FREEMAN, F/L Albert Brawley (J14457) - Distinguished Flying Cross - No.160 ((Bomber Reconnaissance) Squadron - Award effective 3 March 1945 as per Canada Gazette of that date and AFRO 563/45 dated 29 March 1945. Born in Didsbury, Alberta, 16 January 1921. Enlisted in Calgary, 20 December 1940 and posted to No.2 Manning Depot. To No.11 Equipment Depot, 26 January 1941. To No.2 ITS, 28 March 1941; promoted LAC, 2 May 1941 and posted that day to No.18 EFTS; to No.12 SFTS, 15 July 1941; graduated and promoted Sergeant on 25 September 1941. To No.13 (Operational Training) Squadron, 26 September 1941. To Western Air Command, 23 December 1941. To No.120 (BR) Squadron, 30 December 1941. Promoted Flight Sergeant, 23 March 1942. Commissioned 2 August 1942. Promoted Flying Officer, 6 February 1943. To No.160 (BR) Squadron, 5 May 1943. Promoted Flight Lieutenant, 1 August 1944. To Halifax, 2 December 1944. To No.2 Air Command, 7 June 1945. To No.3 Air Command, 3 July 1945. To Release Centre, 18 August 1945. Released 20 August 1945. Medal sent by registered mail, 9 February 1950, at which time he was with TCA Flight Operations, Winnipeg. Subsequently joined Wardair and was Vice-President, Flight Operations when he retired in February 1986. Although in a management position for the majority of his career, he was able to accumulate approximately 29,000 flying hours. Died 16 October 2004 in Innisfail, Alberta as per Royal Canadian Legion “Last Post” website and Legion Magazine of March/April 2005. No citation in AFRO other than \"in recognition of valuable services in the air\". When recommended he had flown 1,743 hours of which 1,216 were on operations (165 sorties). Governor General\'s Records (RG.7 Group 26, Vol.58, file 190-I, dossier 6) has citation. This officer, a pilot of outstanding ability, has displayed exceptional qualities of skill, determination and leadership throughout a long period on anti-submarine operations in the North Atlantic area. The courage and efficiency which he has displayed at all times have set a splendid example to others and contributed to the success of his squadron.

FREEMAN, P/O George Charles (J90980) - Distinguished Flying Cross - No.9 Squadron - Award effective 8 September 1945 as per London Gazette dated 25 September 1945 and AFRO 1768/45 dated 23 November 1945. Born 27 December 1918 in Twickenham, England; home in Vancouver (butcher and farmer); ex-RCA. Enlisted in Edmonton, 20 October 1942. To No.3 Manning Depot, 19 November 1942. To No.3 Repair Depot, 15 January 1943. To No.4 ITS, 18 March 1943; to No.2 Advanced Gunnery Ground Training School, 9 July 1943; promoted LAC, 2 August 1943; to No.3 BGS, 21 August 1943; graduated and promoted Sergeant, 1 October 1943; commissioned 15 October 1943. Posted that date to “Y” Depot. Taken on strength of No.3 PRC, Bournemouth, 21 October 1943. Repatriated 23 April 1945. To Western Air Command, 8 May 1945. To No.5 OTU, 13 June 1945. To Release Centre, 13 September 1945. Released 15 September 1945. Postwar he founded Windsor Packing Company (Windsor Meats) and was President of Vancouver Gun Club. Died in Surrey, British Columbia, 25 May 2000. Obituary stated he had flown 40 sorties. RCAF photo PL-40360 (ex UK-17178 dated 6 December 1944) is captioned as follows: “These Canadian air gunners have completed one tour of operations with Britain’s famed ‘Dam Busters’ and are well launched on their second tour without having had to fire a shot. They have always seen enemy night fighters in time to slip away. Flight Sergeant George Young (Montreal) is standing; Flight Sergeant George Freeman of Vancouver and Edmonton is sitting on a six-ton monster similar to that which they helped to drop on the Tirpirz.” This officer has completed an extended tour of operations. He has participated in attacks on many heavily defended targets. He has shown skill and efficiency at all times. On several occasions, when his aircraft has been attacked by enemy fighters, he has, by his prompt and accurate commentary and close co-operation with the rest of the crew, enabled his captain to evade the attackers successfully. Pilot Officer Freeman has shown keenness and courage, which have been an inspiration to all who have served with him.

