IMRIE, F/L Allister Andrew Thomas (J3525) - Distinguished Flying Cross - No.10 (BR) Squadron - Award effective 1 January 1944 as per London Gazette of that date and AFRO 113/44 dated 21 January 1944. Born in Toronto, 26 November 1911 (RCAF press release 2659 announcing award). Educated ar Western Avenue School, Toronto (1917-1922), Victoria Public School, Kitchener (1923-1925), Kitchener-Waterloo Collegiate Institute (1925-1929). Obtained Bachelor of Science Degree, McMaster University and became a teacher; Principal, Superior School, Pioneer Mines, British Columbia, 1933-1936. Enlisted in Hamilton, 24 June 1940. To No.2 ITS, 30 June 1940; graduated and promoted LAC, 15 August 1940; to No.2 EFTS, 17 August 1940; to No.2 SFTS, 20 October 1940; graduated and commissioned, 5 January 1941. To No.1 SFTS, 3 March 1941; Promoted Flying Officer, 15 December 1941. To No.1 ANS, 21 May 1942. To Eastern Air Command, 5 July 1942. To No.10 (BR) Squadron, 10 July 1942. Promoted Flight Lieutenant, 1 January 1943 Promoted Squadron Leader, 1 December 1943. To “Y” Depot, 21 September 1944. Taken on strength of No.3 PRC, 4 October 1944, disembarking in Britain 10 October 1944. To Overseas Headquarters, 8 November 1944. Attached School of Air Transport, Netheravon, 26 November to 16 December 1944. To Empire Air Navigation School, 5 February 1945; attached Southeast Asia, 29 March 1945. Repatriated 5 September 1945. Retired 23 October 1945, hoping to become a TCA pilot. Died in Winnipeg, 14 March 1989 as per Royal Canadian Legion “Last Post” website and Legion Magazine of September 1989. // Flight Lieutenant Imrie has shown exceptional zeal in the manner in which he carries out his operational sorties. Last winter, when practically all aircraft were grounded due to weather conditions, he located and escorted to safety large and heavily laden troop transports which were proceeding through mid-ocean patrol when the aircraft and equipment were still largely experimental and when weather conditions were invariably adverse over the Atlantic. This officer has a record of unbroken series of tasks well done and has been an inspiration to all members of his squadron. // Recommendation raised 24 August 1943 by S/L J.M. Young, No.10 (BR) Squadron, when he had flown 2,004 hours (450 in previous six months). These included 1,008 training hours (70 in previous six months) and 725 operational hours (77 sorties). // Flight Lieutenant Imrie came to this Squadron in mid-1942 with an extensive record as an instructor in the CTE. The zeal with which he took up his operational studies was exemplary and the manner in which he carried out his operational sorties has been model. During the winter of 1942-43 when the Squadron was still equipped with twin engine aircraft, he made several notable and two outstanding flights, both of which, with practically all other aircraft in the area grounded due to weather conditions, he reached, found and escorted to PLE [Prudent Limit of Endurance] large heavily laden troop transports, under severe icing conditions and low visibility conditions, which were proceeding through zones of probability of U-Boat attack. When the unit was equipped with VLR aircraft this spring, he was one of the first six captains which carried the burden of mid-ocean patrols during the critical period of one month when the remaining crews were still training and while the endurance and performance of the aircraft and its equipment were still largely experimental under VLR conditions. During this period, while weather over the Atlantic was almost invariably adverse, he was one of the pioneer key logs in the successful campaign that has resulted. He is a model and an inspiration to his comrades and on this merit has recently been elevated to the post of chief flying instructor in the Squadron in addition to carrying out his other duties, // On 26 August 1943, G/C C.L. Annis added his remarks: // I consider this officer one of the finest operational captains in the RCAF. His record is an unbroken series of tasks well done. I consider him well worthy for decorating with the Distinguished Flying Cross. // This was endorsed by A/V/M G.O. Johnson (Air