H. L. R64935. - GILL, FS Harry Lewis, (R64935) - Distinguished Flying Medal - No.607 Squadron - Award effective 17 March 1942 as per London Gazette dated 17 March 1943 and AFRO 611/42 dated 24 April 1942. Born in South Devon, New Brunswick, 1922; home there (labourer). Enlisted in Moncton, 22 August 1940. Trained at No.1 ITS and No.11 EFTS. Graduated from No.2 SFTS, 10 April 1941. Arrived in UK, 24 April 1941 and further trained at No.55 OTIJ. The citation reads - "Since joining the squadron in July 1941, this airman has carried out several offensive fighter patrols over enemy territory both by day and by night. Targets attacked included power stations, large concentration distilleries and factories. On one occasion Flight Sergeant Gill sighted two of our aircraft which had been forced down onto the sea and remained over them until driven off by a formation of enemy fighters. On 12th February 1942 this airman participated in operations against a German battleship and their escorts and pressed home his attack with great determination in the face of fierce enemy opposition. He damaged at least one enemy motor vessel and one enemy aircraft. This airman has always displayed initiative and keenness and has proved himself to be an inspiration to his fellow pilots." Detail provided by H. Halliday, Orleans, Ontario.

GILL, FS Harry Lewis, (R64935) - Distinguished Flying Medal - No.607 Squadron - Award effective 17 March 1942 as per London Gazette dated 17 March 1943 and AFRO 611/42 dated 24 April 1942. Born in South Devon, New Brunswick, 9 May 1922; home there (labourer, Devon Lumber Company, 1939 and service station attendant, 1939-1940 when laid off, after which he became a bottle washer). Next of kin given as Mrs. Herbert Gill (born Mabel Leverington, born Seeleys Bay, Ontario) and Herbert Spencer Gill (born South Devon, New Brunswick). Applied to join RCA in February 1940 and advised to wait for aircrew intakes. Enlisted in Moncton, 22 August 1940. To No.1 Manning Depot, Toronto, 24 August 1940. To No.2 SFTS for guard duty, 3 September 1940. To No.1 ITS, Toronto, 9 November 1940. Promoted LAC, 10 December 1940; posted that date to No.11 EFTS. Posted on 28 January 1941 to No.2 SFTS. Graduated from No.2 SFTS, 10 April 1941 and promoted Sergeant. Posted to Embarkation Depot, Debert, Nova Scotia, 21 April 1941. Embarked from Halifax, 24 April 1941. Taken on strength of No.3 Personnel Reception Centre, Bournemouth, 19 May 1941. Posted to No.55 OTU, 26 May 1941. To No.124 Squadron, 14 July 1941. To No.607 Squadron, 15 July 1941. Promoted Flight Sergeant, 1 November 1941. Proceeded with No.607 Squadron to India about 21 June 1942. Promoted Warrant Officer, 1 May 1942. Killed in action, 17 January 1943 (Hurricane BN327) while attacking four Ki.43 Oscar fighters. Chris Shores, Those Other Eagle, lists the following victories: 23 December 1942, one Japanese Army 01 fighter destroyed plus three Army 97 bombers damaged, Gurusataung. . Since joining the squadron in July 1941, this airman has carried out several offensive fighter patrols over enemy territory both by day and by night. Targets attacked included power stations, large concentration distilleries and factories. On one occasion Flight Sergeant Gill sighted two of our aircraft which had been forced down onto the sea and remained over them until driven off by a formation of enemy fighters. On 12th February 1942 this airman participated in operations against a German battleship and their escorts and pressed home his attack with great determination in the face of fierce enemy opposition. He damaged at least one enemy motor vessel and one enemy aircraft. This airman has always displayed initiative and keenness and has proved himself to be an inspiration to his fellow pilots. At No.1 ITS he took Mathematics (59 out of 100), Armament (Practical and Operations - 97 out of 100), Visual Link Trainer (92 out of 100), Drill (85 out of 100) and Law and Discipline (90 out of 100). Placed 94th in a class of 198. Described as “Well recommended for pilot. Tried hard throughout his Initial Course and fought hard for his pass marks.” At No.11 EFTS he flew Fleet Finch (25 hours 20 minutes dual, 25 hours 45 minutes solo). As ca pilot graded as “Slightly below average”. Also, “Methodical type. Once he gets something he keeps it. With more experience should make a good reliable pilot. Can fly for long periods without signs of fatigue. In a tight spot, he has a very slow reaction, and maybe would do nothing to remedy the situation.” (P.M. Boisvert, Chief Flying Instructor). In Ground Training he took Airmanship (143 out of 200), Airframes (148 out of 200), Aero Engines (157 out of 200), Signals (37 ½ out of 50), Theory of Flight (65 out of 100), Air Navigation (167 out of 200), Armament (160 out of 200) and was graded in personality as 140 out of 200 (good to be NCO but not officer). Placed 22nd in a class of 32. At No.2 SFTS he flew 3 hours 20 minutes dual and eight hours solo in Yale aircraft plus 34 hours 35 minutes day dual in Harvard, 40 hours 40 minutes day solo in Harvard, 90 minutes dual at night in Harvard and eight hours 30 minutes solo at night in Harvard. Ground school included Airmanship (122 out of 200), Armament W (40 out of 100), Armament P (60 out of 100), Air Navigation (121 out of 200), Signals (138 out of 150). Placed 55th in a class of 63; described as “Good at the things he is interested in.” At No.55 OTU he flew five hours 40 minutes (dual) and 51 hours 50 minutes on operational aircraft. The Commanding Officer of the OTU wrote: Above average as a pilot. He is apt to be rather slack in discipline and somewhat unpunctual. Shows keenness. Formation and fighter attacks good. He has broken two aircraft whilst on this unit, but on each occasion had a certain amount of excuse. Trained in Canada and had difficulty at first in coping with small aerodromes such as this. Marks obtained in Recognition Test - 90 percent. Air Firing - Below Average Involved in flying accident, 9 November 1941 with No.607 Squadron. Aircraft was Miles Magister P2504, and incident occurred near St. Peters, Margate. He was reported as having flown 228 hours 25 minutes (all types) and two hours 30 minutes on Magister. His report as follows: I left Abingdon at 1625 hours and flew for an hour and then followed the Redhill to Ashford railway. After 20 minutes I flew northeast to the coast and then turned right following the coast lines. I thought by then that the fuel was getting short and as there was an air raid in progress and seeing enemy action I decided to make a forced landing as the light was failing. I chose a field and flew low over it and my port wing struck an obstruction pole. I made another circuit but had difficulty in controlling the aircraft. I crashed as I touched down. The time was 1840 hours. The Commanding Officer wrote (11 November 1941): The pilot is experienced and fully operational; enemy action in the vicinity whilst flying non-combatant aircraft probably caused over excitement and the subsequent accident. Hospitalized with gonorrhea, August 1942. Off duty, fell 15 feet from a balcony, 7 November 1942 and injured ankle. Loss report stated “Aircraft shot down by four Zeros and crashed in flames. Body in several pieces and could not be identified.”

