ARTHUR CLARENCE P/O(BA) J90365//R157074. From Warren, Manitoba. Killed in Action May 25/44 age 22. #192 Squadron. Target - Aachen, Germany. Please see P/O E.P. Sabine for casualty list and flight detail. Pilot Officer Bomb Aimer MacGillivray was buried at St. Trond, Belgium, exhumed, and reinterred in the War Cemetery, Heverlee, Brabant, Belgium.

DONALD DUNCAN SGT(WAG) R139766. From Silver Park, Saskatchewan. Killed Apr 13/43 age 29. #32 Operational Training Unit, Patricia Bay, British Columbia. Hampden aircraft #AN 121 had just completed a low level bombing training run when it turned over on its back and entered the water upside down in the sea off Cowichan Head, Vancouver Island. P/O J.S. Peterkin (RAF) and Sgt R.T. Barrow (RAAF) were also killed. Sergeant Wireless Operator Air Gunner MacGillivray is buried in the Silver Park Cemetery, Silver Park, Saskatchewan.

JOHN JAMES FS(BA) R143002. From Vancouver, British Columbia. Killed Nov 24/43 age 23. #1658 Conversion Unit. Halifax aircraft #JB 926 crashed in the night at Agra Moor, Yorkshire. Six of the crew, not Canadians, were also killed. Flight Sergeant Bomb Aimer MacGillivray is buried in the Stonefall Cemetery, Wetherby Road, Harrogate, Yorkshire, England.

ROBERT P/O(WAG) J86061//R139752. From Silver Park, Saskatchewan. Killed in Action Feb 8/44 age 20. #415 Swordfish Squadron (Ad Metam). Wellington aircraft ditched. Please see Hanson E. for casualty list and flight detail. Pilot Officer Wireless Operator Air Gunner MacGillivray has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

THOMAS ELDON P/O(P) J85833//R130166. From Garson, Ontario. Killed in Action Jul 29/44 age 26. #428 Ghost Squadron (Usque Ad Finem). Target - Hamburg, Germany. Please see Urquhart J.A. for casualty list and flight detail. Pilot Officer Pilot Magill has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

GEORGE EDWARD F/L(OB) J5312. From Toronto, Ontario. Killed in Action Mar 25/44 age 25. #103 Squadron (Noli Me Tangere). Wellington aircraft #Z 1142 was enroute to the target on January 10, 1942 when it was hit in the bomb bay and caught on fire. The pilot ordered the crew to bail out a few miles west of the target and the fire was extinguished about ten minutes later by the second pilot. F/L McGill was taken Prisoner of War and imprisoned in Stalag Luft 9A. He was one of six Canadians shot by the Gestapo in an attempted escape from Stalag Luft 3. Please see Wiley G.W. for list of those Canadians shot. Flight Lieutenant Observer McGill is buried in the Old Garrison Cemetery at Poznan, Poland.

JOHN LEROY WO2(AG) R111241. From Centerville, Ontario. Killed in Action Jul 8/43 age 20. #70 Squadron (Usquam). Wellington aircraft #HF 752 failed to return from operations. FS L.L. Bernthal (RAF), Sgts D.H. Cockram (RAF), R. Hobby (RAF), and Ky. Pike (RAF) were also killed. Warrant Officer Class II Air Gunner McGill has no known grave, his name is inscribed on the Alamein War Memorial, Egypt.

PAUL CLARK P/O(013) J15647. From Toronto, Ontario. Killed in Action Aug 21/42 age 24. #418 City of Edmonton Squadron. P/O McGillicuddy lost his life when his Boston aircraft was shot down and crashed in the sea off Dieppe, France. Pilot Officer Observer McGillicuddy is buried in the Cemetery at Littlehampton, Sussex, England.

