ROLLES, W/C Benjamin Henry (RAF 35032) - Member, Order of the British Empire - Technical Training School, Clinton, Ontario - Awarded as per London Gazette dated 1 January 1946 and AFRO 82/46 dated 25 January 1946. This officer is employed ac Chief Technical Officer at this station and in this capacity has rendered outstanding service over a considerable period. He has displayed great organizing ability in meeting changing training requirements and his loyalty and devotion to duty have set a splendid example.

CROWE, F/L Clinton Norton (J22104) - Distinguished Flying Cross - No.405 Squadron - Award effective 5 April 1945 as per London Gazette dated 13 April 1945 and AFRO 824/45 dated 18 May 1945. Born 4 December 1915. Home in Peterborough, Ontario; enlisted Toronto, 12 December 1940 for General Duties and posted to No.1A Manning Depot. To Rockcliffe, 3 January 1941. Promoted AC1, 12 March 1941. Promoted LAC, 12 June 1941. Remustered to aircrew, 18 July 1942 and posted to No.5 ITS; may have graduated 12 September 1942 but not posted to No.9 BGS until 26 September 1942; graduated and commissioned, 18 December 1942. To Mountain View, 27 December 1942. To No.1 BGS, 9 January 1943. To No.2 Air Gunner Ground Training School, 1 March 1943, apparently to instruct. Promoted Flying Officer, 18 June 1943. To “Y” Depot, 25 October 1943. Taken on strength of No.3 PRC, 31 October 1943. Promoted Flight Lieutenant, 18 December 1944. Repatriated 23 March 1945. To No.5 OTU, 1 May 1945. To No.9 Release Centre, 7 September 1945. Retired 13 September 1945. Living in California as of July 1950. Died in Fair Oaks, California, 12 January 2003. Award sent by registered mail 9 February 1950. No citation other than "completed...numerous operations against the enemy in the course of which [he has] invariably displayed the utmost courage and devotion to duty." Public Records Office Air 2/9060 has recommendation dated 20 January 1945 when he had flown 50 sorties (244 hours three minutes), 20 April 1944 to 16 January 1945. // 20 April 1944 - Lens (4.25) // 24 April 1944 - Karlsruhe (5.50) // 26 April 1944 - Essen (5.15) // 8 May 1944 - St.Pierre (4.10) // 9 May 1944 - Calais (3.25) // 10 May 1944 - Ghent (3.55) // 27 May 1944 - Bourg Leopold (4.15) // 31 May 1944 - Au Febvre (4.20) // 2 Jue 1944 - Neufchatel (3.35) // 6 Jue 1944 - Coutrances (4.30) // 7 Jue 1944 - Acheres (5.05) // 9 Jue 1944 - Le Mans (5.50) // 14 Jue 1944 - St.Pol (4.00) // 15 Jue 1944 - Boulogne (3.40) // 17 Jue 1944 - Oisemont-Neuville-au-Bois (4.10) // 21 Jue 1944 - St.Martin (4.10) // 24 Jue 1944 - Bamieres (3.50) // 27 Jue 1944 - Foret d'Eawy (4.50) // 1 July 1944 - Biennais (4.10) // 4 July 1944 - Biennais (4.25) // 6 July 1944 - Biennais (3.30) // 18 July 1944 - Caen (4.20) // 18 July 1944 - Wesseling (5.20) // 20 July 1944 - Ferme du Forestel (4.05) // 24 July 1944 - Ferfay (3.30) // 14 August 1944 - Potigny (2.35) // 15 August 1944 - Brussels (2.35) // 16 August 1944 - Stettin (8.05) // 26 August 1944 - Kiel (5.15) // 29 August 1944 - Stettin (9.15) // 20 September 1944 - Calais (2.00) // 5 October 1944 - Saarbrucken (4.40) // 14 October 1944 - Duisberg (3.15) // 15 October 1944 - Wilhelmshaven (4.00) // 19 October 1944 - Stuttgart (5.10) // 9 November 1944 - Wanne Eickel (3.45) // 18 November 1944 - Munster (3.45) // 21 November 1944 - Coblenz (4.25) // 21 November 1944 - Aschaffenburg (5.00) // 27 November 1944 - Freiburg (5.00) // 2 December 1944 - Hagen (5.40) // 4 December 1944 - Urft Dam (5.00) // 6 December 1944 - Leuna Oil Plant (6.20) // 28 December 1944 - Bonn (4.00) // 29 December 1944 - Gelsenkirchen (4.30) // 2 January 1945 - Nuremburg (6.40) // 5 January 1945 - Royan (5.10) // 5 January 1945 - Hannover (4.25) // 7 January 1945 - Munich (6.35) // 14 January 1945 - Merseburg (6.35) // 16 January 1945 - Zeitz (6.28) // Flying Officer Crowe is an outstanding and exceptional Air Gunner who has participated in many attacks on such enemy targets as Munich, Nuremburg, Stettin and others. // By his vigilance, courage and skill, under enemy fire, this officer has contributed to the many successes achieved by his crew, and has been an inspiration to the squadron. Strongly recommended for the non-immediate award of the Distinguished Flying Cross.

