VAN RASSEL, WO Anton John George (R69035) - Distinguished Flying Cross - No.40 Squadron - Award effective 1 December 1942 as per London Gazette dated 4 December 1942 and AFRO 2113/42 dated 30 December 1942. Born in Cochrane, Ontario, 3 June 1916; educated there and Timmins Technical School; home in Timmins (carpenter); enlisted North Bay, 20 July 1940. To No.1 ITS, 12 October 1940; graduated 16 November 1940 and promoted LAC, posted that date to No.11 EFTS; graduated 5 January 1941 and posted that date to No.9 SFTS; graduated and promoted Sergeant, 26 April 1941. To Embarkation Depot, 10 May 1941. To RAF overseas, 18 May 1941. TO No.23 OTU, 14 June 1941. To No.75 Squadron, 17 August 1941 (three sorties, 16.05 hours). To Overseas Air Delivery Unit, 12 September 1941. To Middle East, 28 September 1941, arriving Malta 1 October 1941 and attached to No.38 Squadron, Malta, 17 October 1941 (six sorties, 19/10 hours by day and 20.05 hours by night). To Egypt, 29 October 1941. Promoted Flight Sergeant, 1 November 1941. Hospitalized after five days, until 19 December 1941. Temporarily unfit for aircrew duty. To Kabrit, 22 January 1942 (No.236 Wing), paratroop training. To No.4 METS, 20 May 1942 (paratroop training). While at No.4 METS flew two operational sorties (15.45 hours by night). Promoted WO2 and WO1, 1 May 1942. To No.40 Squadron, 27 June 1942 (31 sorties, 203.15 hours). Commissioned 16 September 1942. To No.23 Personnel Transit Centre, 23 September 1942. Hospitalized again (malaria). To Home Establishment, 24 October 1942. Hospitalized again. To No.23 OTU, Pershore,17 February 1943 (attached to No.1501 Beam Approach Training Flight, 7 March 1943 before returning to instructional duty). Promoted Flying Officer, 16 March 1943. Attended Night Training Unit before going to No.405 Squadron, 31 October 1943 (23 sorties, 134.45 hours). Promoted Flight Lieutenant, 27 March 1944. To Repatriation Depot, 17 June 1944. Repatriated 12 August 1944. To No.168 (Heavy Transport) Squadron, 14 September 1944. To Release Centre, 23 October 1945. Released 29 October 1945. Medal sent by registered mail 10 June 1948. RCAF photo PL-19321 (ex UK-4510 dated 15 July 1943) shows P/O John Van Rassel of Timmins (left) and Flight Lieutenant John A. Spence ((Guelph) taken outside Buckingham Palace following investiture. RCAF photo PL-25520R (right) shows F/L A.J. VanRassel, DFC on return to Canada. Died at Copper Cliff, Ontario, 15 September 1984 as per Legion Magazine of December 1984. Warrant Officer Van Rassel has completed numerous operational sorties within the last two months. On the night of the 13th of July he was detailed to attack shipping at Tobruk. Extremely heavy gun fire was encountered and two flares ignited approximately 150 feet above the aircraft, causing it to be illuminated and caught by the searchlights. Despite these difficulties and the damage caused to the aircraft by the gun fire, Warrant Officer Van Rassel executed successful evasive tactics and later made a crash landing without injury to the crew or further serious damage to his aircraft. Although unable to return to his base for three days this officer returned to operational flying the day after his arrival. On three other occasions he experienced serious trouble with his engines but this did not deter him from completing his task. Warrant Officer Van Rassel has displayed continuous gallantry while his devotion to duty has set an example of the highest order. NOTE: Public Records Office Air 2/9606 has recommendation dated 3 November 1942: This Warrant Officer pilot joined No.40 Squadron on the 23rd of June 1942 on posting from No.4 Middle East Training School and after carrying out six operational sorties against the enemy as a second pilot, was appointed to the captaincy of a crew early in July. He has now completed 34 operational sorties comprising 237 hours, and of these 23 have been carried out in two months. This pilot has carried out all his operations brilliantly and has on many occasions displayed great courage and daring. For example, on the night of the 13th of July, when detailed to attacking shipping at Tobruk, extremely heavy anti-aircraft fire was encountered and two flares