LEWIS, P/O Raymond Grant (41852) - Mention in Despatches - No.1 Squadron - awarded as per London Gazette dated 1 January 1941. Home in Vancouver. Appointed Acting Pilot Officer on Probation, RAF, 1 April 1939. To No.1 Squadron (then in France), 26 November 1939. On 12 May 1940 shot down a Bf.109 but was himself shot down; parachuting to safety, he was nevertheless imprisoned by French civilians who mistook him for a German; he was let go after several hours. Destroyed one Ju.88, 30 October 1940. Killed in action, 5 February 1941, still with No.1 Squadron; name on Runnymede Memorial. // NOTE: Public Record Office Air 2/8884 has a recommendation for a DFC, circa 12 June 1940 which apparently did not go through and gives name as Raymond Grant Lewis. The same document has the quota formula for Advanced Air Striking Force non-immediate awards for May 1940. There had been 1,444 flying hours carried over from April 1940, to which were added 2,223 hours in May (total of 2,667). Application of a divisor (150) gave a figure of 24 awards, but there had already been 17 immediate awards plus two Victoria Cross awards made, leaving only five. The Advanced Air Striking Force was, on this occasion, recommending 38 awards (one Bar to DFC, 17 DFCs, 17 DFMs, one MM and two Military Medals). It may well be that his DFC did not go through because the quota was so restricted on this occasion. // Since 10th May 1940, this officer has been involved in four combats with, two of which were against a much superior force of enemy fighters and each time he shot down one enemy aircraft. On the latter occasion he had to land by parachute. His courage is undauntable and no odds are too great for him.

LEWIS, F/O William Maurice (42465) - Distinguished Flying Cross - No.39 Squadron - awarded as per London Gazette dated 22 August 1941. Born in Angusville, Manitoba, 8 February 1921; educated at Saskatoon (1928-1932), Chipewyn, Alberta (1932-35), Winnipeg (1935-36), Edmonton (1936-37) and Battleford (1937-38); obtained a Private Pilot's License before joining RAF. Appointed Acting Pilot Officer on Probation, RAF, 5 August 1939. Father living in Battleford, Saskatchewan in 1941. Enlisted in RAF, 12 June 1939; confirmed as Flying Office, 24 March 1941; confirmed as Flight Lieutenant, 24 June 1942. Took Elementary Flying Training at DeHavilland in the summer of 1939; in July 1939 he went to Little Rissington to learn on Ansons. To No.35 Squadron (Blenheims), March 1940. With No.40 Squadron, 7 June to 17 August 1940; with No.39 Squadron, September 1940 to June 1941. Shot down 14 June 1940 (Blenheim R3693, attacking roads between Breteuil-Bamsville-Louviera-Elbert) but returned to his unit on 17 June 1940, resuming operations on the 19th. In August 1940 he flew one of the first Blenheims from Britain to Malta. With No.203 Squadron, Aden, August-September 1940; with No.39 Squadron, September 1940. Wounded again on 3 June 1941 while attacking an oil plant at Beirut during Syrian campaign. Posted to Canada in the spring of 1942 to instruct at No.38 SFTS, Estevan; returned to Britain in the autumn of 1942 for a second tour (No.88 Squadron), but returned to Canada to instruct at Penhold in June 1943; claimed 67 sorties in all; he also gave his operational time as 250 hours on Blenheims, 200 hours on Marylands, and 100 hours on Bostons. Transferred to RCAF, 26 June 1944 (C46464) while serving at No.36 SFTS; remained in postwar RCAF, spending much time as an instructor (notably on transports) and with No.426 Squadron; retired on 9 December 1964. When retiring, it was noted he had flown 3,923 hours on North Stars, 1,309 hours on Expeditors, 405 hours on Dakotas. Specifically listed in AFRO 1292/41 dated 7 November 1941 as a Canadian in the RAF who had been decorated as of that date. Air Ministry Bulletin 4812 refers. No citation published, but W/C F.H. Hitchins' cards held at DHist include a summary from Air Ministry: ...has completed more than 40 sorties in Europe and Africa. Since joining No.39 Squadron has carried out bombing duties with determination and vigour. Recently did excellent work on reconnaissance duties over Libya and Crete, particularly in Benghazi and Derna areas. After successful attack on oil storage depot at Beirut flew back to base and made a safe landing although wounded in the head. Repeatedly displayed courage and determination in the face of the enemy. NOTE: An undated newsclipping in DHist files, describing him as Pilot Officer Lewis, read: He is one of the ace reconnaissance pilots of the Western Egyptian Desert. He has had many close calls in fights over France, England, Libya, Greece, Crete and Syria. At Dunkirk [sic] he successfully parachuted to earth from only 300 feet. Recently he shot down an Italian Savoia bomber and on his return to base, remarked, 'I hope it was crammed with generals'.

LEWIS, G/C Alexander (C82) - Air Force Cross - No.1 General Reconnaissance School - Award effective as of 1 January 1945 as per London Gazette of that date, Canada Gazette dated 6 January 1945 and AFRO 89/45 dated 19 January 1945. Born in Bristol, England, 15 July 1899 (RCAF Press Release 4907 reporting award). Joined RFC as a Cadet, 22 August 1917. Commissioned February 1918 and saw service in Flanders. Released from RAF, September 1919. Took up civil flying as a pilot and instructor with Edwards Aviation. In August 1920 took up service with Royal Irish Constabulary, serving as a District Inspector until January 1922. Further service with Palestine Police (1922-1924). Enlisted in Montreal, 8 January 1925 (Pilot Officer, Non-Permanent List). Training that year included a parachute course with a live jump. Subsequently at Vancouver and High River. To be Flying Officer, Permanent List, 1 April 1926. On command to Hudson Strait Expedition, 1 April 1927 (and went missing during that expedition, 17 February 1928; reported safe to Port Burwell, 1 March 1928). To AFHQ, 7 September 1928. Attached to RCAF Liaison Office, London, 11 December 1928. On Command to RAF School of Army Cooperation, Old Sarum, 28 January 1929. Ceases to be on Courses Abroad, 6 May 1929 and posted to AFHQ. To Camp Borden that same date. To be Flight Lieutenant while so employed, 1 April 1929. Confirmed as Flight Lieutenant, 1 April 1932. Posted to Ottawa Air Station, 15 May 1932; to Dartmouth, 17 May 1932 for RCMP Preventative Detachment duties. To Trenton, 30 November 1933. To Courses Abroad, 24 February 1935 and placed on exchange to RAF with bomber squadrons. Returned to Trenton, 31 March 1937. To Ottawa Air Station, 16 June 1937. Promoted Squadron Leader, 1 April 1938. To No.3 Squadron, Calgary, 18 October 1938. Promoted Wing Commander, 1 May 1940. Promoted Group Captain, 14 April 1941. Wartime duties included anti-submarine patrols (1939-1940 with Nos.3 and 11 Squadrons). To Atlantic Ferry Organization , 16 January 1941. A press release stated he was the first to fly a Catalina from Bermuda to Scotland in mid-winter, 27 hours ten minutes). Ferry Command crew cards show him departing Montreal, 16 January 1941 in Catalina AM267 to Bermuda; departed there for Britain, 2 February 1941, arriving in Britain 3 February 1941. Returned to Bermuda and departed there 19 March 1941, delivering Catalina AH537 to Britain. To No.1 ANS, 4 July 1941. To No.1 CNS, 11 May 1942. To No.1 GRS, 13 January 1943. To uncertain posting, 4 February 1945. To Station Greenwood, 9 January 1946. To Station Dartmouth, 8 March 1946. To Station Trenton, 8 December 1948. Retired 26 December 1949. As of award had flown 4,680 hours - 800 as instructor. Uniform and logbook displayed at RCAF Memorial Museum, Trenton, Ontario. This officer is an exceptional pilot and by his personal example and ability to fly on all occasions in all kinds of weather is an inspiration to all those serving under him. He has successfully carried out many hazardous flights in a long flying career. His flying ability, devotion to duty, energy and leadership have been in a large measure responsible for the completion of the heavy monthly flying commitments at the station he commands.

