HILL, F/L George Urquhart (C1075) - Distinguished Flying Cross - No.111 Squadron - Award effective 27 April 1943 as per London Gazette dated 21 May 1943 and AFRO 1247/43 dated 2 July 1943. Born at Antigonish, Nova Scotia, 29 October 1918; educated at St. Peter’s Academy (1924-1927), Beacon High School (1927-1932), Sydney Academy (1933-1934), Pictou Acadamy (1934-1936) and Mount Allison University (1936-1939, Arts and pre-medical). Home in Pictou (steeple jack while preparing for medical school). Enlisted in Halifax, 9 September 1939. To Halifax Aero Club, 11 September 1939; to Station Trenton, 6 November 1939); to Camp Borden 10 December 1939 ; qualified for wings on 28 February 1940. Promoted Flying Officer, 20 April 1940. To Station Trenton, 22 April 1940. To No.2 SFTS, Uplands, 27 July 1940. To No.4 SFTS, Saskatoon, 6 November 1940. To No.9 SFTS, Summerside, 2 January 1941. Promoted Flight Lieutenant, 1 July 1941. To “Y” Depot, Halifax, 5 January 1942. Taken on strength of No.3 PRC, Bournemouth, 7 January 1942. To No.52 OTU, 11 February 1942. To No.421 Squadron, 14 April 1942. To No.453 Squadron, 11 June 1942. To No.403 Squadron, 13 August 1942. To overseas (North Africa), 15 December 1942. To No.111 Squadron, 1 February 1943. Promoted Squadron Leader, 28 April 1943. Emplaned for Malta, 10 June 1943. To No.93 Squadron, 4 July 1943. To No.111 Squadron again, 15 July 1943. To Headquarters, Middle East, 20 August 1943. Following overseas service, repatriated to Canada 31 October 1943. To “Y” Depot, again, 13 December 1943. Taken on strength of No.3 PRC, Bournemouth, 25 December 1943. Shot down, 25 April 1944 with No.441 Squadron and made POW (Spitfire MK519). Liberated and repatriated to Canada, 1 June 1945. Released 17 September 1945. Re-engaged as pilot (but also medical duty), 13 May 1947 for summer employment, to 5 September 1947. To Central Air Command, Trenton, 12 June 1948. To Station Aylmer, 2 July 1948. To Station Trenton, 27 July 1948. Struck off strength of Trenton, 28 August 1948 on completion of summer employment. Taken on strength of Central Air Command, Trenton, 27 April 1949 for summer employment. To Maritime Group, Halifax, 9 May 1949; ended summer employment, 24 October 1949. Practiced medicine near Orangeville, Ontario where he was also active in NDP politics. Killed in an automobile accident, 12 November 1969. He had stated that he wanted to be buried in Pictou. During the internment an RCAF Neptune aircraft from CFB Greenwood made a low pass over Haliburton Cemetery in salute. Aerial victories as follows: 19 August 1942, one FW.190 destroyed, one FW.190 shared with another pilot, one FW.190 damaged; 4 February 1943, two Bf.109s damaged; 24 February 1943, one FW.190 destroyed (shared with another pilot); 28 February 1943, one Bf.109 destroyed, shared with two other pilots; 4 March 1943, two Ju.87s destroyed and one damaged; 5 April 1943, one Bf.109 damaged; 10 April 1943, one FW.190 probably destroyed, one FW.190 damaged; 11 April 1943, one Bf.109 damaged; 12 April 1943, two Bf.109s damaged; 20 April 1943, one Bf.109 probably destroyed and one Bf.109 damaged; 21 April 1943, one Bf.109 damaged; 23 April 1943, one unidentified enemy aircraft destroyed; 1 May 1943, one He.111 destroyed shared with four other pilots), one Me.110 destroyed by himself, two Me.110s destroyed with another pilot; 6 May 1943, one unidentified enemy aircraft destroyed; 3 July 1943, one Bf.109 destroyed; 11 July 1943, one MC.200 destroyed; 13 August 1943, one Ju.88 destroyed and one FW.190 destroyed; 25 April 1944, one FW.190 destroyed, shared with another pilot. For additional details see H.A. Halliday, The Tumbling Sky. See also photos PL-21715 and RE.64-2131. PL-26915 (ex UK-8715 dated 10 March 1944) shows S/L James Walker (Edmonton), F/O G.K. Finnie (Ottawa), F/L R.M. Williams (Vancouver), G/C D.A.R. Bradshaw (London, Ontario) and S/L G.U. Hill (Pictou, Nova Scotia) after investiture. PL-26918 shows him with W/C J.E. Walker after investiture. Photo PL-44148 (ex UK-21768 dated 29 May 1945) shows S/L T.A. Brannaghan, S/L G.U. Hill and S/L H.C. Trainor, all liberated POWs, prior to attending a Buckingham Palace garden