SPENCE, F/L John Alexander (J3995) - Distinguished Flying Cross - No.277 Squadron - Award effective 23 March 1943 as per London Gazette dated 23 March 1943 and AFRO 757/43 dated 30 April 1943. Born Fergus, Ontario, 27 April 1919; home in Guelph; enlisted in Hamilton, 2 July 1940 and posted to No.1 Manning Depot. To No.1 ITS, 22 July 1940; graduated and promoted LAC, 6 October 1940); posted next day to No.3 EFTS; graduated 25 November 1940 when posted to No.6 SFTS; graduated and promoted Sergeant, 10 February 1941. Commissioned 11 February 1941. To No.1 Manning Depot, 15 February 1941. To Debert, 27 February 1941. Embarked from Canada, 7 March 1941. Taken on strength of No.2 PRC, 19 March 1941. To No.59 OTU, 22 March 1941. To No.43 Squadron, 5 May 1941. To Station Manston, 27 May 1941. To Station Hawkinge, date uncertain. Attached to No.765 Squadron, Fleet Air Arm, 17-27 July 1941 for Walrus course (land and water landings). Attached to Station Pembroke, 27 July to 2 August 1941 for course in rough sea flying. Promoted Flying Officer, 11 February 1942. To No.277 Squadron, 3 March 1942. Promoted Flight Lieutenant, 28 July 1942. Attended a Chemical Warfare Course at the Experimental Station, Porton, 18 July to 21 August 1943. To Overseas Repatriation Depot, 23 September 1943. Arrived in Canada, 28 September 1943. To Station Suffield, 27 November 1943. Promoted Squadron Leader, 1 March 1944. To War Staff College, Toronto, 1 December 1944. To Suffield again, 10 December 1944. Remained there to 5 August 1946. Retired 7 August 1946. Re-engaged with Primary Reserve 25 February 1952 until 15 May 1957 but relinquished commission when business commitments proved too distracting. DFC presented at uncertain date, possibly with the Bar which was awarded on 27 April 1945. Died 9 January 1991 as per Airforce Magazine of October-November-December 1991. Biography published in High Flight, Vol.2, No.1 (magazine defunct). RCAF photo PL-2425 (early 1941) shows J.A. Spence (Guelph), Horton K. Shendon (Michigan) and R. Ferrier (Toronto). RCAF photo PL-19321 (ex UK-4510 dated 15 July 1943) shows P/O John Van Rassel of Timmins (left) and Flight Lieutenant John A. Spence ((Guelph) taken outside Buckingham Palace following investiture. // This officer has flown on a number of rescue sorties over the Straits of Dover and the Channel and has been instrumental in rescuing seven survivors from crashed planes. In December 1942, he was attacked by a Focke Wulfe 190, but although his aircraft was damaged he successfully evaded the attacker and landed safely at base. On another occasion he persevered with the search despite heavy fire from the German ground defences. In February 1943 he flew to within five miles of Le Treport, brought his aircraft down on to the sea and rescued a Canadian pilot who had been shot down three hours previously. The visibility was deteriorating fast but he succeeded in a rescue which typified the skill, courage and resourcefulness invariably exhibited by this officer. // NOTE: Public Record Office Air 2/4951 has recommendation. // Since joining the Air/Sea Rescue Service on 3 June 1941, this officer has carried out 73 rescue sorties over the Straits of Dover and Channel, flying Lysanders and Defiants, and has been instrumental in rescuing seven survivors from crashed planes. On 11 December 1942 when flying a Defiant of Dungeness he was attacked by a Fock Wulfe 190. In spite of the fact that his aircraft was damaged, he was successful in evading the attack and landing safely at base. On another occasion he persevered with a search one mile north of Calais in spite of fire from the German ground defences until he was recalled. On 28 February 1943 Flight Lieutenant Spence made his first operational sortie in a Walrus, having completed his training on this type of aircraft only two days before. This sortie took him to within five miles of Le Treport, where he landed and picked up a Canadian Flight Sergeant Pilot who had been shot down three hours before. He then took off and returned safely to base. The visibility was deteriorating fast, and this rescue is typical of the skill, courage and resourcefulness that this officer has so frequently exhibited. During the last seven months Flight Lieutenant Spence has commanded the detached flight of No.277 Squadron at Hawkinge with distinction, and has set a fine example to his pilots and air gunners. // SPENCE, F/L John Alexander (J3995) - Bar to Distinguished Flying Cross - No.277 Squadron - Award effective 9 July 1943 as per London Gazette dated 23 July 1943 and AFRO 1724/43 dated 27 August 1943. // In June 1943, this officer undertook a flight to search for a pilot who was adrift in his dinghy in the English Channel. He succeeded in locating the dinghy some two and a half miles from the French coast. The sea was exceedingly rough, but he brought his aircraft down safely on to the water, then taxied to the airman, who after a strenuous effort, was hauled aboard. Owing to the heavy seas it was not possible for the aircraft to take off again so, disregarding enemy minefields in the vicinity and the possibility of attack from the air, Flight Lieutenant Spence resourcefully taxied his aircraft across the Channel to a home base. His gallant achievement was worthy of high praise. // Operational Wing: // His application for an Operational Wing dated 2 February 1944 noted, “OC 277 