September 3 dawned dark and overcast, with a slight breeze ruffling the waters of the estuary. Hornchurch aerodrome, twelve miles east of London, wore its usual morning pallor of yellow fog, lending an added air of grimness to the dimly silhouetted Spitfires around the boundary. From time to time a balloon would poke its head grotesquely through the mist as though looking for possible victims before falling back like some tired monster.
We came out on to the tarmac at about eight o’clock. During the night our machines had been moved from the Dispersal Point over to the hangars. All the machine tools, oil and general equipment had been left on the far side of the aerodrome. I was worried. We had been bombed a short time before, and my plane had been fitted out with a new cockpit hood. This hood unfortunately would not slide open along its groove; and with a depleted ground staff and no tools, I began to fear it never would. Unless it did open, I shouldn’t be able to bale out in a hurry if I had to. Miraculously, ‘Uncle George’ Denholm, our Squadron Leader, produced three men with a heavy file and lubricating oil, and the corporal fitter and I set upon the hood in a fury of haste. We took it turn by turn, filing and oiling, oiling and filing, until at last the hood began to move. But agonizingly slowly: by ten o’clock, when the mist had cleared and the sun was blazing out of a clear sky, the hood was still sticking firmly halfway along the groove; at ten-fifteen, what I had feared for the last hour happened. Down the loudspeaker came the emotionless voice of the controller: ‘603 Squadron take off and patrol base; you will receive further orders in the air: 603 Squadron take off as quickly as you can, please.’ As I pressed the starter and the engine roared into life, the corporal stepped back and crossed his fingers significantly. I felt the usual sick feeling in the pit of the stomach, as though I were about to row a race, and then I was too busy getting into position to feel anything.
Uncle George and the leading section took off in a cloud of dust; Brian Carbury looked across and put up his thumbs. I nodded and opened up, to take off for the last time from Hornchurch. I was flying No. 3 in Brian’s section, with Stapme Stapleton on the right: the third section consisted of only two machines, so that our Squadron strength was eight. We headed south-east, climbing all out on a steady course. At about 12,000 feet we came up through the clouds: I looked down and saw them spread out below me like layers of whipped cream. The sun was brilliant and made it difficult to see even the next plane when turning. I was peering anxiously ahead, for the controller had given us warning of at least fifty enemy fighters approaching very high. When we did first sight them, nobody shouted, as I think we all saw them at the same moment. They must have been 500 to 1,000 feet above us and coming straight on like a swarm of locusts. I remember cursing and going automatically into line astern: the next moment we were in among them and it was each man for himself. As soon as they saw us they spread out and dived, and the next ten minutes was a blur of twisting machines and tracer bullets. One Messerschmitt went down in a sheet of flame on my right, and a Spitfire hurtled past in a half-roll; I was weaving and turning in a desperate attempt to gain height, with the machine practically hanging on the airscrew. Then, just below me and to my left, I saw what I had been praying for – a Messerschmitt climbing and away from the sun. I closed in to 200 yards, and from slightly to one side gave him a two-second burst: fabric ripped off the wing and black smoke poured from the engine, but he did not go down. Like a fool, I did not break away, but put in another three-second burst. Red flames shot upwards and he spiralled out of sight. At that moment, I felt a terrific explosion which knocked the control stick from my hand, and the whole machine quivered like a stricken animal. In a second, the cockpit was a mass of flames: instinctively, I reached up to open the hood. It would not move. I tore off my straps and managed to force it back; but this took time, and when I dropped back into the seat and reached for the stick in an effort to turn the plane on its back, the heat was so intense that I could feel myself going. I remember a second of sharp agony, remember thinking ‘So this is it!’ and putting both hands to my eyes. Then I passed out.
When I regained consciousness I was free of the machine and falling rapidly. I pulled the rip-cord of my parachute and checked my descent with a jerk. Looking down, I saw that my left trouser leg was burnt off, that I was going to fall into the sea, and that the English coast was deplorably far away. About twenty feet above the water, I attempted to undo my parachute, failed and flopped into the sea with it billowing round me. I was told later that the machine went into a spin at about 25,000 feet and that at 10,000 feet I fell out – unconscious. This may well have been so, for I discovered later a large cut on the top of my head, presumably collected while bumping round inside.
