HORRICKS, Flight Sergeant Garth Edward (R72099) - Distinguished Flying Medal - No.185 Squadron - Award effective 29 April 1942 as per London Gazette dated 1 May 1942 and AFRO 732/42 dated 15 May 1942. Born in Pembroke, Ontario, 23 June 1921; home in Toronto where he was educated at Withrow Public School, 1928-1934, and Eastern High School of Commerce, 1934-1938. Grocery clerk on weekends, 1937-1940; clerk for Canada Life Insurance Company, February 1940 to enlistment. Enlisted in Toronto, 9 September 1940. To No.1 Manning Depot, 10 September 1940. To No.1 Training Command, 4 October 1940; to No.6 SFTS, Dunnville, 16 October 1940 for guard duty. To No.1 ITS, Toronto, 15 November 1940; graduated and promoted LAC, 15 December 1940; to No.1 EFTS, Malton, 16 December 1940, serving there to to 28 January 1941 when posted to No.1 Manning Depot. To No.1 SFTS, Camp Borden, 8 February 1941; graduated and promoted Sergeant, 28 April 1941. To Halifax, 12 May 1941; to RAF Trainee Pool, 18 May 1941. Arrived in UK, 7 June 1941. Trained at No.52 OTU, 16 June to 29 August 1941. Commissioned as Pilot Other OthOfficer, 22 March 1942 (F/O 1 October 1942; F/L 22 March 1944). No.185 Squadron, Malta, 9 December 1941 to 26 April 1942. On strength of No.71 OTU, Carthage, 12 May 1942 to 28 June 1943. No.417 Squadron, 28 June 1943 to 10 March 1944 but attached to No.53 Repair and Salvage Unit, 10-19 July 1943 (however, see report of aircraft accident below). Embarked for UK, 10 April 1944, arriving 23 April 1944. To Canada, 6 July 1944. Taken on strength of Station Rockcliffe, 29 August 1944. Remained on strength of that station (Test and Development Establishment) until he was released, 24 June 1946. Rejoined via RCAF Auxiliary, 1 December 1949 with No.400 Squadron. Killed in flying accident, Cobourg, Ontario, 1 July 1951. RCAF photo PL-18963 (ex UK-7514 dated 24 January 1944) is captioned as follows: “F/O Garth Horricks, DFM, Toronto, and F/O Dick Little, Norwood, Manitoba, right, get cracking on the old woodpile to lay in a stock of firewood for the chilly evenings.” RCAF photo PL-18963 (ex UK-7514 dated 24 January 1944) is captioned as follows: “F/O Garth Horricks, DFM, Toronto, and F/O Dick Little, Norwood, Manitoba, right, get cracking on the old woodpile to lay in a stock of firewood for the chilly evenings.” Other photos are PL-25222 (portrait) and PL-29455 (with P/O D.W. Storms after investiture). Victories listed by Chris Shores, Aces High (2nd edition) as follows: 3 January 1942, one Ju.88 destroyed and one Ju.88 probably destroyed (both shared with another pilot and both flying Hurricane Z5158 coded "V"); 24 January 1942, one Ju.88 destroyed (Hurricane 748 coded "H"); 23 February 1942, one Bf.109 destroyed (Hurricane coded GN-C); 15 March 1942, one Ju.88 damaged (Hurricane coded UP-T); 23 March 1942, one Ju.88 destroyed (Hurricane Z2961 coded "K"; shared with another pilot); 25 March 1942, one Ju.87 destroyed plus two Ju.87s damaged (Hurricane coded GL-H); 10 April 1942, one Bf.109 destroyed (Hurricane coded GL-A); 14 April 1942, one Bf.109 damaged (Hurricane Z4004); 21 April 1942, one Ju.88 destroyed and one Bf.109F damaged (Hurricane 905 coded GL-V); 26 April 1942, one Bf.109 damaged (Hurricane 4942 coded GL-Y); 8 December 1943, one FW.190 destroyed (Spitfire AN-O); 14 February 1944, one FW.190 destroyed (Spitfire AN-T). Flight Sergeant Horricks is a fearless pilot. He invariably presses home his attack with utmost determination regardless of odds. He has destroyed at least three enemy aircraft and probably destroyed a further two. Public Record Office Air 50/77 has the following Combat Reports from Malta (edited for this data base): 24 January 1942: Time of take off: 0850 Time landed: 0930 Aircraft: Hurricane II, eight gun Formation and height of own aircraft on sighting enemy: 19,000 feet Time: 0910 Place: Slightly south of Luqa. Enemy aircraft: Ju.88 alone Nature of fighter attack delivered - range of fire opening: 200 yards, ceasing 25 feet. Number of rounds fired: 800 x .303 Effect: I saw my bullets strike. I concentrated on port engine; disintegrated before I broke off. Amount of return fire experienced: heavy and fairly accurate. Type:303 Accuracy: fairly accurate. Position of guns on enemy aircraft: fire came from top turret, rear. Their field of fire: almost dead astern and slightly above. Evasive action by enemy aircraft: none Use of cloud cover: none Manoeuverability: flew straight Tactics: It flew straight and level; plenty of return fire. Speed: 240 Camouflage: dark brown Efficiency of fighter cover to bombers: nil. Confirmation casualties by other fighters: Saw two Hurricanes put bursts into Ju.88. Any other items of interest: Saw Sergeant Westcott bail out of Hurricane over Kalafranca. Weather: perfect 23 February 1942: Number of enemy aircraft:: two Ju.88s and six 109s. Time attack was delivered: approx. 