. At the time Vaughan-Fowler's transfer 21 Squadron had converted to the de Havilland Mosquito and was flying intruder missions. These missions were put on to suppress German night fighter activities against Bomber Command. The Mosquitos would fly out at night to locate and orbit an airfield known to be in use by German night fighters. Vaughan-Fowler's night flying and navigational skills were useful in this endeavor. Just having the Mosquito in the air was a strong deterrent to German operations. As his plane neared the field the airfield lights would suddenly be turned off, and they would not launch as long as he was overhead. He was promoted to Flight Lieutenant in November 1943.

161 Squadron had formed just two months earlier by hiving off the Lysander flight from the original Royal Air Force Special Duties Service unit, 138 Squadron. The clandestine squadron had the role of delivering SOE and SIS agents, wireless operators, wireless equipment and weapons to assist the resistance. The squadron was commanded by Edward Fielden, an experienced pilot who had been the CO of the King's Flight. 161 Squadron's 'A Flight' was made up of 6 Lysanders, with Guy Lockhart as its commanding officer. 'A Flight' undertook the pick-up operations. At the time Vaughan-Fowler joined the squadron in April 1942 the squadron had just moved to the secret airfield at Tempsford, located in the Bedfordshire countryside. The squadron was building up its capability, training new pilots and new agents to manage the fields in France. These special agents were known as 'operators'.

The squadron received new flight leader Hugh Verity on 15 November 1942. Once he was trained he would take over for Guy Lockhart. On meeting Vaughan-Fowler, Verity observed: "He was only 19 years old, 6' 2" tall, and remarkably good looking. His father had been one of the first naval aviators before the World War I. I wondered if his good hands with an aeroplane had been inherited. He was a laconic young man. His main leisure pursuit was listening to the jazz of the day, for which he had a deep interest."

Flying out of RAF Tangmere between October 1942 and the end of his tour in September 1943, Vaughan-Fowler completed twenty-one successful operations out of twenty-seven attempts. He was twice awarded the Distinguished Flying Cross during his time with 161 Squadron. He proved himself exceptionally skilled at this job and carried out more successful 'pick-up' operations in France than any other pilot.

On the outbreak of the Second World War he was a 17 year old still at school at the Imperial Service College. A year later he enlisted in the Royal Air Force Volunteer Reserve at Cranwell, where he earned the rating of Leading Aircraftman. While there he volunteered for pilot training. The youngest pilot in his squadron, he was regarded by his fellow pilots as having exceptional aircraft handling skills. On 15 November 1941 he was made Pilot Officer.

While with 161 Squadron Vaughan-Fowler became friends with another young pilot, Jimmy McCairns. McCairns had been a Spitfire pilot and flew out of Tangmere with Douglas Bader. He was shot down over northern France in a circus op, made it back to England and took up with 161 Squadron to do pick-up flights. A bit nervous about making the grade, he had committed himself to the "Bridger method" of night navigational flying when a young pilot joined their small team. Said McCairns: "I found myself becoming firm friends with another pilot, a young, impetuous flyer named Peter Vaughan-Fowler. Peter was born to fly. His father was a RAF officer and flew in the last war. His brother, after becoming a Cranwell overall sports champion, had been killed in an aircraft in 1932. One could see that Peter took to the air like a duck to water. His first ops were rather erratic. He missed the first trip, won on the next, lost on the third and was lucky on the following. Then he settled down and produced the most brilliant flying and the best results that we could wish for. No field was too difficult, no target too far, and weather never defeated him."

Peter Vaughan-Fowler, CVO, DSO, DFC & Bar, AFC (18 January 1923 – 24 April 1994) was an officer who served in the Royal Air Force. He is best known for his work as a "special duties" pilot, supporting the SOE and the SIS, carrying agents to and from occupied France.

Vaughan-Fowler was born in Lahore, in what was then India on 18 January 1923. He came from a family of aviators. His father, Guy Vaughan-Fowler, had been a naval aviator during The Great War, attaining the rank of Group Captain. He had taken Peter up in an Avro 504 biplane for his first flight when he was still a young boy. Peter's older brother had also been a pilot.