Squadron stated I had to take a rest. RCAF signaled an officer required for Chemical Warfare Establishment in Canada, was selected and posted to Porton and Boscombe Down, England for five week course, repatriated to Canada and given command of present unit, RCAF Detachment, Suffield.” He then listed the following: // 24 May 1941 - No.43 Squadron, Hurricane - Defence - 1.15 // 17 June 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.15 // 18 June 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.10 // 22 June 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.20 // 23 June 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.20 // 25 June 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.30 // 26 June 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.35 // 30 June 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 2.10 // 2 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.15 // 4 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.50 // 5 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.15 // 5 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.15 // 7 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.00 // 7 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - ten minutes // 7 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.25 // 8 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.55 // 8 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.20 // 10 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.15 // 10 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.00 // 11 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.30 // 12 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.40 // 14 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.15 // 14 July 1941 - ASR Flight, RAF Hawkinge - Lysander - Rescue - 1.00 // 14 March 1942 - No.277 Squadron - Lysander - rescue (1.10) // 24 March 1942 - No.277 Squadron - Lysander - rescue - 25 minutes // 25 March 1942 - No.277 Squadron - Lysander - rescue - 55 minutes // 1 April 1942 - No.277 Squadron - Lysander - rescue - 1.45 // 5 April 1942 - No.277 Squadron - Lysander - rescue - 1.25 // 7 April 1942 - No.277 Squadron - Lysander - rescue - 1.35 // 13 April 1942 - No.277 Squadron - Lysander - rescue - 1.40 // 18 April 1942 - No.277 Squadron - Lysander - rescue - 1.50 // 25 April 1942 - No.277 Squadron - Lysander - rescue - 2.10 // 26 April 1942 - No.277 Squadron - Lysander - rescue - 50 minutes // 5 May 1942 - No.277 Squadron - Lysander - rescue - 35 minutes // 7 May 1942 - No.277 Squadron - Lysander - rescue - 2.00 // 9 May 1942 - No.277 Squadron - Lysander - rescue - 1.10 // 19 May 1942 - No.277 Squadron - Lysander - rescue - 2.00 // 26 May 1942 - No.277 Squadron - Lysander - rescue - 1.05 // 1 June 1942 - No.277 Squadron - Lysander - rescue - 1.30 // 20 June 1942 - No.277 Squadron - Lysander - rescue - 1.45 // 24 June 1942 - No.277 Squadron - Defiant - rescue - 1.35 // 27 June 1942 - No.277 Squadron - Defiant - rescue - 45 minutes // 4 July 1942 - No.277 Squadron - Lysander - rescue - 55 minutes // 8 July 1942 - No.277 Squadron - Lysander - rescue - 2.00 // 9 July 1942 - No.277 Squadron - Lysander - rescue - 1.00 // 13 July 1942 - No.277 Squadron - Defiant - rescue - 1.10 // 14 July 1942 - No.277 Squadron - Lysander - rescue - 35 minutes // 21 July 1942 - No.277 Squadron - Defiant - rescue - 1.35 // 22 July 1942 - No.277 Squadron - Lysander - rescue - 15 minutes // 29 July 1942 - No.277 Squadron - Defiant - rescue - 1.45 // 29 July 1942 - No.277 Squadron - Defiant - rescue - 55 minutes // 30 July 1942 - No.277 Squadron - Defiant - rescue - 1.55 // 6 August 1942 - No.277 Squadron - Defiant - rescue - 1.30 // 8 August 1942 - No.277 Squadron - Defiant - rescue - 1.05 // 12 August 1942 - No.277 Squadron - Defiant - rescue - 45 minutes // 13 August 1942 - No.277 Squadron - Defiant - rescue - 1.25 // 13 August 1942 - No.277 Squadron - Defiant - rescue - 1.30 // 15 August 1942 - No.277 Squadron - Lysander - rescue - 35 minutes // 19 August 1942 - No.277 Squadron - Defiant - rescue - 1.55 // 25 August 1942 - No.277 Squadron - Defiant - rescue - 1.40 // 28 August 1942 - No.277 Squadron - Defiant - rescue - 40 minutes // 2 September 1942 - No.277 Squadron - Defiant - rescue - 2.00 // 8 September 1942 - No.277 Squadron - Lysander - rescue - 1.45 // 16 September 1942 - No.277 Squadron - Defiant - rescue - 1.15 // 21 September 1942 - No.277 Squadron - Lysander - rescue - 1.00 // 26 September 1942 - No.277 Squadron - Lysander - rescue - 1.30 // 5 October 1942 - No.277 Squadron - Defiant - rescue - 35 minutes // 14 October 1942 - No.277 Squadron - Defiant - rescue - 1.20 // 31 October 1942 - No.277 Squadron - Lysander - rescue - 30 minutes // 2 November 1942 - No.277 Squadron - Lysander - rescue - 50 minutes // 9 November 1942 - No.277 Squadron - Lysander - rescue - 1.00 // 29 November 1942 - No.277 Squadron - Lysander - rescue - 15 minutes // 29 November 1942 - No.277 Squadron - Lysander - rescue - 50 minutes // 29 November 1942 - No.277 Squadron - Lysander - rescue - 55 minutes // 1 December 1942 - No.277 Squadron - Lysander - rescue - 1.10 // 8 December 1942 - No.277 Squadron - Lysander - rescue - 1.40 // 11 December 1942 - No.277 Squadron - Lysander - rescue - 40 minutes // 22 January 1943 - No.277 Squadron - Lysander - rescue - 2.05 // 22 January 1943 - No.277 Squadron - Lysander - rescue - 2.35 // 28 February 