GANLEY, F/O Clinton Jerome (J87383) - Distinguished Flying Cross - No.427 Squadron - Award effective 6 January 1945 as per London Gazette dated 16 January 1945 and AFRO 508/45 dated 23 March 1945. Born 20 December 1917. Enlisted in Regina, 9 July 1942 when posted to No.2 Manning Depot. To No.8 Repair Depot, 24 August 1942. To No.2 ITS, 10 October 1942; graduated and promoted LAC, 19 December 1942 but not posted to No.19 EFTS until 23 January 1943; to No.17 SFTS, 3 April 1943; graduated and promoted Sergeant, 23 July 1943. To “Y” Depot, 6 August 1943; to United Kingdom, 25 August 1943. Commissioned 12 May 1944. Promoted Flying Officer, 12 November 1944. Repatriated 15 January 1945. To No.7 BGS, 4 March 1945. To “Y” Depot, 4 April 1945; to United Kingdom, 13 April 1945; repatriated 5 August 1945; retired 18 September 1945. Died 4 June 1995, apparently in Shaunavon, Saskatchewan. Photo PL-33934 (ex UK-16713 dated 17 November 1944) shows five pilots on completion of their first tour - F/L L.R. Van Kleeck, DFC (Vancouver), F/L Geoffrey Slocombe, DFC (Vancouver), F/L H.P. Woodruff, DFC (Vancouver), F/L F.H. Brownell (Westboro, Ontario) and P/O C.J. Ganley (Shaunavon, Saskatchewan). No citation other than \"completed...numerous operations against the enemy in the course of which [he has] invariably displayed the utmost fortitude, courage and devotion to duty.\" DHist file 181.009 D.1729 (RG.24 Vol.20607) has recommendation dated 14 October 1944 when he had flown 29 sorties (148 hours 55 minutes), 18 July to 4 October 1944. This captain has completed twenty-nine operational attacks against the enemy of which ten have been on major targets. This captain\'s work in general has been outstanding. He sets his mind on the task in hand, fearlessly and with a fine offensive spirit, setting a magnificent example to his crew. The sortie list was as follows: 18 July 1944 - Mondeville (4.50) 18 July 1944 - Wesseling (5.50) 20 July 1944 - L?Hey (4.00) 30 July 1944 - Amaye (4.35) 1 August 1944 - L?Hey (3.45) 3 August 1944 - Nieppe (4.25) 4 August 1944 - Casson (5.00) 5 August 1944 - St. Leu d?Esserent (5.20) 7 August 1944 - L?Hogue (4.40) 8 August 1944 - Chantilly (5.20) 9 August 1944 - La Neuville (4.20) 12 August 1944 - Brunswick (6.05) 13 August 1944 - Gardening (7.00) 15 August 1944 - Soesterburg (4.05) 16 August 1944 - Kiel (5.45) 18 August 1944 - Gardening (7.15) 25 August 1944 - St. Mathieu (6.00) 27 August 1944 - Mimoyecques (4.15) 28 August 1944 - Forestel (4.05) 11 September 1944 - Le Havre (4.00) 12 September 1944 - Gardening (6.55) 15 September 1944 - Gardening (7.10) 17 September 1944 - Boulogne (4.00) 20 September 1944 - Calais (3.20) 24 September 1944 - Calais (4.20) 25 September 1944 - Calais (4.45) 27 September 1944 - Sterkrade (5.45) 28 September 1944 - Cap Gris Nez (5.00) 4 October 1944 - Gardening (7.05)

KEEFER, F/L George Clinton (J5022) - Distinguished Flying Cross - No.274 Squadron - Award effective 12 January 1943 as per London Gazette dated 22 January 1943 and AFRO 272/43 dated 19 February 1943. Born in New York, 17 February 1921; home in Charlottetown; enlisted there 15 October 1940. To No.1 ITS, 10 November 1940; promoted LAC, 10 December 1940 and posted that date to No.11 EFTS; to No.2 SFTS, 28 January 1941. Graduated and commissioned 10 April 1941. To RAF overseas, 19 May 1941. Promoted Flying Officer, 11 April 1942. Promoted Flight Lieutenant, 14 August 1942. Promoted Squadron Leader, 5 June 1943. Promoted Wing Commander, 12 April 1944. Repatriated to Canada, 12 August 1944. To United Kingdom again, 23 September 1944. Presented with DSO, DFC and Bar at Buckingham Palace, 7 November 1944. Repatriated 7 August 1945. To Washington, 17 September 1945. Remained in postwar RCAF to 4 February 1947 (120538). Presented with Bar to DSO, 25 February 1947. Rejoined RCAF Auxiliary, 10 April 1947 to 13 July 1948 (No.401 Squadron). Died in Montreal, 8 January 1985. RCAF photo PL-22165 (ex UK-5819 dated 1 November 1943) shows S/L Ian Ormston with Alsatian “Flight” and S/L George Keefer with Alsatian “Rommel”. PL-22167 (ex UK-5821 dated 1 November 1943) shows S/L G.C. Keefer with Alsatian “Rommel”, F/L Doug Matheson of Edmonton with Alsatian “Duke” and S/L Ian Ormston with Alsatian “Flight”. Photo PL-25517L shows him (again with “Rommel” on return to Canada. RCAF photo PL-28909 (ex UK-10066 dated 28 April 1944) shows newly appointed RCAF squadron commanders - S/L G.C. Keefer, S/L Norman R. Fowlow and S/L Jack Sheppard. // RCAF photo PL-33975 (ex UK-16362 dated 9 November 1944) shows W/C R.W. McNair with his wife and W/C G.C. Keefer with his wife. Photo PL-45444 (ex UK-24015 dated 3 August 1945 at Bournemouth, Hon. Ian Mackenzie (Minister of Veterans Affairs) with W/C M.E. Pollard, DSO, DFC, AFC (Montreal), W/C G.C. Keefer, DSO, DFC (Charlottetown) and G/C K.L.B. Hodson, OBE, DFC (Grimsby). For additional details see H.A. Halliday, The Tumbling Sky and Michel Lavigne, Canadian Wing Commanders. // This officer has participated in numerous operational attacks in the course of which his determination and tenacity have resulted in twelve victories for his squadron, while many enemy aircraft have probably been destroyed or damaged. During an exceptionally long tour of flying duty he has continually displayed great gallantry and skill in strategy. // NOTE: Public Record Office Air 2/9612 has recommendation for a non-immediate award sent by Group Captain W.J.M. Akerman, Headquarters, Royal Air Force, Middle East to Air Ministry on 14 December 1942: // This pilot has flown more than 210 operational hours, covering 179 sorties, since