LEWIS, F/L Chrysostom John (C8335) - Mention in Despatches - Station Dishforth - Award effective 1 January 1946 as per London Gazette of that date and AFRO 388/46 dated 12 April 1946. Born 15 May 1913. Home in Cookstown, Ontario; enlisted Saskatoon, 16 May 1941 and posted to No.2. Manning Depot. To No.7 Equipment Depot, 20 June 1941. To No.4 ITS, 13 July 1941. To Trenton, 21 August 1941. To No.2 ANS, 28 September 1941. Commissioned 28 October 1941 in Flying Control Branch. To “Y” Depot, 31 October 1941. To RAF overseas, 12 November 1941. Promoted Flying Officer, 8 April 1942. Promoted Flight Lieutenant, 1 November 1943. Repatriated 21 January 1946. Retired 22 February 1946. DHist file 181.009 D.2619 (RG.24 Vol.20628) has recommendation for MBE dated 4 May 1945. Certificate sent 17 August 1948. Died in Mississauga, Ontario, 1989. This officer showed admirable fortitude and courage in that while in the vicinity of an aircraft that had crashed and caught fire with a full bomb load in York on the 5th of March 1945, he immediately proceeded to the scene of the crash and succeeded in guiding a number of civilians away from the danger area. While Flight Lieutenant Lewis was carrying out this good work, part of the bomb load exploded, killing several people around him. Notwithstanding the risk of further explosions this officer continued to assist in removing injured civilians from the immediate vicinity.