ignited approximately 150 feet above the aircraft causing it to be illuminated and caught by the searchlights. Bombs were dropped however, and many explosions were observed and although the aircraft had to descend to 6,000 feet to avoid flak which had already caused some damage to the aircraft, Warrant Officer Van Rassell [sic] successfully piloted the aircraft away from the target area. On returning to base, the aircraft ran sort of fuel and the pilot decided to refuel at Landing Ground 224 but owing to haze which obscured the ground, this could not be located. Accordingly, he made a successful belly landing without injury to the crew or serious damaged to the aircraft. Although he was unable to return to base for three days, this Warrant Officer returned to operational flying upon the day after his arrival. On three other occasions, namely on the 1st, the 9th and 14th of August, this Warrant Officer experienced serious trouble with his engines, his port engine catching fire on one occasion, but this did not deter him from completing his task. He has displayed continuous gallantly throughout the operations which he has carried out with this unit, while his devotion to duty has set an example to [of ?] the highest order to the remainder of the squadron. VAN RASSEL, F/L Anton John George, DFC (J16709) - Bar to Distinguished Flying Cross - No.405 Squadron - Award effective 1 September 1944 as per London Gazette dated 15 September 1944 and AFRO 2373/44 dated 3 November 1944. This officer has achieved many operational successes. He has displayed great courage in the face of danger and his determination to press home his attacks has set an inspiring example to all members of his squadron. Public Record Office Air 50/248 has a Combat Report for the night of 1st/2nd March 1944, Lancaster O/405, ND507 or JB507. Crew consisted of J16708 F/L A.J. Van Rassel, 141555 F/O G.F.W. Gillspie, 710165 Sergeant W. Howard, R109440 Warrant Officer F. Billingsley, R211205 Sergeant C.C.Y. Bergeron (mid-upper gunner, trained at No.9 BGS), J14183 F/O E.G. Gray (rear gunner, trained at No.9 BGS and No.22 OTU and 1043385 Sergeant C.O, Beadman. While on operations to Stuttgart on the night of March 1st, 1944 and in a position 48 degrees 50" North 09 degrees 30" East, Lancaster “O” Serial No.JB507 of 405 Squadron was attacked by a twin-engined fighter identified by the rear gunner as being a Me.210. The encounter took place at 19,000 feet altitude while flying at 145 I.A.S. on a heading of 070 degrees True. Visibility was good with 5/10 cloud tops at 12,000 feet and no moon. The enemy aircraft was first sighted by the rear gunner [Gray] silhoetted against the cloud at a range of 1,000 yards in the Starboard Quarter down. The enemy followed the bomber while closing in slowly on the Port Quarter down until it reached a position at 800 yards range at which time it banked towards the bomber and commenced to attack. The rear gunner held his fire until the range closed to 500 yards when he directed the pilot [Van Rassel] to corkscrew port, and opened fire with a short burst of 100 rounds total. The fighter then broke the attack by climbing on the port quarter and was not sighted again. There was no indication of imminent attack and the enemy aircraft did not open fire, no damage was caused to the fighter. Monica and Fishpond was reported unserviceable. Notes: Application for Operational Wing and Bar gives the following - First tour: 17 August 1941 to 23 September 1942 (42 sorties); Second tour: 5 October 1943 to 17 June 1944 (22 sorties), 445 hours ten minutes on operations. Flying accident, 14 July 1942, Wellington BB497, No.40 Squadron, operational sortie. Ran out of fuel and force landed on very rough ground. Repairable. Accident, 15 July 1943, Wellington III, serial X3453, No.23 OTU, Pershore. Category “E” damage (write-off). A night operational training flight. On return to field, pupil at controls, doing an overshoot, the port engine failed. Van Rassel, as instructor, managed to complete circuit, lost height slowly and made a wheels-up landing on grass beside runway. Two practice bombs exploded, fabric around bomb doors caught fire and this spread quickly over port wing