GILL, F/O William Thomas Hicks (J7766) - Distinguished Flying Cross - No.73 Squadron - Award effective 22 February 1943 as per London Gazette dated 23 February 1943 and AFRO London Gazette dated 23 February 1943 and 513/43 dated 26 March 1943. Born in Toronto, 12 June 1920; home there. Enlisted there 18 November 1940. To No.1A Manning Depot, 9 December 1940. To No.119 (BR) Squadron, 31 December 1940. To No.3 ITS, 21 April 1941. Promoted LAC, 28 May 1941 and posted that day to No.4 EFTS. To No.9 SFTS, 15 July 1941. Graduated and commissioned, 25 September 1941. To Embarkation Depot, 26 September 1941; to RAF overseas, 15 October 1941. Promoted Flying Officer, 25 September 1942. Promoted Flight Lieutenant, 18 February 1943. Repatriated to Canada, 10 December 1944. To “Y” Depot, 12 January 1945. Back of card not copied. Remained in postwar RCAF, attaining rank of Squadron Leader, 1 June 1952. Retired 31 March 1957. RCAF photo PL-44491 (ex UK-21382 dated 22 May 1945) taken at investiture at Buckingham Palace. Flying Officer Gill has taken an outstanding part in the squadron's night flying operations and during the operation leading up to the fall of Tripoli achieved many excellent results from low level attacks. Throughout, his cheerfulness, determination and fine fighting spirit have set a splendid example to all. RCAF Press Release by F/L Don MacMillan dated June 30, 1944 read as follows: Right from the beginning, enigmatic old Maw Nature intended Bill Gill (57 Lynd Avenue, Toronto, Ontario), for a pilot. First, she gave him that long, lean, liable-to-bend-in-the-middle frame that is so often associated with top line birdmen. And, second, she gave him the desire to fly. As usual, Maw Nature batted a thousand. He’s Lieutenant Bill Gill, D.F.C. now. And he’s seen half (or two-thirds, we hope!) a war before he’s much more than old enough to drive the old man’s car and stay out after twelve. When the other boys were playing ball or hockey back at Parkdale Collegiate in Toronto, Ontario, Bill was at home tinkering with model airplanes. He didn’t know much about the new infield fly rule in baseball, but he knew all about the leading and trailing edges of wings. What’s more, he didn’t confine his work entirely to models. He scraped enough nickels and dimes together to hang around the Toronto Flying Club without being thrown off as a trespasser. Before he finished High School, he had a private licence and often thought, privately, that had Euclid been able to fly he wouldn’t have worried so much about pointless things like theorems. And, as for learning the shortest distance between two points, the smart thing to do was to fly it in a Tiger Moth and find out for yourself. Came October, 1940, and Bill did a hop, skip and jump into the R.C.A.F. He was just crowding twenty then. By October, 1941, he was in England and was attached to the famous “Hammer and Sickle” squadron which had served, for a time, in Russia. By this time, Jerry was getting a bit cagey with his Luftwaffe and wasn’t doing as much sky-sailing against England as had been his habit. But, out in the Middle East, Rommel and his sunburned supermen were putting up a pretty fair effort and Bill decided to have a look-see. He volunteered for Middle East service and wound up with “Cobber” Cain’s old outfit. Those boys were fliers and Bill got his tour in the hard way; but hard. He flew on a Hurricane squadron and did both day and night Ops. When things got dull, they relieved the monotony with some target practice on live Jerrymen of the Afrika Korps. Needless to say, this annoyed the Korps no little and they always speeded their departing guests with bursts of machine gun fire, rifles, and anything that was handy. Bill, who had come a long way since the old Moth and model days, saw all this action and went through to Sicily with the Eighth Army. He was then posted back to Egypt for a “rest”. But, as is so often the case, the word “rest” was merely relative in meaning. His new job was as a test pilot. At a certain desert squadron, his job is to take up kites which have been badly shot up or otherwise damaged but which the ground crew now think are serviceable. If you’re the worrying-type, don’t apply for this job; you wouldn’t like it. Bill fears just one thing: a question about his D.F.C. Asked how he came by it, he blushed and stammered and acquired the pained expression of a kid who has just dropped his brand new, double decker, chocolate ice cream cone. After a strained silence in which he shifted his weight from one foot to the other he managed to blurt out: “You just don’t talk about those things”. Obviously, he didn’t want to be rude but that was how he felt about it. If that’s how he felt about it, it was all right with us.