LEWIS, F/O Frank Edward (J10317) - Distinguished Flying Cross - No.7 Squadron - Award effective 25 May 1943 as per London Gazette dated 4 June 1943 and AFRO 1187/43 dated 25 June 1943. Born 6 January1922 in Toronto; home in St.James, Manitoba but was working as a clerk when he enlisted in Toronto, 9 December 1940 and posted to No.1 Manning Depot. To No.1A Manning Depot, 26 December 1940. To “K”, 11 January 1941. To No.3 ITS, 9 April 1941; graduated and promoted LAC,16 May 1941 when posted to No.11 EFTS; posted on 3 July 1941 to No.8 SFTS; ceased pilot training, 17 July 1941 when posted to Trenton; to No.7 AOS, 31 August 1941; graduated 6 December 1941 when posted to No.3 BGS; grauated and promoted Sergeant, 17 January 1942 when posted to No.1 ANS; graduated and commissioned 22 February 1942. To No.31 GRS, 24 February 1942. To “Y” Depot, 16 March 1942. To RAF overseas, 20 March 1942. Promoted Flying Officer, 1 October 1942. Killed in action 3 September 1943 (Lancaster JA854. No.7 Squadron). Medal presented to next of kin, 12 December 1944. RCAF photo PL-34567 taken at Government House, Ottawa following presentation to Mrs. B.E. Lewis (widow, right) and Miss C. Finlayson. In air operations this member of aircraft crew displayed exemplary conduct and gallantry worthy of the highest praise. Public Record Office WO 208/3312 has MI.9 report based on interview of 28 March 1943. He had left Gibraltar on 27 March 1943, arriving at Portreath on 28 March 1943. I was navigator of a Short Stirling aircraft which left Oakington (Cambridgeshire) about 1700 hours on 21 December 1942 to bomb Munich. On the return flight we were attacked near Rheims by two night fighters (ME.110). So far as I know three members of the crew baled out. The crew was:- F/O Duro, captain (believed killed) Sergeant McBeath, bombardier (in Spain) Sergeant Ross, wireless operator (believed killed) Sergeant Ingham-Boddy, flight engineer (en route for United Kingdom) Sergeant Carpenter, rear gunner (believed killed before the aircraft went down) The mid-upper gunner (name not known; also believed killed before the aircraft went down. I came down about 2330 hours in a ploughed field north of Fraillicourt about 15 miles northwest of Rethel (Sheet 5, Northwest Europe 1:150,000). I gathered up my parachute and, carrying it, ran over to Sergeant Ingham-Boddy who had come down about 400 yards from me. We hid our parachutes and Mae Wests in a haystack in a field and, using one of our escape-aids compasses, headed due west for six or eight kilometres across country. We then filled our water bottles and went to sleep in a haystack. At dawn (22 December) we went to the nearest farm house, but the people explained to me that they were working under the control of the Germans on the farm, and advised us to get away. They were quite friendly and directed us to another farm about twi kilometres away (about two kilometres north of Rozoy) where we could get food. On the way we met two youths who took us to the farm. The people there gave us breakfast and told us to wait in the barn till night when the patron [boss], who might be able to get us civilian clothes, but told us we could stay in the barn for at least that night. Next morning (23 December), as the farm people were obviously getting frightened, we decided to set out. After we had gone only a short distance a ploughman from the farm stopped us and sent us back to the barn, telling us to stay there till night, when he would bring us food and civilian clothes. We had got about 100 yards when a truck full of German soldiers came along. We hid behind a haystack and could see them searching the farm for us. After about 20 minutes the Germans left, but we decided to avoid the farm and found a hiding place about one kilometre away on top of a roofed haystack on a hill. From our hiding place we watched the farm and surrounding district for some hours. In the early afternoon a heavy fog came down under cover of which we made our way back towards the farm. After a time we met another of the farm workers and on his advice set off (about 1400 hours) across country. By dusk we had reached the neighbourhood of Montcornet. We had removed all our badges and RAF buttons, and I had cut the fur collar from my Irvin jacket, while Sergeant Ingham-Boddy had put a high-necked sweater over his battledress jacket. We had also dirtied our uniform trousers to make them less conspicuous. We were both still wearing flying boots. At a small farm near Montcornet we were given bread and meat and, though the people were terrified of the Germans, they allowed us to sleep in a barn. Next morning (24 December), we set off southwest and walked all day, mostly on side roads, making use of our compass and the “escape map” from one of our purses. The map showed Montcornet and Sissonne, which we reached in the evening. During the day we passed two German soldiers. Being unable to avoid them, we followed the advice we had received in lectures and walked boldly past them. They paid no attention to us. In the evening as we were going through Sissonne to St. Erme a French boy ran after us and asked if we were British. We said we were, and he took us to his home in Sissonne. They gave us a good dinner and a night’s shelter, then discussed with us how we could best get to Spain. The route they suggested was via Paris, Toulouse and Foix, and the boy said he would go with us as far as Rheims. On Christmas Day we left Sissonne with the boy. His parents provided us with bread and biscuits and bread ration tickets. We had no identity cards. With our guide we walked from Sissonnes to St. Erme and got the train for Rheims, he buying the tickets with our money. We travelled third class and had no difficulty on the journey. We arrived in Rheims about 1130 hours, and the boy took us to his sister’s home for our Christmas dinner. We found in Rheims that identity cards were necessary for crossing the Line of Demarcation by train south of Orleans, as we had intended, so we decided to alter our plans and to take tickets to Orleans instead of direct to Toulouse. We left the house of our helpers in Rheims about 1430 hours, some time before our train left, because there were pro-German people living in the same building. Our friends gave us a suitcase with food, and scarves to cover the collars of our uniform shirts which we were still wearing. The boy from Sissonne took us to the station and bought our tickets to Paris. We had a wait of about three hours alone at the station, but about half an hour before the train left our helpers cae to see us off. The train left about 1730 hours Sergeant Ingham-Boddy and I travelled in the same compartment (third class) and avoided conversation by pretending to be asleep. Two girls asked Sergeant Ingham-Boddy the time. He could not reply and I told them he was Dutch and did not speak French (I myself know enough French for simple conversations). There was no control on the platform at the Gare de l’Est when we arrived and, on the advice of a porter travelled by metro to the Gare d’Austerlitz. There I bought tickets as far as Orleans. We caught the Paris-Bordeaux express between 2100 and 2130 hours. We again travelled third class. On the train we got into a lavatory and discussed plans, deciding to continue to Bordeaux. After we had passed Orleans I bought supplementary tickets from the ticket collector. We reached Bordeaux about 0730 hours on 26 December, and began to walk. We decided to avoid Bayonne and walked