JOWETT, FS (now P/O) Moris Spencer (R201444) - Distinguished Flying Medal - No.431 Squadron - Award effective 5 June 1945 as per London Gazette of that date and AFRO 1147/45 dated 13 July 1945. Born 28 May 1925 in Rochdale, Lancashire; home at Eaton Rapids, Michigan. Enlisted in Windsor, 3 February 1943 and posted to No.2 Manning Depot. To No.11 SFTS (guard), 24 March 1943. To No.3 Repair Depot, 14 May 1943. To No.7 ITS, 26 June 1943; graduated and promoted LAC, 3 September 1943 but not posted to No.1 Air Gunner Ground Training School until 1 October 1943; to No.3 BGS, 12 November 1943; graduated and promoted Sergeant, 23 December 1943. To “Y” Depot, 14 January 1944. To No.4 Aircrew Graduate Training School, 16 January 1944. To “Y” Depot, Lachine, 11 February 1944. Taken on strength of No.3 PRC, Bournemouth, 5 March 1944. Commissioned 3 April 1945. Repatriated 9 July 1945. To No.1 Composite Training School, 20 July 1945. Promoted Flying Officer, 3 October 1945. Retired 23 November 1945. Lived in Michigan most of his life but moved to Canada in 1998. Died in Sunnybrook Hospital, Toronto, 15 May 2008. Cited with FS Donald E. Gwynne-Vaughan (RCAF air gunner), which see for citation. // DHist file 181.009 D.1634 (RG.24 Volume 20604) has recommendation by W/C W.F. McKinnon dated 27 March 1945 when he had flown 36 sorties (227 hours 49 minutes): // 7 August 1944 - Caen (4.05) // 11 August 1944 - Bois de Casson (5.05) // 14 August 1944 - Falaise (4.51) // 15 August 1944 - Soesterburg (4.00) // 18 August 1944 - Bremen (5.09) // 18 August 1944 - name of target indecipherable (5.50) // 25 August 1944 - Brest (4.56) // 27 August 1944 - Marquis (3.20) // 31 August 1944 - Cezembre (5.19) // 18 September 1944 - Domburg (4.27) // 20 September 1944 - Calais (3.18) // 25 September 1944 - Calais (5.00) // 28 September 1944 - Cap Gris Nez (3.45) // 4 October 1944 - Bergen name of target indecipherable (6.59) // 6 October 1944 - Dortmund (7.02) // 14 October 1944 - Duisburg (5.32) // 14 October 1944 - Duisburg (6.10) // 15 October 1944 - Wilhelmshaven (5.35) // 23 October 1944 - Essen (5.55) // 30 November 1944 - Duisburg (5.55) // 21 December 1944 - Cologne (6.31) // 28 December 1944 - Opladen (6.25) // 30 December 1944 - Cologne (6.34) // 2 January 1945 - Nuremburg (9.00) // 5 January 1945 - Hanover (5.49) // 6 January 1945 Hanau (7.52) // 7 January 1945 - Munich (8.55) // 14 January 1945 - Merseburg (8.38) // 1 February 1945 - Mannheim (7.45) // 2 February 1945 - Weisbaden (6.30) // 4 February 1945 - Bonn (6.14) // 7 February 1945 - Goch (6.14) // 13 February 1945 - Dresden (10.25) // 16 February 1945 - Chemnitz (8.45) // 20 February 1945 - Dortmund (6.36) // 27 February 1945 - Pforzheim (8.29) // 7 March 1945 - Dessau (9.36) // Throughout his tour, Flight Sergeant Jowett (Air Gunner) has shown himself to be a fearless and highly skilled member of his crew. He has at all times displayed a splendid offensive spirit and a great coolness in the face of enemy fire. On a trip to Pforzheim his aircraft was attacked eight times by Ju.88s, but every attack was successfully beaten off by the exemplary teamwork and efficiency of the gunners. On another occasion, despite the fact that only one of his guns was serviceable and his sights had been blown away, he scored a damaged on a Ju.88. // For coolness and daring under the most difficult circumstances and for great skill as a gunner, I strongly recommend the immediate award of the Distinguished Flying Medal to this NCO. // RCAF Press Release No.8893 dated 23 February 1945 from Sergeant J. Badger, transcribed by Huguette Mondor Oates, reads: // WITH THE RCAF BOMBER GROUP IN BRITAIN: -- The last trip on the tour of Flight Sergeant Morris Jowett, Eaton Rapids, Mich., (612 State Street), was one he will remember for some time to come. He shot down an enemy jet-propelled plane from the turret of a Lancaster bomber. // The encounter took place when returning from a raid on a synthetic oil refinery near Leipzig. The skipper, F/O Andrew Huchala, Blairmore, Alberta, saw “a light ahead and to one side moving at terrific speed”. He pointed it out to the rear gunner and to his mid-upper mate, F/S George Beck, 34 Beaconsfield Avenue, Toronto, Ontario. Several times the jet-propelled enemy plane attacked, and the pilot tried desperately to evade the faster and lighter aircraft taking advantage of the knowledge that the jet-job was not easily manoeuvered. // After several attempts to turn the Lancaster into suitable position for firing, Huchala wheeled the bomber into a very tight turn toward the enemy so sharp it almost flipped on its back. Just as the Lancaster turned into the other plane, Jowett let the Nazi have 200 to 250 rounds. The Hun shot past, dived through the thin clouds and crashed into the hills below exploding with a blinding flash. The “kill” was confirmed officially, and Jowett and the rest of his crew have finished their tour safely.

SPENCE, FS Robert Leslie (R78542, later J17284) - Distinguished Flying Medal - No.40 Squadron - Award effective 25 February 1943 as per London Gazette dated 26 February 1942 and AFRO 513/43 dated 26 March 1943. Born 11 October 1918 in Chatham, Ontario. Educated at McKeough Public School (Chatham, Ontario, 1924-1928), Secondary School No.16, Howard Township, Kent Country (1928-1932) and Ridgetown High School and Agricultural School (1932-1937). Home in Highgate, Ontario (far, hand, 1937-1939; Woolworth store stockman, April to November 1939; farm hand thereafter); enlisted in London, Ontario, 8 October 1940. To Rockcliffe, 25 October 1940. To No.1 ITS, 3 January 1941; graduated and promoted LAC, 8 February 1941 but not posted to No.10 EFTS until 21 February 1941; graduated 22 April 1942 and posted to No.1 Manning Depot; to No.8 SFTS, 2 May 1941; graduated and promoted Sergeant, 27 July 1941. To Embarkation Depot, 28 July 1941; embarked from Canada, 24 August 1941. Taken on strength of No.3 PRC, Bournemouth, 2 September 1941. To No.22 OTU, 16 September 1941. To No.15 OTU (Harwell), 16 February 1942. To Overseas Air Delivery Unit, 23 February 1942. Taken on strength of RAF Middle East, 26 February 1942. To Wastage Pool, Middle East, 28 February 1942. To No205 Group, No.238 Wing, 8 March 1942. To No.40 Squadron, 10 May 1942. Missing 8 October 1942, then reported safe, 4 November 1942. Commissioned 15 January 1943. To No.22 Personnel Transit Center, 28 February 1943. To United Kingdom, 13 March 1943, embarking at Takoradi on 21 March 1943 and disembarking in England, 9 April 1943. To RCAF Overseas Headquarters, 24 April 1943. Promoted Flying Officer, 15 July 1943. Repatriated via Rockcliffe, 14 May 1943. To AFHQ, 25 May 1943 for intense propaganda tour. To No.36 OTU, Greenwood, 5 September 1943. To AFHQ for special duties, 8 October 1943. To No.6 SFTS, Dunnville, 14 November 1943 (refresher course). To No.3 Training Command, Montreal, 16 February 1944. To No.3 Aircrew Graduate Training School, Three Rivers, 18 June 1944. To Mountain View, 3 July 1944. To Pennfiekld Ridge, 28 July 1944. To No.165 (Transport) Squadron, 29 August 1944. To No.168 (Heavy Transport) Squadron, Rockcliffe, 6 January 1945. Promoted Flight Lieutenant, 15 January 1945. To Pennfield Ridge, 15 April 1945. To Station Moncton, for service with No.164 (Transport) Squadron, 18 June 1945. Unit predesignated No.426 Squadron, 1 August 1946. To Western Air Command, 9 December 1946. Retired 6 January 1947. Award presented by King George VI, 11 May 1943. Died in Vancouver, 20 April 1995 as reported in Legion Magazine of August 1995. See photo PL-15872 (ex UK-4021 dated14 May 1943 - following investiture with FS John B. Wood (RAAF) and Mrs. N.I. Butterliss of London, England, their guest of the day and mother of their gunner who was wounded and taken prisoner; PL-15873 (ex-UK-4022 dated 14 May 1943, same group and occasion, Spence left, Wood right; PL-15868 (ex UK-4016 dated 14 May 1945), same group and occasion, Spence left, Wood right . The following photographs were taken on his return to Canada with John Wood: PL-17031 on left, with