WALTER WO1 (WAG) R142701. From Round Hill, Alberta. Killed in Action Mar 14/45 age 23. #4 Operational Training Unit. Sunderland aircraft missing. Please see Sivell E.W. for casualty list and flight detail. Warrant Officer Class I Wireless Operator Air Gunner Gill has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

JOHN DAVIDSON FS(P) R62821. From Riverbend, Quebec. Killed in Action Sep 5/42 age 21. #101 Squadron (Mons Agitat Molem). Wellington aircraft lost. Please see FS J.N. Tapp for casualty list and flight detail. Flight Sergeant Pilot Gill has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

HAROLD JOHN SGT(AG) 652637 - Royal Air Force. From Sudbury, Ontario. Killed in Action Jul 3/42 age 30. #10 Squadron (Rem Acu Tangere). Halifax aircraft failed to return from operations. Six of the crew, not Canadians, missing believed killed. Sergeant Air Gunner Gill has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

DONALD ROSS F/O(P) J15111. From Cranbrook, British Columbia. Killed in Action Nov 7/42 age 27. #263 Squadron (Ex Ungue Leonem). F/O Gill lost his life when his Whirlwind aircraft was shot down six miles east of Cherbourg during a Rhubarb operation over the Constentin Peninsula, France. Flying Officer Pilot Gill is buried in the Old Communal Cemetery, Cherbourg, Manche, France.

D.S. R134421. The aircraft crashed at Arlesey, not Arlesley. Detail provided by A E. Barnard, Burlington, On.

GILLANDERS, Lieutenant (Temporary Captain) John Gordon - Distinguished Flying Cross - awarded as per London Gazette dated 2 November 1918. Home in Highgate, Ontario; student at University of Toronto; joined RFC in Canada, 17 August 1917; sailed as 2nd Lieutenant, 19 November 1917. With No.18 Squadron, 14 March 1918 to 10 June 1919; appointed Captain, 15 August 1918. This officer has carried out twenty-nine successful bombing raids, sixteen photographic flights and thirty-six reconnaissance, and his work had beenn admirable, characterized by marked ability. In the course of these numerous flights he has never hesitated to engage enemy aircraft, thereby on many occasions materially assisting his formation. NOTE: Public Record Office Air 1/204/36/127 has recommendation sent by 1st Brigade to Headquarters, Royal Air Force, 13 August 1918. For conspicuous gallantry and devotion to duty. He has carried out 29 successful bombing raids, 16 successful photographic flights and 36 reconnaissances, many of which have been at very low altitudes. He has taken part in numerous encounters with enemy aircraft and by his dash and fearlessness has materially assisted his formation in dealing with hostile attacks. He has carried out his work in a most admirable and conscientious manner and during the five months he has served with No.18 Squadron has set a fine example to other pilots by his keenness and great devotion to duty. On 22 July 1918, whilst flying in formation, he observed an enemy machine which was a two-seater. He left the formation, attacked and destroyed the enemy aeroplane. He then rejoined his formation, bombed the objective and when returning was attacked by four hostile aeroplanes. He singled out one which was shot down out of control and eventually crashed. On 24 July 1918 he carried out a successful photographic flight under very difficult circumstances, exposing 33 plates through gaps in the clouds and obtaining all pin points. On 16 July 1918 during a flight of two hours 35 minutes he took 30 exposures with an E.B. [or F.B.] camera of villages and hostile aerodromes in the vicinity of Orchins, obtaining all the pinpoints. In addition to the above he took part in a bomb raid which was attacked by 40 to 50 enemy aeroplanes. During the combat which ensued four enemy aeroplanes were crashed and seven shot down out of control. GILLANDERS, Lieutenant (Temporary Captain) John Gordon - Mention in Despatches - awarded as per London Gazette dated 31 December 1918. AIR 1/1219/204/5/2634/18 (copied into Library and Archives Canada MG.4 D.1) has the following Combat Reports: 25 May 1918 Type and Number of Aeroplanes: eight D.H. 4s Armament - 1 Vickers, 1 Lewis Pilots - Captain A. Waller, MC [the author of the report], Captain I. Pyott, DSO, 2/Lt. C. Snook, 2/Lt. C. Mason, 2/Lt. J. Waugh, 2/Lt. G. Peskett, 2/Lt. J. Gillanders, Lieut. I. Mellish. Observers - 1. Lt. Ayers, 2. 2/Lt. B. Tussaud, Lt. R. Aslin, Lt. E. Collins, 2/Lt. E. Walker, A/Sgt. Braithwaite, Lieut. B. Blackett. 2/AM L. Vrendenburg. Locality: Courrierres. Time: Between - 11.20 a.m. and 11.40 a,m. Duty - Bombing Height - 14,000 feet Result - [not entered] Remarks on Hostile Machine: About 40 to 50 seen. All kinds including Triplanes and a new two-seater machine with a long span, narrow wings very much swept back. NARRATIVE General Encounter - We met the above mentioned E.A. when returning from bombing Carvin and Libercourt. Our escort was eight Bristol Fighters from No.22 Squadron. All the Observers opened fire and all except 3 or 4 E..A. were driven down below us and to Eastwards before the fight was broken off. I saw a great many machines out of control but the presence of such a large formation of E.A. made it almost impossible to follow them down. I dived on one triplane and fired about 50 rounds into him; he went down vertically as far as I could see and other members of the formation confirmed his having gone right down out of control. [The following added in pen:] This has since been confirmed by pilot of No.22 Squadron. 28 July 1918 Type and Number of Aeroplanes: three D.H. 4s Armament - 1 Vickers, 1 Lewis Pilots - Lieutenant C. Darvill, Lieutenant J. Gillanders, Lieut. E. Peskett Observers - Lieut. W. Miller, Lieut. E. Walker, 2/Lt. W. Clark. Locality: Vitry and Query la Motte. Time: 7.35 a.m. Duty - Bombing Height - 12,800 feet Result - one destroyed, two driven down out of control [finally assessed as “two out of control”] Remarks on Hostile Machine: 15 Fokker biplanes, Albatross and Pflaz NARRATIVE General Combat - Whilst returning from bombing Douay [sic] we were attacked by the above mentioned formation, five of which came right into our formation. Lieutenant Irwin was seen to go down smoking with two E.A. on his tail. As these two went under my machine Lieut, Miller (my Observer) opened fire on one E.A. who went down completely out of control, spinning and diving with his engine on. He was last seen by several Observers spinning through the clouds and without doubt must have crashed. Lieut. Gillanders engaged the other E.A. who was attacking Lieut. Irwin. His Observer fired several bursts. He went down in a vertical dive, subsequently getting into a fast spin, completely out of control. He disappeared through the clouds. This was also seen by other observers of the formation. 2/Lieut. Clark damaged one of the E.A. who dived through the formation. 70 rounds were fired at this E.A. He stalled, spun and was then seen by other Observers to be alternatively stalling and spinning, and undoubtedly out of control. Owing to the clouds it was impossible for the Observers to follow these E.A. down, but I think that these three E.A. must have eventually crashed. [signed by Davill] 28 July 1918 (again) Type and Number of Aeroplanes: D.H. 4, A7907 Armament - 1 Vickers, 1 Lewis Pilot - Lieut. J. Gillanders Observer - 2/Lieut. E. Walker Locality: Esquerchin. Time: 7.30 a.m. Duty - Bombing Height - 13,000 feet Result - one destroyed Remarks on Hostile Machine: one Albatross two seater, black-and-white tail. NARRATIVE Whilst going over to bomb Douai I engaged the above E.A. who passed just below me. My observer opened fire, firing about 20 rounds. The E.A. turned over on his side and went down spinning. He was seen to crash at 51.B D.5 control by me. He was seen spinning by Lieut. Darvill and his Observer.