southeast by road to Cadillac, which we reached in the evening. We noticed that people in the south of France were much less friendly than in the north, and in general we kept out of their way. At this stage of our journey in France we slept in haystacks and empty barns. Near Cadillac we met some young Frenchmen and learned from them that the Line of Demarcation at Langon, where we had intended crossing, was heavily patrolled. We decided to keep south instead of southeast, so avoiding the Line. We slept the night of 26-27 December in an empty shack and next day (27 December) reached St. Syephorien (Sheet 34m France 1:250,000). On the road between St. Stephorien and Sore we were arrested by two French gendarmes on bicycles. They had revolvers and, after making us put up our hands, handcuffed us. I explained to them that we were British. They said they had taken us for tramps, and, first making sure there was no one in sight, they marched us off the road, took off our handcuffs, and shook hands with us. They advised us to keep off the road and walk along the railway track to Sore. Souht of St. Syephorien, between the road and the railway, we had passed a camp occupied by French North African troops under German control. The gendarmes warned us there was another similar camp north of Sore, again between the road and the railway. After leaving the gendarmes we walked along the railway, leaving it for the woods before Sore and joining it again south of the town. We continued to Luxey, where we spent the night in a deserted farmhouse in the woods. During our walk from Bordeaux we used the food we had brought from Rheims. After Luxey we saw an omnibus bound for Mont-de-Marsam standing in the road and I enquired when it left in the morning. We caught this bus about 0830 hours on 27 December and arrived at Mont-de-Marsan about 1130 hours. After a wait of about two hours there we got another bus to Dax, which we left on foot in the late afternoon. It was raining heavily, and after we had walked about two kilometres we went to a farm house where we were given supper and slept in a barn. On 28 December we walked on side-roads to Peyrehorade (Sheet 39, France 1:250,000) where we bought bread, using the coupons we had been given in Sissonne. That night we had got as far as Bidache. We spent the night at a farm outside the town, being allowed to sleep in a byre with the cows. Next morning we continued to Oregue. On the way we were again stopped by French gendarmes, who took us to the gendarmerie and introduced us to the captain in charge. The gendarmes gave us a postal and railway map of the Basses-Pyrenees and mapped out a route for us which touched only small towns and avoided places where there were Germans. The route was Oregue-Meharin-Helette-Louhossoa and thence to Bidarray or Itxassou. By that night we had reached Meharin. On 30 December we got to Bidarray, five kilometres from the Spanish frontier. By now our feet were badly cut, as we were wearing French Army boots which did not fit. About 1300 hours we saw two German sentries come down from a track which led into the mountains in the direction of the frontier. We immediately set off up this path. We met no one except a shepherd who seemed slightly mad and was of no use to us as a guide. In the afternoon, because of rain and sleet, we sheltered till dusk in a shepherd’s hut. We then decided that in such weather the frontier would be less well guarded than usual and decided to cross. We went on the the junction of the river Buhumba and a tributary. This junction is just over the frontier (Sheet 34A, France 1:250,000). Following a track, we eventually found a bridge across the main river, and then followed the tributary westwards, upstream. By this time the storm had so increased in violence that we could not go on. About three to five kilometres over the border we found a number of stacks of ferns and, tearing one of them apart, sheltered in it. Visibility was then about two feet, and it had taken us four hours to walk about three kilometres. We took shelter about 2330 hours, and remained in the stack till a stream of water forced us to move behind a wall. At dawn on 1 January we found there was a farm house about 200 yards from where we had been sheltering. The farm people gave us bread and milk, but would not let us stay even until we had dried our clothes. We then set off over the mountains, making for Maya. We had eaten all our food, and Sergeant Ingham-Boddy’s feet were cut and festering, though mine were not so bad. About 1400 hours, on reaching Maya, we decided to give ourselves up. We went to the Gardia Civil and told them, as we told everyone else, that we had been captured by the Germans and had escaped before we could be interrogated and sent to a camp. The civil guards took our personal details. They seemed quite friendly, and gave us tobacco and cigarette papers. When we asked for the British Consul, they said we would be sent to Elizondo and sleep in a “big house” and see the Consul next day. The “big house” turned out to be the gaol in Elizondo, which was flea-ridden and without ligh or heating. We were brought a dish of potatoes about 2100 hours. We saw no one until about 1500 hours on 2 January. On the remaining four days we were in gaol in Elizondo we saw no one except at meal times, which were at 1500 and 2200 hours. We left Elizondo on 7 January. We were told we were being taken to the British Consul, but actually we were moved to Irun prison. We were told we would be only one night there, but we were kept for five days. The food was worse than in Elizondo, and we had brought our fleas with us. On 12 January we were taken to Miranda concentration camp. Here we were visited by the Military Attache. On 9 March we were taken to Alhama by a Spanish Air Force officer who treated us extremely well. We were interned in a hotel in Alhama with other RAF personnel from 10 March to 23 March. I was then released for repatriation and travelled to Gibraltar (arrived 25 March) via Madrid and Seville. The website “Lost Bombers” has the following on the mission when has downed but evaded. Stirling R9262, No.7 Squadron (MG-A), target Munich, 21/22 December 1942. Aircraft was delivered to No.7 Squadron on 22 November 1942. It was one of three No.7 Squadron Stirlings lost on this operation; the others were W7632 and BF358. Airborne at 1709 hours, 21 December 1942 from Oakington. Shot down by an Me110 and crashed at Seraincourt (Ardennes) 16 km NW of Rethel, France. Crew were F/O H.Durp (killed); Sergeant T.I.Boddy (evaded); P/O F.E.Lewis, RCAF (evaded); Sergeant H.L.McBeath, RCAF (evaded); Sergeant P.G.E.Ross (POW); Sergeant G.R.Dickenson (killed); Sergeant A.T.Carpenter (killed). The website “Lost Bombers” has the following on his last sortie. Lancaster JA854, No.7 Squadron (MG-X), target Berlin, 3/4 September 1943. This aircraft was issued to No.7 Squadron from No.32 Maintenance Unit in July 1943 and had a total of 50 hrs when lost. It took part in operation against Peenemunde, 17/18 August 1943. This aircraft was one of two No.7 Squadron Lancasters lost on this operation; the other was JA929. Airborne at 2012 hours of 3 September 1943 from Oakington. Cause of loss and crash- site not established. Crew were F/L R.O.French, DFC, RNZAF (killed); Sergeant M.J.Selby (killed); F/O F.E.Lewis, DFC, RCAF (killed); Sergeant A.R.Fraser (killed); Flight Sergeant B.E.Thighe (POW); Flight Sergeant B.E.Lindsay, RCAF (killed); Flight Sergeant R.Lawson (killed).