and fuselage. Crash tender was there promptly and prevented fire from spreading. Mechanical failure in four cylinders. “The aircraft was in a very critical state when the port engine failed, and in the circumstances it is considered that the pilot put up a very creditable performance in landing his crew safely without injury. It is recommended that this feat is worthy of official commendation.” The crew of the Wellington on this occasion was J16709 P/O A.J.C. Van Rassel (screened pilot, 161 hours on type, 818 hours on all types), 134045 F/O A.W. Batchelor (screened navigator, Canadian in the RAF), 131138 F/O J.C. Chapman (screened WOP), R130823 Sergeant G.W. Howard (pupil pilot, 41 hours on type, 218 hours on all types), J14791 P/O A.E. Beyack (pupil navigator), 1293398 Sergeant C.C. King (pupil WOP), J21984 P/O A. Chorneyko (pupil air bomber), R151463 Sergeant A.M. Fournier (pupil air gunner) and R154047 Sergeant J.C. Labreque (pupil air gunner). Van Rassel’s own account is remarkable: I was screening a pupil crew on a bombing detail in aircraft X3453 on the night of 15th July 1943, and we came back to the aerodrome and did a circuit at one thousand feet on the downwind leg. We signalled for permission to land and received a red from the ACP. I then ordered the student to continue on his circuit and do an overshoot at three thousand feet. We reached three hundred feet and the student opened the throttle and selected wheels up; at this time we had twenty degrees of flap on. We crossed the aerodrome boundary and had gone a few hundred yards up the runway when the port engine started to surge. Finally there was a violent explosion and the revs and boost dropped off. I ordered the student to feather and called up control giving them the distress signal (Mayday). By this time we had turned off to port so we continued to port in a flat turn. The airspeed was one hundred miles per hour and rapidly losing height. I decided to lower the wheels but as the aerodrome was not in sight and we were at approximately two hundred feet I decided that the possibilities of making a landing on wheels did not exist. I put on full flap and started pumping on the emergency pump. We crossed over the aerodrome boundary at about seventy-five feet, still turning, and I attempted to land the aircraft on the grass. I succeeded in this and ended up to the left of the runway in use. As soon as the aircraft stopped, there was a couple of explosions and the aircraft caught fire. The crew discipline of the student crew was excellent; they showed no signs of panic and when ordered to do so, immediately took up crash positions. Immediately after feathering, I called control, giving them the distress call (Mayday). I immediately received a green from the ACP. The fire tender and crew arrived very quickly and dealt promptly with the fire, preventing the entire aircraft from being destroyed by fire. Summary of flying dated 17 July 1945 gave types and hours as follows: Fleet Finch (23.45 solo, 30.05 dual); Harvard (38.00 solo, 42.10 dual), Wellington (555.10 as captain, 222.10 as second pilot), Lancaster (233.05 as captain, 10.20 as second pilot), Oxford (36.00 as captain, 11.25 as second pilot), Liberator (178.35 as second pilot), Fortress (51.45 as second pilot), C-47 (one hour as second pilot), Beechcraft (4.15 as second pilot).. Selected Assessments: “This officer has been a keen pilot during the time at this OTU and has shown average ability. He failed his CFS course and was not employed as a full time instructor.” (S/L G.G. Davies, DSO, No.23 OTU, 13 November 1943) “This officer, by his cooperation and ability to present new ideas and alterations for improvements, has always been an asset to the flight. As he was an experienced operational pilot, he has always encourage by his example the less experienced captains and crews.” (S/L J.R. McDonald, No.405 Squadron, 19 June 1945). Training: Interviewed 27 May 1940 by F/O G.L. Lumsden - “Keen, well built, bright. Appears to possess good make-up for Air Crew training.” Course at No.1 ITS was 14 October to 15 November 1940. Courses in Mathematics (71/100), Armament, practical and oral (66/100), Visual Link (80/100), Drill (79/100), Law