1305 hours Place attack was delivered: Approximately five miles S.E. of Kalafranca. Number of fighter flights which took part: delivered attacks alone. Height of enemy: approximately 17,1000 feet Time engagement finished: about 1330 hours. Height engagement finished: approximately 10-12,000 feet. Enemy casualties: one Me.109 destroyed General Report: After the squadron had broken up I observed two Ju,88s in the AA near Kalafranka, about 9,000 feet above me. I climbed into sun and attacked first 88, after it had dropped its bombs and was turning away from island, from approx. 250 yards. I saw no results. I then saw second 88 below me following the first one out. I turned to attack it and fired again from about 250 yards, but had to break off as I saw a Me.109 diving on me from behind (There were actually two diving on me). I took evasive action in the form of a roll and when I straightened out a Me.109 was climbing almost vertically in front of me. I fired and continued firing until I almost collided with it. My bullets went in cockpit, behind engine and starboard wing root. He appeared to stall, flick over on his back and go vertically down. 15 March 1942 Number of enemy aircraft: twelve Type of enemy aircraft: 109s and one Ju.88 (12,000 feet, loose formation) Place attack was delivered: ten miles east of Delamaya Point Height of enemy: 12,000 feet Height engagement finished: sea level Enemy casualties: Strikes on tail and fuselage of Ju.88 which jettisoned bombs when I fired. General Report: Saw Me.109s firing on Sergeant Eastman. There was no return fire from the Ju.88. Was attacked by three Me.109s (cannon and machine gun fire, quite close). Saw Spitfires engage Me.109s. Ju.88 camouflage - black. Evasive action - climbing. Use of cloud cover - nil. Weather: poor, hazy. 23 March 1942 Number of machines: two Number of enemy aircraft: one Type of enemy aircraft: Ju.88 Time attack was delivered: 0900 Place attack was delivered: approx. two miles off Kalafranca Number of fighter flights which took part: one Height of enemy: 1,000 feet Time engagement finished: 0910 hours Height engagement finished: sea level Enemy casualties: One Ju.88 probably destroyed (½ share). Its starboard engine was stopped and pouring black smoke. The port engine was also smoking. He lost height rapidly. Our casualties: Few holes in tail caused by return fire. General Report: Sergeant Eastman and I attacked the Ju.88 a few minutes after becoming airborne. I concentrated on its starboard engine and saw a flash and black smoke come from it. I lost sight of it in cloud (prop just ticking over). I carried out several more attacks and saw strikes on fuselage and wing roots. My ammunition then ran out and I returned to base. Note: I was repeatedly fired at by naval vessels. 25 March 1942 Number of machines: five Number of enemy aircraft: 20 Type of enemy aircraft: Ju.87 Stukas Time attack was delivered: 1600 approx. Place attack was delivered: Kalafranca Bay Number of fighter flights which took part: two Height of enemy: 6,000 feet when attacked. Time engagement finished: 1615 approx. Height engagement finished: 4,000 feet Enemy casualties: One Ju.87 very probably destroyed, other damaged. Two rear gunners killed. Our casualties: Aircraft - about six .303 holes in engine and wings. Personnel - nil. General Report: I attacked a Ju,87 from quarter astern and stopped return fire, then went into dead astern and saw strikes all around radiator and engine. Black smoke suddenly poured out. Its nose dropped and it lost height and speed rapidly. I attacked the second Ju.87 and killed the rear gunner; no other results. I attacked a third Ju.87 and scored hits on underside of starboard wing. 10 April 1942 Mission: Interception, 1740 - 1835 Enemy aircraft, first sighting: Approx. four miles NW of Grand Harbour Own aircraft: Flying NW at 17,000 feet approx. over St. Paul’s Bay Weather: Heavy cloud at 12,000. Cumulus at 21,000. Mist at 200 feet over sea. Combat Narrative: Climbed to 