November 1941. His determination in pressing home attacks and his strategy both as an individual and as a Section Leader have resulted in a dozen victories for his section, with numerous probables and damaged. // In addition he has either led the squadron or his section on 18 bombing trips since early June 1942, dropping thirty-six 250-pound bombs with great success. He was relieved from operational flying on 15th August and he had completed 511 hours flying, having continuously displayed gallantry during his nine and one-half months service with the squadron. // KEEFER, S/L George Clinton (J5022) - Bar to Distinguished Flying Cross - No.412 Squadron - Award effective 5 April 1944 as per London Gazette dated 14 April 1944 and AFRO 1020/44 dated 12 May 1944. // Squadron Leader Keefer has always performed his duties with unfailing coolness and courage. On many occasions he has escorted large formations of bomber aircraft over enemy territory, achieving much success. Since the award of the Distinguished Flying Cross he has continued to take part in operations with the greatest keenness and has engaged the enemy many times. // KEEFER, W/C George Clinton, DFC (J5022) - Distinguished Service Order - No.126 Wing - Award effective 20 October 1944 as per London Gazette of that date and AFRO 2637/44 dated 8 December 1944. // This officer has completed many sorties since being awarded a Bar to the Distinguished Flying Cross and his record is outstanding. Within the past few months he has led large formations of aircraft on air operations during which forty enemy aircraft have been destroyed. The successes obtained reflect the greatest credit on the skill, gallantry and resolution of Wing Commander Keefer. This officer has been responsible for the destruction of eight hostile aircraft. // NOTE: Public Record Office Air 2/9160 has recommendation drafted in early August 1944 (precise date not on document) when he had flown 371 sorties (525 hours) of which 90 sorties (150 hours) had been since his previous award. // Since the citation of the award of the Bar to the Distinguished Flying Cross for this officer, he has flown a further 150 operational hours comprising 90 sorties of all types. In this time he has destroyed another our aircraft personally, bringing his total to eight destroyed, two probables and six damaged. In the three months that he has been leading this Wing, they have destroyed 40 enemy aircraft. His devotion to duty, keenness and abilities are seldom equalled and never surpassed. // Group Captain W.R. MacBrien wrote (13 August 1944): // This Wing Leader has amassed a tremendous total of 525 operational hours over a period of three years. His work has always been exceptional. He is fearless and never spares himself at any time. His record as a leader is outstanding and I most strongly recommend the award of the Distinguished Service Order (non-immediate). // KEEFER, W/C George Clinton, DSO, DFC (J5022) - Bar to Distinguished Service Order - No.125 Wing - Award effective 10 July 1945 as per London Gazette of 24 July 1945 and AFRO 1619/45 dated 19 October 1945. // Since his appointment as Wing Commander of Operations, Wing Commander Keefer has led and trained his wing to a high pitch of keenness and efficiency. Under his leadership the wing has destroyed 191 enemy aircraft and damaged many more. In addition a great variety of enemy ground targets have been successfully attacked. During this period Wing Commander Keefer has destroyed four enemy aircraft in the air bringing his total victories to twelve aircraft destroyed. He has also destroyed at least sixty enemy transport vehicles. In April 1945, he completed a daring attack on eleven Messerschmitt 190s [sic] assembled on an airfield at Parchim. Despite intense and accurate anti-aircraft fire the attack was pressed home and all the enemy aircraft were destroyed. This officer has completed three tours of operational duty and has proved himself to be a leader of the highest order and a cool and fearless pilot. // KEEFER, W/C George Clinton, DSO, DFC (J5022) - Netherlands Flying Cross - Award effective 18 October 1947 as per Canada Gazette of that date and AFRO 576/47 dated 31 October 1947. "In recognition of valuable services rendered during the recent war". Public Records Office Air 2/9140 has recommendation as cleared by Air Ministry Honours ad Awards Committee. // Wing Commander Keefer took over the duties of Wing Commander (Operations) of No.125 Wing in November 1944, while they were in winter quarters at Eindhoven. During this phase of active operations, under extremely adverse weather conditions, Wing Commander Keefer's indomitable courage and brilliant leadership maintained the morale of his Wing at the highest level. This officer showed exceptional keenness to engage the enemy, and his steadfast determination was worthy of the highest praise. In the subsequent battles through Holland to the German border, this officer's exceptional qualities remained well to the fore. He displayed outstanding devotion to duty. // KEEFER, F/L George Clinton, DSO, DFC (J5022) - Croix de Guerre with Gold Star (France) - AFRO 485/47 dated 12 September 1947. External Affairs file “French Awards to Canadian Armed Forces - Particular Cases” (Library and Archives Canada, RG.25, Box 4140) has the following citation: // Wing Commander Keefer was Wing Leader of No.126 Royal Canadian Air Force Wing during the first two months of the French campaign and personally destroyed four aircraft in direct support of the landing operations in addition to leading his Wing to many other successes.