party. PL-44212 (ex K-21703 dated 26 May 1945) shows Hill pointing to a map, supposedly talking about “Phase Two” operations. PL-44213 (ex K-21704 dated 26 May 1945) shows S/L G.U. Hill and S/L H.C. Trainor. RCAF photo PL-44141 (ex UK-21761 dated 30 May 1945) is captioned as follows: “G/C Keith Hodson, OBE, DFC and Bar, centre, was host at a dance for returned prisoners of war at Bournemouth recently. He is seen with, from the left, S/L H.C. Trainer, DSO, DFC and Bar, Charlottetown, Air Commodore W.W. Brown, Hamilton, Hodson, S/L George Hill, DFC and two Bars, Pictou, Nova Scotia, and S/L T.A. Brannagan, DFC. // Flight Lieutenant Hill is a skilful leader whose ability has been well in evidence during recent operations. He has participated in many sorties and has destroyed four enemy aircraft. // HILL, S/L George Urquhart (C1075) - Bar to Distinguished Flying Cross - No.111 Squadron - Award effective 13 May 1943 as per London Gazette dated 1 June 1943 and AFRO 1187/43 dated 25 June 1943. // This officer has led the squadron with great success and since early April 1943 has destroyed five enemy aircraft. Early in May 1943 he led his formation in an operation off the Tunisian coast. During the flight a superior force of enemy aircraft was engaged. In the ensuing combats seven enemy aircraft were destroyed without loss, two of them by Squadron Leader Hill. This officer is a courageous and skilful fighter. // HILL, S/L George Urquhart (C1075) - Second Bar to Distinguished Flying Cross - No.111 Squadron - Award effective 15 September 1943 as per London Gazette dated 28 September 1943 and AFRO 2198/43 dated 29 October 1943. Trained at Trenton and Camp Borden. // Squadron Leader Hill, as a fighter pilot, has displayed exceptional courage and determination. He has destroyed at least fourteen enemy aircraft including one by night and damaged many others. During recent operations from Malta, he led his squadron with skill and resolution, personally destroying four enemy aircraft within a few days. On one occasion he remained alone despite repeated and persistent attacks from six Messerschmitt 109s to obtain assistance for a comrade who had been forced to leave his aircraft by parachute. // NOTE: Public Record Office WO 208/3338 has his MI.9 report of evasion and captured derived form interview on 15 May 1945. // EVASION AND CAPTURE // I took off in a Spitfire on 26 April 1944 and owing to one of my tanks being blown off I crash-landed 15 kilometres northwest of Epernay. I made contact with a man who gave me some civilian clothes and then continued walking for a few days at the end of which time I met some people who put me on the train to Toulouse. I was then put on another train but had only just got out of the station when the Gestapo made an identity check and I was captured. // I was sent to a civilian prison in Biarritz and from there to Bayonne for a week after which I was sent to Fresnes Prison where I remained for two and a half months. At the end of this time I was sent to a civilian prison in Mainz. There were two other British and eleven Americans in this camp. When we refused to answer questions our rations were cut and our interrogators told us that they were not in a hurry but that we would eventually talk. We were in solitary confinement for over nine weeks. At the end of this time we were sent to a civil prison at Wiesbaden where were crowded 17 to a room and interrogated again. Some of the men talked and got double rations. We were finally sent to Stalag Luft I. // CAMPS IN WHICH IMPRISONED // (1) Fresnes Prison - 15 May to 9 July 1944 // (2) Mainz Prison - 11 July to 6 September 1944 // (3) Weisbaden Prison - 6 September to 21 September 1944 // (4) Stalag Luft I - October 1944 to April 1945 // ATTEMPTED ESCAPES // Nil // LIBERATION // I was liberated from Stalag Luft I on 1 May 1945. // Notes: First applied to join while at Sackville, 4 February 1938. // As of 4 January 1944 he stated he had flown 1,600 hours and 261 sorties (261 hours). Last sortie had been 20 October 1943. // Involved in automobile accident, 25 March 1944; pinned under car for some time and soaked in petrol. Discharged from hospital 1 April 