Officer Commanding, Eastern Air Command) on 10 September 1943, by G/C McKell at AFHQ on 11 October 1943, and approved by Air Marshal Lloyd Breadner, Chief of the Air Staff, on 12 October 1943. // RCAF Press Release 2912 issued 4 April 1944 tells of his crash on Saturday, 19 February 1944 (Liberator 586) and subsequent rescue. For full text see entry for G.R. Harland (later awarded a DFC). // Notes: On repatriation form dated 21 August 1945 he stated he had flown 100 sorties (the last in June 1944), had 1,300 operational hours and 795 non-operational. Types flown and approximate hours were Liberator (1,100), Halifax (50), Lancaster (225), Wellington (20) and Digby (700). // Selected Assessments: “This officer has been employed as a Navigation Instructor for approximately the past six months, He has performed the duties assigned to him in a satisfactory manner at all times and is a conscientious and willing type of officer. He is popular with his fellow officers and enjoys the respect of the pupils under his instruction. It is anticipated that, with additional service experience, Pilot Officer Imrie will develop into a well qualified type of officer.” (G/C R.S. Grandy, No.1 SFTS, 28 August 1941). // “This officer has been carrying out his duties as Navigation Instructor in a capable and efficient manner since posting to this unit. His bearing and deportment is high satisfactory. His promotion to Temporary Flying Officer is well merited.” (S/L J. McCulloch, No.1 SFTS, 21 January 1942). // “This officer has only been with this unit a few months but in that time has proved himself fully capable of being a Captain Operational; as such in the last few weeks he did a good job.” (S/L J.M. Young, Newfoundland, 5 November 1942). // “Of the 52 pilots on strength of this squadron, this officer stands out as an unusually level-headed, dependable captain. Will be suitable for stall duties on conclusion of his tour with this squadron. Retention in present acting rank recommended.” (W/C C.L. Annis, No.10 Squadron, 21 June 1943). // “This officer is an outstanding pilot and as Chief Squadron Flying Instructor is doing an excellent job. Recommended for promotion to the rank of Acting Squadron Leader.” (W/C M.P. Martyn, Gander, 30 November 1943). // Training: Interviewed 21 May 1940 in Hamilton; noted that he had played for Victoria Blue Ribbons (Dominion basketball champions, 1932-1933), member of Calgary Broncs and Hamilton Tigers in football. “”Imrie is an outstanding candidate in all respects. Has a reputation as athlete, playing on a Dominion Championship Basketball team and also on two of Canada’s finest Rugby Teams. His educational record shows initiative, ability and a desire to be a success. Further he is keenly interested in aviation and the RCAF. Highly recommend him for selection as Aircrew Pilot.” // Course at No.2 ITS was 1-27 July 1940. Courses in Mathematics (94/100), Armament, practical and oral (66/100), Drill (80/100) and Law and Discipline (97/100). Placed 43rd in a class of 216. “Excellent material - good appearance - keen and alert - potential officer.” // Course at No.2 EFTS was 18 August to 19 October 1940. Tiger Moth aircraft - 32 hours 50 minutes 32 hours 25 minutes solo. Also logged five hours in Link. “More practice on landings, forced landings, turns and aerobatics. Also side-slipping. Conscientious type and should come along well.” // Courses in Airmanship (177/200), Airframes (164/200), Aero Engines (36/200), Signals, practical (46.7/50), Theory of Flight (89/100), Air Navigation (140/200), Armament, oral (132/200). Assessed 175/200 in Qualities as an Officer. Placed 20th in a class of 24. “Suitable.” // Intermediate training at No.2 SFTS was 28 October to 7 December 1940. Flew in Yale (13.15 day dual, 15.40 day solo, 1.00 night dual, 45 minutes night solo) and Harvard aircraft - 26.55 day dual, 44.55 day solo, 1.00 night dual, 3.55 night solo. Logged 17.05 in Link. “An average pilot with no outstanding faults.” Ground courses in Airmanship (153/200), Armament, written (63/100), Armament, practical (75/100), Air Navigation (150/200) and Signals, written (49/50). “Athletic type. Excellent personality. Officer