DELMER RONALD F/O(P) J24978//R157933. From Vancouver, British Columbia. Killed in Action Mar 24/45. #298 Squadron. Halifax aircraft #NA 311 crashed seven miles south-east of BochoIt, Germany. The aircraft had been dropping airborne forces at the Rhine crossing north of Wessel, Germany. WO J.E. Bunn and four of the crew, not Canadians, were also killed. Flying Officer Pilot McGillivray was buried near the crash site, exhumed, and reinterred in the Reichswald Forest War Cemetery, Kleve, Germany.

D.R. J15111. The operation was over the Cotentin Peninsula, not the Constentin Peninsula. Detail provided by A. E. Barnard, Burlington, On.

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.

J.K R146737. The aircraft crashed at Blackshaw, not Black Show. Detail provided by A. E. Barnard, Burlington, On.

A.J. J87041. Lancaster aircraft ND 410 (PH-Y) crashed in the water close to Grevelingen (Zealand) during night operations against Leipzig, Germany. P/O.s P.D. Wright (RAF), E. Travers-Clarke (RAF), Sgt.s E. Roe (RAF), B.G. White (RAF), T. White (RAF), FS.s B.A. Stratton (RAF), and A.J. Gillis were all killed.

R.N. J19367. The aircraft crashed at Yardley Gobion, not Yardley, Gobin. Detail provided by F. McAfee, Regina, Sk.

GEORGE EUGENE F/O(P) J85756//R34598. From St. John, New Brunswick. Killed In Action Nov.25/44 age 22. #193 Squadron (Aera Et Terram lmperare). F/O. Langille was attacking enemy transport when his Typhoon aircraft # MN 912 was hit by flak and then crashed in flames six miles east of Amersfoort, Holland. Flying Officer Pilot Langille is buried at Putten General Cemetery, Gelderland, Holland.

GILLETT, P/O Ronald George (RAF 177887) - Distinguished Flying Cross - No.424 Squadron - awarded as per London Gazette dated 12 December 1944. Born 1922 in Shottery, Warks.; home at Leamington Spa; educated at Alceste Road Church of England School, Stratford-on- Avon. Enlisted 1941; commissioned 1944. Air Ministry Bulletin 16587/AL.940 refers. No citation other than "completed operations with courage and devotion to duty". DHist file 181.009 D.2609 (RG.24 Vol.20627) has recommendation dated 14 September 1944 when he had flown 31 sorties (197 hours 40 minutes), 2 September 1943 to 3 August 1944. Pilot Officer Gillett has proved himself to be a most efficient Wireless Operator. He has completed 31 successful sorties, the majority of which were carried out over heavily defended German targets such as Mannheim, Munich, Hanover, Dusseldorf and Berlin. Pilot Officer Gillett has always shown keenness and determination, setting a very high example to the rest of his crew. From the very start of his tour he has set himself to improve his technical knowledge and to cooperate with the other members of his crew. His quiet and determined efforts have made him one of the most useful members of this squadron. I feel that Pilot Officer Gillett fully deserves the award of the Distinguished Flying Cross. The sortie list was as follows: 2 September 1943 - mining (3.50) 5 September 1943 - Mannheim (8.10, good bombing results, heavy flak) 6 September 1943 - Munich (9.25, good bombing, lots of flak and flares) 15 September 1943 - Montlucon (8.00, target smashed, one fighter attack) 16 September 1943 - Modane (7.25, bad icing conditions) 3 October 1943 - Kassel (7.45, difficulty evading searchlights and flak) 4 October 1943 - Frankfurt (7.40, ran through wall of searchlights; good bombing) 8 October 1943 - Hanover (5.50, met fighter flare path for first time) 22 October 1943 - Kassel (7.30, strong opposition) 3 November 1943 - Dusseldorf (6.00, good bombing results) 26 November 1943 - Stuttgart (8.48, rear turret unserviceable, fixed in flight) 3 December 1943 - Leipzig (8.35, track aimed at Berlin, spook worked) 20 December 1943 - Frankfurt (6.50, better route but opposition strong) 29 December 1943 - Berlin (7.30, seven enemy aircraft sighted, aircraft shaken by flak) 4 January 1944 - mining (8.00, good trip) 15 February 1944 - Berlin (7.10, largest raid yet) 25 February 1944 - Augsburg (3.25, duty not carried out due to engine failure). 6 March 1944 - Trappes (5.25, good bombing) 15 March 1944 - Stuttgart (7.40, two fighter attacks) 11 April 1944 - mining (6.10) 18 April 1944 - Paris (5.25, medium heavy flak, good bombing) 21 April 1944 - mining (6.00, aircraft hit by light flak over target) 22 April 1944 - Dusseldorf (6.00, good trip, heavy flak en route in) 25 April 1944 - Essen (4.25, opposition from searchlights and flak) 26 April 1944 - Aulnoye (4.55, good bombing results) 1 May 1944 - mining (4.50) 11 May 1944 - Boulogne (3.40, concentrated attack) 5 June 1944 - Houlgate (5.25, pre-invasion attack, slight opposition) 21 June 1944 - Oisemont (4.35, first daylight, heavy cloud) 24 June 1944 - Bonnetot (3.50, good visual results, slight opposition) 6 July 1944 - Siracourt (4.00, accurate light flak over target) 3 August 1944 - Foret de Nieppe (3.35, slight opposition over target)