FS John Woods (Australian) visiting war factories in Canada; PL-17393 same pair, Irvin Air Chute Factory, Fort Erie; PL-17395 same pair again; PL-17400, ditto (Wood on left); PL-17403, Spence (left) and Wood (right) at Niagra Falls; PL-17428 Spence left, Wood right in a shoe factory. PL-20170 with Wood in Canada; PL-20172, Spence, Mary Stevens, FS Woods. This airman has completed numerous missions, many of them as captain of aircraft. In October 1942, during an attack on Tobruk, his aircraft was badly damaged by anti-aircraft fire and he and his crew were forced to abandon it near El-Aden. Flight Sergeant Spence with two of his comrades set out on a long trek to our lines at El Alamein. One of the party was compelled to drop behind but for twenty-eight days Flight Sergeant Spence and his companion continued the journey. They successfully evaded enemy columns and camps and were eventually saved by a British patrol. Since reaching safety, Flight Sergeant Spence has participated in four attacks on Tunis and Sousse. This airman has displayed great courage, fortitude and devotion to duty. The following is an extract from an official RAAF history, Air War Against Germany and Italy, 1939-1943 by John Herington (Canberra, Australian War Memorial), p.361. A photograph in the book also identifies Sergeant J.K. Wood and Warrant Officer R.S. Spence who had “walked 350 miles in about three weeks to Allied lines via the Qattara Depression”. After noting that the regularity of Wellington raids and the high standard of serviceability (contrasting significantly with enemy efforts), it listed several RAAF members of No.40 Squadron, and went on to state: Unshakable faith in themselves and the purpose of their fighting gave a mental stimulus which led them at times to attempt the almost impossible. Thus, on 8th October when a Wellington of No.40 Squadron caught fire while circling Tobruk and had to be abandoned near Capuzzo, the four survivors from the crew were not downcast. They were then more than 300 miles from the British front positions even in a straight line long which lay the whole enemy army. To the south lay desert where evasion was ;possible but chances of survival slim. The only supplies which they could muster between them were three filled water bottles, six tins of bully beef, a few biscuits, milk tablets, chocolate, toffee and chewing gum, Benzedrine, matches and four small compasses. Only one of these men, Sergeant [J.K]. Wood, was an Australian, but his mental and physical toughness were of great importance in this adventure. At dawn the men began to walk eastwards until 4 p.m., stopping only at a cairn filled with rainwater, from which they drank and filled an abandoned two=gallon tin which they found nearby. On the fourth day they crossed the frontier into Egypt but two of the party were already weak and footsore and suffering badly from the heat. On the sixth day while they were still within easy reach of the railway, one man decided he could go no farther and headed northwards towards the coast. Two days later, when south of Sidi Barrani, the second man was also forced to abandon the attempt to escape. Wood and his pilot now had left only four tins of meat, three of chocolate, a few biscuits and milk tablets and two gallons of water. This they arranged to last for twelve days, and confident of their own endurance they headed south-eastward into the desert. Heat and sandstorms gave them little rest but they pushed on each night, their shoes falling apart and finally held together with wire. By the eighteen day, “sleep was almost impossible, partly because of exhaustion and mostly because of the continual gnawing in our stomachs and the thoughts of food and cool drinks that we could not keep out of our minds.” Despite the frugal and determined rationing., their food and nearly all their water had been consumed by the twentieth day, but they now fell in with several parties of Bedouin camel drivers from whom they secured a few dates and rice. They had no knowledge of