FREEMAN, F/O Harold (J22448) - Mention in Despatches - No.198 Squadron (deceased) - Award effective 1 January 1945 as per London Gazette of that date and AFRO 721/45 dated 27 April 1945. Born 13 December 1917 in Vestfold, Manitoba of Icelandic parents. Home in Winnipeg where he attended Assiniboine School (1924-1932), St. James Collegiate (1932-1935) and Wesley College (1935-36 to get Senior Matriculation). Sales clerk at Holt Renfrew (1936-1937), Manitoba Bridge and Iron Company (February to August 1937) and Agnew Surpass Shoes, 1939-1940. Enlisted in Winnipeg, 13 April 1940 and posted to No.1 Manning Depot. To No.1 ITS, Toronto, 29 April to 23 May 1940 (graduated 23 May 1940 and promoted LAC), No.2 EFTS (graduated 19 July 1940); to No.1 SFTS, 19 July 1940; finally graduated 4 November 1940 when promoted to Sergeant. To Central Flying School, Trenton, 4 November 1940. To No.6 SFTS, Dunnville, 8 January 1941. To No.12 SFTS, Brandon, 23 October 1941. To No.2 EFTS, Fort William, 26 August 1942. Accumulated 1,500 hours flying. Posted to \"Y Depot, 15 October 1942; arrived in Britain, 5 November 1942. Commissioned 11 November 1942; posted to No.17 (P) AFU, 17 November 1942; to No.55 OTU, 10 January 1943; to No.198 Squadron , 2 March 1943. Between 17 September 1943 and 24 May 1944 he flew 49 operational sorties (149 hours). Aerial victories were on 4 December 1943 (one Do.217 destroyed, Eindhoven, shared with another pilot, he was flying Typhoon JP666, TP-N); 13 January 1944 (one Bf.109 destroyed, near Rosierss, shared with another pilot, he flying Typhoon MN410, TP-G); 12 February 1944 (one LeO 45 destroyed near Arras). He also shared in destruction or damage of a large number of ships. Killed in action, 24 May 1944 (Typhoon MN410); buried in France. Photo PL-26471 shows him F/O C. Abbott and mascot. No citation in AFRO or Canadian sources. Public Records Office Air 2/5010 has recommendation for a Victoria Cross which was not granted. On 24th May 1944, this officer piloted one of a formation of Typhoon aircraft detailed to attack a radar station at Jobourg on the western tip of the Cherbourg peninsula. The fact that such operations were vital to the success of the impending invasion had been strongly impressed on the personnel engaged. The enemy was aware that his stations were being attacked systematically and had considerably strengthened their anti-aircraft defences. The section led by Flying Officer Freeman flew very low in the face of fierce fire. A 37-millimetre shell hit his aircraft and practically shot away the tail. He managed to keep some sort of control and continued to the target. Diving below the level of the installation he was attacking, he released rocket projectiles into the structure with devastating effect. As he tried to climb away the wing tip of the following aircraft touched his fuselage. The two aircraft became locked together and crashed in flames 100 yards beyond the target. Flying Officer Freeman\'s fate has not yet been ascertained. The radar station was so damaged that it was never used again. The outstanding success of this and other operations was, indeed, the main factor in attaining surprise when the invasion was launched. Flying Officer Freeman had taken part in six previous attacks and knew full well the difficulties of approach and the formidable opposition to be expected. He displayed courage of the highest order in executing at all costs a task of supreme importance to future operations by the three services. Three letters have a further bearing on this incident. The first was the circumstantial report by S/L J. Niblett, Commanding Officer, No.198 Squadron bearing on the action: I have the honour to refer to 123 Wing Headquarters Signal T.57 dated 24th May 1944, and to submit the following circumstial report on the above named officer reported missing from operations. On the 24th May 1944, the Wing was operating on a Radar target at Cap de la Havre (Cherbourg) taking four aircraft of 198 Squadron and four from 609 Squadron. The operation was led by myself with three aircraft of 198 Squadron attacking the target first, followed by 609 Squadron. The attack was made at low level, sections of two being about 150 yards apart and slightly echelon left. Sections were in themselves deep line astern. The first section made its attack successfully, the two aircraft breaking from target in opposite directions, but the second section which was F/O Freeman and Flight Sergeant Vallely [953598 FS E. Vallely, subsequently Pilot Officer, 177407, Typhoon JR527] appeared to get into difficulties. According to reports from the remaining sections, the No.2, Flight Sergeant Valley, appeared to be too close to the No.1, F/O Freeman; a blinding flash was seen and F/O Freeman’s starboard wing was seen to break off, his aircraft then rolled on its back and hit the ground in an inverted attitude, bursting into flames. As the following sections passed over there seemed to be no distinguishable pieves of this aircraft about. The remaining sections cannot verify whether F/O Freeman was hit by a rocket from Flight Sergeant Valley’s machine or whether the two aircraft converged and collided. However, F/O Palmer of 609 Squadron states that he must have a complete film recording of the incident as he was the next aircraft behind this section. The second letter was dated 24 May 1944, S/L Niblett