McLERNON, W/C Roy Aubrey (C1637) - Distinguished Flying Cross - No.425 Squadron - Award effective 13 June 1944 as per London Gazette of that date and AFRO 1660/44 dated 4 August 1944. Born in Montreal, 19 November 1919; home there; enlisted there 29 January 1940. Educated at Lower Canada College, Trinity College (1933-1937) and McGill University (engineering student). Enlisted in Montreal, 29 January 1940. To Eastern Air Command Headquarters that date. To No.1 ITS, Toronto, 22 April 1940. To Trenton, 17 May 1940. To No.1 SFTS, Camp Borden, 16 June 1940 (graduated 19 August 1940). To Station Trenton, 5 October 1940. To No.5 SFTS, Brantford, 22 November 1940. To Trenton, 1 August 1941. Attained rank of Flight Lieutenant, 15 December 1941. To “Y” Depot, 15 November 1942. To overseas, 10 December 1942. Disembarked in Britain, 18 December 1942. To No.14 (Pilots) AFU, 19 January 1943. To No.22 OTU, 9 March 1943. To No.1659 Conversion Unit, 13 May 1943. To No.408 Squadron, 28 May 1943. Promoted Squadron Leader, 15 June 1943. To No.434 Squadron, 15 June 1943 as Flight Commander. Shot down 23 August 1943 in raid on Berlin (Halifax DK261); evaded via Sweden. Repatriated to Canada, 19 October 1943. To No.5 Manning Depot, 26 November 1943. Emplaned for UK, 29 December 1943, arriving 1 January 1944. To No.6 Group Headquarters, 5 January 1944. To No.425 Squadron, 19 January 1944. Promoted Wing Commander, 4 April 1944. To No.408 Squadron, 24 May 1944. Appointed Acting Group Captain, 14 October 1944 on taking command of Station Eastmoor. To No.64 Base, 30 May 1945. Repatriated again, 9 July 1945. To No.1 Air Command, 20 July 1945. To No.1 Instrument Flying School, 17 September 1945. Reverted to Wing Commander 11 November 1945. To No.1 Air Command, 12 November 1945. Retired 20 May 1946. Died in Montreal, 23 March 1994; buried in Mont Royal Cemetery. Medal presented 8 November 1944. RCAF photo PL-26927 (ex UK-8793 dated 10 March 1944) shows personnel from Montreal with an Ontario Nursing Sister - left to right (standing), S/L Roy McLernon of Cedar Avenue, (sitting) F/O Louis Renaud (Casgrain Street), Nursing Sister Elaine Matheson (Southampton, Ontario), F/L Hector Payette (Medical Officer, 288 Dorchester Street) and F/L Lucien Lecomte (Chemin Ste. Catherine). RCAF photos PL-28043 (ex UK-8861) and PL-28044 (ex UK-8862), both dated 17 March 1944 show him as a Squadron Leader and Flight Commander. RCAF photo PL-31689 (ex UK-13567 dated 14 August 1944) taken while he was being invested with DFC by the King. RCAF photo PL-32375 shows him. RCAF photo PL-44647 (ex UK-22049 dated 12 June 1945) is captioned as follows: “The Lieutenant-Governor of British Columbia, Colonel William Woodward, has tea with G/C R.A. [sic] McLernon, DFC, Montreal, Quebec, officer commanding the Swordfish and Leaside squadrons of No.6 (RCAF) Bomber Group in Britain, during his visit to the Canadian Group.” // This officer has taken part in many successful sorties and has displayed skill, gallantry and resolution of a high order. His example has been most inspiring and has contributed in a large measure to the operational efficiency of the squadron. // DHH file 181.009 D.1513 (Library and Archives Canada RG.24 Volume 20600) has original recommendation raised by G/C J.L. Hurley (Tholthorpe), dated 13 May 1944 and stating he had flown twelve sorties (65 hours 90 minutes - must be a typo - 66 hours 30 minutes ?). // This officer was attacked and his aircraft shot down after successfully bombing Berlin on the night of 23/24 August 1944. Wing Commander McLernon and crew bailed out from their burning aircraft and landed in enemy occupied territory. In this operation Wing Commander McLernon displayed outstanding coolness. Despite exploding petrol tanks and the envelopment of the aircraft in flames, Wing Commander McLernon was able to hold his aircraft fairly level and bail out all members of his crew, thus safeguarding their lives in so far as it was possible in his power. // From a study of his MI.9 report, I consider that this officer displayed outstanding aggressive spirit and resourcefulness in making good his escape. His refusal to give himself up to the enemy and his persuasive methods undoubtedly made his escape possible. // Wing Commander McLernon was posted to 425 Squadron as a Flight Commander on the 15th January 1944 and shortly thereafter assumed the duties of acting Squadron Commander. He is now Squadron Commander. His energy, zeal and devotion to duty have always been apparent, and it is through his efforts that the squadron has reached a fine state of efficiency. Wing Commander McLernon has been successful in imbuing his crews with a strong aggressive spirit and determination to complete successfully all missions. // In addition to the excellent administrative organization which he has built up, he has also been able to engage in eight operations from the 24th