1944. // Training: // Navigation course at Trenton, 22 April to 15 June 1940. Courses in Maps and Charts (79 percent), Magnetism and Compasses (89 percent), DF/WT (83 percent), Meteorology (91 percent), Instruments (95 percent), Mathematics (89 percent), DR (80 percent). Graded 74 percent in practical exercises. “This officer had no difficulty handling the course. He was quick in learning and particularly interested when problems of any nature were presented. He would make a good Air Navigator instructor.” // Tested as flying instructor, 5April 1941 at No.9 SFTS. Had flown 242 hours as instructor. Checked on Harvard II and described as follows: Sequence (Good), Voice (Very Good), Manner (Competent), Ability to Impart Knowledge (High) and Ability as Pilot (Above Average). “This pilot is an outstanding instructor for his experience. Future ‘A’ material.” (F/L A.J. Shelfoon). Graded Category “B”. // Course at No.52 OTU was 10 February ro 14 April 1942. At the time he had flown 63.10 day dual, 1.40 night dual, 704.50 day solo, 46.25 night solo, including 23.15 on instruments, 50.00 in formation. Had logged ten hours in Link. At OTU flew Master (2.40 day dual, 3.15 day solo) and Spifire (59.40 day solo of which 1.45 was on instruments, 34.30 in formation. Also logged 12.45 in Link. Rated “Exceptional” in Formation Flying and Aerobatics, “Above Average” in Natural Aptitude, Skill in Landing, Airmanship, Instrument Flying,, rated “Average” in Cockpit Drill, Map Reading and Air Firing. Fired 3,100 rounds air-to-air, 1,600 air-to-ground. Rated “Exceptional” in Leadership, “Above Average” in all other categories (Persistence, Sense of Responsibility, Endurance, Method, Deliberation, Initiative, Dash, Distribution of Attention, Self Control, and General Assessment of Suitability as Operational Pilot. “An exceptional pilot who should make a very good leader.” Also carried out eight low level bombing exercises, 250 feet, two “not satisfactory” and the others “satisfactory”. // Circumstances of being shot down: Statement by F/O P.A. McLachan, 25 April 1944: “I was flying White 3 on this Ramrod when we engaged. I followed S/L Hill down to the deck and heard him call the Wing Commander Flying, saying he was in trouble. Soon after this transmission he jettisoned his hood, turned port and crash landed in a fairly large field. I circled and saw him leave his aircraft and run towards a large wood about 400 yards away. I assume that engine failure was the cause as there was no flak nor any enemy fighters near S/L Hill at the time. He did not collide with anther Spitfire and his aircraft was under control when he crashed.” The Chief Technical Officer, No.144 Airfield (F/L M.L. Sherwood) added, “It is not known whether or not a technical failure is involved. It is known that the aircraft was carrying a 90 gallon Jettison Tank, which might have contributed to a failure of the fuel system.” // MI.9 Document dated 11 September 1945 from C.1075 S/L G. Hill, R.C.A.F., 441 Squadron, 2nd T.A.F., RAF, “Statement concerning aircrew captured in civilian clothes by Gestapo”. // I, (S/L G. Hill. wish to draw attention to the fact that some clarification is desired as to the conditions imposed by the A.M.O. which states name, rank and number only. It is my belief that this stipulation as applied to personnel caught in uniform and passed through official enemy channels is entirely just, but personnel caught in civilian clothing by the Germans were starved for periods up to nine months to my knowledge, without giving any military information away before being sent to a POW camp. // I wish to draw attention to one particular case concerning a Warrant Officer Kenley and an engineer Sergeant Callahan of the same crew. After five months starvation in civilian jails, they were interrogated at Weisbaden. Sergeant Callahan had not been lectured on security and gave away military information. Warrant Officer Kenley, even though his engineer had given information on him and the rest of the crew, still refused to talk. These men and the rest of the men with me were living under starvation condition and were in a very weak state. Even though I counselled