1943 - No.277 Squadron - Walrus - rescue - 1.30 // 9 March 1943 - No.277 Squadron - Lysander - rescue - 1.30 // 11 March 1943 - No.277 Squadron - Lysander - rescue - 1.30 // 25 March 1943 - No.277 Squadron - Spitfire - rescue - 20 minutes // 29 March 1943 - No.277 Squadron - Walrus - rescue - 1.25 // 11 April 1943 - No.277 Squadron - Spitfire - rescue - 50 minutes // 14 April 1943 - No.277 Squadron - Spitfire - rescue - 40 minutes // 14 April 1943 - No.277 Squadron - Lysander - rescue - 1.00 // 16 April 1943 - No.277 Squadron - Spitfire - rescue - 1.20 // 17 April 1943 - No.277 Squadron - Lysander - rescue - 1.50 // 4 May 1943 - No.277 Squadron - Spitfire - rescue - 1.00 // 6 May 1943 - No.277 Squadron - Walrus - rescue - 15 minutes // 12 May 1943 - No.277 Squadron - Walrus - rescue - 15 minutes // 13 May 1943 - No.277 Squadron - Spitfire - rescue - 1.10 // 13 May 1943 - No.277 Squadron - Walrus - rescue - 20 minutes // 13 May 1943 - No.277 Squadron - Walrus - rescue - 2.15 // 15 May 1943 - No.277 Squadron - Walrus - rescue - 25 minutes // 17 May 1943 - No.277 Squadron - Lysander - rescue - 1.15 // 18 May 1943 - No.277 Squadron - Walrus - rescue - 20 minutes // 19 May 1943 - No.277 Squadron - Walrus - rescue - 30 minutes // 31 May 1943 - No.277 Squadron - Walrus - rescue - 45 minutes // 31 May 1943 - No.277 Squadron - Walrus - rescue - 1.15 // 1 June 1943 - No.277 Squadron - Walrus - rescue - 20 minutes // 1 June 1943 - No.277 Squadron - Walrus - rescue - 3.00 // 4 June 1943 - No.277 Squadron - Walrus - rescue - 25 minutes // 12 June 1943 - No.277 Squadron - Spitfire - rescue - 1.20 // 13 June 1943 - No.277 Squadron - Walrus - rescue - 1.00 // 14 June 1943 - No.277 Squadron - Walrus - rescue - 50 minutes // 14 June 1943 - No.277 Squadron - Walrus - rescue - 50 minutes // 16 June 1943 - No.277 Squadron - Walrus - rescue - 2.20 // 21 June 1943 - No.277 Squadron - Walrus - rescue - 15 minutes // 22 June 1943 - No.277 Squadron - Walrus - rescue - 15 minutes // 25 June 1943 - No.277 Squadron - Walrus - rescue - 2.05 // 28 June 1943 - No.277 Squadron - Walrus - rescue - 1.25 // 2 July 1943 - No.277 Squadron - Walrus - rescue - 45 minutes // 8 July 1943 - No.277 Squadron - Walrus - rescue - 45 minutes // 15 July 1943 - No.277 Squadron - Walrus - rescue - 20 minutes // 15 July 1943 - No.277 Squadron - Spitfire - rescue - 1.10 // 15 July 1943 - No.277 Squadron - Walrus - rescue - 40 minutes // Notes: As of 25 June 1952 he stated he had flown 618 hours 15 minutes single-engine in daylight, 549.20 multi-engine in daylight, 11.15 single engine at night and 9.15 multi-engine at night (total of 1,188 hours five minutes). Of this, 32.10 on instruments. Also had 38 hours of civilian flying (all single-engine day). // In May 1943 authorities were looking for a replacement for S/L Ken Birchall at Suffield. It was suggested that somebody from the Army Cooperation units overseas should be returned to Canad. The candidates for the post were to be good pilots, prepared to “be called upon to fly various types of strange machines”, practical, a good organizer and with some technical education. Various officer names were entertained but some were not available. In the end, Spence was chosen. // Selected Assessments: // “Extremely keen, conscientious and thorough. His flight has shown excellent results, chiefly through his leadership and example.” (S/L A.S. Linney, No.277 Squadron, 17 September 1942) // “This officer in his capacity as Flight Commander has displayed outstanding qualities as a leader, and the high rate of efficiency that exists in the flight is due to his untiring efforts. An above average officer whom I consider suitable in all respects for promotion.” (S/L L.J. Brown, No.277 Squadron, 16 July 1943, noting that he had flown 505 hours, 119.35 in past six months. // “This officer’s work is proving entirely satisfactory and he takes a keen interest in it.” (G/C G.A. Sellars, 14 July 1944). // “A very satisfactory Commanding Officer of the Detachment at Suffield. Good cooperation with the civil staff and with the army.” (A/V/M G.R. Howsam, 15 November 1944). // Suffield Crash: // The crash of Norseman 2466 is fascinating, not for the crash itself but for the duties it was conducting. It happened at 1920 hours, 23 May 1946. S/L J.A. Spence wrote: // At 1800 hours I received notice from the Chief Experimental Officer of Experimental Station Suffield to carry out experiment 3007. Immediately I signed out and proceeded to the Norseman where F/L Faurot was in the second pilot’s position and WO1 Owen was in the rear as hopper operator in charge of toxic load. I checked the load which consisted of 1,000 pounds of toxic mixture. I strapped myself in, turned the gas on “both”, checked that float indicators were not visible on gas tank indicators, carried out normal start and run up, and found the aircraft serviceable. // He then describes take off and flight at 500 ft to “lay out area.” // On arriving at the area to be sprayed 16 miles east of aerodrome I circled the field at 200 feet above ground until approximately 1850 hours when we received the go ahead signal and the trial was completed by approximately 1915 hours according to the program, having disposed of approximately 800 pounds of bait (trial at 50 feet above ground). On receiving the return to base signal I climbed at same engine settings to 500 feet and headed back