to Mr. Ewen Christie, uncle, of Winnipeg: It is with deep regret that I write to you to confirm the tragedy which befell your nephew, Harold; by now you will have had the official telegram from the Air Ministry. As Harold’s friend and as his ex-Flight Commander and now as his Commanding Officer, I must express my own profound sympthy to you all in your great loss and I should like to say that myself and all the pilots of the squadron feel his loss very keenly. I will not hide any facts from you because I am sure you would prefer it that way. As a witness of the tragedy I must say that we must presume Canada (as I used to call him) killed but I will say that there are many recorded cases of miraculous escapes of pilots with their lives, but for one of these I am afraid there is very little hope. We were attacking our allocated target in France when Canada and another fellow, and English Flight Sergeant, started to converge together; they could not have seen one another and before anyone could utter a warning they had collided and crashed. Unfortunately we were making our attack at ground level, so neither of them had a chance to bale out. If it is of any consolation to you all, the target we were attacking was of the utmost importance to the success of the one thing we are all waiting for, and although I say it myself it was well and truly knocked out. There is no need for me to tell you how good a pilot he was, but I will tell you that never with anyone else did I have the confidence as when I had Harold flying with me; he had such determination, ardour and skill and he always three his whole hear into the job he was doing with the one object in mind, to get the job finished and get home to those he loved. The third letter is dated 9 August 1944, again to Mr. Christie. The writer is the Commanding Officer of No.198 Squadron (signature illegible, although it appears to be someone other than Niblett): I think you would like to know some further particulars that have recently come to light about the last flight made by your nephew, F/O Harold Freeman, who was reported missing on 24 May 1944. This attack was carried out in circumstances which seem to have left a marked impression on all German personnel who say it. They alike describe it with something like frank admiration how the pilot, his aircraft badly damaged and practically uncontrollable, carried on to the target and destroyed it. A Prisoner of War gives the following account of it:- “Three aircraft came in from the valley flying very low in line astern. The second aircraft got a direct hit from 37mm flak which practically shot off the aircraft’s tail; the pilot, however, managed to keep some sort of control and continued straight to the target. He dived below the level of the target, released rockets into the structure, and then tried to climb at the last moment to clear. The third aircraft in trying to avoid the damaged aircraft touched the latter’s fuselage with a wing tip. Both aircraft locked together nd crashed some 100 yards beyond. The target was never used again.” All the members of the squadron take an abiding price in such an exploit. Harold’s daring was always a feature of his own operations and it was most unfortunate that the collision should have occurred after such a brilliant achievement. Training: Course at No.1 ITS had following courses and marks: Mathematics (87/100), Armament, practical and oral (84/100), Drill (no marks shown), Law and Discipline (78/100). Course Winnipeg Flying Club, 25 May to 19 July 1940 involved Tiger Moth (5.20 dual), DH.60 Moth (16.05 dual and 9.30 solo) and Fleet trainer (5.35 dual, 15.30 solo) Remarks on flying as follows: “Progress about normal; had some difficulty with landings, but overcame this O.K. Lets airspeed vary too much, especially on forced landings. Instrument flying and aerobatics average.” (H. Taylor). Ground training courses as follows: Airmanship (179/200), Airframes (165/200), Aero engines (134/200), Signals, practical (49/50), Theory of Flight (58/100), Air Navigation (165/200), Armament, oral (no mark); Qualities as NCO - 130/200. Placed second in a class of seven. “Easy going, almost to the point of laziness. Of average ability on ground subjects but doesn’t study enough. Will probably be late for appointments if he isn’t checked closely. Course at No.1 SFTS in two parts. The first portion (22 July to 16 September 1940) involved Yale aircraft (24.45 day dual, 22.35 day solo, 1.15 night dual, 1.50 night solo) plus six hours 20 minutes in Link. “Good average pupil. Weak in forced landings.” Ground courses as follows: Airmanship(144/200), Armament, written (57/100), Armament, practical (59/100), Air Navigation (121/200), Signals (50/100). Placed 16th in a class of 45. Described as “Suitable as an NCO. Dependable, neat appearance, eager to learn.” Awarded pilot’s badge, 16 September 1940. Advanced flying at No.1 SFTS was 16 September to 2 November 1940 - 6.05 day dual, 42.50 day solo, 3.20 night dual, 55 minutes night solo, all on single engine machines. Also logged six more hours in Link. Appears to have had no firing training but some dive and low level bombing. Ground courses in second phase were Navigation (139/200), Reconnaissance and Photography (82/100), Armament (138/200). Assessed as NCO (211/300) and as a pilot (213/300). Placed 18th in class of 37. Flying Instructor