against divulging military information I find it impossible to censure those who did owing to the terrible hardships they were undergoing., since talking meant an immediate release to a P.O.W. camp and the privileges that this entailed. From my own personal experience, I evaded for one month and remained in prison about 3 ½ months before I was interrogated at all in Mainz prison (July- September 1944) The interrogator took the line of terrorist, saboteur, etc., and made remarks about the British dropping people disguised as airmen. All he wanted was to identify us, which meant, of course, military information. When I was interrogated again and taunted by the interrogator about being hungry and was told that I would talk in the end as they all did. Suddenly without any apparent reason, I was moved to Weisbaden civilian jail, where 17 of us were herded together in a vermin-ridden room. Rations remained about the same. // Again I was interrogated and, at this point, some P/W broke down on the promise of being sent at once to a POW camp and gave the required military information. They remained with us but received double rations. After a bombing raid, we were interrogated again, the reason given being that an air raid has destroyed all the records, but this time non one talked. // We were eventually moved to a POW camp where, by the end of the month, I had gained 30 lbs in weight. I had been starved for five months (a cup of soup or a few potatoes per day), and I feel if these starvation conditions had lasted another month, I, and the people with me would have died from starvation. Only a few of these with me broke down and supplied the necessary information, but find I find it hard to censure their action under the circumstances. // Selected Assessments: “Highly recommended for active service. A very enthusiastic, efficient and determined type.” S/L H.L. Dawson, No.2 SFTS, 11 November 1940). G/C F.S. McGill adds, “Good pilot, but deportment could be improved.” // “Is capable, willing and above average in his flying and navigational duties. Has a rather peculiar personality and is inclined to be surly and easily dissatisfied, perhaps due to keenness for flying and overseas duty.” (W/C E.M. Mitchell, Chief Flying Instructor, No.9 SFTS, 5 December 1941). To this, G/C E.G. Fullerton adds, “Concur, Principal faults are a rather surly disposition and a tendency to drink excessively.” // “Should be given the opportunity to prove himself in combat as an understudy before leading a flight in a fighter squadron.” (S/L F.W. Kelly, No.421 Squadron, 3 July 1942). To this, G/C D.F.W. Atcherly adds, “I agree. F/L Hill has not yet acquired the necessary Servuce experience nor has he quite the right outlook as yet to run a flight successfully.” // “An exceptionally courageous and brilliant fighter. An outstanding, level-headed and reliable leader. // RCAF Press Release No.10283 dated 17 May 1945 from F/L S.P. Cromie, transcribed by Huguette Mondor Oates, reads: // BOURNEMOUTH, ENGLAND: -- S/L George Hill, DFC and two Bars, one of the RCAF’s top scoring fighter pilots, has arrived at the RCAF Released Prisoner of War Centre here after being released from Stalag Luft1 at Barth, Germany, by the Russians. // Hill, whose home is at Pictou, Nova Scotia, was reported missing in April last year. He made a forced landing in France after the belly tank in his Spitfire broke away during a chase after a Focke Wulf190. The 26-year-old pilot landed his plane in a field, made a dash for safety, and managed to evade capture for more than a month, making his way to the Spanish border before he was picked up by the Gestapo. He was held in solitary confinement on a starvation diet for a month before he was released and sent to prison camp. Hill said he regained 30 pounds lost while in Gestapo hands shortly after he was transferred to prison camp. // The Pictou flier, with 14 enemy planes to his credit, will be on his way home shortly, where he will see his young daughter for the first time. Before he hangs up his uniform, he wants one more crack at fighter operations – against the Japs. “I’ve still got a lot of hate to work off,” he says with conviction.