NORTON, FS Edward Clinton (R86407) - Mention in Despatches - No.423 Squadron - Award effective 1 January 1946 as per London Gazette of that date and AFRO 388/46 dated 12 April 1946. Name rendered as ?Clinton Edward Norton? on pay card. Born in Starbuck, Manitoba, 10 February 1915. Worked four years as a machinist?s helper in mines, mechanic for ?Northern Equipment? in 1938 and farming with his father in 1939-1940. Enlisted in Winnipeg, 9 January 1941 and posted to No.1 Manning Depot. To No.1A Manning Depot, 29 January 1941. To No.12 Equipment Depot, 7 February 1941. To No.3 ITS, 22 April 1941. Graduated and promoted LAC, 8 June 1941 when posted to No.10 EFTS. Flew 14 hours in Fleet aircraft before he ceased training and posted to Trenton, 25 June 1941 (?Airman completely lacking in judgement and co-ordination. He was unable to judge distance on landings, was unable to keep straight on take-offs. He has a great deal of courage but no natural ability.? Reclassified as Airframe Mechanic, 11 July 1941 when he reverted to AC2; posted to Technical Training School, 15 August 1941. Promoted AC1, 20 December 1941; to No.3 BGS, 29 December 1941. Promoted LAC, 1 April 1942. To ?Y? Depot, 21 April 1942. To RAF overseas, 13 June 1943. To No.423 Squadron, 10 July 1942. Promoted Corporal, 17 November 1942. Promoted Sergeant, 24 June 1943. Promoted Flight Sergeant, 1 December 1944. To Repatriation Depot, 5 July 1945 and returned to Canada by air. To Debert, 23 July 1945. Retired 24 September 1945. Died in Winnipeg, 1 August 1983 as per Legion Magazine of November 1983. Notes: When interviewed in Winnipeg, 17 June 1940, he expressed a willingness to be an air gunner if it would mean going overseas early. ?A little polish in military contacts and school will develop this man good. Air crew material.? The interviewing officer (a F/O Taylor) was clearly wrong, for when he got to EFTS he was praised for his courage yet inept at flying. In this matter, an intermediary report is interesting, that from No.3 ITS (4 May to 9 June 1941). He obtained reasonably good marks in subjects and placed 107th in a class of 264. The Commanding Officer wrote of him, ?Patriotic feeling - good Scottish descent - tough and rugged - Active - Quick in replies - Decisive - Dependable - Enjoys hard work - Good leader - Straight forward. Very good material. Polite and courteous. Type who would go through any tough assignment with plenty of punch.? Although there is nothing to indicate exactly why he was recommended for the award, his assessment for 28 December 1944 described him (via checks in appropriate boxes) as follows: Appearance and Bearing: ?Neat - meets all ordinary requirements?, Mental Alertness: ?No particular difficulty in understanding.? Power of Expression: ?States what he means clearly.? Self-Confidence: ?Sufficient self-assurance - does not back down too easily.? Initiative: ?Has excellent ideas and does not hesitate to present them.? Energy and Persistence: ?Vigorous, enthusiastic in all he undertakes.? Accuracy and Reliability: ?Can rely upon him to successfully complete the most difficult jobs.? Co-Operation: ?Definitely promotes harmony and good will among his associates.? Interest in Station Activities: ?Active in promoting Station activities.? Leadership: ?Able to provide good leadership? Service Knowledge: ?Searches for ways to improve his service knowledge.? Trade Proficiency: ?Superior - knows his work and does it well.? Administrative Ability: ?Organizes effectively and gets things done.? Dependability: ?Can definitely depend upon his loyalty.? An assessment dated 29 March 1945 stated, ?Flight Sergeant Norton is an above average NCO. He manages his section with efficiency and devotion to duty.? (S/L C.A. Cunningham).

TURNER, P/O Alvin Clinton (C17967) - Mention in Despatches - No.419 Squadron - Award effective 8 June 1944 as per London Gazette of that date and AFRO 1729/44 dated 11 August 1944. Born Lajord, Saskatchewan, 24 June 1919 in ; home in Codette, Saskatchewan; foreman at General Motors; enlisted in Saskatoon, 24 July 1940 as Airframe Mechanic. To St. Thomas, 12 August 1940. Promoted AC1, 21 December 1940. To No.6 Repair Depot, 27 December 1940. Promoted LAC1 April 1941. To “Y” Depot, 21 January 1942. To RAF overseas, 8 February 1942. Remustered to aircrew as Flight Engineer, 22 November 1942. Aircraft shot down over Holland, 5 March 1943; he baled out. Evaded capture; left Gibraltar 27 June 1943; arrived Hendon 28 June 1943. Commissioned 23 July 1943. Repatriated to Canada, 19 October 1943. To No.2 ITS. 1 January 1944. Promoted Flying Officer, 23 January 1944. To No.6 EFTS, 29 March 1944. To No.8 Repair Depot, 4 July 1944. To No.12 SFTS, 29 September 1944. Qualified as pilot, 2 March 1945. To “Y” Depot, 6 March 1945. To United Kingdom, 15 April 1945. Repatriated 23 October 1945, To No.6 Release Centre, 30 October 1945. Retired 26 November 1945. Died in Nipiwin, Saskatchewan, 28 October 1958. No citation in AFRO. See G.A. Brown, Those Who Dared. Public Records Office Air 2/5025 has recommendation for a Military Cross (War Office suggested British Empire Medal). On the night of 6th March, 1943, Pilot Officer Turner was the flight engineer of an aircraft detailed to bomb Essen. After bombing the target the aircraft was hit by anti-aircraft fire and Pilot Officer Turner sustained a severe cut in his right eye. Later, while crossing the Zuider Zee, the bomber was attacked by fighters and set on fire. The captain ordered the crew to escape by parachute. Pilot Officer Turner became unconscious during his descent. On regaining consciousness after landing he disposed of his parachute and other equipment and, with the aid of a pocket compass, he commenced to walk southwards towards Amsterdam. Here he hid in doorways when necessary and, after daybreak, left the city, remaining in a small wood near Diemerburg for the rest of the day. He was subsequently able to evade a number of German patrols and reached Utrecht on 8th March. He avoided a German camp but was later accosted by a German guard whom he managed to deceive by making guttural noises when challenged. Pilot Officer Turner then hid in a hay stack and later continued his journey, reaching Tricht on 9th March. He had obtained food by stealth and managed to board a train on the 10th March which he left between Wicjk and Aachen. He proceeded southwards on foot and ultimately some helpers gave him food and a civilian suit. He found his way into Belgium and reached Liege on 12th March. Here he obtained help from a waiter in a restaurant who took him to his house. Pilot Officer Turner's subsequent journey to this country was arranged for him. NOTE: Air 2/5025 also has recommendation submitted 27 September 1943 by his CO, noting he had flown ten sorties (56 hours 50 minutes). Recommended for DCM; G/C A.D. Ross supports this (30 September 1943); A/V/M G.E. Brookes notes (14 October 1943) that Turner has been commissioned and suggests a Military Cross. Sergeant Turner has completed ten operational sorties against the enemy and enemy occupied territory as Flight Engineer. At all times he has shown himself to be efficient, keen and determined in the face of grave dangers. On the night of 6th March 1943, Sergeant Turner's aircraft failed to return. He returned himself, however, after some 15 weeks. The details of his escape from enemy territory as outlines in MI.9 MOST SECRET REPORT M.I.9/S/P.G.