LEWIS, Sergeant Jack Alexander (R99617) - Mention in Despatches - Overseas - Award effective 1 January 1946 as per London Gazette of that date and AFRO 388/46 dated 12 April 1946. Born 16 June 1911. Home in Sarnia, Ontario; enlisted in London, Ontario, 19 April 1941 as Radar Mechanic and posted to No.1 Manning Depot. To McGill University, 4 June 1941. Promoted LAC, 12 November 1941. To No.1 Manning Depot, 20 November 1941. To No.31 Radio School, 4 December 1941. To “Y” Depot, date uncertain; to RAF overseas, 9 February 1942. Promoted Corporal, 1 July 1942. Promoted Sergeant, 1 July 1943. Repatriated 21 August 1945. Retired 21 October 1945. Certificate despatched 27 September 1948. Died in Sarnia, 7 November 1988.

LEWIS, F/O John Frederick (J11224) - Distinguished Flying Cross - No.426 Squadron - Award effective 1 September 1943 as per London Gazette dated 14 September 1943 and AFRO 2322/43 dated 12 November 1943. Born in London, Ontario, 26 December 1922; home there. Enlisted in London, Ontario, 5 April 1941 and posted to No.1 Manning Depot. To No.14 SFTS, 16 July 1941 (guard). To No.1 ITS, 20 August 1941; graduated and promoted LAC, 8 October 1941 when posted to No.1 Manning Depot. To No.4 AOS, 26 October 1941; to No.4 BGS, 31 January 1942; promoted Sergeant and posted to No.1 ANS, 14 March 1942; graduated and commissioned 13 April 1942. To RAF overseas, 8 May 1942. Promoted Flying Officer, 13 October 1942. Reported to No.426 Squadron from No.23 OTU, 22 October 1942 (on formation). With S/L Davill on 14 January 1943 as first crew to bomb enemy; later navigator to P/O Millward. Promoted Flight Lieutenant, 25 March 1944. Repatriated 25 January 1945. To No.1 AOS, 21 February 1945. Retired 3 May 1945. Award presented 29 May 1947. Died in Ottawa, 29 August 1998. See his articles, “On Wings of Fire (Well, Almost)”, Airforce Magazine, Volume 20, No.4 (Winter 1996-1997) and “Pathfinder !) Airforce Magazine, Volume 21, No.1 (Spring 1997). // In spite of continuous air sickness, the navigational ability displayed by Flying Officer Lewis has been of the highest order. He has participated in attacks on all the major targets in Germany, including several on the Ruhr Valley. One night in February 1943, his aircraft was badly damaged over Hamburg and due to this officer's navigational skill the long journey home, at reduced speed, was successfully completed. He has at all times displayed coolness and determination. // DHH file 181.009 D.2624 (Library and Archives Canada RG.24 Volume 20628) has recommendation by W/C L.Crooks drafted 18 July 1943 when he had flown 22 ½ sorties (131 hours 50 minutes). Sortie list (almost identical to that of P/O William M. Maxwell) and submission as follows: // 14 January 1943 - Lorient (5.31) // 15 January 1943 - Lorient (5.00) // 3 February 1943 - Hamburg (6.15) // 7 February 1943 - Lorient (6.35) // 12 February 1943 - Gardening (5.00) // 13 February 1943 - Lorient (6.50) // 16 February 1943 - Lorient (6.50) // 18 February 1943 - Gardening (3.55) // 24 February 1943 - Wilhelmshaven (4.15) // 26 February 1943 - Cologne (6.15) // 3 March 1943 - Hamburg (6.15) // 5 March 1943 - Essen (5.30) // 4 April 1943 - Kiel (6.45) // 8 April 1943 - Duisburg (5.25) // 11 April 1943 - Gardening (3.25) // 14 April 1943 - Stuttgart (7.45) // 16 April 1943 - Mannheim (7.20) // 27 April 1943 - Gardening (6.25) // 4 May 1943 - Dortmund (4.35) // 13 May 1943 - Bochum (5.20) // 23 May 1943 - Air-Sea Rescue (5.55, counted as one-half sortie) // 25 May 1943 - Dusseldorf (5.05) // 29 May 1943 - Wuppertal (5.39) // In spite of continuous air sickness the navigational ability displayed by Flying Officer Lewis has been of the highest order. He has taken part in attacks on some of the most heavily defended targets in the Ruhr Valley. // One night in February his aircraft was badly damaged over Hamburg but the long journey home at a reduced speed was accomplished without further incident due to the navigational skill displayed. // He has at all times displayed courage and determination. I recommend the award of the Distinguished Flying Cross. // LEWIS, F/L John Frederick (J11224) - Bar to Distinguished Flying Cross - No.405 Squadron - Award effective 5 August 1944 as per London Gazette dated 15 August 1944 and AFRO 2101/44 dated 29 September 1944. // This officer has flown on a great number of sorties against strongly fortified targets in Germany. His technical skill and keenness for operational flying has set a fine example to the rest of his crew. // NOTE: Public Record Office Air 2/9632 has recommendation by W/C R.J. Lane dated 22 May 1944 when he had flown 46 sorties (264 hours 45 minutes) of which 23 sorties (136 hours 35 minutes) had been flown since his previous award. The sortie list and text add to the record. // First Tour // 14 January 1943 - Lorient (5.30) // 15 January 1943 - Lorient (5.00) // 3 February 1943 - Hamburg (6.15) // 7 February 1943 - Lorient (6.35) // 12 February 1943 - GARDENING (5.00) // 13 February 1943 - Lorient (6.50) // 15 February 1943 - Lorient (6.50) // 18 February 1943 - GARDENING (3.55) // 24 February 1943 - Wilhelmshaven (4.15) // 26 February 1943 - Cologne (6.10) // 3 March 1943 - Hamburg (6.20) // 5 March 1943 - Essen (5.30) // 9 March 1943 - GARDENING (2.10, no op) // 4 April 1943 - Kiel (6.50) // 8 April 1943 - Duisburg (5.30) // 11 April 1943 - GARDENING (3.20) // 14 April 1943 - Stuttgart (7.50) // 16 April 1943 - Mannheim (7.20) // 29 April 1943 - GARDENING (6.20) // 4 May 1943 - Dortmund (4.45) // 13 May 1943 - Bochum (5.20) // 25 May 1943 - Dusseldorf (5.05) // 29 May 1943 - Wuppertal (5.40) // Second Tour // 18 November 1943 - Berlin (7.00) // 2 December 1943 - Berlin (6.05) // 24 December 1943 - Berlin (7.25) // 29 December 1943 - Berlin (6.40) // 20 January 1944 - Berlin (7.00) // 21 January 1944 - Magdeburg (6.40) // 27 January 1944 - Berlin (7.25) // 29 January 1944 - Berlin (8.05) // 30 January 1944 - Berlin (6.25) // 15 February 1944 - Berlin (7.05) // 20 February 1944 - Leipzig (6.35) // 21 February 1944 - Stuttgart (6.15) // 24 February 1944 - Schweinfurt (6.50) // 15 March 1944 - Stuttgart (6.45) // 18 March 1944 - Frankfurt (4.50) // 22 March 1944 - Frankfurt (5.15) // 24 March 1944 - Berlin (6.40) // 30 March 1944 - Nuremburg (6.40) // 26 April 1944 - Essen (4.05) // 27 April 1944 - Montzen (3.10) // 3 May 1944 - Montdidier (3.05) // 9 May 1944 - Haine St.Pierre (2.30) // 11 May 1944 - Boulogne (2.20) // 19 May 1944 - Mount Couple (1.45) // This officer is a very keen and capable navigator, who has completed 46 operational sorties against such heavily defended enemy targets as Berlin, Dusseldorf and Essen. The skill, determination and devotion to duty displayed by this officer in the performance of his operational tasks has, undoubtedly, set a fine example not only to the rest of his crew, but to the squadron generally. Strongly recommended for the award of the Bar to the Distinguished Flying Cross.