GILLSON, W/C Albert Henry Stewart (C1537) - Officer, Order of the British Empire - No.1 CNS - Award effective 1 January 1943 as per London Gazette of that date and AFRO 55/43 dated 15 January 1943. Born in Soham, England, 4 December 1889; studied mathematics at Cambridge University, graduating in 1911. He then studied astronomy under Sir George Darwin, son of naturalist Charles Darwin. An interest in art led him to study for a time at the Slade School in London. At the outbreak of the First World War he enlisted in the Royal Navy. With his knowledge of mathematics and astronomy, he helped in the organization of a navigation system for Royal Naval Air Service pilots. In 1920 he left the Navy and accepted an appointment as a professor of mathematics at McGill University in Montreal. Enlisted in RCAF at Montreal, 21 December 1939 as Navigation Officer and granted rank of Squadron Leader that day. As of 21 November 1940 he was at No.1 Air Navigation School, Rivers (Chief Instructor). Promoted Wing Commander, 15 January 1942. To Trenton, 1 April 1944. To No.3 Training Command, 11 September 1944. Released 12 September 1944. Became Chair of the Mathematics Department at McGill, taking a secondment for three years to the Sir William Dawson Veterans College at St. Johns, Quebec. He was recalled to McGill in 1947 to become Dean of the Faculty of Arts and Science. He left a year later to become President of the University of Manitoba, serving from 1948 to just before his death. He oversaw a period of unprecedented growth of the University and its consolidation at the Fort Garry Campus, and he was an enthusiastic supporter of research, establishing the Faculty of Graduate Studies and Research. Retired from the University in September 1954, due to a lengthy illness, and died at Winnipeg on 10 September 1954. He is commemorated by Gillson Street at the University of Manitoba. Wing Commander Gillson has been responsible for the organization and the present state of high efficiency of the ground instruction of this navigation school. This school, under the direction of Wing Commander Gillson, has specialised exclusively in celestial navigation and has set a very high standard in this particular phase of training. As a direct result of the training received at his school, Observers on active service overseas have done markedly fine work.

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).