The water was not unwarm and I was pleasantly surprised to find that my life-jacket kept me afloat. I looked at my watch: it was not there. Then, for the first time, I noticed how burnt my hands were: down to the wrist, the skin was dead white and hung in shreds: I felt faintly sick from the smell of burnt flesh. By closing one eye I could see my lips, jutting out like motor tyres. The side of my parachute harness was cutting into me particularly painfully, so that I guessed my right hip was burnt. I made a further attempt to undo the harness, but owing to the pain of my hands, soon desisted. Instead, I lay back and reviewed my position: I was a long way from land; my hands were burnt, and so, judging from the pain of the sun, was my face; it was unlikely that anyone on shore had seen me come down and even more unlikely that a ship would come by; I could float for possibly four hours in my Mae West. I began to feel that I had perhaps been premature in considering myself lucky to have escaped from the machine. After about half an hour my teeth started chattering, and to quiet them I kept up a regular tuneless chant, varying it from time to time with calls for help. There can be few more futile pastimes than yelling for help alone in the North Sea, with a solitary seagull for company, yet it gave me a certain melancholy satisfaction, for I had once written a short story in which the hero (falling from a liner) had done just this. It was rejected.
The water now seemed much colder and I noticed with surprise that the sun had gone in though my face was still burning. I looked down at my hands, and not seeing them, realized that I had gone blind. So I was going to die. It came to me like that – I was going to die, and I was not afraid. This realization came as a surprise. The manner of my approaching death appalled and horrified me, but the actual vision of death left me unafraid: I felt only a profound curiosity and a sense of satisfaction that within a few minutes or a few hours I was to learn the great answer. I decided that it should be in a few minutes. I had no qualms about hastening my end and, reaching up, I managed to unscrew the valve of my Mae West. The air escaped in a rush and my head went under water. It is said by people who have all but died in the sea that drowning is a pleasant death. I did not find it so. I swallowed a large quantity of water before my head came up again, but derived little satisfaction from it. I tried again, to find that I could not get my face under. I was so enmeshed in my parachute that I could not move. For the next ten minutes, I tore my hands to ribbons on the spring-release catch. It was stuck fast. I lay back exhausted, and then I started to laugh. By this time I was probably not entirely normal and I doubt if my laughter was wholly sane, but there was something irresistibly comical in my grand gesture of suicide being so simply thwarted.
Goethe once wrote that no one, unless he had led the full life and realized himself completely, had the right to take his own life. Providence seemed determined that I should not incur the great man’s displeasure.
It is often said that a dying man re-lives his whole life in one rapid kaleidoscope. I merely thought gloomily of the Squadron returning, of my mother at home, and of the few people who would miss me. Outside my family, I could count them on the fingers of one hand. What did gratify me enormously was to find that I indulged in no frantic abasements or prayers to the Almighty. It is an old jibe of God-fearing people that the irreligious always change their tune when about to die: I was pleased to think that I was proving them wrong. Because I seemed to be in for an indeterminate period of waiting, I began to feel a terrible loneliness and sought for some means to take my mind off my plight. I took it for granted that I must soon become delirious, and I attempted to hasten the process: I encouraged my mind to wander vaguely and aimlessly, with the result that I did experience a certain peace. But when I forced myself to think of something concrete, I found that I was still only too lucid. I went on shuttling between the two with varying success until I was picked up. I remember as in a dream hearing somebody shout: it seemed so far away and quite unconnected with me.
Then willing arms were dragging me over the side; my parachute was taken off (and with such ease!); a brandy flask was pushed between my swollen lips; a voice said, ‘OK, Joe, it’s one of ours and still kicking’; and I was safe. I was neither relieved nor angry: I was past caring.
It was to the Margate lifeboat that I owed my rescue. Watchers on the coast had seen me come down, and for three hours they had been searching for me. Owing to wrong directions, they were just giving up and turning back for land when ironically enough one of them saw my parachute. They were then fifteen miles east of Margate.
While in the water I had been numb and had felt very little pain. Now that I began to thaw out, the agony was such that I could have cried out. The good fellows made me as comfortable as possible, put up some sort of awning to keep the sun from my face, and phoned through for a doctor. It seemed to me to take an eternity to reach shore. I was put into an ambulance and driven rapidly to hospital. Through all this I was quite conscious, though unable to see. At the hospital they cut off my uniform, I gave the requisite information to a nurse about my next of kin, and then, to my infinite relief, felt a hypodermic syringe pushed into my arm.
I can’t help feeling that a good epitaph for me at that moment would have been four lines of Verlaine:
Quoique sans patrie et sans roi,
Et très brave ne l’étant guere,
J’ai voulu mourir à la guerre.
La mort n’a pas voulu de moi.
The foundations of an experience of which this crash was, if not the climax, at least the turning-point, were laid in Oxford before the war.