SPINK, P/O Thomas Benson (J18812) - Distinguished Flying Cross - No.432 Squadron - Award effective 22 January 1944 as per London Gazette dated 4 February 1944 and AFRO 644/44 dated 24 March 1944. Born in Vancouver, 1 April 1919; home there; back clerk (1937-1940) and crane driver (1940-1941); enlisted there 26 June 1941. Posted to No.2 Manning Depot, 28 September 1941. To No.36 EFTS (guard duty), 2 January 1942. To No.7 SFTS (guard duty), 21 January 1942. To No.2 ITS, 14 February 1942; graduated and promoted LAC, 11 April 1942 but not posted to No.19 EFTS until 25 April 1942; may have graduated 3 July 1942 but not posted to No.12 SFTS until 9 July 1942; graduated and promoted Sergeant, 23 October 1942. To “Y” Depot, 6 November 1942. Embarked for overseas, 22 November 1942; disembarked in Britain, 30 November 1942. To No.15 (Pilots) AFU, 23 February 1943. To No.22 OTU, 21 April 1943. Promoted Flight Sergeant, 23 April 1943. To No.432 Squadron, 30 June 1943. Attached to No.1535 Beam Approach Training Flight, 19-26 July 1943. Commissioned 22 September 1943. Attached to No.1670 (Conversion) Flight, 26 September to 10 October 1943. To No.62 Base (sick, sinus problems), 28 February 1944. Promoted Flying Officer, 22 March 1944. Returned to No.432 Squadron until 4 April 1944, Repatriated to Canada, 11 May 1944. To Western Air Command, date uncertain; to No.5 OTU, 15 September 1944; to No.9 Release Centre, 12 October 1945; retired 16 October 1945. Recalled for service in interim air force, 14 January 1946; to No.1 Composite Training School, 12 February 1946; to Western Air Command, 2 April 1946; to Patricia Bay, 18 April 1946; to Trenton, 10 May 1946; to Western Air Command Headquarters, 4 August 1946; to Prince Rupert, 12 August 1946; confirmed as Flying Officer, 1 October 1946 (26085). To Western Air Command Headquarters again, 8 November 1946. Posted to Sea Island (Vancouver), 1 March 1947. To Fort Nelson, 16 April 1947. To Northwest Air Command, 11 May 1948; to Edmonton, 1 July 1948. Released 28 July 1948. Award sent by registered mail 11 March 1949. Died in Vancouver, 4 March 1978. RCAF photos PL-26002 (ex UK-7988) and PL-26003 (ex UK-7990), both dated 8 February 1944 show him. Captions similar to those for PL-26829. RCAF photo PL-26829 (ex UK-7388 dated 20 January 1944) is captioned as follows: “Oxygen and oxygen masks have taken on a greater significance for this Lancaster pilot of the Leaside Squadron since his raid on the German capital. P/O T.B. Spink of Vancouver led his seven man crew over Berlin without oxygen and in a dangerous groggy state and successfully bombed the target before bringing crew and craft home safely. Former amateur boxer and rugger player, Spink was flying his own aircraft, ‘Bobby Boy’ which he recently named after his young son, Robert. On the way to the target, night fighters attacked scoring many hits on the bomber before it shook off the attackers. Cannon shells and machine gun slugs damaged most of the fuselage and the aircraft equipment. One bullet passed through the flight engineer’s panel, damaging the oxygen regulator and causing a serious leakage. Short of the target they ran out of the vital substance but kept right on and bombed on time. They then flew back to the coast, dropped down to a lower height over the sea and landed back at base groggy, tired and slightly ill but soon returned to normal.” Photo PL-24854 taken on his repatriation to Canada. // This officer was a pilot of an aircraft detailed to attack Berlin one night in January 1944. On the outward flight the aircraft was hit by bullets from a fighter. The oxygen supply began to leak. Despite this Pilot Officer Spink continued his mission although the target was still some 200 miles distant. In spite of much physical discomfort caused by the lack of oxygen, Pilot Spink reached and bombed his objective and afterwards flew the damaged aircraft back to base. He displayed great determination, fortitude and devotion to duty. // DHH file 181.009 D.5557 (RG.24 Volume 20668) has original recommendation drafted 6 January 1944 when he had flown 19 ½ sorties (117 hours eight minutes). // On the night of January 2nd, 1944, this officer piloted an aircraft which attacked Berlin. When more than 200 miles from the target, the bomber was badly damaged by fire from an enemy fighter. A cannon shell through the instrument pilot caused a leakage of oxygen which the Engineer estimated would cause a total loss of oxygen to the crew before the target was reached. Pilot Officer Spink continued to Berlin, however, despite this damage, pressed home his attack, afterwards flying his aircraft safely to England, although each member of the