material. Fighter pilot type.” Placed 20th in a class of 42. Advanced training at No.2 SFTS was 9-29 December 1940. // Short course at No.1 ANS was 6 January to 1 March 1941. Anson aircraft - 39.15 day and 1.00 night. Graded in DR Navigation (268/450), Magnetism and Compasses (171/200), DF and WT (85/100), Instruments (105/150), Mathematics (105/150), Maps and Charts (98/150), Meteorology (126/200) and Reconnaissance (77/100). Placed 13th in a class of 16. “Average - a reasonably good student.” // Advanced course at No.1 ANS was 25 May to 3 July 1942. Anson aircraft - 29 hours 45 minutes. Courses in Astro Plotting (103/150), Night and Theory (50/100) and Air Work (163/250). “Below average in his ground work.” // Crash of Liberator 586, 18 February 1944. // The accident occurred at 2045 hours GMT, about 15 miles southeast of Goose Bay, Labrador. Aboard were J3525 S/L A.A. Imrie (uninjured) , J23067 F/O J.D.L. Campbell (uninjured), J9316 F/L G.R. Harland (unijured) J36686 P/O M.J. Gilmour (slightly injured), R69281 Warrant Officer I. Johns, A.C. (slightly injured) and F/O David Griffin, Public Relations Officer (killed). Imrie’s flying times were listed as Moth, Norseman, Harvard, Yale and Anson (1,055.40), Digby (615), Liberator and Mitchell (930). The following are from the Accident Investigation Report: // REMARKS OF INVESTIGATING OFFICER // 1.Liberator aircraft No. 586, known as A/10, took off from Reykjavik, Iceland, at 0856Z with S/L A.A. Imrie (J3525) as captain, F/O J.D.L. Campbell (J23067) as 1st pilot, F/L G.R. Harland (J9316) as Navigator, P/O M.J. Gilmour (J36686) as Wireless Operator, R69281 Warrant Officer I. Johns, A.C. as Wireless Operator and F/O David Griffin, Public Relations Officer as passenger. // 2.A Flight Authorization Plan gave an ETA of 1935Z at Gander but did not state the frequency of 6500 kcs. which was to be used with 6666 as an alternative. 6666 was not used at any time except when static became too great (shortly before the crash) and then not successfully used. Hourly weather reports were good until approximately 1815Z when the first indication of bad weather was made known to the Liberator 586. At approximately 1845Z, Lib 586 set course for Goose as a diversion with an approximate ETA of 2055Z. Radio communication was out due to severe static. The A.S.G. was u/s and the Loran was not functioning. // 3.None of the usual indications of ice formation such as might appear on the leading edges, windscreen or aerials were apparent. Ice was showing on the prop governor of each of the four engines, underneath the wings, back of the boots, and there was also slush on the underside of the engine cowlings. At 1905Z, an attempt had been made to climb above the weather with no success. The engines were vibrating badly and the turbos were smoking. Propeller pitch was changed from high to low and back again several times. The de-icer boots were tried several times with no apparent result. // 4.At approximately 2015Z, No. 4 engine was feathered. No. 1 and No. 2 engines appeared to be burning. When No. 3 engine caused trouble, a 360 degree turn was made. This engine was feathered at approximately 2036Z. Height was not maintained although 50 inches and 47 inches was kept on engines Nos. 2 and 1 respectively. Full turbos and r.p.m.s were then used to keep the aircraft airborne. No. 1 engine quit and the aircraft crashed at approximately 2045Z. // 5.Snow static was so bad that the range was of no value at 15 miles. Before the diversion, the aircraft flew from Reykjavik to a point about 100 miles from Gander at 16,000 feet; after the diversion the aircraft flew at 6,000 feet. The tops of the clouds were about 14,000 feet, from Reykjavik to point of diversion, and the temperature was approximately -41 degrees. At 1840, the aircraft received a weather report of zero zero, 1/8th of a mile at Gander. The aircraft crashed about 13 miles south-east of R.C.A.F. Station, Goose Bay, and did not burn although there remained in the aircraft between 700 and 800 gallons of fuel. // 6.The load was between 57,000 and 58,000 pounds. The aircraft was not bombed up. Confusion was caused in R.C.A.F. Control partly