GILLETTE, FS Victor Ira (Can 9914) - British Empire Medal - AFHQ - Award effective 1 January 1946 as per Canada Gazette of that date and AFRO 82/46 dated 25 January 1946. Born 19 January 1918. Home in Oshawa; enlisted 10 June 1938 in Toronto as Wireless Electrical Mechanic. Posted to Trenton on enlistment. Promoted AC1, 5 September 1939. Promoted LAC, 29 February 1942. Promoted Corporal, 15 October 1940. To No.1 BGS, 22 October 1940. Promoted Sergeant, 1 July 1941. Promoted Flight Sergeant, 1 August 1942. To Newfoundland, 7 October 1942. To No.121 Squadron, 3 January 1943. To \"K\", 21 September 1943. To AFHQ, 11 November 1944. Promoted WO2, 1 December 1945. Reverted to Flight Sergeant on taking up a post with permanent RCAF, 1 October 1946. Promoted WO2, 1 April 1950. Promoted WO1, 1 February 1952. On retirement he worked for 18 years with De Havilland Aircraft. Died in Toronto, 5 April 2010. This member of the regular force has served with great credit in training and operational commands and at Royal Canadian Air Force Headquarters. His extensive technical knowledge and keen interest have resulted in an appreciable contribution to signals. At Royal Canadian Air Force Headquarters this non-commissioned officer has shouldered responsibilities far exceeding those normal to his rank. By intense personal interest, clear thinking and ceaseless work he has successful adjusted this large and costly facility to the almost constantly altering requirements of the past year. Throughout his career Flight Sergeant Gillette has placed personal consideration aside in his eagerness to serve to the utmost of his ability. The result has been a consistently outstanding contribution to the Royal Canadian Air Force.