LEWIS, FS (now P/O) John Wentworth (R166930/J89990) - Distinguished Flying Medal - No.220 Squadron - Award effective 26 October as per London Gazette dated 7 November 1944 and AFRO 1/45 dated 5 January 1945. Born in South Kensington, London, 4 March 1916. Educated at King George High School, Vancouver. Employed as a masseur, Devonshire Hotel, Vancouver (1935-1936) and at Harrison Hot Springs Hotel, 1936-1941; Physiotherapist and male nurse, YMCA, Vancouver, 1941-1942; home in Vancouver. Enlisted Vancouver, 10 June 1942. To No.3 Manning Depot, 30 June 1942. To No.2 WS, Calgary, 15 August 1942; promoted LAC, 17 September 1942; graduated 1 April 1943 and posted No.5 BGS, Dafoe; graduated and promoted Sergeant, 17 May 1943. To Lachine, 1 June 1943; to No.111 OTU, 12 June 1943. Embarked from New York, 8 October 1943. Disembarked in Britain, 16 October 1943 and posted to No.3 PRC, Bournemouth. To No.1674 Heavy Conversion Unit, 3 November 1943. To No.220 Squadron, 6 January 1944. Promoted Flight Sergeant, 17 February 1944. Promoted WO2, 17 August 1944. Commissioned 6 September 1944. Attached to St. Eval, 23 December 1944 to 17 February 1944. Promoted Flying Officer, 6 March 1945. To Station Gosport, 30 March 1945. To No.18 ACHU, 19 June 1945. Repatriated 2 August 1945. Retired 3 October 1945. Died in Sechell, British Columbia, 24 December 1986 as per British Columbia Vital Statistics. Throughout many operational sorties Flight Sergeant Lewis has displayed most praiseworthy keenness, efficiency and courage. In August 1944 he was wireless operator of an aircraft detailed for an anti-submarine sortie by night. A U-boat was detected and largely due to this airman\'s technical skill his captain was able to make a determined attack on the enemy submarine. Public Record Office Air 2/9643 has recommendation drafted 6 September 1944 when he had flown 30 sorties (500 operational hours) as Air Gunner; text reproduced in Ian Tavender, The Distinguished Flying Medal Register: Second World War (London, Savannah, 2000). Flight Sergeant Lewis commenced training in July 1944 on a type of radar completely new to him. He immediately showed great aptitude and keenness and early in August, long before his training was complete, operational considerations necessitated the employment of his crew on a night sortie. A U-boat was detected on radar and owing to Flight Sergeant Lewis?s promise as an Observer, he was detailed to carry out the radar homing. Despite his inexperience, his Captain?s first attack on a dark night, Flight Sergeant Lewis held the contact right down to illumination range and gave correct range and bearings throughout. As a result of his radar operation, a promising attack was made against the U-boat (aircraft U/220 operating from the Azores). Flight Sergeant Lewis by his keenness and efficiency and his ability to pass on the experience he has gained, is a very fine example to his squadron and I recommend him for the Distinguished Flying Medal. Note: Notwithstanding the date in the citation as being ?early in August?, this appears to have been attacks on 29 July 1944 by Fortress U/220, piloted by one F/O Smith (47?47\" North, 24?42\" West) at 0159 and 0347 hours. RAF Coastal Command Intelligence Summaries give the following account: Aircraft on A/U patrol obtained a radar contact and subsequently sighted, with the aid of flares, a fully surfaced U-boat. Aircraft attacked at 045 degrees green to U-boat?s track with six 250-lb depth charges, spaced 95 feet, from 50 feet. Blue flashes seen on either side of the hull and aircraft felt a severe shuddering as it tracked over. Aircraft remained in the vicinity, radar contact being twice lost and regained. At 0342 hours the U-boat was again sighted apparently stationary, and aircraft made a second attack at 0347 hours at an angle of 090 degrees red to U-boat?s track, with two 250-pound depth charges, spaced 90 feet, from 300 feet. Two flashes were seen but distance from U-boat not estimated. Spasmodic radar contact was maintained after the attack, on a stationary object. Flak was experienced during both attacks, to which aircraft replied. Note: Application for Operational Wing covering period 1 January 1944 to 30 March 1945 stated he had flown 548 hours (no statement of sorties or number of operational hours). Form dated 22 July 1945 stated he had flown 548 operational hours, 314.50 non-operational hours, total 862.50 hours, 46 sorties (last one on 28 March 1945). Time on types given as follows: Mitchell (Bahamas), 35 hours; Liberator (Bahamas), 54.55; Fortress II and III, 752.40; Liberator in transit, 5.15; Dakota in transit, 10.00; York in transit, 5.00. Stated he had been involved in three attacks on U-Boats. Training: Course at No.2 WS was 14 September 1942 to 5 April 1943. Spent one hour ten minutes in flying classroom as First Operator, three hours 45 minutes on listening watch and 25 hours 50 minutes in two-seat aircraft as sole operator. Ground courses in Theory (35/50), Radio Equipment (149/250), Morse, buzzer and lamp (175/200), Procedure (175/200), DI and FF (40/50), Signals Organisation (102/150), Visual Intelligence (38/50), PT and Drill (44/50). Placed 122nd in a class of 35. Course at No.5 BGS was 5 April to 17 May 1943 - Bolingbroke (11.45 day) and Anson (1.25 at night). Fired 300 rounds air to ground, 3,400 rounds air-to-air (300 tracer). Spent six hours on turret manipulation. Ground courses in Aircraft Recognition (83/100), written general test (59/100), Practical and Oral examination (74/100), Signals (80/100). ?Very practical and cooperative.? Placed 12th in a class of 17.

LEWIS, P/O Peter Edward (J85597) - see LIWISKI, P/O Peter Edward (J85597).

LEWIS, F/O Vernon Francis (J87691) - Distinguished Flying Cross - No.158 Squadron - Award effective 5 April 1945 as per London Gazette dated 17 April 1945 and AFRO 918/45 dated 1 June 1945. Born 5 May 1923 on a farm at Salisbury, New Brunswick; home there (student). Enlisted in Moncton, 25 June 1942. Trained at No.6 ITS (graduated 22 January 1943), No.12 EFTS (graduated 16 April 1943) and No.9 SFTS (graduated 6 August 1943). Commissioned June 1944. Released 15 September 1945. Rejoined RCAF, 7 April 1951, serving to 28 December 1971 (postwar service number 39231). Obituary stated that he flew "birddog" for the Flying Fireman and as a commercial pilot for Northern Thunderbird until 1981. Died in Calgary, 3 October 2005. Photo PL-111962 is a portrait taken 1959. No citation other than "completed...numerous operations against the enemy in the course of which [he has] invariably displayed the utmost courage and devotion to duty". Presented 17 August 1949. Public Records Office Air 2/9059 has recommendation dated 15 January 1945 when he had flown 29 sorties (137 hours 28 minutes), 28 July 1944 to 6 January 1945. // 28 July 1944 - Foret de Nieppe (3.56) - Bombed 19 miles NE // 30 July 1944 - Battle Area "C" (4.31) - Recalled by Master Bomber // 11 August 1944 - Etaples (3.51) - Bombed aiming point. // 14 August 1944 - TRACTABLE 21A (4.07) - ditto. // 16 August 1944 - Kiel (4.48) - Successful sortie. // 18 August 1944 - Sterkrade (4.49) - Duty carried out. // 27 August 1944 - Homberg (4.20) - Bombed aiming point // 31 August 1944 - La Pouchinte (3.25) - Recalled by Master Bomber // 3 September 1944 - Soesterburg (2.55) - Bombed through clouds. // 12 September 1944 - Le Havre (4.27) - Recalled over target. // 13 September 1944 - Gelsenkirchen-Nordstern (4.39) - Good attack. // 15 September 1944 - Kiel (5.00) - Heavy attack. // 7 October 1944 - Cleve (4.25) - Bombed aiming point. // 14 October 1944 - Duisburg (5.25) - Bombed through clouds. // 15 October 1944 - Duisburg (5.25) - Successful. // 28 October 1944 - Domberg (2.58) - Successful. // 29 October 1944 - Zoutelande (3.03) - Aiming point bombed. // 30 October 1944 - Cologne (6.10) - Cloud; bombed target. // 2 November 1944 - Dusseldorf (5.31) - Concentrated bombing. // 4 November 1944 - Bochum (4.55) - Successful. // 6 November 1944 - Gelsenkirchen (4.29) - Aiming point bombed. // 28 December 1944 - Opladen (5.26) - Bombed through cloud. // 29 December 1944 - Koblenz (5.56) - Bombed aiming point. // 30 December 1944 - Cologne (6.21) - Successful. // 1 January 1945 - Dortmund (4.27) - Successful attack. // 2 January 1945 - Ludwigshaven (6.09) - Bombed aiming point. // 5 January 1945 - Hanover (5.10) - Bombed in cloud. // 6 January 1945 - Hanau (6.23) - ditto. // One of the most able pilots on this squadron, Flying Officer Lewis has completed 29 operational sorties and has never failed to take off and to complete any mission for which he has been detailed. // Capable, keen and courageous, he has carried out attacks on such highly defended targets as Hanau, Hanover, Ludwigshaven, Dortmund, Coblenz, Duisburg, Gelsenkirchen and Kiel and on vital objectives in battle areas and occupied territories. Against all these targets he has pressed home his attack, whatever the defences, and he has shown a complete disregard for his own personal safety. // An officer with excellent qualities of leadership, Flying Officer Lewis has inspired keenness and efficiency in the members of his crew, and has welded them into one of the best crews in the squadron. // It is strongly recommended that this officer's exceptional record of efficiency, keenness, courage and leadership throughout an outstanding tour be recognized by the award of the Distinguished Flying Cross. // Crew were J87691 Vernon France Lewis (pilot, awarded DFC), 1078967 James John Bromfield, 1897460 Cyril L. Cook, R196577 Eugene Walter Erickson (air gunner, awarded DFC), R198938 Edward Earl Moore, J92661 George Arnold Routledge (BA, awarde DFC) and 1494005 James Matterson Stephenson (awarded DFM). // RCAF Press Release No.9080 dated 7 March 1945 from F/L G. MacPherson, transcribed by Huguette Mondor Oates, reads: // WITH THE CANADIANS FLYING IN THE RAF: -- Flak poured up by German defenders on the ground was the worst threat for F/O Vernon F. Lewis of Salisbury, N.B., Halifax bomber pilot, who recently completed his first tour of operations. // “Fully one third of the trips on that tour resulted in flak damage to the aircraft,” Lewis recalled. “But fortunately there was never any serious damage to the kite and we always managed to get back to Britain.” // Lewis had the windscreen in front of him blown out on two occasions and his petrol tanks were shot up during an attack on Wanne Eickle, synthetic oil centre. His wireless operator missed death when a flak shell exploded right in the position he usually occupied. The operator was in another section of the aircraft when the shell hit. // Technical failure of an engine forced him to turn back from a target in France on one occasion. Before he could risk a landing on three engines, he was forced to jettison some of his bomb load in the North Sea. More fortunate was Lewis when it came to German fighters. He had seen several during his tour, but he didn’t cultivate close acquaintance, with the result that his gunners never expended a round of ammunition in combat. Lewis visited more than 25 targets in Germany during his tour of operations. // Lewis enlisted in the RCAF when he graduated from Business College in June, 1942 and arrived overseas in July, 1943. He was well-known as an amateur hockey player in his home town.