to station. // Crew were Spence, F/L V.J.J. Faurot, DFC (second pilot) and WO1 F.K. Owen (crew). Described once as “spraying” but the stuff was in 50 pound bags suggesting powder or dust. Returning to base engine began cutting and Spence took over. Unable to restart engine. Unable to find cause and tried a force landing. // The aircraft was landed under difficulty conditions 7 miles east of aerodrome on rough, rolling terrain and into a low sun. The aircraft bounced on the wheels from a hummock and on striking another hummock 90 yards further on the port oleo was fractured. ... The aircraft touched down again just before crossing a shallow rutted prairie road... The aircraft was airborne again over a slight dip in the ground and when the port wheel made contact again the ruts dug by the left oleo became increasingly deeper. This braking action caused the tail to rise as shown by two propeller marks ending in a hole caused by the engine nosing in. The starboard wing made contact before the aircraft had completely turned over and the engine was torn away to the left of the direction of travel. // Port fuel tank full, starboard empty. Had pilot incorrectly set switches ? Possible groundcrew negligence in not topping off tank after an earlier flight. Spence had 1,052 hours all types, one hour dual and 36 hours solo on Norse - 5.40 in previous six months. // Excerpts from No.277 Squadron Operational Record Book: // 4 May 1943 - No.277 Squadron carried out searches for W/C Blatchford from 0605 on, 30 miles out to sea. Weather too rough (wind) for Walrus and Lysander so estuary patrols in Spitfires by F/L Spence and Sgt Gooch. // Squadron operating from Martlesham, Shoreham, Hawkinge, Gravesend. As of 5 May Hawkinge has three Spitfires, three Lysaders, one Walrus. Shoreham 3 Defiants, 2 Walrus, 4 Spitfires, // Hawkinge, 12 May 1943 “During the morning F/L Spence with two Lt.Commanders set off in the Walrus to search the Rye area for mines; they were accompanied by FS Standen in a Spitfire but they were recalled for a Top Line. The Top Line was a false alarm as Group only wanted the Walrus to stand by.” // 13 May 1943 - “At 1015 hours P/O Hartwell accompanied by F/L Spence took off in a Walrus to carry out the Estuary Patrol, landing at 1115.. . . At 1715 hours F/L Spence with FS Glew and FS Butler took off in a Walrus in search 177 degrees 22 miles from Dungeness but were recalled owing to the presence of enemy aircraft. They took off again at 1750 hours returning at 2005 with nothing to report.” // 17 May 1943 - “F/L Spence with FS Butler carried out the Estuary Patrol in a Lysander accompanied by Sgt Kipping in a Spitfire, there was nothing to report.” // 19 May 1943 - described as a Flight Commander (others F/L Bron - Brown ? And Dekyvere). // 23 May 1943 - DFCs for F/L Brown and P/O Sheppard. // 28 May 1943 - good story. Hawkinge - “A practice rescue was carried out in the Estuary. A dinghy was dropped by Sergeant Moir from a Lysander and P/O Hartwell and W/O Waddington in a Walrus found the dinghy and landed beside it. W/O Waddington instead of hauling the dinghy into the back hatch decided to clamber into it and go for a sail whereupon P/O Hartwell left him to his fate and took off without him (They are the best of friends). The incident became very amusing when WO Waddington, getting very wet was waving to the Walrus, was seen by a Naval launch which proceeded to the spot to effect a rescue, but much to their disgust our friend refused to be rescued by anything else but the Walrus, which by this time had decided that WO Waddington had had enough, landed and hauled him aboard. When the heat of his language had dried him again they took off and returned to base. (We must add that these two are still the best of friends).” // 1 June 1943 - Hawkinge - “F/L Spence took off in Walrus to do the Estuary patrol and whilst on it was told to join with another section of Spitfires which were on the MID CHANNEL patrol at North Foreland and proceed on vector 080 degrees 15-30 miles and search area, which they did but nothing to report. F/L Spence landed at Manston at 1010 hours, short of fuel, while the Spitfires returned to base.” // 3 June 1943 - story re S/L Grace. // 9 June 1943 - Spence to Canadian HQ for an interview. // 12 June 1943 - He did a Mid-Channel and Estuary patrol with Sgt Gooch. // 13 June 1943 - 100th rescue. // 16 June 1943 - Hawkinge “The Flight was called to Top Line at 0500 hours as a pilot had gone in during the night. Sgt Rollo in a Spitfire, escorted by two other Spitfire of 91 Squadron went to search 120 degrees 17 miles from base. All were airborne at 0520 hours. On reaching the position the pilot was located in his dinghy after 20 minutes search, the position being 20 miles 115 degrees. The Walrus had been called to readiness and was airborne at 0630 hours with F/L Spence and Sgt Humphries. They proceeded to the position and were told to fly two miles south and at the same time they saw the 3 Spitfires orbiting the pilot (Sgt Ticklepenny of No.3 Squadron). F/L Spence dropped a smoke float and went in to land, the time being about 0630 hours. The sea was very rough but no damage was caused to the aircraft. Six attempts were made to get the man aboard, and he fell out of his dinghy twice, this being due to the very heavy seas. The gunner was sent to the back of the Walrus, which was taxied on to