ROBERT EDWARD P/O(WAG) J89725//R165374. From Toronto, Ontario. Killed in Action Feb 20/44 age 23. #431 Iroquois Squadron (The Hatiten Ronteriios). Target - Leipzig, Germany. Please see Sonshine M. for casualty list and flight detail. Pilot Officer Wireless Operator Air Gunner Gillenders is buried in the Berlin War Cemetery, Charlottenburg, Germany.

CHARLES P/O(P) J3109. From Vancouver, British Columbia. Killed Mar 12/41 age 25. #8 Service Flying Training School, Moncton, New Brunswick. Two Anson aircraft crashed. Please see LAC E.H. Williams for casualty list and flight detail. Pilot Officer Pilot Gillard is buried in the Masonic Cemetery at Vancouver, British Columbia.

WILLIAM ALBERT FS(AG) R135059. From Rumford, Rhode Island, U.S.A. Killed in Action Jan 9/43 age 23. #57 Squadron (Corpus Non Animum Muto). Lancaster aircraft #ED 319 lost during operations. Sgt V.J. Donaldson (RAF) was also killed. Five of the crew, not Canadians, missing believed killed. Flight Sergeant Air Gunner Gillen is buried in the Oud Leusden General Cemetery, Amersfoort, Utrecht, Holland.

JOHN ALEXANDER F/O(P) J24961. From Toronto, Ontario. Killed Apr 24/44 age 22. #425 Alouette Squadron (Je Te Plumerai). Halifax aircraft crashed. Please see P/O Richmond W. Smith for casualty list and flight detail. Flying Officer Pilot Gillies is buried in the Stonefall Cemetery, Wetherby Road, Harrogate, Yorkshire, England.

E.B. R133826. Liberator aircraft FL 926 failed to return from a photo reconnaissance trip over Nicobar Island in the Andaman Sea. F/O.s C. Hamann, W.A. Wallace and five RAF members of the crew FS.s H.R. Crust, T. Lecky, Sgt.s C.R. MacGregor, R. Morgan. and F/O. H.P. Willson were also killed.

WILLIAM LEAMAN P/O(AG) J90090//R183721. From Thornbury, Ontario. Killed in Action Jul 18/44 age 28. #429 Bison Squadron (Fortunae Nihil). Bombs from an unidentified Halifax aircraft were seen to strike the tail of Halifax #LW 127 while it was over the target - Caen, France. F/O R.G. Ellis was also killed. Four Canadians, F/L G. Gardiner, F/O J.J. Brunet, WO F.A. McNiffe, and Sgt W.K. McGregor were taken Prisoners of War, one of the crew, not Canadian, missing believed killed. Pilot Officer Air Gunner Gillespie is buried in the Brefteville-Sur-Laize Canadian War Cemetery, France.

IAN GEORGE F/O(P) J14698. From Victoria, British Columbia. Killed in Action Dec 22/43 age 20. #404 Buffalo Squadron (Ready To Fight). Beaufighter aircraft lost during a Rover patrol to Lister on the Norwegian coast. The RAF navigator was also killed. Flying Officer Pilot Gillespie has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

EDWARD WILLIAM P/O(P) J7764//R53006. From Kansas City, U.S.A. Killed in Action May 9/42 age 20. #501 County of Gloucester Squadron (Nil Time). P/O Gillespie was the pilot of Spitfire aircraft #W 3845 and failed to return from a cross-channel sweep. He had been slightly injured on October 9, 1941 when in an automobile accident while stationed at #9 SFTS, Summerside, Prince Edward Island. Pilot Officer Pilot Gillespie has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