because of the fact that the flight plan did not state the 6500 kc. frequency (the Ferry Command Trans-Atlantic Frequency), and partly because of the lack of identification in that a call sign was given, “HFLB”, whereas the letter of the aircraft was “A”. In other words, the last letter of the call sign did not end in “A” as might have been expected by R.C.A.F. Control. The custom at R.A.F.T.C., Reykjavik, Iceland is to give the aircraft a letter of the alphabet in the order in which the aircraft is briefed, for instance, the 1st aircraft to be briefed on a certain day would be “A”, second one would be “B”. Lib 586 was the 2nd aircraft to be briefed and therefore the call sign ended in “B”, which is not the custom followed by our R.C.A.F. procedure. // 7.Liberator 586 crashed on track about 13 miles from the R.C.A.F. Station, Goose Bay, so close that the search aircraft overlooked it. Although the aircraft crashed at 2045Z on the 18th of February, 1944, it was not found until Mr. Jim Goudie, of Mud Lake, Labrador (Trapper) found the survivors and the wreckage at about 1330Z on the 21st of February, 1944. // Para 13.Cause: // That ice had accumulated on the wings back of the boots and abnormal icing conditions choked the engines. // Para 14: // Recommendations: // 1. It is recommended that in future, the frequency to be used by aircraft (R.C.A.F.) from Reykjavik, Iceland should be mentioned in the Flight Plan. // 2. That definite aircraft identification should be established. // 3. It is suggested that some recognition should be given to Mr. Jim Goudie of Mud Lake, Labrador for the great assistance and courageous effort put forward in rescuing and bringing comfort to the survivors of Lib 586. He represents a group of very courageous, conscientious trappers who have undertaken herculean tasks in order to save the lives of occupants of crashed aircraft. // 4.It is further noted that S/L Imrie, who gave his evidence in a very modest and straight-forward manner and F/O Campbell battled a Labrador blizzard with a temperature running down to 55 degrees below zero to rescue their other crew members, F/L Harland, P/O Gilmour and WO.I Johns. They all behaved in an exemplary manner over a long period from the 18th of February, 1944 at 2045Z until 1330Z on the 21st of February, 1944, when first discovered by Mr. Jim Goudie. // 5.Full emergency supplies should be carried such as snow shoes, round mouthed shovel, axe, shotgun, etc. // Flying Officer David Griffin was on active service carrying out airforce duties when, as an occupant, he was killed at 2045 hours G.M.T. 18 February 1944 in a crash of Liberator 586.10/A at a point 13 miles south east of R.C.A.F. station, Goose, Labrador. // (G.A.P. Brickenden) S/L // Investigating Officer // 16 April 1944 // RCAF Press Release No.2913 dated 4 April 1944 by F/O W.A. Shields, transcribed by Huguette Mondor Oates, reads: // AN RCAF STATION IN NEWFOUNDLAND: -- Five survivors of an ice-burdened Liberator bomber which crashed in the Labrador wilds with three engines dead and the fourth in flames came back to their home station here recently after a week-long struggle with temperatures ranging as low as 55 degrees below zero. // The sixth man aboard, Flying Officer David Griffin, RCAF public relations officer, died in the crash and was buried in a flag-draped casket at Goose Bay cemetery. With his comrades trudging behind on snowshoes, his body was taken to Goose Bay by dog teams of the U.S. Army Air Force flown in to aid in the rescue and driven by veterans of Admiral Byrd’s expedition to the South Pole. // The Survivors were: S/L A.A.T. “Al” Imrie, DFC, veteran U-boat patrol pilot and former backfielder with Calgary Bronks, McMaster University, and Balmy Beach, (2001 Bloor Street West, Toronto, Ontario; F/L G.R. “Gar” Harland (formerly of Treherne, Manitoba, and whose wife lives at 113 Villaire Avenue, Riverside, Ontario), navigator; F/O J.D.L. “Doug” Campbell (Cobourg resident, whose wife lives at 55 Marmora Road, Trenton), co-pilot; P/O M.J. “Gil” Gilmour, (Gravenhurst, Ontario), wireless air gunner; and WO1 A.C. “Johnny” Johns, (R.R.1, Harrow, Ontario) wireless air-gunner. // Word