the pilot. F/L Spence left the controls and grabbed for him out of the starboard window but missed. Sgt Humphries managed to seize the airman by his wrists and with the help of F/L Spence dragged the survivor into the aircraft. F/L Spence then went back to the controls, and as the sea was too rough for take-off started to taxi back. All hatches were closed to prevent the aircraft being swamped due to the sea washing over the aircraft. The R/T was rendered unserviceable. F/L Spence taxied for 15 minutes and again made two attempts to get off the water, but was unsuccessful. Sergeant Humphreys brought the rescued pilot forward, wrapped him in blankets, gave him water and a cigarette. The Walrus was met half way back by two HSLs from Dover. Due to the cross sea, great difficulty was experienced in keeping the aircraft on a straight course for Dover. In the meantime, 20 FW.190s were sent out to sink the Walrus but 91 Squadron attacked them, shooting down four and the Walrus was not molested. Sgt Seydell of 91 Squadron was shot down, but was taken aboard an HSL. Sgt Mitchell was also shot down and went straight in. At about 0800 hours the Walrus taxied into Dover Harbour, where the navy took the rescued pilot off, smashing both wing tips off the Walrus in the process. The Walrus was eventually anchored to a buoy and F/L Spence and Sgt Humphreys boarded the WASP for breakfast. The Walrus crew did not know of the fight which occurred on the way back, and thanks are due to 91 Squadron for their safe return. FS Standen later collected the Walrus from Dover and flew it to Gravesend.” // 17 June 1943 – “F/L Francis of the RCAF Public Relations Office came down to F/L Spence and 91 Squadron.” // 22 June 1943 – Hawkinge - “There was however a slight panic at 1200 hours when the Walrus was put on immediate top-line for a Fortress crew which was reported down 3 miles N.W. Calais. Cover reported the sea too heavy for the Walrus to operate and this was verified by F/L Spence who flew 10 miles out to sea to check up. Owing to this the Walrus was washed out and later it was reported that the plot was not definite and it was called a complete washout.” But later in the day a full rescue and two Walrus aircraft taxiing from near the Dutch coast. // 24 June 1943 – “Just at dusk F/L Spence and FS Standen took off in the two Walruses for formation and evasive action, landing at 2235 hours.” // 25 June 1943 – Hawkinge – Spence flew an Estuary patrol. // 28 June 1943 – Spence on Estuary patrol, 0840-1005. // 12 July 1943 – Word received of Bar to DFC for Spence. // 17 July 1943 – Spence on mid-Channel patrol. // 18 July 1943 – to Boscombe Dow for a gas course. “F/L Spence has been at Hawkinge ASR Flight for 2 years and 1 month, except for a break of 9 months when he was detached owing to sickness.”

SPENCE, FS Robert Leslie (R78542, later J17284) - Distinguished Flying Medal - No.40 Squadron - Award effective 25 February 1943 as per London Gazette dated 26 February 1942 and AFRO 513/43 dated 26 March 1943. Born 11 October 1918 in Chatham, Ontario. Educated at McKeough Public School (Chatham, Ontario, 1924-1928), Secondary School No.16, Howard Township, Kent Country (1928-1932) and Ridgetown High School and Agricultural School (1932-1937). Home in Highgate, Ontario (far, hand, 1937-1939; Woolworth store stockman, April to November 1939; farm hand thereafter); enlisted in London, Ontario, 8 October 1940. To Rockcliffe, 25 October 1940. To No.1 ITS, 3 January 1941; graduated and promoted LAC, 8 February 1941 but not posted to No.10 EFTS until 21 February 1941; graduated 22 April 1942 and posted to No.1 Manning Depot; to No.8 SFTS, 2 May 1941; graduated and promoted Sergeant, 27 July 1941. To Embarkation Depot, 28 July 1941; embarked from Canada, 24 August 1941. Taken on strength of No.3 PRC, Bournemouth, 2 September 1941. To No.22 OTU, 16 September 1941. To No.15 OTU (Harwell), 16 February 1942. To Overseas Air Delivery Unit, 23 February 1942. Taken on strength of RAF Middle East, 26 February 1942. To Wastage Pool, Middle East, 28 February 1942. To No205 Group, No.238 Wing, 8 March 1942. To No.40 Squadron, 10 May 1942. Missing 8 October 1942, then reported safe, 4 November 1942. Commissioned 15 January 1943. To No.22 Personnel Transit Center, 28 February 1943. To United Kingdom, 13 March 1943, embarking at Takoradi on 21 March 1943 and disembarking in England, 9 April 1943. To RCAF Overseas Headquarters, 24 April 1943. Promoted Flying Officer, 15 July 1943. Repatriated via Rockcliffe, 14 May 1943. To AFHQ, 25 May 1943 for intense propaganda tour. To No.36 OTU, Greenwood, 5 September 1943. To AFHQ for special duties, 8 October 1943. To No.6 SFTS, Dunnville, 14 November 1943 (refresher course). To No.3 Training Command, Montreal, 16 February 1944. To No.3 Aircrew Graduate Training School, Three Rivers, 18 June 1944. To Mountain View, 3 July 1944. To Pennfiekld Ridge, 28 July 1944. To No.165 (Transport) Squadron, 29 August 1944. To No.168 (Heavy Transport) Squadron, Rockcliffe, 6 January 1945. Promoted Flight Lieutenant, 15 January 1945. To Pennfield Ridge, 15 April 1945. To Station Moncton, for service with No.164 (Transport) Squadron, 18 June 1945. Unit predesignated No.426 Squadron, 1 August 1946. To Western Air Command, 9 December 1946. Retired 6 January 1947. Award presented by King George VI, 11 May 1943. Died in Vancouver, 20 April 