GILLESPIE, F/L Geoffrey Frank Waller (RAF 141555) - Distinguished Flying Cross - No.405 Squadron - awarded as per London Gazette dated 15 November 1944. Born 1922 in Sydenham; home in Crieff, Perthshire; enlisted 1941; trained in South Africa; commissioned 1943. Air Ministry Bulletin 16209/AL.922 refers. 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". Public Record Office Air 2/8828 has recommendation drafted 20 August 1944 when he had flown 41 sorties (195 hours eight minutes). 23 Dec 43 - Berlin (7.36) 29 Dec 43 - Berlin (6.26) 2 Jan 44 - Berlin (6.25) 27 Jan 44 - Berlin (7.46) 28 Jan 44 - Berlin (8.36) 30 Jan 44 - Berlin 6.22) 15 Feb 44 - Berlin (6.53) 19 Feb 44 - Leipzig (6.53) 20 Feb 44 - Stuttgart (6.18) 25 Feb 44 - Augsburg (7.05) 1 Mar 44 - Stuttgart (7.01) 15 Mar 44 - Stuttgart (6.55) 18 Mar 44 - Frankfurt (5.02) 22 Mar 44 - Frankfurt-am-Main (5.19) 24 Mar 44 - Berlin (6.44) 30 Mar 44 - Nuremberg (6.39) 18 Apr 44 - Paris (3.37) 8 May 44 - Haine St.Pierre (2.44) 10 May 44 - Ghent (2.19) 11 May 44 - Boulogne (2.33) 19 May 44 - Le Mans (3.58) 22 May 44 - Le Mans (4.15) 10 June 44 - Versailles (3.47) 12 June 44 - Amiens (2.42) 16 June 44 - Renescure (1.45) 27 June 44 - Oisemont (2.15) 28 June 44 - Metz (5.18) 9 July 44 - Lhey (1.46) 10 July 44 - Nucourt (2.45) 12 July 44 - Paris/Vaires (3.08) 15 July 44 - Nucourt (3.30) 17 July 44 - Gagny (2.30) 28 July 44 - Stuttgart (6.17) 30 July 44 - Battle area (2.34) 3 Aug 44 - Nieppe (2.03) 4 Aug 44 - L'isle Adam (2.44) 13 Aug 44 - Falaise (2.38) 14 Aug 44 - TRACTABLE 2 (2.21) 15 Aug 44 - Meisbroek (4.15) 16 Aug 44 - Stettin (4.57) 18 Aug 44 - Sterkrade (3.34) This officer is a skilled and capable navigator in a very successful crew. Flight Lieutenant Gillespie has a long and varied operational career, and has, on many occasions, been placed in imminent personal danger. In spite of this fact he has not veered from his allotted tasks, but has shown a coolness and dogged devotion which has set a magnificent example to all fellow members of his crew. Strongly recommended for the non-immediate award of the Distinguished Flying Cross. GILLESPIE, F/L Geoffrey Frank Waller (RAF 141555) - Bar to Distinguished Flying Cross - No.405 Squadron - awarded as per London Gazette dated 23 March 1945. Throughout two tours of operations Flight Lieutenant Gillespie displayed outstanding navigational skill and devotion to duty. He has participated in numerous attacks against such vital targets as Berlin, Stuttgart and Frankfurt. Since the award of the Distinguished Flying Cross he has maintained a high standard of cool courage and determination. Public Record Office Air 50/248 has a Combat Report for the night of 1st/2nd March 1944, Lancaster O/405, ND507 or JB507. Crew consisted of J16708 F/L A.J. Van Rassel, 141555 F/O G.F.W. Gillspie, 710165 Sergeant W. Howard, R109440 Warrant Officer F. Billingsley, R211205 Sergeant C.C.Y. Bergeron (mid-upper gunner, trained at No.9 BGS), J14183 F/O E.G. Gray (rear gunner, trained at No.9 BGS and No.22 OTU) and 1043385 Sergeant C.O. Beadman. While on operations to Stuttgart on the night of March 1st, 1944 and in a position 48?50" North 09?30" East, Lancaster ?O? Serial No.JB507 of 405 Squadron was attacked by a twin-engined fighter identified by the rear gunner as being a Me.210. The encounter took place at 19,000 feet altitude while flying at 145 I.A.S. on a heading of 070? True. Visibility was good with 5/10 cloud tops at 12,000 feet and no moon. The enemy aircraft was first sighted by the rear gunner [Gray] silhoetted against the cloud at a range of 1,000 yards in the Starboard Quarter down. The enemy followed the bomber while closing in slowly on the Port Quarter down until it reached a position at 800 yards range at which time it banked towards the bomber and commenced to attack. The rear gunner held his fire until the range closed to 500 yards when he directed the pilot [Van Rassel] to corkscrew port, and opened fire with a short burst of 100 rounds total. The fighter then broke the attack by climbing on the port quarter and was not sighted again. There was no indication of imminent attack and the enemy aircraft did not open fire, no damage was caused to the fighter. Monica and Fishpond was reported unserviceable.