they had been found reached Goose Bay four days after they failed to reach the Labrador airport after a flight from Iceland in the teeth of the most sudden and vicious storm to lash the Atlantic coast this winter. The report of their finding came from two sources almost simultaneously, one a Labrador trapper who had heard them chopping wood and trekked all day on snowshoes to deliver a letter from S/L Imrie; the second, a U.S. search aircraft which spotted their smoke signals and a huge “S.O.S.” tramped out with home-made snowshoes on the surface of a nearby lake. Circling low, the pilot dropped them by parachute large supplies of “K-type” emergency rations, clothing, snowshoes, sleeping bags, and cigarettes. “Stuff showered down like manna from Heaven – and it was just as welcome,” said F/O Campbell. // The crew brought back a detailed record of their experiences in the treacherous icing conditions which had trapped them in its deadly grip over the Straits of Belle Isle and brought them down one hour and 40 minutes later in the trees near a lonely lake 13 miles from safety at Goose Bay, just six minutes flying time away. Even while the ice was choking off their carburetors and piling several inches deep on the underside of the wings and engine cowlings, the pilots kept exact tab on the aircraft’s reaction which may cast considerable light on previous disappearances of other long-range aircraft. Imrie’s log book and the accurate navigation record of F/L Harland contain careful records of each development up to a minute of the crash. Other crews of missing Liberators may have noted similar happenings – but they didn’t live to bring them back. // From their messmates of the famed “Dumbo” squadron of submarine hunters stationed here in Newfoundland, Imrie’s crew received a warm welcome when they were flown back from Goose Bay. In the mess that night they were plied with questions. They told how F/L Harland had charted a “spot-on” course for Goose which found them, after the crash, within a quarter-mile of his estimated position at the time they were forced down. They told how iced serials and snow static rendered their radio useless; how the pilots had wrestled to keep the plunging, wallowing Liberator on course when both starboard motors went dead; how they had peered anxiously through the blizzard’s white pall for high hills ahead when visibility went down to half-a-mile. // S/L Imrie was faced with the choice of landing on a lake or in the trees. Realizing the treacherous weakness of the thin ice which tops the spring-fed waters of Labrador lakes, he decided to take his chances of setting down the 27 tons of flying metal in the trees. F/O Campbell and S/L Imrie looked over two possible spots, warned all aboard to take up their crash positions, and S/L Imrie headed for the one with the sparseat growth of scrub spruce and balsam. // With a crash of splintering wood and rending metal, the giant aircraft struck. Because the two starboard motors were dead, the pilot came in with his right wing low. Striking a tree 18 inches in diameter, the Liberator spun completely around. The tail thudded against another large tree and broke off, hurling out Griffin and Johns. // Unbuckling their safety belts, Imrie and Campbell dived through the holes where their Perspex side windows had been. Lunging through snow up to their armpits, they struggled to reach the fire extinguishers carried on the outside of the aircraft. It wasn’t necessary, however. The snow had put out the engine flames and S/L Imrie had cut his switch just before landing. They helped to haul F/L Harland through a gash in the roof after he had taken off his ice-encrusted flying suit. They found P/O Gilmour trapped against his radio installation by the heavy top gun turret which had broken loose and struck him a heavy blow on the shoulder. // Of Griffin and Johns, there was no sign. Just as they started to attack the twisted turret with axes, they heard a faint tapping, as of wood against the metal fuselage. Outside, beside the broken tail, they found a pair of flying boots upside down in the snow, feebly pressing a balsam branch which, in turn, had rattled on