course, 28 October to 25 November 1940 during which he logged 21.50 solo and 16.55 dual. “Industrious and steady. Will make a good elementary instructor” (F/L A.A.J. Shelfoon). Ground courses were Airframes (79/100), Airmanship (80/100), and Air Navigation (92/100). S/L E.M. Mitchell examined him on Fleet Finch and assessed under following heads: Sequences - very good; Voice - Good; Manner - Good; Ability to impart knowledge - Average; Ability as pilot - Average; Remarks - Demonstrations quite good with a few minor faults. Instrument flying and aerobatics satisfactory. Involved in accident, 29 September 1941, No.6 SFTS, Yale 3403. Practicing cross-wind landings and ground looped. “Error in judgement.” Categorized as Instructor by Central Flying School Visiting Flight, 21 April 1942. At that time he had flown 828 hours 35 minutes single engine solo, 105 hours single engine dual, 185 hours twin-engine solo and 11 hours five minutes twin engine dual. Time spent instructing had been 629 hours at No.6 SFTS, 185 hours 45 minutes at No.12 SFTS and 86 hours at No.2 EFTS. Tested on Tiger Moth. Assessed under following heading: Sequences - Average. Voice - clear; Manner - pleasant; Ability to impart knowledge - average; Ability as Pilot - “Average clear hood - low average on instruments”; Remarks - “An average instructor who must practice instrument flying and must improve technical knowledge.” Assessed as Category “B”. Course at No.17 (P) AFU, 21 November 1942 to 2 January 1943. All flying in Master II - one hour ten minutes dual to first solo, 13 hours 20 minutes day dual (35 minutes night dual), 21 hours five minutes day solo. Of this, four hours 45 minutes in formation, 95 minutes on instruments. Also spent two hours in Link. Flying tests as follows: General Flying (300/400), Applied Flying (170/200), Instrument Flying (190/250), Night Flying (50/100), Link (35/50). Qualities of Leadership graded 55/100. “A steady pilot whose flying is of a good average standard but lacking in discipline. Needs watching and inclined to be lazy. Needs constant supervision to obtain best results. Will need more night flying on Masters before tackling an operational aircraft at night. Course at No.55 OTU, 5 January to 2 March 1943. Flew in Master (20 minutes dual and two hours 50 minutes solo and Hurricanes (57 hours 15 minutes) of which 15 hours was formation. Also logged ten hours in Link. Ground courses were Airmanship (no marks shown), Armament (235/300), Meteorology (72/100), Navigation (152/200), Signals (67/100). Flying Tests as follows: General Flying (250/400), Applied Flying (125/200), Instrument Flying (150/250), Night Flying (60/100), Link (37/50). Fired 2,600 rounds air-to-air (6.3 % hits), 600 rounds air-to-ground and exposed 144 feet of cine film. Character and Leadership graded at 70/100. “Good average pilot. Formation very steady. Discipline needs watching at time, but when he knuckles down in a keen type.” The course at No.55 OTU was as follows: 1. Dual, Master, Sector Reconnaissance) 2. Solo, Master 3. First solo, service type 4. Experience on service type, sector reconnaissance, R/T practice. 5. D/F Homing Practice 6. Climb to 18,000 feet 7. Formation flying 8a. Instrument Flying, dual 8b. Instrument Flying as safety pilot 9. Individual stern attacks 10a. Navigation - solo triangular cross-country and map reading. 10b. Navigation - map reading and pin-pointing 11. Deflection attacks, dual 12. Air to ground firing 13. Individual deflection attacks on single aircraft 14a. Air Combat - Elementary aircraft following each other. 14b. Air Combat - Advanced head on. 15a. Selection Attacks on a single aircraft, straight ahead. 15.b Selection Attacks, taking evasive action. 16. Spinning and aerobatics. 17. Search formations. 18a. Cloud Flying - individual 18.b Cloud Flying, - as a member of a section 19. Air to air firing. 20. Navigation II - cross-country 21a. Section attacks at 4,000 feet 21b. Section attacks between 10,000 and 15,000 feet. 21c. Section attacks between 20,000 and 25,000 feet 22. Climb in section to 25,000 feet. 23. Squadron formation, four or more sections of two aircraft, in pairs 24. Interruption and Attack Practice 25a. Low Flying, Individual 25b. Low Flying, as a member of a section. 25c. Low Flying, as a member of a section - astern attacks against single aircraft. 26. Forced Landing Practice 27a. Night Flying - Dusk landing 27b. Night Flying - Night landings Discipline: He had more “run-ins” with authority than many. On 2 June 1941, at No.6 SFTS he was charged with “Failing to appear at the place of parade appointedd by his Comanding Officer, in that on 2 June 1941, failed to appear on the parade square at 0745 hours, the place of parade duly appointed by G/C Hull, his Commanding Offivcer.” Given a “Severe Reprimand.” Still at No.6 SFTS, on 9 September 1941 he was charged with “Absenting himself without leave in that he at No.6 SFTS, Dunnville, Ontario, from 0600 hours, 9 September 1941 to 1845 hours, 13 September 1941, was absent from his duties. Time absent, four days 12 hours 15 minutes.” He lost five days pay and was “Severely reprimanded.” At “Y” Depot, 16 October 1942 he was reprimanded for “Conduct to the prejudice and good order and air force discipline.” Finally, on 26 December 1942 he was severely reprimanded for having been absent without leave for one day and eight hours.