and Discipline (88/100). Placed 208th in a class of 224. “Good pilot, excellent type” with second recommendation for Air Gunner. Course at No.11 EFTS was 17 November to 4 January 1941. Fleet Finch (30.05 dual, 23.45 solo plus 3.20 in Link). “Very studious on his flying and is determined to make good. Essentially interested in becoming a bomber pilot and is recommend as so. Good sense of leadership.” (P.M. Boisvert, Chief Flying Instructor, 4 January 1941). Ground courses in Airmanship (164/200), Airframes (193/200), Aero Engines (193/200), Signals, practical (45/50), Theory of Flight (79/100), Air Navigation (164/200), Armament, oral (196/200), Qualities as an NCO (180/200). Placed first in a class of 32. “Exceptionally bright young man. Should make a first class NCO.” (J. Gordon Elliott, Chief Ground Instructor). Deemed unsuitable for commission. Course at No.9 SFTS was 9 February to 26 April 1941. Harvard II aircraft (38.10 day dual, 35.35 day solo, 5.00 night dual, 2.25 night solo, 10.55 in Link. “A low average pilot - navigation average.” Ground courses in Maintenance (43/50), Airmanship (109/150), Armament, written (70/100), Armament, practical (77/100), Air Navigation (167/200), Signals, written (75/100), Signals, practical with lamp (44/50). Placed 35 in a class of 59 and deemed suitable for commission. Classified as “average” in formation flying, navigation, night flying, instrument flying, determination and initiative. determination and initiative.position 48̊50" North 09̊30" East, Lancaster “O” Serial No.JB507 of 405 Squadron was attacked by a twin-engined fighter identified by the rear gunner as being a Me.210. The encounter took place at 19,000 feet altitude while flying at 145 I.A.S. on a heading of 070̊ True. Visibility was good with 5/10 cloud tops at 12,000 feet and no moon. The enemy aircraft was first sighted by the rear gunner [Gray] silhoetted against the cloud at a range of 1,000 yards in the Starboard Quarter down. The enemy followed the bomber while closing in slowly on the Port Quarter down until it reached a position at 800 yards range at which time it banked towards the bomber and commenced to attack. The rear gunner held his fire until the range closed to 500 yards when he directed the pilot [Van Rassel] to corkscrew port, and opened fire with a short burst of 100 rounds total. The fighter then broke the attack by climbing on the port quarter and was not sighted again. There was no indication of imminent attack and the enemy aircraft did not open fire, no damage was caused to the fighter. Monica and Fishpond was reported unserviceable.Notes: Application for Operational Wing and Bar gives the following - First tour: 17 August 1941 to 23 September 1942 (42 sorties); Second tour: 5 October 1943 to 17 June 1944 (22 sorties), 445 hours ten minutes on operations.Flying accident, 14 July 1942, Wellington BB497, No.40 Squadron, operational sortie. Ran out of fuel and force landed on very rough ground. Repairable.Accident, 15 July 1943, Wellington III, serial X3453, No.23 OTU, Pershore. Category “E” damage (write-off). A night operational training flight. On return to field, pupil at controls, doing an overshoot, the port engine failed. Van Rassel, as instructor, managed to complete circuit, lost height slowly and made a wheels-up landing on grass beside runway. Two practice bombs exploded, fabric around bomb doors caught fire and this spread quickly over port wing and fuselage. Crash tender was there promptly and prevented fire from spreading. Mechanical failure in four cylinders. “The aircraft was in a very critical state when the port engine failed, and in the circumstances it is considered that the pilot put up a very creditable performance in landing his crew safely without injury. It is recommended that this feat is worthy of official commendation.”The crew of the Wellington on this occasion was J16709 P/O A.J.C. Van Rassel (screened pilot, 161 hours on type, 818 hours on all types), 134045 F/O A.W. Batchelor (screened navigator, Canadian in the RAF), 131138 F/O J.C. Chapman (screened WOP), R130823 Sergeant G.W. Howard (pupil pilot, 41 hours on type, 218 hours on all types), J14791 P/O A.E. Beyack (pupil