the fuselage. They pulled at the boots, but nothing gave. Dropping to their knees, all three burrowed like gophers with their gloved hands to claw away the snow. They rescued “Johnny” Johns. “I couldn’t have lasted another minute,” said Johnny. Then they returned to free “Gil” from the fallen turret. Griffin, however, was beyond help. // They prepared to spend the night beside the plane. The temperature was falling to 41 below zero and Al and Doug, each gave “Johnny” a flying glove to warm his frost-bitten hands. Johns had taken off his mitts to change over fuel when the crash came and was flung into the snow in his bare hands. They spread a red-and-white parachute beside the wreck to attract search planes, then built a fire. // Under an up-tilted wing, they tramped out a sleeping place and laid a layer of balsam boughs, a half dozen spare suits of flying clothing, three layers of silk parachutes, and greatcoats. They covered Gilmour and Johns, the two casualties, and huddled about them. Afraid the flames might ignite the fuel tanks, still laden with 800 gallons of high-octane gasoline, they let the fire go out the first night. The temperature fell to 45 degrees and all were too cold and miserable to sleep. // They spent the next day improving their shelter by carpeting it with flight maps and small sheepskin rugs they were bringing as souvenirs from Iceland. F/O Campbell chopped wood and salvaged necessities from the aircraft. From metal covers of life raft canisters, they made cooking tins to melt snow water and to heat food. From twisted metal bomb doors they made a base for the wood fire. // All took turns searching for the “Gibson Girl” portable radio, which would have enabled them to communicate with Goose Bay or send out a continuous “S.O.S.” in Morse but it was never found, though they dug in the snow with wood and bits of metal. They rationed their meagre supplies sparingly, for three of the six emergency ration kits had been lost in the wreck. Each man was allotted three-quarters of a tin of corned beef, three squares of chocolate, and three or four hardtack biscuits daily, this slender ration permitting a piece of meat about the size of a condensed beef cube for each of two meals. // Saturday night the mercury dropped to 55 below and only “Johnny” was able to sleep. Watch was kept all night to stoke up the fire and pull covers over anyone who might doze off with an arm or leg outside. Sunday they tried to make snowshoes from the “catwalk” and cartridge belts but failed. “Johnny’s” idea of making them, Indian-fashion, from evergreen boughs and parachute cord, was successful and plans were made to make snowshoes for all later. // They saw aircraft directly overhead Sunday, but it was so cold they Very pistol and marine signals failed to go off until the searchers had passed out of sight. A brisk wind whisked away smoke signals as soon as they topped the trees. Cold jammed their machine gun after two shots. // On Monday morning, they were found by a trapper, Jim Goudie, who heard them chopping wood while touring his traplines. Carrying a letter from Imrie setting forth their position and the state of the crew, he set out on snowshoes for Goose Bay. He arrived there about the same time that an American DC-3 sighted their smoke signals and immense “S.O.S.” on the nearby lake. // Soon Group Captain Hanchet-Taylor and S/L Ross Robertson, medical officer, landed in a ski-equipped Norseman with food, sleeping bags, and six thermos jugs of steaming coffee. The skies dug into the treacherous, soggy snow and the rescuers, too, were marooned. But all knew rescue was just a matter of time. A Piper Cub flown by Americans was mired a day later, though it eventually got off with Gilmour and Johnson. // Imrie, Campbell, and Harland were all strong enough to make the journey to Goose Bay on foot and Friday morning the little party set off on snow with U.S. Air Force dog teams in charge of Captain Ed. Goodale, of Ipswich, Mass., and Master Sergeant Dick Moulton, of Wonalancet, New Hampshire, both of whom had been with Admiral Byrd at the South Pole. Making camp in mid-afternoon, the party reached Goose Bay at noon Saturday.