17,000 N.E. of Hal Far and were jumped by 109s with cannon at same height. Had a squirt at one Me.109 but no results observed. Was chased down to ground level, where I continuously engaged Me.109s. I attacked one from abeam and put a four-second burst into him. He then exploded and crashed in flames. The pilot baled out. Shortly after I attacked a third Me.109 and fired most of ammunition into him but observed no results as I was attacked. Claim: One Me.109 destroyed. He exploded and burst into flames and crashed. The pilot baled out. 14 April 1942 Armament: eight machine guns Mission: escort Time Off: 1655 Time Landing: 1756 Enemy aircraft on first sighting: Course South-West, height 400 feet. Position - near Filfia. Type - Me.109. Number - 2 then 6 Own Aircraft on first sighting: Course 220 - Height 5,000 feet. Speed 180 m.p.h. Weather conditions: Good. Cloud (light) at approximately 15,000 feet. Narrative of Approach: Saw two Me.109s near sea level. Tried to jump them. Time of attack: 1715 hours. Combat Narrative: Flying 220 degrees at 6,000 feet. Saw two Me.109s at sea level. Jumped them and fired five second burst from 150 yards abeam, then line astern. Saw strikes on fuselage and tail. Later attacked No.2, quarter-astern from 100 yards. Saw strikes on starboard wing and fuselage. Attacked No.3 from 15 yards. Hit him heavily on underside of fuselage and wing roots. He rolled over on his back and disappeared. Damage to enemy aircraft: Strikes on first two. Hit No.3 heavily. Claim: One Me.109F severely damaged. Damage to own aircraft: Crashed on landing. No petrol. Personnel, nil. 21 April 1942 Aircraft: Hurricane Mk.II, cannons Mission: Interception Time Off: 0840 Time Landing: 0945 Enemy aircraft on first sighting: Course south. Height 16,000 feet. Position, over Zonker Point. Type - Me.109. Number - two Own aircraft on first sighting: Course south. Height 16,000 feet. Speed 160 m.p.h. Weather conditions: No cloud. Narrative of approach: We were attacked by Me.109s and broken up. Combat Narrative: (1) Had burst at Me.109 over Zonker Point at 15,000. No results observed. (2) Attacked a Ju.88 near Takali and saw my cannon shells strike his nose, fuselage and port wing root. He went into a dive, smoking badly, and last saw him below cliff level south of Hal Far. 0925. (3) Attacked a Me.109 from below and astern. Saw hits on bottom of fuselage and wings. He shook considerably. Damage to enemy aircraft: one Ju.88 probably destroyed; one Me.109 damaged. Damage to own aircraft and personnel: nil Notes: On 5 July 1942 he wrote his family. A copy ended up on his service file. It began “Dear Family” and went on as follows: Well, I’ve just sealed up your Air Mail letter card. I’m writing you two letters this morning. You should get one of them soon. As I told you in the A.M.L.C. I received your letter in answer to mine from Cairo. It had a clipping about Russell in it. I answered some of your questions in the A.M.L.C. and I’ll answer the rest of them here. You mentioned something about high flying effecting the blood cells. That’s all baloney. High flying does affect you some, but not in a harmful way. We fly just as high as we did on operations. Yes, Doug got his commission same time as I did. In fact, his number is next ti mine. I haven’t seen or heard from Dave since I left Cairo. He was certainly okay then. He’s a great guy, and I’d like to keep in touch with him. No. I haven’t received the clippings of Bud’s death. I wish I had. As I told you before, I got an awful shock when I heard about it. I feel sorry for his folks. From what he used to tell me, his Dad and he were the closest of pals. Bud was sure a swell fellow. Don’t forget to send me another copy of C.G. Powers’ letter. I’m very interested. I wish the letter it was in would turn up. You know you’re as good a Press Agent as you are Secretary-Treasurer. And that’s pretty good. You asked for a picture of me in Pilot Officer’s uniform. Well, I haven’t got a blue uniform. There is no need for one. It’s so hot here. I only wear shorts and shirts. But I have a khaki uniform, and I’ll get some photos as soon as I can. Don’t forget, though, we’re about 90 miles away from the nearest photographer and we’ve got a range of mountains to get over to get there. The fellows tell me it takes about three months to get pictures done here by mail. We’re sure in the wilds. How about you sending me some pictures of yourselves. I want some