the fierce battle then raging at El Alamein, but on the 2nd November (the twenty-fourth day) when near El Maghra, they heard a motor lorry in the distance. Heading northwards they met elements of a British armoured unit which arranged for them to be sent to their squadron. A more detailed account was written by Ron Dodds, “The Long Walk Home: The Story of a Canadian Pilot’s 400-Mile Desert Trek”, Legionary, August 1966. See Sweeping The Skies:A History of No.40 Squadron, RFC and RAF, 1916-56 by David Gunby (Bishop Auckland:The Pentland Press,1995). The appendix identifies the aircraft as Wellington DV504 “G” , identifies the cause of loss as “engine failure” . The book and casualty signals identify the crew as Flight Sergeant R.I. Spence (RCAF, evaded), 1269807 Sergeant K. Bowhill (Dagenham, Kent, POW), R75616 Sergeant C.C. Hill, RCAF (POW, home in Kitchener), Aus 403540 Sergeant J.K. Wood (RAAF from Hornsby, New South Wales, evaded), 749479 Sergeant E.A. Linforth (Coventry, POW) and 1272144 Sergeant A.W. Butteriss (London, POW). On pages 215-216 the following narrative describes the evasion: All six crew escaped from the aircraft safely, but the observer and second pilot were quickly captured. The other four - Spence, the wireless operator (Sergeant J.K. Wood, RAAF) and the gunners (Sergeants A.W. Butteriss and E.A. Linforth) - set out for the British lines, some 300 miles to the east. They had between them four sall compasses, three full water bottles, sixteen packets of hard biscuits, six tins of bully beef, some chewing gum, chocolate, toffee and milk tablets. On the first two days they were fortunate to find supplies of water and a two-gallon can in which they could carry additional water. On the sixth day Sergeant Butteriss, who had exacerbated an ankle injury on landing, could go no further. Aware that this might happen, they had travelled close to the coast, and they were able to leave him sufficient food and water to get himself to the coast road, captivity and medical help. The other three headed eastwards, and by the eighth night were south of Sidi Barrani. But Linforth, who had also injured his ankle on landing, could go no further, and he too was left with sufficient food and drink to reach the coast and safety. Spence and Wood now had between them four tins of bully beef, three tins of chocolate, sixteen biscuits and some milk tablets along with three full water bottles and about a gallon and a half of water in the can. They had been eight days on the march, and estimated that another twelve should bring them to safety. In fact it was not until the 24th day that they encountered a British patrol north of El Maghra, and though they rationed their food strictly, and received generous assistance from groups of Bedouins whom they encountered, they ran out of food on the nineteenth night. Only two further encounters with Bedouins saved them. The book goes on to relate how the Commanding Officer, W/C R.E. Ridgeway, recalled events: The Army gave them a meal and drink, but they refused to wash, change or do anything till they had reached the Squadron. They were flown to the Squadron, where I had them placed into sick quarters, not because they were ill, but to give them the pleasure of a proper bed and bath. After a few days of “sick” treatment, I sent them on leave. They only wanted to go to Palestine, and as that was out of bounds, I gave them a “To whom it may concern” open letter, giving details of their epic walk, lent them my Squadron light communications aircraft, a Magister, and sent them to Palestine. Everywhere they landed they got the VIP treatment. An RCAF press release dated 22 May 1943 described his adventure as follows: After being given up for dead, and actually sleeping in a tomb. P/O Robert E. Spence, DFM of Highgate, Ontario is back in Canada with quite a reputation as a pedestrian. P/O Spence’s reputation began the night of October 8, 1942 when his Wellington bomber was shot up during a raid on Tobruk. The port engine was hit and it immediately packed