-1273, show outstanding fortitude on his part. His determination to avoid capture and to return to friendly territory deserves nothing but the highest praise. FURTHER NOTE: Public Record Office WO 208/3313 has his MI.9 report drawn up when he was a Sergeant. He had left Gibraltar on 27 June 1943, arrived in Hendon on 28 June 1943, and been interviewed on the day of his arrival. I was a member of the crew of a Halifax aircraft which left Middleton St. George at approximately 1900 hours on 5 March 1943 to bomb Essen. The other members of the crew were: Sergeant Bakewell (Captain and pilot, believed PoW) FS Scowen, RCAF (navigator, fate unknown) FS Marvel, RCAF (bombardier, fate unknown) Sergeant Clark, RCAF (mid-upper gunner, fate unknown) FS, (RAF, name unknown, rear gunner, fate unknown). We reached our target and dropped out bombs. Directly afterwards the aircraft was badly hit by flak, and my right eye was severely cut. On our way home, about 2230 hours, while crossing the Zuider Zee, we were attacked by night fighters. The aircraft was set on fire and the captain gave the order to bale out. I baled out through the rear escape hatch. I did not see any of the others bale out before I left. I must have been knocked unconscious during my descent. When I regained consciousness I was lying in a grass field near a hedge a 0230 hours on 6 March 1943. I knew that I was in Holland, and I now think that my landing place must have been near Buiksloot, about two miles north of Amsterdam, or possible Zaandam (GSGS 4052 Northwest Europe 1:250,000, Sheet 3A). My eye was bleeding copiously, and my parachute, upon which I was lying, was saturated with blood. I tore off a clean piece from it and applied it to my eye to staunch the wound. I then buried my parachute and Mae West at the edge of a nearby canal. I tore off my “wings” and left tunic pocket in order to extract a compass I had hidden in my tunic. I did not remove my chevrons not the titles “CANADA” from my shoulders. I was still wearing my flying helmet and my flying boots, over which I pulled my trousers. My flying boots were of Canadian pattern, and I was wearing a pair of ordinary walking shoes within them. At 0300 hours, with the aid of my compass, I began walking south. Very soon I came to the Noordzee Canal, at a point where it was spanned by a big steel bridge which led into a large city, which I now know to be Amsterdam. I walked along the side of the canal for a time, and came to three E-Boats moored to the bank. There was a great deal of singing coming from these boats and I presumed that the German crews were occupied with festivities of some kind. Alongside the E-boats I saw two small rowing boats. These were chained to a steel post. I approached the post and found that the chains were merely tied to it. I loosened the chain of the smaller of the two boats, got into the boat, and pushed it quietly into the stream. I let the current carry me downstream till I was well clear of the E-Boas before I took up the oars. I then rowed across and landed on the far side of the bridge. I climbed on shore and pushed the boat out into the stream. I then crawled up a sloping stone wall about ten fee high, and continued walking south. I saw several people on the streets and a number of cyclists, but I kept to the shadows, and hid in doorways when I thought it necessary. After about two hours he day began to break, and I found myself clear of the city. I then walked into a small wood, northwest of Diemerbrug, where I remained for the rest of the day. I opened my escape aid box and ate one Horlick tablet. I also opened my purse and took out my maps. I did not think of removing my badges and flying helmet. About 2000 hours that night, 6 March 1943, I began walking southeast, parallel to the main railway line from Amsterdam to Hilversum. In a little while I came to a point (west of Weesp ?), where I turned due south, and walked until I reached the main railway line from Amsterdam to Utrecht. I saw a number of German patrols, but was able to evade them. My flying boats had rubber soles, and as I was walking along a bicycle path beside the railway track I made very little noise. I filled my water bottle on the way, and continued walking until about 0600 hours of 7 March, when I hid in a haystack. Here I ate another Horlick’s tablet from my box and studied my map. I was not, however, able to locate my precise position, nor did I then know that I had passed through Amsterdam. About 2000 hours that night [7/8 March] I continued walking along the railway line, and about midnight came to the outskirts of Utrecht, which I recognised by means of a signpost. I walked cautiously through the streets. About 0200 hours on 8 March, on the southern outskirts of the city, about 200 German soldiers, unarmed, came out of what must have been a camp of some kind quite near me. I avoided them, and soon came to a number of railway lines about which guards were posted. I was still wearing my flying helmet, flying boots, chevrons, and the titles “CANADA” on my shoulders, as I had not thought of discarding any of them. Suddenly a German guard flashed a torch upon me and asked me something in German. At that time I could speak no language other than English, though I could read a very little French. I said something like, “Na”. The guard came up to my right side and flashed his torch upon me, but the light did not fall upon my shoulders. He then spoke to me for some time, and I think he must have taken me for a German NCO. I replied to his remarks with some guttural noises. Finally he pointed down a railway track towards the south, and I walked on in the direction which he indicated. When I was out of his sight I got off the railway track and ran as fast as I could for about an hour through some bushes. I then hid in a haystack where I remained for most of the day. I ate another Horlicks tablet from my aids box. About 200 hours [8 March] I again began walking