navigator), 1293398 Sergeant C.C. King (pupil WOP), J21984 P/O A. Chorneyko (pupil air bomber), R151463 Sergeant A.M. Fournier (pupil air gunner) and R154047 Sergeant J.C. Labreque (pupil air gunner). Van Rassel’s own account is remarkable: I was screening a pupil crew on a bombing detail in aircraft X3453 on the night of 15th July 1943, and we came back to the aerodrome and did a circuit at one thousand feet on the downwind leg. We signalled for permission to land and received a red from the ACP. I then ordered the student to continue on his circuit and do an overshoot at three thousand feet. We reached three hundred feet and the student opened the throttle and selected wheels up; at this time we had twenty degrees of flap on. We crossed the aerodrome boundary and had gone a few hundred yards up the runway when the port engine started to surge. Finally there was a violent explosion and the revs and boost dropped off. I ordered the student to feather and called up control giving them the distress signal (Mayday). By this time we had turned off to port so we continued to port in a flat turn. The airspeed was one hundred miles per hour and rapidly losing height. I decided to lower the wheels but as the aerodrome was not in sight and we were at approximately two hundred feet I decided that the possibilities of making a landing on wheels did not exist. I put on full flap and started pumping on the emergency pump. We crossed over the aerodrome boundary at about seventy-five feet, still turning, and I attempted to land the aircraft on the grass. I succeeded in this and ended up to the left of the runway in use. As soon as the aircraft stopped, there was a couple of explosions and the aircraft caught fire. The crew discipline of the student crew was excellent; they showed no signs of panic and when ordered to do so, immediately took up crash positions. Immediately after feathering, I called control, giving them the distress call (Mayday). I immediately received a green from the ACP. The fire tender and crew arrived very quickly and dealt promptly with the fire, preventing the entire aircraft from being destroyed by fire.Summary of flying dated 17 July 1945 gave types and hours as follows: Fleet Finch (23.45 solo, 30.05 dual); Harvard (38.00 solo, 42.10 dual), Wellington (555.10 as captain, 222.10 as second pilot), Lancaster (233.05 as captain, 10.20 as second pilot), Oxford (36.00 as captain, 11.25 as second pilot), Liberator (178.35 as second pilot), Fortress (51.45 as second pilot), C-47 (one hour as second pilot), Beechcraft (4.15 as second pilot)..Selected Assessments: “This officer has been a keen pilot during the time at this OTU and has shown average ability. He failed his CFS course and was not employed as a full time instructor.” (S/L G.G. Davies, DSO, No.23 OTU, 13 November 1943)“This officer, by his cooperation and ability to present new ideas and alterations for improvements, has always been an asset to the flight. As he was an experienced operational pilot, he has always encourage by his example the less experienced captains and crews.” (S/L J.R. McDonald, No.405 Squadron, 19 June 1945).Training: Interviewed 27 May 1940 by F/O G.L. Lumsden - “Keen, well built, bright. Appears to possess good make-up for Air Crew training.”Course at No.1 ITS was 14 October to 15 November 1940. Courses in Mathematics (71/100), Armament, practical and oral (66/100), Visual Link (80/100), Drill (79/100), Law and Discipline (88/100). Placed 208th in a class of 224. “Good pilot, excellent type” with second recommendation for Air Gunner.Course at No.11 EFTS was 17 November to 4 January 1941. Fleet Finch (30.05 dual, 23.45 solo plus 3.20 in Link). “Very studious on his flying and is determined to make good. Essentially interested in becoming a bomber pilot and is recommend as so. Good sense of leadership.” (P.M. Boisvert, Chief Flying Instructor, 4 January 1941). Ground courses in Airmanship (164/200), Airframes (193/200), Aero Engines (193/200), Signals, practical (45/50), Theory of Flight (79/100), Air Navigation (164/200), Armament, oral (196/200), Qualities as an NCO (180/200). Placed first in a class of 32. “Exceptionally bright young man. Should make a first