crew were severely affected by lack of oxygen. // For his skill, dogged determination and devotion to duty, this officer is strongly recommended for the award of the Distinguished Flying Cross. // RCAF Press Release 5353 dated 8 January 1944 tells the story in more detail: // With the RCAF Bomber Group Overseas - Young Bobby Spink of Vancouver can be very proud of his dad after the last raid on Berlin. P/O T.B. Spink, his father, led his seven-man crew in a Leaside Squadron Lancaster against the German capital without oxygen and in a groggy state and bombed the target before bringing crew and craft home safely. // Former amateur boxer and rugby player, P/O Spink was flying his own aircraft, “Bobby Boy” which he recently named after his young son, Robert. On the way to the target the four-engined bomber was attacked and shot up badly on two occasions by German night fighters. With successful evasive action the crew shook off the fighters and continued towards the target, badly riddled. // After the attack had been broken off, P/O Spink ordered the crew to examine the kite for damage to determine its airworthiness. The navigator, P/O G.I. Phillips of West Selkirk, Manitoba, reported his oxygen supply and navigational equipment unserviceable. The RAF flight engineer reported a bullet had passed through his instrument panel, damaging the oxygen regulator and causing a serious leakage. “He estimated that the damage would cause a total loss of this valuable substance to the crew in about three-quarters of an hour,” said the Canadian skipper. // The RAF air bomber reported the electrical system release for the bombs unserviceable. The rear gunner, Warrant Officer W.R. Leadley of Manor, Saskatchewan, and the mid-upper, Flight Sergeant D.K. Ryan of Tillsonburg, Ontario, reported many cannon shell and machine gun bullet holes throughout the rear part of the fuselage and tail plane. // “When these details of damage reached my ears through the intercom, I learned from the navigator that we were only an hour flying time from Berlin,” said P/O Spink. “I instructed the RAF wireless operator to release our 4,000-pound cookie manually over the target and to collect all oxygen bottles from the supply storage and bring them to the navigator. We then decided to carry on with the operational bombing trip in the hope that our oxygen supply would last until reaching Berlin.” // Navigator Phillips then carried out a skillful job of navigating the battered bomber to the German capital through ten-tenths cloud, in freezing conditions and with static lightning flashing on the aircraft’s windscreen. “When we were about five minutes from the target the oxygen supply ran out and we were at 20,000 feet in very thin air,” said Phillips. Somehow we managed to carry on and complete out mission, except for dropping our incendiaries which would have had to been dropped individually.” // “After leaving the target area I descended to 16,000 feet,” said skipper Spink, “and managed to keep there until we reached the enemy coast. It was a tough grind, though, on the crew and myself because we were all severely affected by oxygen lack.” After crossing the coast the pilot dropped to 6,000 feet where the crew could breathe normally again. However, stormy weather, poor visibility and fatigue forced them to land at a coastal aerodrome after completing a highly successful and courageous trip to bomb Berlin. // Normally bomber crews start taking oxygen either from the ground level or after their aircraft has climbed above 10,000 feet. Above 15,000 feet the lack of oxygen brings fatigue, dizziness and difficult breathing. At 20,000 feet and over the ordeal is terrible and the crew showed unusual aggressiveness in carrying out their operations against the target. // Transcriber’s note: The passage reading “except for dropping our incendiaries which would have had to been dropped individually” was run through by a censor’s pencil. The navigator was Pilot Officer Gerald Irwin Phillips (awarded DFC, 11 April 1944). // Website http://www.yorkshire-aircraft.co.uk/aircraft/yorkshire/york44/ds830.html (Yorkshire air accidents) provides the following: “During the early hours on 2nd January 1944 the crew of this 432 Squadron aircraft undertook an operational flight, they took off from East Moor at 00.30hrs bound for Berlin. The crew reported cloud over the target area. On their return flight, at around 07.30hrs while they were over the Calais area the pilot discovered the throttle on the port inner engine had jammed at cruising power. On arrival at East Moor a landing was attempted with three engines throttled back and the port inner jammed on a much higher power