south along the railway line from Utrecht to s’Hertogenbosch (Sheet 3A. About 2300 hours I came to a canal just short of Culemborg. I noticed that the railway bridge here was guarded by two soldiers, and I could see no boas on the canal. I therefore took off my flying boots and threw them in the water, retaining my walking shoes. I am a fairly strong swimmer. I took off my clothes and tied them and my shoes in a bundle which I took upon my shoulders. I then swam across the canal. The water was extremely cold. During the crossing I lost the compass which I had been using, and for the rest of the journey I use that contained in my escape aids box. When I got to the other side of the canal I dressed and walked through Culemborg. At daylight on the 9 March I hid again in a haystack. Here I took off my clothes and dried them in the sun. This haystack was near a farmhouse, and I noticed some chickens about it. After dark that night I broke open the lock of a henhouse and stole two eggs, which I ate to supplement my diet of Horlicks tablets. I also saw here some bicycles in a locked shed. I did not think of using my hacksaw, and was unable to break the lock, so was unable t remove one of them. That night I continued walking south. At this time my only idea was to reach Paris somehow. I had heard from various people in England that a number of Dutchmen in Holland were not sympathetic to the Allies, and I resolved not to ask for help in Holland unless it was absolutely necessary. Eventually [9 March] I reached Tricht (Sheet 3A). Just south of Tricht the railway line forks. I took the west fork (on the line to Zaltdommel). My right shoulder was extremely painful - later I learned from a doctor that I must have displaced a vertebra in my back when landing - and I could not now lift my right arm. I therefore found another haystack near the railway line, in which I hid. There was much traffic on this line and I eventually decided to try to jump on a train. At the point where I was the trains were all moving fast, so I turned back along the line towards Tricht, near which I hoped to find a stationary train. About midnight [9/10 March] I boarded a stationary goods train. I got into a small empty compartment in the middle of the train, which shortly afterwards moved off towards the south. The train passed through several small towns and stopped many times. At one stop I got out and walked up and down a deserted station platform trying to find the name of the station, which I failed to do. I then got back onto the train. At another stop the guard of the train suddenly entered my compartment. I heard him coming, left quickly by a door, and crawled underneath the train. I then remembered that I had left my water bottle in the compartment. The train then began to move off. At the next stop I managed to get back to the compartment, which was empty. The water bottle had apparently not been disturbed. I rode on this train for the whole of the 10 March. After a time it appeared to be heading southeast, and I began to be afraid that it would enter Germany. At about 0430 hours on 11 March I got off the train, which had stopped just outside a small station, the name of which I do not know. I think that this station must have been somewhere on the line between Wijk and Aachen (CSGS 4042, Northwest Europe 1:250,000, Sheet 3). I then walked south, using my compass, until daybreak. I had now no idea where I was, and my right shoulder was extremely painful. I decided therefore that I must ask for help, and I called at a farmhouse. The occupants were Dutch. The farmer, by signs, indicated that he could not help me, but that I should go on further. I walked on for about three miles. I was still wearing my flying helmet, but by now had acquired a heavy growth of whiskers. My uniform and face were covered with dried blood. I approached a house and after a time the occupants admitted me. I pointed to the words “CANADA” on my shoulders. The people in the house held up a mirror so that I could see my face, which looked most disreputable, and then gave me some food. One of them, a man, then went out of the house. I felt certain that I was about to be betrayed, but about ten minutes later he returned with a man who spoke English. My helpers did not ask to see my identity disc, but they asked me a few questions. In particular they wished to know whether I had escaped from German hands, and whether the Germans were following me. They then gave me a raincoat and a hat, and the English-speaker then took me to his house. Here I was given a bath and allowed to shave. My helpers also gave me some food and a suit of civilian clothes. In a little while they told me that someone must have talked about me, and that the Gestapo had arrived in the village to look for me. They were very scared, and the man who spoke English took me at once into the country in a car and hid me in a haystack. About 1900 hours that night (11 March) he fetched me in the car and drove me to a point in the country which he said was within one mile of the Dutch-Belgian frontier. He showed me an electric cable, and told me that if I followed this cable I should come to Liege. He then gave me an attache case filled with food, and left me. My shoulder was still hurting me very much, but I walked in the direction indicated for about seven hours. I then hid in another haystack near a farm. About midday (12 March) someone stuck a pitchfork into the haystack and touched me. This proved to be the owner of the farm. He spoke Flemish only. I showed him my maps, and on them he indicated that I was now in Belgium. He did not offer me help. I then continued walking, following the electric cable. After a time I met an old woman and a girl pushing a cart. They spoke French. I got them to write a few words in French on a card, and from these I managed to make out that I should find my way to a village called Barchon nearby (Sheet 3). They took me to this village, where there was a tram stop. I boarded a tram, handed the conductor a 50 franc note from my purse, and said “Liege”. He gave me a ticket and my change. About 1500 hours I arrived in the centre of Liege. I walked about the town for a couple of hours, and then tried to make my way towards Mons. On my way out of the town I passed a small restaurant, and I noticed the words “English spoke here” written on the window. I entered this place and asked for a cup of tea, hoping thereby to arouse the waiter’s curiosity. In this I was successful. I then wrote on a piece of paper, “Parlez Anglais ?” In a few minutes a man who spoke English was brought to me. He took me to his house. From this point my subsequent journey was arranged for me.