class NCO.” (J. Gordon Elliott, Chief Ground Instructor). Deemed unsuitable for commission.Course at No.9 SFTS was 9 February to 26 April 1941. Harvard II aircraft (38.10 day dual, 35.35 day solo, 5.00 night dual, 2.25 night solo, 10.55 in Link. “A low average pilot - navigation average.” Ground courses in Maintenance (43/50), Airmanship (109/150), Armament, written (70/100), Armament, practical (77/100), Air Navigation (167/200), Signals, written (75/100), Signals, practical with lamp (44/50). Placed 35 in a class of 59 and deemed suitable for commission. Classified as “average” in formation flying, navigation, night flying, instrument flying, determination and initiative.No.22 OTU) and 1043385 Sergeant C.O. Beadman. While on operations to Stuttgart on the night of March 1st, 1944 and in a position 48̊50" North 09̊30" East, Lancaster “O” Serial No.JB507 of 405 Squadron was attacked by a twin-engined fighter identified by the rear gunner as being a Me.210. The encounter took place at 19,000 feet altitude while flying at 145 I.A.S. on a heading of 070̊ True. Visibility was good with 5/10 cloud tops at 12,000 feet and no moon. The enemy aircraft was first sighted by the rear gunner [Gray] silhoetted against the cloud at a range of 1,000 yards in the Starboard Quarter down. The enemy followed the bomber while closing in slowly on the Port Quarter down until it reached a position at 800 yards range at which time it banked towards the bomber and commenced to attack. The rear gunner held his fire until the range closed to 500 yards when he directed the pilot [Van Rassel] to corkscrew port, and opened fire with a short burst of 100 rounds total. The fighter then broke the attack by climbing on the port quarter and was not sighted again. There was no indication of imminent attack and the enemy aircraft did not open fire, no damage was caused to the fighter. Monica and Fishpond was reported unserviceable.Notes: Application for Operational Wing and Bar gives the following - First tour: 17 August 1941 to 23 September 1942 (42 sorties); Second tour: 5 October 1943 to 17 June 1944 (22 sorties), 445 hours ten minutes on operations.Flying accident, 14 July 1942, Wellington BB497, No.40 Squadron, operational sortie. Ran out of fuel and force landed on very rough ground. Repairable.Accident, 15 July 1943, Wellington III, serial X3453, No.23 OTU, Pershore. Category “E” damage (write-off). A night operational training flight. On return to field, pupil at controls, doing an overshoot, the port engine failed. Van Rassel, as instructor, managed to complete circuit, lost height slowly and made a wheels-up landing on grass beside runway. Two practice bombs exploded, fabric around bomb doors caught fire and this spread quickly over port wing and fuselage. Crash tender was there promptly and prevented fire from spreading. Mechanical failure in four cylinders. “The aircraft was in a very critical state when the port engine failed, and in the circumstances it is considered that the pilot put up a very creditable performance in landing his crew safely without injury. It is recommended that this feat is worthy of official commendation.”The crew of the Wellington on this occasion was J16709 P/O A.J.C. Van Rassel (screened pilot, 161 hours on type, 818 hours on all types), 134045 F/O A.W. Batchelor (screened navigator, Canadian in the RAF), 131138 F/O J.C. Chapman (screened WOP), R130823 Sergeant G.W. Howard (pupil pilot, 41 hours on type, 218 hours on all types), J14791 P/O A.E. Beyack (pupil navigator), 1293398 Sergeant C.C. King (pupil WOP), J21984 P/O A. Chorneyko (pupil air bomber), R151463 Sergeant A.M. Fournier (pupil air gunner) and R154047 Sergeant J.C. Labreque (pupil air gunner). Van Rassel’s own account is remarkable: I was screening a pupil crew on a bombing detail in aircraft X3453 on the night of 15th July 1943, and we came back to the aerodrome and did a circuit at one thousand feet on the downwind leg. We signalled for permission to land and received a red from the ACP. I then ordered the student to continue on his circuit and do an overshoot at three thousand feet. We reached three hundred feet and the student opened the throttle and selected wheels