pretty badly. Tell Floyd to get busy with the camera and take some. You certainly seem convinced that I’m in poor health. You wouldn’t notice any difference in me at all, I lost a bit of weight in Malta, but it was all due to nerves. Our nerves really went all to pieces there. Sometimes it was all I could do to hold a fork in my hand. Some of the fellows would be so nervous and scared that all they could do was vomit. I’ve seen a lot of funny things happen, Mom, but there is not much use in telling anyone because they just never believe you. So we just forget about it. Anyhow, I’m in perfect health. We all (from Malta) had a complete medical a short while ago, and I was in A.1 condition. And any weight I’ve lost is back on now. So don’t go worrying about my health. I’ve got quite tanned while out here. I hope it doesn’t wear off before I get home. You wanted to know if I still had a door key and knife and chain. Yes, I have them with me at all time. I wear the knife and chain around my neck, and never fly without them. They’re about all I have got, though, because I lost practically everything I owned on Malta. However, I got off with my life, and that’s important. Well, I’m going to close now, and write Dot and Jack and a few more people. Give Dot a good bawling out for not writing. You’d better give her my love, too. So write often, and I hope you get these letters soon. Your living son, Garth. P.S. Getting home seems pretty impossible. You see what you can do from your end. We’re forgotten men out here. He had an accident on 23 July 1943 while on the strength of No.108 Repair and Salvage Unit involving Spitfire BR113. Following an exercise he had landed normally and was turning off run runway when the port wing sank and finally the port undercarriage finally collapsed. On inspection it was found that sand had clogged mechanism which would have locked the undercarriage in the down position. Assessed on 16 March 1944 by S/L A.U. Houle, No.417 Squadron, who noted that Horricks had flown 857 hours 40 minutes, of which 104 hours had been in previous six months. Satisfactory or better in all categories (“Zeal and energy in performance of duties”, “Personality, force of character”, “Reliability and judgement”, “Ability on present duties”, and “General Standard of Professional Ability”) except under the heading “Initiative” where he scored only average. “F/O Horricks should be retained in training command. He has completed two operational tours under difficult conditions.” To the above, G/C B. Kingcome (No.244 Wing) added, 4 April 1944, “An efficient and reliable officer and an excellent fighter pilot and leader. Will make a very good flight commander.” Memo dated 6 May 1944, Air Commodore E.E. Middleton (RCAF Overseas Headquarters) to AFHQ in Ottawa.: Flying Officer Horricks has completed two operational tours and a non-operational tour and is being repatriated under the authority of your signal P.6387 dated 12th October 1943. This officer embarked for the United Kingdom on the 1st August 1941 and his pre-operational training was completed at No.5 [sic] OTU on Hurricanes from June until August 1941. He was then posted t0o No.185 Squadron, Malta for operational duty. With this squadron he completed a tour of operations lasting eight months, which period was two months in excess of the required tour at that time. He was posted to No.71 OTU in May 1942 for his non-operational tour. His duties on this tour were testing single-engine aircraft, namely Hurricanes, Tomahawks, Lysanders and Spitfires. He performed these duties for 13 months at which time he was posted back to operations on No.417 Squadron where he completed a tour on Spitfires of 150 hours, being posted tour expired in March 1944. This officer has a very good record consisting of eight aircraft destroyed, six damaged and one and one-half probables. He has completed 900 flying hours, 300 of which are operational and has flown approximately 250 sorties. It id confirmed that Flying Officer Horricks is not required in the United Kingdom for further duties, and for your information he is very anxious to continue in the capacity of a Test Pilot with a view to remaining in the Service as a Test Pilot after the war. He was interviewed by the Training Officer at this Headquarters who recommended that on his return to Canada he be employed in the Test and Development Section at RCAF Station Rockcliffe, and further that application