LEWIS, FS William Thomas (R56328) - Distinguished Flying Medal - No.101 Squadron - Award effective 3 February 1943 as per London gazette dated 9 February 1943 and AFRO 373/43 dated 5 March 1943. Born in Montreal, 1 June 1917; home there (businessman). Enlisted in Montreal, 20 August 1940. To No1 Manning Depot, 31 August 1940. To No.1 Equipment Depot, 9 December 1940. To No.2 WS, 31 January 1941; promoted LAC, 3 March 1941; graduated 20 June 1941 when posted to No.7 BGS; graduated and promoted Sergeant, 21 July 1941. To Embarkation Depot, 22 July 1941. To RAF overseas, 14 August 1941. Posted from No.420 Squadron, RCAF, 25 June 1942; first operation that date with Warrant Officer Leonard Ollier in Wellington III X3754, R/101. It appears he flew with Ollier (who was later awarded a DFC) until being posted to 1659 Conversion Flight 4 November 1942. Commissioned 14 October 1942. Returned to No.101 Squadron following commissioning. Promoted Flying Officer, 14 April 1943. Killed in action 4/5 May 1943. Award presented to next of kin, 12 December 1944. Flight Sergeant Lewis, as wireless operator air gunner, has always shown outstanding confidence and ability and his efficiency has proved a great asset to his crew. In August 1942 he was a member of a crew which did exceptionally fine work in a daylight raid on Emden. This airman has always displayed coolness and courage under difficult conditions while his devotion to duty has been a fine example to all. NOTE: Public Records Office Air 2/8934 has recommendation dated 22 November 1942 when he had flown 30 sorties (155 hours) as follows: 25 June 1942 - Bremen (5.45) 26 June 1942 - GARDENING (5.30) 29 June 1942 - Bremen (5.00) 2 July 42 - Bremen (5.30) 7 July 42 - GARDENING (5.15) 8 July 42 - Wilhelmshaven (5.00) 11 July 42 - GARDENING (5.15) 21 July 42 - Duisburg (4.10) 26 July 42 - Hamburg (6.30) 28 July 42 - Hamburg (5.45) 31 July 42 - Dusseldorf (3.30) 13 August 1942 - GARDENING (5.15) 17 August 1942 - Osnabruck (6.05) 23 August 1942 - Emden (4.00) 24 August 1942 - Frankfurt (2.10, DNCO) 1 Sept 1942 - Saarbrucken (5.45) 2 Sept 1942 - Karlsruhe (5.30) 4 Sept 1942 - Bremen (6.00) 6 Sept 1942 - Duisburg (3.45) 9 Sept 1942 - GARDENING (5.35) 10 Sept 1942 - Dusseldorf (4.15) 13 Sept 1942 - Bremen (5.30) 14 Sept 1942 - Wilhelmshaven (5.30) 16 Sept 1942 - Essen (5.00) 26 Sept 1942 - GARDENING (5.10) 2 October 1942 - Krefeld (4.45) 5 October 1942 - Aachen (6.20) 6 October 1942 - Osnabruck (5.30) 14 October 1942 - GARDENING (6.00) 15 October 1942 - Cologne (5.45) This Canadian Non-Commissioned Officer who has carried out his tour of operations on Wellington aircraft with this squadron has always shown great confidence and ability, and his efficiency as a Wireless Operator has proved a great asset to the crew. A very steady and reliable type with an eagerness for operational flying, who on all occasions has displayed coolness and courage under difficult conditions. Sergeant Lewis was a member of a crew who carried out an exceptionally fine performance in a daylight raid on Emden on the 23rd August, 1942 and his keenness and devotion to duty has at all times been a fine example to the squadron. The website ?Lost Bombers? has details of his last sortie. Lancaster W4888, No.101 Squadron (coded SR-P), target Dortmund, 4/5 May 1943. W4888 was delivered to No.101 Squadron on 13 February 1943. At various times it was coded SR-Z, SR-P and SR-E. It took part in the following operations: As SR-Z, Essen, 3/4 April 1943; Pilsen, 16/17 April 1943; as SR-P, Dortmund, 4/5 May 1943 (lost). When lost this aircraft had a total of 102 hours. It was one of six No.101 Squadron Lancasters lost during this operation, the others being W4784, W4863, ED776, ED830 and ED835. Airborne at 2140 hours, 4 May 1943 from Holme-on-Spalding Moor. Shot down by a night-fighter (Oblt Lothar Linke, 1V./NJG1) and crashed 0140 5 May 1943 at Workum (Friesland), 15 km SW of Sneek, Holland. Crew were F/O N.J.Stanford (killed), Sergeant A.H.Clark (killed); P/O R.D.Paterson (POW); Sergeant A.J.L.Lyon (killed); P/O W.T.Lewis, DFM, RCAF (killed); Sergeant G.W.F.Reynolds, RCAF (killed); Sergeant J.M. Hadfield (killed).