up; at this time we had twenty degrees of flap on. We crossed the aerodrome boundary and had gone a few hundred yards up the runway when the port engine started to surge. Finally there was a violent explosion and the revs and boost dropped off. I ordered the student to feather and called up control giving them the distress signal (Mayday). By this time we had turned off to port so we continued to port in a flat turn. The airspeed was one hundred miles per hour and rapidly losing height. I decided to lower the wheels but as the aerodrome was not in sight and we were at approximately two hundred feet I decided that the possibilities of making a landing on wheels did not exist. I put on full flap and started pumping on the emergency pump. We crossed over the aerodrome boundary at about seventy-five feet, still turning, and I attempted to land the aircraft on the grass. I succeeded in this and ended up to the left of the runway in use. As soon as the aircraft stopped, there was a couple of explosions and the aircraft caught fire. The crew discipline of the student crew was excellent; they showed no signs of panic and when ordered to do so, immediately took up crash positions. Immediately after feathering, I called control, giving them the distress call (Mayday). I immediately received a green from the ACP. The fire tender and crew arrived very quickly and dealt promptly with the fire, preventing the entire aircraft from being destroyed by fire.Summary of flying dated 17 July 1945 gave types and hours as follows: Fleet Finch (23.45 solo, 30.05 dual); Harvard (38.00 solo, 42.10 dual), Wellington (555.10 as captain, 222.10 as second pilot), Lancaster (233.05 as captain, 10.20 as second pilot), Oxford (36.00 as captain, 11.25 as second pilot), Liberator (178.35 as second pilot), Fortress (51.45 as second pilot), C-47 (one hour as second pilot), Beechcraft (4.15 as second pilot)..Selected Assessments: “This officer has been a keen pilot during the time at this OTU and has shown average ability. He failed his CFS course and was not employed as a full time instructor.” (S/L G.G. Davies, DSO, No.23 OTU, 13 November 1943)“This officer, by his cooperation and ability to present new ideas and alterations for improvements, has always been an asset to the flight. As he was an experienced operational pilot, he has always encourage by his example the less experienced captains and crews.” (S/L J.R. McDonald, No.405 Squadron, 19 June 1945).Training: Interviewed 27 May 1940 by F/O G.L. Lumsden - “Keen, well built, bright. Appears to possess good make-up for Air Crew training.”Course at No.1 ITS was 14 October to 15 November 1940. Courses in Mathematics (71/100), Armament, practical and oral (66/100), Visual Link (80/100), Drill (79/100), Law and Discipline (88/100). Placed 208th in a class of 224. “Good pilot, excellent type” with second recommendation for Air Gunner.Course at No.11 EFTS was 17 November to 4 January 1941. Fleet Finch (30.05 dual, 23.45 solo plus 3.20 in Link). “Very studious on his flying and is determined to make good. Essentially interested in becoming a bomber pilot and is recommend as so. Good sense of leadership.” (P.M. Boisvert, Chief Flying Instructor, 4 January 1941). Ground courses in Airmanship (164/200), Airframes (193/200), Aero Engines (193/200), Signals, practical (45/50), Theory of Flight (79/100), Air Navigation (164/200), Armament, oral (196/200), Qualities as an NCO (180/200). Placed first in a class of 32. “Exceptionally bright young man. Should make a first class NCO.” (J. Gordon Elliott, Chief Ground Instructor). Deemed unsuitable for commission.Course at No.9 SFTS was 9 February to 26 April 1941. Harvard II aircraft (38.10 day dual, 35.35 day solo, 5.00 night dual, 2.25 night solo, 10.55 in Link. “A low average pilot - navigation average.” Ground courses in Maintenance (43/50), Airmanship (109/150), Armament, written (70/100), Armament, practical (77/100), Air Navigation (167/200), Signals, written (75/100), Signals, practical with lamp (44/50). Placed 35 in a class of 59 and deemed suitable for commission. Classified as “average” in formation flying, navigation, night flying, instrument flying, determination and initiative.