GILLESPIE, F/L George MacDougall (C2004) - Commended for Valuable Services - No.112 Wing (Training), although the AFRO gave his unit as \"Overseas\"). - Award effective 1 September 1944 as per London Gazette of that date and AFRO 2637/44 dated 8 December 1944. Born in Albert, New Brunswick, 13 April 1907. Educated at Chatham High School, Pictou Academy and University of New Brunswick. Began flying in 1928 (instructor and barn stormer, 1931-1934; but see his own account below). Applied to the RCAF for a commission in both the regular and reserve but to accept a navigation course at Camp Borden, Instead he was taken on strength of Camp Borden, 7 September 1931 as a Sergeant Pilot for a navigation course. He was then struck off strength of Camp Borden, 23 December 1931 but continued to be carried on the books as a Sergeant Pilot (unpaid) until 4 September 1934. Enlisted again on 22 February 1940 (Sergeant Pilot); commissioned at Trenton, 1 April 1940. To No.4 SFTS, Saskatoon, 4 July 1940. To Central Flying School, Trenton, 22 March 1941. Promoted Flight Lieutenant, 1 September 1941. Struck off strength of Station Trenton, 28 February 1943 for posting overseas, but this was cancelled when his hearing problems were discovered. Taken on strength of No.3 Training Command, Montreal, 6 June 1943. To AFHQ, Ottawa, 11 January 1944. To No.301 Camp Unit, Dorval (Ferry Command), 1 May 1944. Promoted Squadron Leader, 1 May 1945. To Station Lachine, 17 July 1945. Retired 9 November 1945. Rejoined RCAF in Halifax, 19 February 1952 in Special List (203562) and assigned to Ground Observer Corps. Served in that Corps to 18 February 1957 (all in Halifax and Truro areas). Died in Truro, Nova Scotia, 15 April 1982 as per Legion Magazine of July 1982 (which gives number correctly but lists him as ?George G. Gillespie). No citation in AFRO. Public Record Office Air 2/9019 has the following, drafted when he had flown 2,872 hours (377 in previous six months). This oficer is a very capable and zealous instructor on the various types of aircraft employed for training in No.45 Group. In this capacity he instills confidence in his pupils. GILLESPIE, S/L George MacDougall (C2004) - Air Force Cross - No.313 Ferry Training Unit - Award effective 7 September 1945 as per London Gazette of that date and AFRO 1647/45 dated 26 October 1945. Public Records Office Air 2/9117 recommendation (identical to below) states that he had flown 3,194 hours, 914 on ferry or transport duties, 300 in past six months. This officer is flight commander of the RAF Conversion Flight at his station. He has done excellent work as a flying instructor and flight commander and kept up this high standard when attached for three months to No.5 Operational Training Unit for the purpose of giving ferry training to Liberator crews. His work during this time was of great benefit to both units. Note: On 1 October 1931, S/L G.E. Brookes, Chief Flying Instructor, Camp Borden, wrote of Sergeant G.M. Gillespie: Pleased be advised that I tested the above mentioned Airman Pilot for progress this date. Approximate flying is 11 hours. Flying generally is satisfactory and flying errors noted are confined to forces landings. Sequence 15: Sergeant Gillespie does not use the method taught in this organization. It is felt that if instruction is commenced at once, using the fields provided, that he will adjust his approaches quite quickly. I would suggest that F/L Sporadbrow should be instructed to commence this phase of the Course immediately. On 18 November 1931, F/O E.T. Morris reported, :”Sergeant Gillespie has satisfactorily passed a forced landing test in Puss Moth aircraft. He is considered fully qualified to carry out Cross–Country flights on this type of aircraft.” Examined for Air Pilotage, 22 November 1931, he scored 75 % on “Tactical Problems”, 78 % on “Route Cards”, 83 % on “Practical Navigation”, 68 % on an Intermediate Examination. Others taking the course were Sergeants A.G. Sims, H.C. Yule, T.F.K. Edmison, L.N. Gill, R.H. Batty, F.B. Briscoe, C.E. Keating, G.A. Blunden, C.R. Robinson, D. Imrie, W.R. Munroe, and S.C.L. Bailey, plus Sergeant-Major G.E. Clarke and Flying Officers J. Laxdall, H.H. Langford, M. Ogilvie Forbes and R.G. Pigeon, as well as Pilot Officers L. Gendron, R.L. Coote and R. Lacroix. On 1 December 1931, Gillespie wrote to the Officer Commanding, Station Camp Borden: Immediately prior to coming to Camp Borden for the Navigation Course in September I was employed in Toronto as Pilot on a privately owned plane. It has been ascertained that the position will not be available for me on completion of the course, having been filled by another pilot. In view of prevailing conditions of the labour market and that I have no immediate prospects in view, the chances of obtaining employment would appear to be much better if I returned to my home in Newcastle, New Brunswick. In the connection it would be very much appreciated if at the completion of the course, I could be granted free transportation to my home. The above request was turned down - he would be paid for travel to place of enlistment (Toronto) and no further. In a letter dated 3 April 1935 to AFHQ he applied to enlist in the RCAF, citing his previous course. He stated that during the course he had flown 15 hours 55 minutes on instruments, 37 hours ten minutes on General Flying, six hours 30 minutes night flying, 18 hours 55 minutes on solo navigation, and 36 hours as “Acting Navigator.” He also wrote, “At the present time my solo flying time amounts to 237 hours and 15 minutes”, which suggests that in subsequent accounts he “padded” his flying times. However, subsequent letters confirm that he was rejected (6 April 1935), again described as “too old” (14 November 1939) and then offered an opportunity to enrol as a Temporary Sergeant (2 February 1940), given that the RCAF proposed to hold a special instructor course at Trenton for civilian pilots in anticipation of BCATP requirements. Assessed as instructor, 12 June 1940 - “A sound knowledge of sequence, but although his voice is clear he is not convincing enough in his delivery. Flying also lacks pep. Should be good enough after some experience. Aerobatics average. ‘C’ Category recommended.” Involved in accident at Trenton, 18 June 1941, Harvard 1550 (Sergeant H.M. Byers) and Fleet 4675 (F/O Gillespie and J5221 P/O A. Arnason). No injuries. Harvard landed and swung, striking interplane strut of Fleet with starboard wing (“Carelessness on part of Harvard pilot.”) Retested as instructor, 13 November 1941 by S/L William M. Foster (No.2 Visiting Flight). By then he had flown 1,000 instructing. Tested on Moth and Lockheed. Assessed under following headings - Sequence (“Above average”), Voice (“Clear”), Manner (“Steady”), Ability to Impart Knowledge (“Above average”), and Ability as pilot (“High average”). Described as “A capable pilot with above average ability to impart knowledge. Demonstrates flying maneouvres in an instructive manner and with detailed explanation. Ability and experience warrant a higher category.” Awarded A.2 category. On 28 October 1942 while testing F/O G.J.H. Billing, No.32 EFTS, minor accident with Stearman FJ907 seven miles west of Netook Relief Landing Field; Gillespie uninjured, Billing slightly injured. “Accidental removal of harness pin. Accidentally removed by flying suit fastener catching loose pin when aircraft inverted.” Retested by W/C J.G. Stephenson, 8 June 1943 when he had flown about 2,000 instructional hours. Tested on Cornell and Crane. Assessed under following headings - Sequence (“Above average”), Voice (“Clear”), Manner (“Instructive”), Ability to Impart Knowledge (“Above average”), and Ability as pilot (“Above average”). Described as follows: “This officer’s ability and experience warrant the highest category”. Reclassified A.1. Excerpt of letter, 20 January 1945, W/C L. de S. Duke, RCAF Liaison Officer with No.45 Group to Air Officer Commanding, No.1 Air Command: Your instructions dated 20th January 1945 to transfer the above named officer to the RCAF Reserve is very much deplored and greatly regretted by this Headquarters, and in consequence I have been directed to lay before you the following in regard to this officer. Flight Lieutenant Gillespie was posted for duty with No.45 (AT) Group in 1944 for trans-Atlantic ferrying duties. Having completed many successful Atlantic crossings in which he early demonstrated a more than average ability as a captain, he was posted to this Group’s Ferry Training Unit at North Bay in the capacity of Flight Commander, and whilst filling this responsible position was continuously recommended for promotion to the rank of Squadron Leader. When very recently it was decided to establish at No.5 OTU, Boundary Bay, a detachment of instructors from No.45 Group in order to ensure that crews from that Unit, who are designated for India, are trained to the necessary standard required by this Group to enable them to make successful trans.