be made for him, for the Test Pilot course at Boscombe Down. Application for Operational Badge submitted 12 May 1944, claiming first tour in Malta (12 September 1941 to 1 May 1942) as consisting of 70 sorties (260 hours of which 70 were operational). Application for Clasp to Operational Badge covering second tour submitted 12 May 1944 and stating that service was with No.417 Squadron, July 1943 to March 1944 (114 sorties, 118 hours 50 minutes). Total flying time to that date was 860 hours. On a Repatriation Form, approximately July 1944, he wrote that he had flown 300 hours on Harvard, 215 hours on Hurricanes, 90 hours on Tomahawks, 215 hours on Spitfires, 80 on Lysanders and 40 on Fleet Finch. He gave his times at various units as 40 hours at No.,52 OTU, 150 with No.185 Squadron, 500 at No.71 OTU and 200 with No.417 Squadron. Memo, 22 August 1944, A/V/M A. Ferrier to Air Member for Personnel: This officer strikes me as being very suitable material for Test and Development Establishment, ad I suggest that he be posted there to take the place of one of the officers who has not had an opportunity to go overseas. Horricks has, so far, only achieved the junior matriculation standard of education, and I have explained to him that a higher standard than this will be required if he desires to become a really good test pilot, also if he desires to have a career in the Permanent RCAF. I recommended to him that he should get in touch with his unit educational officer immediately with a view to taking Canadian Legion correspondence courses. Apart from this educational qualification, he struck me as being very excellent material. Notes on Training: Interviewed on 22 July 1940 as described as “Very fine type. Likely sort for officers if occasions arises. Clean, neat, alert, well organized.” Course at No1 ITS was 18 November to 21 December 1940. Courses and marks as follows: Mathematics (81/100), Armament, practical and oral (80/100), Visual Link (90/100), Drill and P.T.(81/100), Law and Disciplined (87/100). Placed 96th in a class of 154. “Hard working, active young man. Puts his best into work at hand. Persevering.” Course at No.1 ITS was 11 December 1940 to 28 January 1941. Fleet Finch aircraft - 21 hours 35 minutes day dual, 21 hours 55 minutes day solo plus four hours in Link. Chief Flying Instructor wrote, “This pupil displays timidity on occasions, and was slow in absorbing training at first. Expected to become a capable pilot with further training.” Ground courses and marks as follows: Airmanship (124/200), Airframes (126/200), Aero Engines (125/200), Signals, practical (47/50), Theory of Flight (64/100), Air Navigation (119/200), Armament, Oral (112/200). Placed 27th in a class of 31. Not deemed suitable for commission. “General appearance and deportment fair. In need of discipline and supervision. Poor attitude.” (S/L EA. Weaver). No.1 SFTS, course 9 February to 28 April 1941. Flown on Yale and Harvard aircraft - 50 hours five minutes day dual, 26 hours ten minutes day solo, three hours ten minutes night dual, five hours night solo. Of this, 22 hours 35 minutes was on instruments; also logged 15 hours in Link. Flying described as “Average ability but lacks precision, weak in instrument flying”. Ground courses and marks as follows: Airmanship and Maintenance (113/200), Armament, written (77/100), Armament, practical (58/100), Navigation and meteorology (136/200), Signals, written (70/100), Signals, practical (26/50). Although described as “Well disciplined and keen”, he was placed 39th in a class of 42. Particulars of Death: Killed 1 July 1951 near Grafton, Ontario, on a cross-country flight from Deseronto to Downsview, Harvard Mark II 2696, with F/O George Dewar Laing who had signed it out as pilot. Although there were no witnesses to the crash itself, the Harvard was seen descending at a steep angle with wings level until it disappeared behind trees. Aircraft struck a reed-covered pond, bounced about 30 feet and then came to rest on dry land, 150 feet from point of first impact. The flight had been authorized as a cross-country with instrument practice to be done en route. “The fact that the rear control column was found in the stowed position, and the blind flying hood was in the open position and tied, indicates that the instrument practice had been completed or that it had not been carried out. In either event it is considered that F/O Horricks was technically a passenger.”