February to the 8th May 1944 with outstanding success. His bombing, navigation and time keeping have been excellent. // In view of Wing Commander McLernon’s outstanding record of leadership on the ground and in the air, I strongly recommend the immediate award of the Distinguished Flying Cross. // NOTE: Public Record Office WO 208/3315 has his MI.9 interrogation report. He had arrived back in Britain on 21 September 1943; interview conducted 22 September 1943. Report read: // Our aircraft took off from Tholthorpe (Yorkshire) about 2025 hours on 23 August 1943 to bomb Berlin. On the return flight we were attacked by a night fighter and show down. We baled out over the sea near the isand of Mando (Denmark, 1:100,000, Sheet 42) about 0245 hours (24 August). // I came down in the sea about a miles west of the island in about a foot of water. After digging my parachute and harness in the sand I walked ashore. I reached the coast near a village in front of which were barbed wire entanglements and a mchine gun. I skirted this village, which was near the south end of the island, and walked north and east till dawn, using the compass from my escape kit. On my way I avoided two villages on the coast. // At dawn (about 0600 hours) I hid in a ditch which was the only cover I could find in very open country. I remained in the ditch all day. During the day aeroplanes passed over at a height of about 50 feet. I thought they were searching for me, but discovered later that they were probably investigating two fishing boats lying just of the coast which I could not see from the ditch because of a high dike. I had lost my shoes when I baled out and had brought my Mae West and helmet with me in the hope of being able to cut them up and make myself some sort of shoes. In this I was not very successful. At night I left my Mae West and helmet in the ditch and began walking, and it was only when I reached a dike and looked over it that I discovered I was on an island. Shortly after this I found a hay stack, where I slept for the night. // Next morning (25 August) my ankles, which I had injured in landing, began to trouble me. Hearing voices, I climbed from the haystack and spoke to a Dane who turned out to be the foreman of a number of men working on a breastwork on the other side of the dike. He was on his way to work when I spoke to him, and he called six or seven of the workmen. They gave me food, shoes, an old pair of pants and a cap. I wore the pants and a sweater which I had with me, over my uniform. I learned from these helpers that the Germans were about seven miles away on the other side of the island. // I spent the forenoon sunbathing and swimming. The Danish workmen brought me food, including a hot meal and two bottles of beer. About midday they put me into one of the two fishing boats moored off the coast. // About 2000 hours the workmen returned. They were all very “windy”, as apparently everyone in the village knew of my presence. They tried to persuade me to give myself up to the Germans, and when I refused one of them volunteered to take me to Esbjerg next day (26 August). This man kept his promise and took me to Esbjerg, where I was put in touch with an organisation which arranged the rest of my journey. // All the people who helped me on the island were farmers and fishermen. Before I left they gave me about 15 kroner in small sums and I gave them Dutch money from my escape purse in exchange. // McLERNON, G/C Roy Aubrey, DFC (C1637) - Mention in Despatches - East Moor - Award effective 1 January 1945 as per London Gazette of that date and AFRO 337/45 dated 23 February 1945. // Note: Memo, 10 October 1941 in which G/C T.A. Lawrence (Station Trenton) recommends promotion of several officers including F/O R.A. McLernon. // This officer is a hard working and efficient instructor who obtains high average results from his pupils. Previous SFTS experience, knowledge of Flight Administration and capabilities as an officer merit the higher acting rank. // Application for Operational Wing dated 25 October 1944 listed the following units - No.408 Squadron, 11 June to 22 June 1943 (two sorties, 10 hours), No.434 Squadron, 22 August to 23 August 1943 (two sorties, 12 hours), No.425 Squadron, 21 January to 19 May 1944 (nine sorties, 49.05) and No.408 Squadron again, 6 June to 13 September 1944 (18 sorties, 81.03). // Training: Elementary flying training in Tiger Moths (28 hours 45 minutes dual, 29.50 solo). // Intermediate training at No.1 SFTS, 17 June to 13 August 1940. Anson aircraft (22.20 day dual, 24.10 day solo, 1.00 night dual, 2.00 night solo) and Oxford (3.10 day dual). Logged 6,10 in Link. “A steady and reliable pupil - no outstanding faults.” (S/L W.E. Kennedy). Ground school marks in Airmanship (133/200), Armament, written (78/100), Armament, practical (74/100), Air Navigation (126/200) and Signals (50/50). Placed 25th