up, hundreds of miles inside enemy territory. The Wimpy lost altitude rapidly, and it was decided to bale out. Four of the crew got together again on the ground, but the tail gunner had s shrapnel wound, and another member had a recurrence of an old ankle injury. On their suggestion they were left behind near railway trucks where they would be picked up and taken care of, while Spence and his Australian air gunner, Sergeant Johnny Wood, would try to walk back to the British lines. Wood now has come to Canada to train as a pilot. They had a few cans of bully beef, a can of tomato juice, emergency dinghy rrations and escape kits. The Horlick’s tablets proved to be their salvation. They kept up their strength and didn’t make them thirsty. The pair had to take plenty of detours to avoid enemy patrols and several times were chased by German aircraft. When they came across wrecked tanks they were able to collect precious salvage - water from radiators and canned food from the debris. Walking was very rough, and their service boots began to give them a lot of trouble, so they made rubber insoles, salvaged from a wrecked bomber, which proved a big help and enabled them to maintain a pretty fast pace. By day they suffered from extreme heat. At night the cold was bitter. Until they found two German blankets they had been using part of a parachute to wrap themselves in at night. Despite the fact that they were dead tired, they found it almost too cold to sleep. They got terribly thirsty at times, and one night when it poured rain they were able to collect water in the hollows of the lava rock. One day they stumbled across an Egyptian tomb and explored it in the hope of finding water. There was none. They cut weeds nearby, made mattresses and spent the night in the tomb. As they plodded through the Quattara Depression they were getting weary and almost exhausted, until they came across an Arab camp. They stayed with the Arabs for a few days to regain their strength and found the camel’s milk and the rice queer tasting stuff. Anxious to rejoin their squadron, the two airmen were soon on their way again. Their weight was dropping steadily as they struggled on, and the closing stages were cruel. It was a great moment in their lives when they sighted a British patrol some distance south of El Alamein. The pair, looking like a couple of scarecrows, were placed in a hospital for a few days, where they fully recovered and learned that they had been given up for dead. They went off to Palestine for a rest, and within two weeks had regained most of their lost weight. P/O Spence is happy to be back in England again, but would have liked to stay for the Tunisian campaign. Today it would take a lot of argument to entice him into anything which resembles a long stroll. Notes: Accident at No.22 OTU, 25 January 1942, Wellington Ic, serial R1773. “Pilot states that after four hours flying, port engine oil pressure dropped to zero pounds per square inch and temperature to 25 degrees C. The second pilot was sent immediately to pump oil from reserve tank into port engine, but engine stopped and aircrew and reduction gear fell off. Aircraft was force landed on runway at Hinton-in-the-Hedge with the undercarriage lowered by not locked.” The Technical Report read, “The reduction gear of the port engine flew off in the air owing to the oil tank having run dry. The excessive consumption which most certainly did occur was undoubtedly aggravated by the fact that although the flight lasted four hours, no fresh oil had been drawn from the overlocal [sic] tank.” General Remarks read, “Although this forced landing was primarily caused by a failure in crew drill and captaincy, the subsequent calm behavior of the two pilots and the captain’s good judgement led to a successful forced-landing in difficult circumstances. Every effort was made in the time available to lower and lock the undercarriage by the emergency system.” Application for Operational Wing dated 4 January 1944 listed the following sorties with No.40 