1995 as reported in Legion Magazine of August 1995. See photo PL-15872 (ex UK-4021 dated14 May 1943 - following investiture with FS John B. Wood (RAAF) and Mrs. N.I. Butterliss of London, England, their guest of the day and mother of their gunner who was wounded and taken prisoner; PL-15873 (ex-UK-4022 dated 14 May 1943, same group and occasion, Spence left, Wood right; PL-15868 (ex UK-4016 dated 14 May 1945), same group and occasion, Spence left, Wood right . The following photographs were taken on his return to Canada with John Wood: PL-17031 on left, with FS John Woods (Australian) visiting war factories in Canada; PL-17393 same pair, Irvin Air Chute Factory, Fort Erie; PL-17395 same pair again; PL-17400, ditto (Wood on left); PL-17403, Spence (left) and Wood (right) at Niagra Falls; PL-17428 Spence left, Wood right in a shoe factory. PL-20170 with Wood in Canada; PL-20172, Spence, Mary Stevens, FS Woods. This airman has completed numerous missions, many of them as captain of aircraft. In October 1942, during an attack on Tobruk, his aircraft was badly damaged by anti-aircraft fire and he and his crew were forced to abandon it near El-Aden. Flight Sergeant Spence with two of his comrades set out on a long trek to our lines at El Alamein. One of the party was compelled to drop behind but for twenty-eight days Flight Sergeant Spence and his companion continued the journey. They successfully evaded enemy columns and camps and were eventually saved by a British patrol. Since reaching safety, Flight Sergeant Spence has participated in four attacks on Tunis and Sousse. This airman has displayed great courage, fortitude and devotion to duty. The following is an extract from an official RAAF history, Air War Against Germany and Italy, 1939-1943 by John Herington (Canberra, Australian War Memorial), p.361. A photograph in the book also identifies Sergeant J.K. Wood and Warrant Officer R.S. Spence who had “walked 350 miles in about three weeks to Allied lines via the Qattara Depression”. After noting that the regularity of Wellington raids and the high standard of serviceability (contrasting significantly with enemy efforts), it listed several RAAF members of No.40 Squadron, and went on to state: Unshakable faith in themselves and the purpose of their fighting gave a mental stimulus which led them at times to attempt the almost impossible. Thus, on 8th October when a Wellington of No.40 Squadron caught fire while circling Tobruk and had to be abandoned near Capuzzo, the four survivors from the crew were not downcast. They were then more than 300 miles from the British front positions even in a straight line long which lay the whole enemy army. To the south lay desert where evasion was ;possible but chances of survival slim. The only supplies which they could muster between them were three filled water bottles, six tins of bully beef, a few biscuits, milk tablets, chocolate, toffee and chewing gum, Benzedrine, matches and four small compasses. Only one of these men, Sergeant [J.K]. Wood, was an Australian, but his mental and physical toughness were of great importance in this adventure. At dawn the men began to walk eastwards until 4 p.m., stopping only at a cairn filled with rainwater, from which they drank and filled an abandoned two=gallon tin which they found nearby. On the fourth day they crossed the frontier into Egypt but two of the party were already weak and footsore and suffering badly from the heat. On the sixth day while they were still within easy reach of the railway, one man decided he could go no farther and headed northwards towards the coast. Two days later, when south of Sidi Barrani, the second man was also forced to abandon the attempt to escape. Wood and his pilot now had left only four tins of meat, three of chocolate, a few biscuits and milk tablets and two gallons of water. This they arranged to last for twelve days, and confident of their own endurance they headed south-eastward into the desert. Heat and sandstorms gave them little rest but they pushed on each night, their shoes falling apart and finally held together with wire. By the eighteen day, “sleep was almost impossible, partly because of exhaustion and mostly because of the continual gnawing in our stomachs and the thoughts of food and cool drinks that we could not keep out of our minds.” Despite the frugal and determined rationing., their food and nearly all their water had been consumed by the twentieth day, but they now fell in with several parties of Bedouin camel drivers from whom they secured a few dates and rice. They had no knowledge of the fierce battle then raging at El Alamein, but on the 2nd November (the twenty-fourth day) when near El Maghra, they heard a motor lorry in the distance. Heading northwards they met elements of a British armoured unit which arranged for them to be sent to their squadron. A more detailed account was written by Ron Dodds, “The Long Walk Home: The Story of a Canadian Pilot’s 400-Mile Desert Trek”, Legionary, August 1966. See Sweeping The Skies:A History of No.40 Squadron, RFC and RAF, 1916-56 by David Gunby (Bishop Auckland:The Pentland Press,1995). The appendix identifies the aircraft as Wellington DV504 “G” , identifies the cause of loss as “engine failure” . The book and casualty signals identify the crew as Flight Sergeant R.I. Spence (RCAF, evaded), 1269807 Sergeant K. Bowhill (Dagenham, Kent, POW), R75616 Sergeant C.C. Hill, RCAF (POW, home in Kitchener), Aus 403540 Sergeant J.K. Wood (RAAF from Hornsby, New South Wales, evaded), 749479 Sergeant E.A. Linforth (Coventry, POW) and 1272144 Sergeant A.W. Butteriss (London, POW). On pages 215-216 the following narrative describes the evasion: All six crew escaped from the aircraft safely, but the observer and second pilot were quickly captured. The other four - Spence, the wireless operator (Sergeant J.K. Wood, RAAF) and the gunners (Sergeants A.W. Butteriss and E.A. Linforth) - set out for the British lines, some 300 miles to the east. They had between them four sall compasses, three full water bottles, sixteen packets of hard biscuits, six tins of bully beef, some chewing gum, chocolate, toffee and milk tablets. On the first two days they were fortunate to find supplies of water and a two-gallon can in which they could carry additional water. On the sixth day Sergeant Butteriss, who had exacerbated an ankle injury on landing, could go no further. Aware that this might happen, they had travelled close to the coast, and they were able to leave him sufficient food and water to get himself to the coast road, captivity and medical help. The other three headed eastwards, and by the eighth night were south of Sidi Barrani. But Linforth, who had also injured his ankle on landing, could go no further, and he too was left with sufficient food and drink to reach the coast and safety. Spence and Wood now had between them four tins of bully beef, three tins of chocolate, sixteen biscuits and some milk tablets along with three full water bottles and about a gallon and a half of water in the can. They had been eight days on the march, and estimated that another twelve should bring them to safety. In fact it was not until the 24th day that they encountered a British patrol north of El Maghra, and though they rationed their food strictly, and received generous assistance from groups of Bedouins whom they encountered, they ran out of food on the nineteenth night. Only two further encounters with Bedouins saved them. The book goes on to relate how the Commanding Officer, W/C R.E. Ridgeway, recalled events: The Army gave them a meal and drink, but they refused to wash, change or do anything till they had reached the Squadron. They were flown to the Squadron, where I had them placed into sick quarters, not because they were ill, but to give them the pleasure of a proper bed and bath. After a few days of “sick” treatment, I sent them on leave. They only wanted to go to Palestine, and as that was out of bounds, I gave them a “To whom it may concern” open letter, giving details of their epic walk, lent them my Squadron light communications aircraft, a Magister, and sent them to Palestine. Everywhere they landed they got the VIP treatment. An RCAF press release dated 22 May 1943 described his adventure as follows: After being given up for dead, and actually sleeping in a tomb. P/O Robert E. Spence, DFM of Highgate, Ontario is back in Canada with quite a reputation as a pedestrian. P/O Spence’s reputation began the night of October 8, 1942 when his Wellington bomber was shot up during a raid on Tobruk. The port engine was hit and it immediately packed up, hundreds of miles inside enemy territory. The Wimpy lost altitude rapidly, and it was decided to bale out. Four of the crew got together again on the ground, but the tail gunner had s shrapnel wound, and another member had a recurrence of an old ankle injury. On their suggestion they were left behind near railway trucks where they would be picked up and taken care of, while Spence and his Australian air gunner, Sergeant Johnny Wood, would try to walk back to the British lines. Wood now has come to Canada to train as a pilot. They had a few cans of bully beef, a can of tomato juice, emergency dinghy rrations and escape kits. The Horlick’s tablets proved to be their salvation. They kept up their strength and didn’t make them thirsty. The pair had to take plenty of detours to avoid enemy patrols and several times were chased by German aircraft. When they came across wrecked tanks they were able to collect precious salvage - water from radiators and canned food from the debris. Walking was very rough, and their service boots began to give them a lot of trouble, so they made rubber insoles, salvaged from a wrecked bomber, which proved a big help and enabled them to maintain a pretty fast pace. By day they suffered from extreme heat. At night the cold was bitter. Until they found two German blankets they had been using part of a parachute to wrap themselves in at night. Despite the fact that they were dead tired, they found it almost too cold to sleep. They got terribly thirsty at times, and one night when it poured rain they were able to collect water in the hollows of the lava rock. One day they stumbled across an Egyptian tomb and explored it in the hope of finding water. There was none. They cut weeds nearby, made mattresses and spent the night in the tomb. As they plodded through the Quattara Depression they were getting weary and almost exhausted, until they came across an Arab camp. They stayed with the Arabs for a few days to regain their strength and found the camel’s milk and the rice queer tasting stuff. Anxious to rejoin their squadron, the two airmen were soon on their way again. Their weight was dropping