in a class of 45. “Satisfactory type of young officer but inclined to be a bit lax towards duties.” // Advanced training at No.1 SFTS, 12 August to 5 October 1940. Flew 3.35 day dual, 41.00 day solo, 1.00 night dual, 2.10 night solo, logged 9.15 in Link. Ground subjects were Navigation (150/200), Reconnaissance and Photography (82/100), Armament (175/200). Placed fourth in a class of 40. “Very steady pilot with no outstanding faults. Capable officer who could use his natural ability to greater advantage,” // Attended Central Flying School, 7 October to 18 November 1940. Fleet and Oxford aircraft. Flew 17.30 single engine dual, 28.35 single engine solo, 6.25 twin engine dual, 5.20 twin engine solo. “P/O McLernon was a good student. He has a good voice and an excellent knowledge of sequence. His flying is average. Recommend C.” (F/O S.A. Bushell). Ground courses in Meteorology (58/100), Airmanship (80/100) and Air Navigation (64/100). Tested 22 November 1940 in a Harvard. Described as follows - Sequence (Quite good), Voice (Good), Manner (Good), Ability to impart knowledge (Average), Ability as a pilot (Average), Remarks (Has the necessary qualities for an instructor but lacks experience). Graded “C”. // Tested 27 March 1941 by F/L William M. Foster on Anson 6051. Described as follows - Sequence (Average), Voice (Speaks too quickly), Manner (Impatient), Ability to impart knowledge (Average), Ability as a pilot (Average, instrument flying average), Remarks (This instructor flies well but presents his patter in too hurried a manner. He should endeavor to be more patient and explain his demonstrations in greater detail.) Graded “B”. // Tested by F/L G.L. Ingram as an instructor, 8 May 1942 when he had flown a total of 50.30 single engine dual, 465.10 single engine solo, 33.55 twin engine dual, 600.15 twin engine solo (1,050 hours CFS and instructing). Tested on Fleet and Harvard. Described under following headings - Sequence (Very good), Voice (Husky), Manner (Interesting, serious), Ability to impart knowledge (Average), Ability as a pilot (Above average) and Remarks (Above average instructor in all respects). Category raised to A-2. // Attended No.14 (Pilots) AFU, 19 January to 9 March 1943. Oxford aircraft - two hours day dual to first day solo, 12 hours 15 minutes day dual, 15.20 day solo, 1.10 night dual to first night solo, 6.20 total night dual, 6.40 night solo. Was 2.20 in formation; 3.55 on instruments. Logged 7.35 in Link. Graded in following flying tests - General Flying (375/400), Applied Flying (160/200), Instrument Flying (180/250), Night Flying (70/100) and Link (30/50). “An outstanding pupil. Should have little difficulty with any aircraft. Eminently suitable for heavy types and should prove to be an A.1 captain.” // Attached to No.1514 Beam Approach Training Flight, 13-20 February 1943. Oxford aircraft - ten hours (all beam flying) plus five hours in Link. Graded in Beam Approach Procedure and “Q” Codes, Link Trainer (120/200), Receiver Operation (65/100), Instrument Flying (180/250), Cloud and Night Flying (180/250) and General Application of Beam Approach Procedure in aircraft (160/200). “This officer completed an excellent course. Knowledge of procedure very good. Instrument Flying well above average.” // Attended No.22 OTU, 9 March to 15 May 1943. Wellington III and X aircraft - 4.10 dual to first day solo, 9.40 day dual, 32.10 day solo, 3.20 night dual to first night solo, 9.05 total night dual, 31.55 night solo. Was 5.00 in formation; 20.455 on instruments. Logged 15.10 in Link. Graded in following flying tests - General Flying (305/400), Applied Flying (125/200), Instrument Flying (165/250), Night Flying (60/100) and Link (30/50). No ground courses. “Above the average, conscientious captain, very keen crew, recommended four engine aircraft. This captain has had considerable previous flying experience.” // At No.1659 Conversion Unit crewed with R122019 S.R. Welters (navigator), 1076636 Sergeant M. Stevenson (WOP), R14609 Sergeant C.W. Snyder (AG), R131001 Sergeant J. Plenderleith (bomb aimer), 962998 Sergeant F.V. Messenger (flight engineer), and R147412 Sergeant R.C. Brook (MUG). Started 17 May 1943; ended 27 May 1943. Spent 38 hours 40 minutes on course - above average. “A very keen and capable pilot who has worked hard during course. Crew is average and excellently Captained. With operational experience should prove a very good operational crew.” (W/C R.S. Turnbull, 5 June 1943). // Attended No.1 Instrument Flying School, Trenton, 17 September to 10 November 1945. Courses in Navigation (115/200), Meteorology (158/200), Air Regulations (188/200), Radio Aids to Navigation (135/200) and Aircraft Instruments (174/200). Flew in Anson (72.35), Beechcraft (17.35) and Harvard (1.20). “This student’s general knowledge of instrument and range flying is average. Has no outstanding faults.” (F/L C.W. Redfern)