WHETTER, F/O Ralph Jacob Clinton (J27588) - Distinguished Flying Cross - No.405 Squadron - Award effective 5 April 1945 as per London Gazette dated 17 April 1945 and AFRO 918/45 dated 1 June 1945. Born 20 June 1919. Home in Dand, Manitoba; enlisted Winnipeg, 14 February 1942. To No.2 Manning Depot, 22 April 1942. To No.2 ITS, 11 September 1942; graduated and promoted LAC, 7 November 1942 but not posted to No.2 EFTS until 5 December 1942. Ceased training, 12 January 1943 when posted to No.1 Composite Training School; to No.7 BGS, 13 February 1943; graduated 14 May 1943 and posted next day to No.7 AOS; graduated and commissioned, 25 June 1943. To “Y” Depot, 9 July 1943. To United Kingdom, 15 July 1943. Promoted Flying Officer, 25 December 1943. Repatriated 25 March 1945. To No.5 Release Centre, 3 April 1945. Retired 5 May 1945. Award presented 11 June 1949. Died in Brandon, Manitoba, 17 March 2016. No citation other than "completed... numerous operations against the enemy in the course of which [he has] invariably displayed the utmost courage and devotion to duty." Public Records Office Air 2/9060 has recommendation dated 20 January 1945 when he had flown 49 sorties (245 hours 33 minutes, 28 December 1943 to 16 January 1945. // * denotes l/3 sortie credited // 28 December 1943 - NICKEL, Criel, no sortie (4.00) // 20 April 1944 - Lens (4.25)* // 24 April 1944 - Karlsruhe (5.50) // 26 April 1944 - Essen (5.15) // 27 April 1944 - Aulnoye (4.45)* // 30 April 1944 - Somain (4.45)* // 1 May 1944 - St.Ghislain (4.45) // 8 May 1944 - St.Pierre (4.10) // 27 May 1944 - Bourg Leopold (4.15) // 31 May 1944 - Au Febvre (4.15) // 2 June 1944 - Neufchatel (3.35) // 6 June 1944 - Coutances (4.30) // 7 June 1944 - Acheres (5.05) // 9 June 1944 - Le Mans (5.55) // 15 June 1944 - St.Pol (4.00) // 15 June 1944 - Boulogne (3.40) // 18 June 1944 - Oisemont-Neuville-au-Bois (4.10) // 21 June 1944 - St.Martin (4.10) // 24 June 1944 - Bamieres (3.50) // 27 June 1944 - Foret d'Eawy (4.50) // 4 July 1944 - Biennais (4.20) // 6 July 1944 - Biennais (3.30) // 18 July 1944 - Caen (4.20) // 18 July 1944 - Wesseling (5.20) // 20 July 1944 - Ferme de Forestel (4.05) // 24 July 1944 - Ferfay (3.30) // 14 August 1944 - Potigny (2.35) // 15 August 1944 - Brussels (2.35) // 16 August 1944 - Stettin (8.05) // 27 August 1944 - Kiel (5.15) // 29 August 1944 - Stettin (9.15) // 20 September 1944 - Calais (2.00) // 5 October 1944 - Saarbrucken (4.40) // 14 October 1944 - Duisburg (3.25) // 15 October 1944 - Wilhelmshaven (4.00) // 19 October 1944 - Stuttgart (5.10) // 9 November 1944 - Wanne Eickel (3.45) // 18 November 1944 - Munster (3.45) // 21 November 1944 - Aschffenburg (5.00) // 21 November 1944 - Coblenz (4.25) // 27 November 1944 - Freiburg (5.00) // 2 December 1944 - Hagen (5.40) // 4 December 1944 - Uft Dam (5.00) // 6 December 1944 - Leuna Oil Plant (6.20) // 28 December 1944 - Bonn (4.00) // 29 December 1944 - Gelsenkirchen (4.30) // 2 January 1945 - Nuremburg (6.40) // 5 January 1945 - Hannover (4.25) // 5 January 1945 - Royan (5.10) // 7 January 1945 - Munich (6.35) // 14 January 1945 - Leuna Oil Plant (6.35) // 16 January 1945 - Zeitz (6.28) // This officer has completed many operations against a variety of targets including Essen, Boulogne and Stettin. As member of the navigation team, he has helped to skilfully navigate his aircraft to the target and back to base. At all time he has displayed courage, determination and ability of the highest order.

CHOWN, F/O Clinton Warren (J19991) - Distinguished Flying Cross - No.515 Squadron - Award effective 31 October 1944 as per London Gazette of that date and AFRO 1/45 dated 5 January 1945. Born 4 November 1920 at Dubuc, Saskatchewan; home in Mirror, Alberta. Enlisted in Calgary, 14 February 1941 and posted to No.2 Manning Depot. To No.4 SFTS (guard), 29 March 1941. To No.2 ITS, 16 May 1941; graduated and promoted LAC, 20 June 1941 when posted to No.5 EFTS; graduated 8 August 1941 when posted to No.7 SFTS; graduated and promoted Sergeant, 24 October 1941. To \"Y\" Depot, 25 October 1941. To RAF overseas, 11 November 1941. Arrived in UK, 23 November 1941. To No.1455 Flight, 14 March 1942 (Tangmere, flying Turbanlight Bostons); to No.51 OTU, 14 April 1942 (Blenheims and Bostons). Promoted to Flight Sergeant, 24 April 1942. To No.287 Squadron, 9 July 1942 (\"beating up gun positions, flying courses for searchlights\"). Promoted to WO2, 24 October 1942; to WO1, 24 April 1943. Commissioned 15 September 1943; Flying Officer, 15 March 1944. Served with No.515 Squadron, 19 July 1943 to 23 September 1944 (150 operational hours; last sortie on 23 September 1944; intruding and jamming radar; flew eight day fighter patrols, four ASR sorties, and 31 or 32 night fighter patrols; 160 operational hours and 715 hours 35 minutes non-operational). Chris Shores, Those Other Eagles, provides the following victory list: 27/28 June 1944, one Junkers 88 destroyed at Eindhoven (Mosquito PZ188, 3P-J); enemy aircraft coded B3+LT of 9/KG54, shot down while landing after minelaying; 30 June 1944, one He.111 destroyed while taxying plus one unidentified enemy aircraft damaged on the ground (same Mosquito as on 27/28 June 1944). Returned to Canada, 23 November 1944; to No.2 Air Command, 9 January 1945; to No.2 WS, 17 January 1945; to No.15 SFTS, 13 April 1945. Released 13 September 1945. Served in postwar RCAF, 29 February 1952 to 28 February 1959, mainly with No.407 Squadron. Award presented 26 February 1949. Died in Red Deer, Alberta, 1 January 1980 as per Legion Magazine of April 1980. Photo PL-34347 shows Flying Officers E.M. Aldred and G.W. Chown. Flying Officer Chown has successfully completed numerous sorties over Germany and German occupied territory. He has destroyed four hostile aircraft, one of which he shot down during a daylight mission far into