BRIAN F/O(N) J40506. From Esquimalt, British Columbia. Killed Aug 30/44 age 19. #14 Operational Training Unit (Keep With The Pack). Wellington aircraft crashed. Please see Pegg R.C. for casualty list and flight detail. Flying Officer Navigator Deane- Freeman is buried in the Brookwood Military Cemetery, Woking, Surrey, England.

AVERELL WHITMAN F/O(P) J16400. From Milton, Nova Scotia. Killed in Action Aug 17/43 age 26. #420 Snowy Owl Squadron (Pugnannus Finitum). Wellington aircraft lost. Please see Lazenby T.H.. for casualty list and flight detail. Flying Officer Pilot Freeman has no known grave, his name is inscribed on the Malta War Memorial, Malta.

GEORGE FRANK P/O(AG) J88397//R190568. From Toronto, Ontario. Killed in Action May 28/44 age 20. #424 Tiger Squadron (Castigandos Castigannus). Target - Bourg Leopold, Belgium. Please see Wakely W.G. for casualty list and flight detail. Pilot Officer Air Gunner Freeman is buried in the War Cemetery, Heverlee, Brabant, Belgium.

HARVEY CHAMBERS WO2(P) R114243. From Parlakenedi, Oriffa, India. Killed Nov 5/43 age 23. #1 Air Observers School, Melton, Ontario. Anson aircraft #AX 347 was engaged in a routine navigation flight when it crashed at Garden Hill, Ontario. LAC E.G. Carter (RAF), F/O E. Styrski (RAF), and Sgt P.P. Butler (RNZAF) were also killed. Warrant Officer Class II Pilot Freeman is buried in the Woodland Cemetery, Hamilton, Ontario.

JAMES HAROLD F/L(P) J85875//R167511. From Fleming, Saskatchewan. Killed in Action Jan 29/45 age 26. #156 Squadron (We Light The Way), Pathfinder Force. F/L Freeman had completed over thirty trips and had begun his second tour of operations when his Lancaster aircraft #PB 186 went down during a night trip to Stuttgart, Germany. F/O D. Watson and P/O J.F. Kaviza were also killed. Four of the crew, not Canadians, missing believed killed. Flight Lieutenant Pilot Freeman is buried in the War Cemetery at Durnbach, Germany.

JOHN ERNEST F/O(N) J39402. From Innisfail, Alberta, Died Dec 2/44 age 35. #408 Goose Squadron (For Freedom). The crew of Halifax aircraft #NP 745 were engaged in a night training exercise on October 22, 1944 and encountered severe icing. The aircraft became uncontrollable and F/O Freeman bailed out near Penruecock, Cumberland, England. He was severely injured and died of his injuries on December 2, 1944, Flying Officer Navigator Freeman is buried in the Stonefall Cemetery, Wetherby Road, Harrogate, Yorkshire, England.

WILLIAM JOSEPH F/O(AG) J10162. From Battle Lake, Alberta. Killed in Action Feb 13/43 age 22. #35 Squadron (Una Anima Agimus), Pathfinder Force. Halifax aircraft #W 7885 made a crash landing in France. Two Canadians, F/Osl.S. Thomas, R.E. Carter, and three of the crew, not Canadians, were taken Prisoners of War. One Canadian, Sgt Turenne, was an Evader. Flying Officer Air Gunner Freeman is buried in the Communal Cemetery at Carhaix, Finistere, France.