Sqadron, all on Wellingtons - those from 25 December 1942 to 23 February 1943 were from Malta: 22 June 1942 - Temini (5.20) 24 June 1942 - Troop concentraion (6.25) 26 June 1942 - Sidi Barrani (6.20) 28 June 1942 - Sidi Barrani (4.55) 2 July 1942 - Sidi Barrani (4.00) 4 July 1942 - Sidi Barrani (5.35) 6 July 1942 - Tobruck (8.25) 11 July 1942 - Tobruck (8.40) 18 July 1942 - Tobruck (8.15) 20 July 1942 - Fuka (4.50) 23 July 1942 - Tobruck (6.55) 26 July 1942 - Army co-op (5.00) 29 July 1942 - Tobruck (8.15) 1 August 1942 - Tobruck (8.05) 4 August 1942 - Tobruck (7.20) 10 August 1942 - Tobruck (7.50) 24 August 1942 - Tobruck (8.23) 28 August 1942 - Battle Ground (4.50) 2 September 1942 - Battle Ground (4.30) 2 September 1942 - Battle Ground (2.35) 9 September 1942 - Tobruck (7.45) 15 September 1942 - Mersa Matruh (6.25) 20 September 1942 - Tobruck (8.35) 22 September 1942 - Tobruck (8.00) 27 September 1942 - Tobruck (8.30) 29 September 1942 - Solume (7.20) 8 October 1942 - Tobruck (6.00) 25 December 1942 - Suesse (3.50) 27 December 1942 - Tunis (4.20) 2 January 1943 - Suesse (4.45_ 5 January 1943 - Suesse (4.35) 8 January 1943 - Tripoli (4.00) 10 January 1943 - Tunis (4.35) 15 January 1943 - Tripoli (4.30 20 January 1943 - Palermo (7.25) 23 February 1943 - Gabes West (5.00) On 23 September 1943, while at No.36 OTU, he was reported having an anxiety state caused by a stressful overseas tour, insufficient rest and extended lecturing in Canada. This was further demonstrated by a letter dated 5 November 1943 (A.G.A. Spence, Ottawa Division, National War Finance Committee, to G/C D.E. McKell, Director of Personnel, AFHQ, expressing appreciation for his work with the Fifth Victory Loan campaign. It read in part, “I know that Bob has not been keen on public appearances but on the other hand he has at all times been extremely courteous in acceding to requests to speak at meetings. He has spoken at all hours of the day and night, from 7.30 a.m. one day until midnight another. He has at all times carried himself in such a manner as to be a very definite credit to the RCAF. We appreciate very greatly your courtesy in allowing him to help us, and hope that his experiences have not been too painful for him.”

JENKINS, F/L William Spencer (RAF 45650) - Air Force Cross - No.33 Air Navigation School, Hamilton, Ontario - Awarded 1 January 1944 as per London Gazette of that date as per London Gazette of that date and AFRO 113/44 dated 21 January 1944. This officer has been employed on flying instruction for more than two years, during which time he has carried out his duties in an outstanding manner. He is an excellent Flight Commander and by his ability as a pilot and his devotion to duty he has gained the respect of all other personnel in the school. Flight Lieutenant Jenkins has completed 1,240 flying hours by day and night.

SPENCE, Jeffrey Gordon, Master Corporal, CD - Meritorious Service Medal - awarded as per Canada Gazette dated 23 June 2010. From Wilmot, Nova Scotia.. Co-recipients were Master Corporal Joseph Arsenault, Major Jonathan Bouchard and Captain Jeffrey Middleton Powell. // On November 19, 2008, the aircrew of Rescue 903, a Cormorant Search and Rescue helicopter, rescued three stranded sailors from their rapidly sinking dredging barge off the coast of Yarmouth, Nova Scotia. The aircrew consisted of aircraft commander Captain Powell; first officer Major Bouchard; flight engineer Master Corporal Arsenault; and Master Corporal Spence, a search and rescue technician under training. Flying through hazardous, icy conditions, with winds of up to 40 knots and six-metre seas, the aircraft arrived on scene with minimal fuel to spare. Over the next hour, the crew proceeded to hoist the three sailors onboard the aircraft, one by one, as darkness approached. Shortly after the successful rescue, while the aircraft was proceeding to shore, the barge was reported sunk. Tremendous effort, focus on the mission and the utmost in aircrew coordination resulted in three lives being saved that day.