setting. The aircraft overshot the first attempt at landing and the pilot applied power and went around for another go. At 08.26hrs on the second approach the aircraft touched down safely but because the port inner could not be throttled back the aircraft swung off the runway and across the grass, narrowly missing flying control before being brought to a halt on an empty dispersal pan at the northern end of the airfield near the end of runway 17/35. The aircraft sustained some minor damage on the way. The crew were then debriefed and crawled into bed by 10.30hrs, they were woken at 17.00hrs and briefed that they were to return to Berlin on Ops the next night”. The crew consisted of Pilot - P/O Thomas Benson Spink RCAF (J.18812, later DFC); Flight Engineer - Sgt John Albert Banks RAFVR (1834361); Navigator - P/O Gerald Irwin Phillips RCAF (J.19065, later DFC; Bomb Aimer - F/Sgt Mark Proctor Bailhache RAFVR (1322954); Wireless Operator/Air Gunner - Sgt John MacFarlane RAF (1140103); Air Gunner - F/Sgt Donald Ryan RCAF (R.168315); Air Gunner - F/Sgt W Leadley RCAF (R.120994). // Notes: Accident, 23 May 1943, Wellington HZ106, No.22 OTU, Wellesbourne. On a cross-country flight, port engine failed at 3,000 feet. He neglected to call field for TR.9 emergency landing but attempted to land. On first approach another machine was landing so he did a right-hand turn and tried again, to find another aircraft taxying. He finally force-landed but undercarriage collapsed. His failure to indicate the emergency, either by radio or flare, was judged to be “Gross carelessness.” // Application for Operational Wing dated 22 May 1944 stated he had completed 25 sorties (144 hours 36 minutes), June 1943 to January 1944. // Training: Interviewed in Vancouver, 16 June 1941 by F/L R.E. Horsfield. “This lad is keen to fly, seems intelligent and able to take good care of himself. He is clean, neat, ambitious. Should do well.” // Attended No.2 ITS, 15 February to 11 April 1941. Courses in Mathematics, Law and Discipline, Navigation, General Studies, Anti-Gas, Armament (written), Aircraft Recognition, Drill and Signals (written). Scored 886 points of a possible 1,000. Placed sixth in a class of 132. “Very sincere and enthusiastic about being a pilot but would prefer to being an instructor to going overseas; he would go overseas in necessary for safety of country. He is smart in appearance, intelligent and bright. Should prove to be commission material at conclusion of course.” // Attended No.19 EFTS, 26 April to 3 July 1942. Tiger Moth aircraft - 40.15 day dual, 37.25 day solo, three hours night dual. Was 13.45 on instruments; logged 12 hours in Link. Ground courses in Navigation, Airmanship, Armament (practical), Aircraft Recognition and Signals (practical). Scored 565 points of a possible 700. Placed 27th in a class of 85. “Keen and confident reliable pilot. Good average and has no serious flying faults. Instrument flying above averahe. Very able younf man in Ground School who has what it takes to succeed in his undertakings. His depoartmemt and discipline were very good.” // Attended No.12 SFTS, 6 July to 23 October 1942. Crane aircraft - 6.20 dual to first solo, 55.20 day dual, 79.30 day solo, 7.50 night dual, 8.30 night solo. Was 14.35 in formation, 26.25 on instruments. Logged 24 hours in Link. Courses in Navigation, Airmanship, Armament (written and practical) and Signals (written and practical). Scored 559 points of a possible 750. Placed 36th in a class of 51. “Average flyer. Manner is questionable. Has a good opinion of himself. Does not rate too high with his fellow students. Seems to have a continued guilty conscience.” // Attended No.22 OTU, 20 April to 30 June 1943. Wellington aircraft - five hours day dual to first day solo, total 10.05 day dual, 30.05 day solo; five hours night dual to first night solo, total 10.05 night dual, 31.35 night solo. Was 4.30 in formation, 27.30 on instruments, logged 15 hours in Link. Flying Tests in General Flying (250/400), Applied Flying (100/200), Instrument Flying (150/250), Night Flying (70/100) and Link (30/50). “Quite a good pilot and captain, but his personality is too quiet to enable him to have real drive. An average crew. Not recommended for commission.”

ALBERT HOWARD SGT(BA) R210945. From Port Coquitlam, British Columbia. Killed in Action May 29/44 age 18. #82 Operational Training Unit. Wellington aircraft shot down. Please see F/O L.J. Smith for casualty list and flight detail. Sergeant Bomb Aimer Spinks is buried in the Brookwood Military Cemetery, Woking, Surrey, England.

W.E. R183116. Correct spelling is Limborg, not Lirnbourg. Detail provided by A E. Barnard, Burlington, On.