GILLIN, F/L Robert Clark (J11211) - Distinguished Flying Cross - No.31 Squadron - Award effective 30 October 1945 as per London Gazette dated 6 November 1945 and AFRO 133/45 dated 8 February 1946. Born in Brantford, Ontario, 13 October 1917; home there. Enlisted in Hamilton, 28 July 1942 and posted to No.4A Manning Depot. To No.3 ITS, 1 September 1942; graduated and promoted LAC, 7 October 1941; to No.10 AOS, 25 October 1941; to No.1 BGS, 30 January 1942; graduated and promoted Sergeant, 14 March 1942; posted that date to No.2 ANS; graduated and commissioned 13 April 1942. To \"Y\" Depot, 14 April 1942, To RAF overseas, 8 May 1942. . Posted from No.217 Squadron to No.31 Squadron. Promoted Flying Officer, 13 October 1942. Promoted Flight Lieutenant, 13 April 1944. Repatriated to Canada, 5 September 1945. Released 22 October 1945. Died in London, Ontario, 9 July 2006. There are documents relating to his career either at Directorate of History and Heritage or in Library and Archives Canada. This officer has taken part in a large number of operational missions. These include the first Chindit operation, the seige of Imphal and supply dropping to the Fifth and Seventh Indian Divisions in the Arakan. He is a navigator of outstanding ability whose courage in the face of seemingly unsurmountable odds has been a source of inspiration to the other members of his squadron. On 21 November 1942 he was a passenger in Wellington HX578 of Temporary Wellington Flight, Waterloo, on a convoy escort flight. On its completion the aircraft was to land at Robertsfield. The crew consisted of J8430 P/O F.P. Bartkiewicz (WOP/AG, killed), R69363 Sergeant J.J. De Marco (WOP/AG, killed), J8218 P/O C.J. Radford (pilot, injured, survived), 119657 P/O A.E. Abraham, RAF (second pilot, survived). J9565 P/O P.V. Lyon (navigator, injured survived) plus J11211 P/O R. Gillin, passenger. Radford had 189 hours 20 minutes flying on type and 396 hours 45 minutes total. Problems began after about 90 minutes flying and 60 miles from the convoy. The aircraft crashed at 6 degrees 50 minutes North, 13 degrees 10 minutes west. Aircraft was cruising when a knocking developed in port engine and smoke was seen to issue from the port engine cowling. There was as yet no apparent loss of power. Oil began streaming over port nacelle. After some time there was an explosion and the top of the port cowling burst open. From this point onwards power dropped. Pilot attempted to jettison depth charges but they hung up. Normal release system also failed. The engine then failed completely and pilot tried to ditch, closing the bomb doors before alighting at about 60 knots. Apparently preoccupied by a DC-3, pilot did not jettison petrol, and aircraft sank within seconds of ditching, taking down one crewman. The dinghy had inflated about 50 feet away and the crew boarded it; they were eventually spotted by a Hudson and picked up by ASR launch and six and one-half hours after ditching. The specific evidence of Gillin (given just prior to posting to India) was as follows: I am an observer in a Hudson crew in transit at Waterloo aerodrome. I was a passenger on Wellington HX578, which was detailed to take off from Robertsfield at 0630 hours 21 November 1942 on convoy escort duty, returning Waterloo about 1430 hours. At approximately 0815 I went forward to second pilot\'s seat while the captain of the aircraft, P/O Radford, went to the astro-hatch to take a sun sight. I was still in the second pilot\'s seat when, at about 0830 hours, the port engine began to make a pop-pop popping noise easily heard above the usual sound of the motors, accompanied by small bursts of gray-white smoke. The captain immediately came forward and took over the controls. I returned to the cabin, where the Wireless Operator, P/O Bartkiewicz, instructed me to get the fire extinguisher ready as the fuselage was beginning to fill with smoke. I took the extinguisher from the bracket and walked aft into the fuselage but the source of the smoke appeared to be under the navigation desk. On returning to my position before the main spar I put my Mae West on and slipped the water bottle inside it. I noticed the cowling had split on the top and caved in at the sides; oil was streaming back over the nacelle. About five minutes after my return to the main spar I heard the captain give the wireless operator instructions to transmit S.O.S. and the I.F.F. to the distress position. During that time the captain and the second pilot had been trying to release the depth charges, but the rear gunner, Sergeant De Marco, did not see them go. On the order \"ditching stations\" I braced my back, head and shoulders against the main spar, facing forward. I saw the wireless operator leave his seat and stuff the Verey pistol and cartridge into his pocket while continuing to operate the Morse key with his left hand. I did not see him get onto the floor, although he may have done so at the last minute. The initial impact was not severe and the plane seemed to wheel to port before all forward motion stopped. I stood up and turned facing the astro hatch which the second pilot was climbing through. The navigator, P/O Lyon, was getting up from the floor behind him. Water, which was coming from forward and below, was already up to my knees and the plane was filling rapidly. My head was not above water for more than eight seconds. As the water came over my head I felt a shock of some violence, which spun me around and threw me off my feet, although I was not stunned. The fuselage appeared to disintegrate. The force of the explosion was definitely not upward as I had to swim upward through wreckage about fifteen feet to reach the surface. Pilot Officer Radford, P/O Lyon, P/O Abraham and P/O Bartkiewicz were already on the surface and P/O Abraham was calling out that Bartkiewicz was injured. There were pieces of wreckage (parachute packs, fabric, a piece of the mainplane) on the water, which did not show any signs of upheaval caused by the explosion. The dinghy was about 40 yards from me. My eyes were stinging with petrol and I had swallowed a good deal of petrol and sea water. The dinghy was about half-inflated, right side up and puckered by its ropes. On reaching it I almost fainted but though better of it. I helped Radford close the larger of the two leaks with a leak stopper and two shoe laces, while Bartkiewicz was placed in the dinghy. I saw no signs of life in his body at any time. Later, Abraham was assisted into the dinghy which shipped a good deal of water. I was in the water about three-quarters of an hour, repairing the leak, and blowing up the dinghy by mouth. Radford stayed in the water some time after me. When he finally got in, the dinghy was still half-inflated and the slightest movement on the part of any of the four of us brought water over the side. After a thorough examination Bartkiewicz was slipped over the side. Later we found the pump, and baled out water so that the dinghy rode better. The dinghy medical kit was opened and a field dressing was placed on Radford\'s leg. I noticed that my watch had stopped at 0846. It had been synchronized in the morning before take off so that 0846 was definitely the time of ditching. We saw the search Hudson on one leg of its search before it spotted us but the distress signals were wet and useless. It spotted us on the next leg that apprioached us, and dropped a Mae West with a bag of food, water and medical supplies, which we secured. Later it dropped some Marine Distress Signals which we also secured. Later Wellington Y appeared and still later the Air Sea Rescue launch picked us up. I was only slightly scratched and bruised and had vomited up the petrol. On examination later the carbon dioxide bottle in my Mae West was found intact, and could not be operated by the lever.