-Atlantic delivery, Flight Lieutenant Gillespie was especially chosen as officer in charge of this detachment in view of his varied experience both as a Flight Instructor and as a transport pilot qualified on large four engine aircraft. In view of the important and particular nature of duties which this officer is now engaged, and difficulty of replacing him at the present time, it is requested that every consideration will be given to postponing Gillespie’s transfer to the above for a period of at least six months. His file contained the following (undated) narrative, apparently drafted as part of his application to rejoin the RCAF., It seems that all my life I have been interested in aircraft and flying. I first became an enthusiast during World War I while attending school in Chatham, New Brunswick, where I received my Junior Matriculation. This was followed by a year at Pictou Academy, after which I enrolled at University of New Brunswick in 1925 to study Forestry. At the same time I became interested in the COTC and was asked by our Commanding Officer if I could get my parents’ permission to go into the RCAF. The prospect filled me with enthusiasm which was not reflected by my father and in the summer of 1927, while timber cruising in northern New Brunswick, an epidemic of boils, brought on by the diet which we were forced to live on in the bush killed my enthusiasm for a forest existence. In 1928 I attended Success Business College in Truro, Nova Scotia and received a certificate in Bookkeeping and Accountancy. Following this I went to work for the T. Eaton Company in Moncton, expecting to be in the office. Instead, I found myself selling merchandise during the Christmas rush and, when Canadian Airways opened a school at the new Moncton Airport, I enrolled as a student pilot with practically no assets but unbounded optimism. From different sources I raised enough money to pay for my lessons and eventually soloed a Gipsy Moth in 6 ½ hours. My instructor thought I was rather slow to take so long. In the spring of 1930 I went to Buffalo, New York and, after getting my private and commercial license in the U.S.A. I went to work for Curtiss-Wright Flying Services. During 1930 and 1931 I did considerable flying all over the States, instructing, ferrying and testing. In the spring of 1931 I went to Toronto and received my commercial license in Canada. Times were not good financially and for some time I shuttled back and forth across the border, flying in both countries when opportunity offered. Although I cannot produce logbook evidence to back me up, during the early thirties I flew at least 30 different aircraft types, ranging from the Heath “Parasol” to the Ford Trimotor. In the fall of 1931 I enlisted in the RCAF Reserve and spent four months at camp Borden taking a Navigation course. In September 1934 I received my discharge by registered mail. At the time, I was living in Toronto and had taken a course in Authorship and Journalism from Shaw Schools, Completing the course, I began knocking out short stories that sold reasonably well to the pulp papers and, when I returned to the Maritimes in 1936, I decided to get married. Settling in Amherst, Nova Scotia, where my daughter was born in 1939. When war broke out in September of that year I felt I had something that Canada could use and applied to the Saint John, New Brunswick Auxiliary Squadron for a commission. In sending the necessary forms, the Adjutant of the squadron warned me that I was overage (32) but that my experience might counteract this. I due time I was advised to report to the Recruiting Office in Moncton for a medical examination and later a notification from Ottawa informed me that a review of my application has disclosed that I was too old to be useful to the RCAF. In February 1940 I received a telegram asking if I could enlist as an Aircraftsman to take an Instructors Course at Trenton. My reply in the affirmative brought a further signal to report to Moncton and complete my enlistment. I reported to Flying Instructors School and took my first flight in a Fleet on February 28, 1940, soloing in two hours 20 minutes. In March I soloed the Harvard Mark I in 2:05 and checked out at night in the same aircraft in 1:10. After receiving my instructor’s category on May 26th I soloed the Oxford on May 27th in 1:35. In June I received my commission, backdated to April 1st, and spent the summer of 1940 ferrying aircraft around Ontario and Quebec, eventually being posted to No.4 SFTS, Saskatoon in September [but see postings above.] In March 1941 I returned to Flying Instructor School as a staff instructor. The following September I went out as second-in-command of a Central Flying School Visiting Flight and remained on this job until the spring of 1943. At that time I managed an overseas posting to RAF Bomber Command but for the first time I failed to pass a Medical, due to my hearing. This was judged to be middle-ear deafness and my hearing in the air remained as acute as ever. In April 1943 I was sent to Fingal, Ontario to convert single-engine pilots to Bolingbroke aircraft and remained for a week. Following this I returned to Central Flying School until June when I was posted to 45 Group, RAF Transport Command. Here I checked out in all available types as a Trans-Atlantic captain and instructed on all of them. During the summer of 1943 I spent most of my time at North Bay, Ontario on Hudson aircraft before returning to Dorval from where I made trips to the Gold Coast, England and Egypt. Eventually I returned to North Bay as a Flight Commander, which position I held until August 1945, except for three months when I was Officer Commanding of a 45 Group detachment sent to No.5 OTU, Boundary Bay, B.C. to assist in Liberator training. On returning from this detached duty in May I was put in charge of Lancaster training and Radio Range instruction at North Bay. At the time I was posted to the RAF Transport Command I held an A-1 instructor’s category and when I left the RAF on posting to the Release Centre at Lachine, Quebec, I was assessed as an exceptional pilot and instructor and held their Command Pilot instrument rating. On September 1, 1944 I was awarded a King’s Commendation and on September 7th, 1945, the Air Force Cross. I was discharged from the RCAF in November 1945 and was employed by War Assets Corporation in Montreal. In 1947 I returned to Nova Scotia and since then have been selling insurance and acting as local representative for Maritime Automobile Association and two brokerage firms. I have been very active in the community life of this area, was founder and organizer of No.102 (Colchester) Wing, RCAF Association, and have been its President for more than two years. I am First Vice President of the Nova Scotia Rifle Association and Vice-President of the North Nova Scotia Highlanders Rifle Association, an active member of the Truro Curling Club and the Truro Golf Club. Assessments (sample): “This officer needs more drive and initiative and a great deal more service experience.” (4 December 1940). “Conscientious and industrious, pleasing personality, but his pupils, although well-trained, are often behind schedule due to lack of organization on the part of this instructor. Deficient in ability to organize and manage flight activities and lacks initiative, administrative qualities and the push to get work done by others. Content to allow others to do the thinking for him.” (10 July 1941). “”Has sufficient flying experience and ability to make a very useful operational pilot for Home work or Overseas. This officer is making an honest endeavour to improve the many deficiencies outlined in his last R.211. There is no doubt a change of environment would react in his favour as he has been in training too long. Superficially he gives the impression of wanting to overcome his weak points and become a better and more valuable officer. However, he is so set in his ways it is doubtful if he possesses the strength of character to overcome them all.” (W/C F.C. Carling-Kelly, Central Flying School, 5 April 1943). “An exceptional flying instructor. Should do well as a chief flying instructor. A very efficient officer who is an asset to the service.” (S/L R.J. Ralph, North Bay, 17 August 1943). “This officer is a flying instructor of above average ability. He is very conscientious and sets an excellent example to his pupils. It is strongly recommended that he be considered for accelerated promotion to the rank of Squadron Leader, in order that he may fill an established post as a Flight Commander at a unit within this Group.” (W/C E.H. Coleman, Headquarters, No.45 Group, 7 August 1944). “Flying Officer Gillespie is prenrly employed as Officer Commanding the Ground Observer Corps filter centre in Truro, Nova Scotia. He was recommended for that position from the Reserve because of his wide acquaintance in Truro and his extensive activities there in Air Force Association, Canadian legion and in sports activities such as curling and Rifle Shooting. In a unit depending on civilians for manning he is an ideal man. F/O Gillespie is all for the service and is happier in the RCAF than he could be in any other position in civilian life. He is the average type other than administration and had an outstanding career as a pilot during previous service. Although his field was flying, he makes a most sincere effort to do what is expected of him in his present position and with extra effort on his part and sufficient supervision and direction he satisfactorily completes any task assigned him. His two big faults are that he worres and worries unduly about minor problems and that he is influenced much more than he should be by other officers under his command. He is inclined to depend on others too much and is nor inclined to make major decisions himself, and is not recommended for permanent commission because of advanced age for his rank and his hearing difficulties necessitating use of hearing aid.” (W/C J.A. Wiseman, 6 January 1953).