LEWIS, Clinton Jeffrey, Master Corporal, CD - Meritorious Service Medal - awarded as per Canada Gazette dated 22 October 2013. From Kingston, Nova Scotia. Awarded with Lieutenant-Colonel Guy Joseph Christian Leblanc, Captain Trevor Mark Pellerin and Warrant Officer Michael David Mar, M.S.M., C.D. // On March 27, 2012, despite gale-force winds, 400-foot altitude ceilings, snow squalls, and five- to eight-metre waves, the crew of Rescue 908 was involved in a perilous night mission to recover survivors from the S/V Tabasco II, foundering in the stormy North Atlantic, south of Nova Scotia. First Officer Lieutenant-Colonel Leblanc took charge of all flight functions, including aircraft navigation and survivor spotting, allowing his aircraft commander to concentrate on managing crew resources while flying in the abysmal conditions. Aircraft Commander Captain Pellerin placed the helicopter in a 70-foot hover in order for his crew to investigate the life raft, and subsequently moved the aircraft to the sail boat to affect the rescue. Flight Engineer Corporal Lewis, previously injured during hoist operations, identified an unconventional method to keep the helicopter in position over the vessel, which proved instrumental in the safe completion of the mission. As replacement flight engineer following Corporal Lewis’ injury, Warrant Officer Mar immediately stepped in to operate the safe hoist by placing the SAR technicians on board the raft and sailing vessel, and safely recovering five persons, all while battling gale-force winds. The crew of Rescue 908 demonstrated exemplary teamwork, bringing great honour to themselves and to the Canadian Armed Forces.

T.L. J6639. The aircraft crashed at Dunsfold, not Dunsfolm. F/L. Lewis was from Princeton, British Columbia, not Victoria. Detail provided by A E. Barnard, Burlington, On.

ALBERT ANTHONY LAC(P) R77452. From Montreal, Quebec. Died May.30/41 age 19. #13 Elementary Flying Training School, St. Eugene, Quebec. LAC. Lewis was flying Fleet Finch aircraft# 4410, was practising forced landings and crashed near St. Marthe, Quebec on May 26, 1941. He succumbed to his injuries while in the Neurological Hospital, Montreal, Quebec. Leading AirCraftman Pilot Lewis is buried in the Cote des Neiges Cemetery, Montreal, Quebec.

ARTHUR LLOYD SGT(P) R60363. From Calgary, Alberta. Killed In Action Dec.5/41 age 20. #607 County of Durham Squadron. Sgt. Lewis' Hurricane aircraft # BE 548 was carrying bombs and failed to return from a cross-channel sweep over France. Sergeant Pilot Lewis has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

DUNCAN HAMILTON F/O(P) J14319. From Belleville, Ontario. Killed In Action Sep.15/43 age 20. #414 Sarnia Imperials Squadron. Target - Chievres. Belgium. F/O. Lewis was killed when Mustang aircraft # AP 224 went down in the sea off Dungeness, Kent, England. Flying Officer Pilot Lewis is buried in the Brookwood Military Cemetery, Woking, Surrey, England.

FRANK EDWARD F/O(N) J10317 D.F.C. From Toronto, Ontario. Killed In Action Sep.4/43 age 22. #7 Squadron (Per Diem Per Noctum), Pathfinder Force. F/O. Lewis had completed over thirty trips and had begun his second tour when his Lancaster aircraft # JA 854 was shot down at St. Thegonnec, France during a night trip to Berlin, Germany. WO. B.E. Lindsay was also killed. Five of the crew, not Canadians, missing believed killed. F/O. Lewis had been wounded by enemy fire on December 4, 1942 and his #7 Squadron Stirling aircraft crash landed two miles north-east of Friston, England. He was shot down in a #7 Squadron Stirling aircraft over France on December 22, 1942 but escaped through Spain. According to enemy records F/O. Lewis was buried at St. Thegonnec but burial particulars were never ascertained. Flying Officer Navigator Lewis has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

GERWYN WINTON SGT(BA) R168700. From Lethbridge, Alberta. Killed Apr.1/44 age 38. #20 Operational Training Unit (Train To Triumph). Wellington aircraft # X 3225 was seen to be on fire before it crashed four miles north of the Isle of Jura, Scotland. One crew member, not Canadian, was also killed. Three others of the crew, not Canadians, missing believed killed. Sergeant Bomb Aimer Lewis has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

GLEN EDWIN FS(OB) R133341. From St. Louis, Missouri, U.S.A. Killed In Action Jul.4/43. #432 Leaside Squadron (Saevitir Ad Lucem). The crew of a Wellington aircraft were returning from the target when their aircraft ran out of fuel and crashed into a house near Henhurst, Kent, England. P/O. J.W. Baker and one of the crew, not Canadian, were also killed. Flight Sergeant Observer Lewis was buried in the Brookwood Military Cemetery, Surrey, England. His body was exhumed and moved by American authorities and the present place of burial is not available.

GORDON RALPH SGT(WAG) R59848. From St. James, Manitoba. Killed Aug.2/42 age 21. #1 Advanced Flying Unit. Anson aircraft crashed at Goatfell, Isle of Aran, Scotland. F/L. H.C. Campbell (RAF), LAC. K. Whalley (RAF), Sgt. R.R. Hinton (RAAF), and one other RAF airmen were also killed. Sergeant Wireless Operator Air Gunner Lewis is buried in the Cemetery at Kirkinner, Wigtownshire, Scotland.