Reich territory despite the accurate anti-aircraft fire that was directed at his aircraft from the ground. He has consistently displayed the greatest skill, resource and tenacity. Public Record Office Air 50/272 has a Combat Report for his action of 27/28 June 1944 (Mosquito J/515, PZ188, Sergeant Veitch as navigator: Planned Intruder Patrol: Gilze-Volkel-Venlo-Eindhoven Route: Base - Haisborough - north of Egmond - 52.15 N 05.25 E - 51.50 N 05.18 E - Patrol area, R.S.R. After patrolling the planned area for almost three-quarters of an hour, during the course of which Mosquito bombed Venlo airfield and created a substantial fire emitting flashes for the odd 15 minutes, another visit to Eindhoven was called for (the second that evening). Consequently at 0213 hours Eindhoven airfield came up, with its North to South flarepath and Northern arm of V/L, with white arrow between two bars. On approach, four red cartridges were fired from the air and two airfield searchlights (2) promptly exposed in inverted \"Y\" fashion. As if ordered to do so by the red cartridges and searchlights, four bars were lit at the southern arm of the V/L, almost immediately three of the bars switched off and a single red cartridge was fired from the ground, followed by a white light flashing no particular characteristics. Obviously much ado about something. Just then a green light flashing dashes appeared in the air to the west of the airfield. The Mosquito at 1,500 feet gave chase and spotted the outline of an aircraft with a green bow light and downward identification light under the tail. On closing in to 200 yards the aircraft was clearly identified as a Ju,88 and from that range at 0230 hours at 1,500 feet an astern attack was delivered with a two-second burst of cannon which recorded one strike on the fuselage of the enemy aircraft. Mosquito closed the range to 150 yards and delivered a second astern attack, about three seconds of cannon. This was sufficient, the Ju.88 blew up, disintegrated and bits and pieces fell burning to the ground where they continued burning very nicely indeed. Mosquito orbited the burning wreckage and took pictures of poor Hans? holocaust. Remainder of patrol uneventful, Claim: One Ju.88 destroyed (Cat. A. II). Armament: 200 rounds of 20.mm cannon (50 rounds each cannon). No stoppages. Camera exposed. Weather: No cloud, good visibility. Mosquito was airborne at 0028 hours and landed at Little Snoring at 0330 hours.

McGEE, F/L John Clinton (C9733) - Member, Order of the British Empire - No.16 SFTS - Award effective 1 January 1946 as per Canada Gazette of that date and AFRO 82/46 dated 25 January 1946. Enlisted in Toronto, 9 January 1942 in Works and Building Branch and commissioned as Flying Officer. To No.4 Training Command, 24 January 1942. To No.33 EFTS, date uncertain. To an uncertain posting (looks like “GRS”), 13 July 1942. Promoted Flight Lieutenant, 1 April 1943. To No.4 Training Command, 10 May 1943. To Northwest Staging Route, 9 June 1943. To No.1 BGS, 10 May 1944. To No.1 Construction and Maintenance Unit, 11 February 1945. To No.16 SFTS, 23 February 1945. To No.1 Air Command, 22 September 1945. To Radar School, 3 November 1945. To No.3 Release Centre, 25 February 1946. Retired 6 March 1946. MBE presented 22 November 1948. Died in Whitby, Ontario, April 1983. // This officer was enlisted in January 1942 and after a short tour as a works officer on a Royal Air Force school in Saskatchewan, he was sent to Goose Bay, Labrador where he assisted in the planning, supervised the construction, and organized the works maintenance unit at that station. After some time in Labrador, this officer was posted to the North West Staging Route where he assisted in the pioneering construction and organization of the route. After eleven months on the North West Staging Route, this officer was posted to a Bombing and Gunnery School and subsequently to a Service Flying Training School. This officer has through his untiring efforts produced extraordinary results in the care and maintenance of his station. Always co-operative, keen and enthusiastic in his undertakings, he is an excellent officer in every respect.

LEWIS, Clinton Jeffrey, Master Corporal, CD - Meritorious Service Medal - awarded as per Canada Gazette dated 22 October 2013. From Kingston, Nova Scotia. Awarded with Lieutenant-Colonel Guy Joseph Christian Leblanc, Captain Trevor Mark Pellerin and Warrant Officer Michael David Mar, M.S.M., C.D. // On March 27, 2012, despite gale-force winds, 400-foot altitude ceilings, snow squalls, and five- to eight-metre waves, the crew of Rescue 908 was involved in a perilous night mission to recover survivors from the S/V Tabasco II, foundering in the stormy North Atlantic, south of Nova Scotia. First Officer Lieutenant-Colonel Leblanc took charge of all flight functions, including aircraft navigation and survivor spotting, allowing his aircraft commander to concentrate on managing crew resources while flying in the abysmal conditions. Aircraft Commander Captain Pellerin placed the helicopter in a 70-foot hover in order for his crew to investigate the life raft, and subsequently moved the aircraft to the sail boat to affect the rescue. Flight Engineer Corporal Lewis, previously injured during hoist operations, identified an unconventional method to keep the helicopter in position over the vessel, which proved instrumental in the safe completion of the mission. As replacement flight engineer following Corporal Lewis’ injury, Warrant Officer Mar immediately stepped in to operate the safe hoist by placing the SAR technicians on board the raft and sailing vessel, and safely recovering five persons, all while battling gale-force winds. The crew of Rescue 908 demonstrated exemplary teamwork, bringing great honour to themselves and to the Canadian Armed Forces.