GILLESPIE, F/O Gordon Campbell (J27402) - Distinguished Flying Cross - No.419 Squadron - Award effective 5 February 1945 as per London Gazette dated 16 February 1945 and AFRO 563/45 dated 29 March 1945. Born in Carleton, Prince Edward Island, 10 November 1923; home there. Formerly with Prince Edward Island Light Horse. Enlisted in Moncton, 21 July 1942 and posted to No.5 Manning Depot. To No.16 SFTS (guard duty), 11 September 1942. To No.6 ITS, 7 November 1942; graduated and promoted LAC, 21 January 1943; to No.1 BGS, 20 February 1943; to No.9 AOS, 15 May 1943; 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 8 December 1944. To Moncton, 20 January 1945. To Pennfield Ridge, 16 May 1943. To No.8 OTU, 1 June 1945. To Release Centre, 17 September 1945. Released 22 September 1945. Died in Hampton, New Brunswick, 24 February 2000. 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.3260 (RG.24 Vol.20637) has recommendation dated 4 November 1944 when he had flown 34 sorties (181 hours 20 minutes), 20 December 1943 to 17 September 1944. This officer has completed 34 operations against the enemy and throughout his tour has shown great courage and devotion to duty. His crew have only the highest praise for his good work, which is of the highest quality. His assistance in navigation was completely reliable and, while on the bombing run, his cool and calm instructions to the pilot were a great reassurance to the remainder of the crew. His crew has invariably shown the greatest confidence in his ability and his bombing accuracy has been excellent, even on the most heavily defended targets and he has secured no less than nine photographs plotted within the target area. I consider the excellent of Flying Officer Gillespie\'s work fully merits the non-immediate award of the Distinguished Flying Cross. The sortie list was as follows: 20 December 1943 - Nickel (1.30, returned early, Wellington aircraft) 22 December 1943 - Nickel, Fontainblue (3.55, Wellington aircraft) 22 March 1944 - Gardening, Kiel Bay (7.40, Halifax aircraft) 26 March 1944 - Courtrai (5.35, Halifax aircraft) 29 March 1944 - Paris (6.30, Halifax aircraft) 9 May 1944 - St. Valery (4.00, Lancaster aircraft from here onwards) 10 May 1944 - Boulogne (3.50) 12 May 1944 - Louvain (4.40) 31 May 1944 - Mont Couple (3.50) 4 June 1944 - Calais (3.40) 5 June 1944 - Merville (4.50) 6 June 1944 - Coutances (5.45) 12 June 1944 - Cambrai (4.45) 13 June 1944 - St. Pol (3.50) 16 June 1944 - Sterkrade (4.45) 21 June 1944 - St. Martin L?Hortier (4.25, day) 23 June 1944 - Bientiques (4.00) 24 June 1944 - Bamieres(4.10) 26 June 1944 - Foret d?Eawy (4.35) 15 July 1944 - Bois de Jardin (4.10) 18 July 1944 - Wesseling (5.30) 23 July 1944 - Kiel (5.35) 24 July 1944 - Stuttgart (9.00) 28 July 1944 - Hamburg (5.40) 4 August 1944 - Bois de Cassons (5.35, day) 5 August 1944 - St. Leu d?Esserent (5.25, day) 7 August 1944 - Caen (4.15, 8 August 1944 - Chantilly (5.15, day) 18 August 1944 - Bremen (6.40) 25 August 1944 - Russelsheim (10.15) 6 September 1944 - Emden (3.55, day) 10 September 1944 - Le Havre (4.35, day) 12 September 1944 - Dortmund (5.40, day) 14 September 1944 - Wilhelmshaven (4.20, day, duty not carried out) 15 September 1944 - Kiel (5.45) 17 September 1944 - Boulogne (3.50, day)