steadily as they struggled on, and the closing stages were cruel. It was a great moment in their lives when they sighted a British patrol some distance south of El Alamein. The pair, looking like a couple of scarecrows, were placed in a hospital for a few days, where they fully recovered and learned that they had been given up for dead. They went off to Palestine for a rest, and within two weeks had regained most of their lost weight. P/O Spence is happy to be back in England again, but would have liked to stay for the Tunisian campaign. Today it would take a lot of argument to entice him into anything which resembles a long stroll. Notes: Accident at No.22 OTU, 25 January 1942, Wellington Ic, serial R1773. “Pilot states that after four hours flying, port engine oil pressure dropped to zero pounds per square inch and temperature to 25 degrees C. The second pilot was sent immediately to pump oil from reserve tank into port engine, but engine stopped and aircrew and reduction gear fell off. Aircraft was force landed on runway at Hinton-in-the-Hedge with the undercarriage lowered by not locked.” The Technical Report read, “The reduction gear of the port engine flew off in the air owing to the oil tank having run dry. The excessive consumption which most certainly did occur was undoubtedly aggravated by the fact that although the flight lasted four hours, no fresh oil had been drawn from the overlocal [sic] tank.” General Remarks read, “Although this forced landing was primarily caused by a failure in crew drill and captaincy, the subsequent calm behavior of the two pilots and the captain’s good judgement led to a successful forced-landing in difficult circumstances. Every effort was made in the time available to lower and lock the undercarriage by the emergency system.” Application for Operational Wing dated 4 January 1944 listed the following sorties with No.40 Sqadron, all on Wellingtons - those from 25 December 1942 to 23 February 1943 were from Malta: 22 June 1942 - Temini (5.20) 24 June 1942 - Troop concentraion (6.25) 26 June 1942 - Sidi Barrani (6.20) 28 June 1942 - Sidi Barrani (4.55) 2 July 1942 - Sidi Barrani (4.00) 4 July 1942 - Sidi Barrani (5.35) 6 July 1942 - Tobruck (8.25) 11 July 1942 - Tobruck (8.40) 18 July 1942 - Tobruck (8.15) 20 July 1942 - Fuka (4.50) 23 July 1942 - Tobruck (6.55) 26 July 1942 - Army co-op (5.00) 29 July 1942 - Tobruck (8.15) 1 August 1942 - Tobruck (8.05) 4 August 1942 - Tobruck (7.20) 10 August 1942 - Tobruck (7.50) 24 August 1942 - Tobruck (8.23) 28 August 1942 - Battle Ground (4.50) 2 September 1942 - Battle Ground (4.30) 2 September 1942 - Battle Ground (2.35) 9 September 1942 - Tobruck (7.45) 15 September 1942 - Mersa Matruh (6.25) 20 September 1942 - Tobruck (8.35) 22 September 1942 - Tobruck (8.00) 27 September 1942 - Tobruck (8.30) 29 September 1942 - Solume (7.20) 8 October 1942 - Tobruck (6.00) 25 December 1942 - Suesse (3.50) 27 December 1942 - Tunis (4.20) 2 January 1943 - Suesse (4.45_ 5 January 1943 - Suesse (4.35) 8 January 1943 - Tripoli (4.00) 10 January 1943 - Tunis (4.35) 15 January 1943 - Tripoli (4.30 20 January 1943 - Palermo (7.25) 23 February 1943 - Gabes West (5.00) On 23 September 1943, while at No.36 OTU, he was reported having an anxiety state caused by a stressful overseas tour, insufficient rest and extended lecturing in Canada. This was further demonstrated by a letter dated 5 November 1943 (A.G.A. Spence, Ottawa Division, National War Finance Committee, to G/C D.E. McKell, Director of Personnel, AFHQ, expressing appreciation for his work with the Fifth Victory Loan campaign. It read in part, “I know that Bob has not been keen on public appearances but on the other hand he has at all times been extremely courteous in acceding to requests to speak at meetings. He has spoken at all hours of the day and night, from 7.30 a.m. one day until midnight another. He has at all times carried himself in such a manner as to be a very definite credit to the RCAF. We appreciate very greatly your courtesy in allowing him to help us, and hope that his experiences have not been too painful for him.”

SPENCER, F/L Herbert Kennett Yuill (C11690) - Mention in Despatches - No.404 Squadron (AFRO gives unit only as “Overseas”) - Award effective 1 January 1946 as per London Gazette of that date and AFRO 388/46 dated 12 April 1946. Born in Halifax, 14 June 1909. Clerical Accountant with CNR, 1927-1936 and agent for transport, Hudson bay Company until joining RCAF; enlisted in Edmonton, 15 May 1942 and immediately commissioned as an Administrative Officer. To No.1 Manning Depot, on enlistment. To Western Air Command Headquarters, 5 June 1942. To No.115 Squadron, Annette Island, 16 June 1942. Promoted Flying Officer, 15 October 1942. To AFHQ, Ottawa, 29 January 1943 and sent overseas for an Intelligence Course, returning to Canada in late June 1943. To Western Air Command again, 10 July 1943. To No.115 Squadron, Annette Island, 19 July 1943, moving with that unit to Terrace, British Columbia, 16 November 1943. To Western Air Command Headquarters, 21 January 1944. Promoted Flight Lieutenant, 1 April 1944. To “Y” Depot, Lachine, 27 July 1944. Embarked from Halifax, 3 August 1944. Disembarked in Britain, 10 August 1944. To Headquarters, No.6 Group, 29 August 1944. To No.404 Squadron, 8 September 1944. To Station Banff, 25 May 1945. To No.18 Group Headquarters, 25 May 1945. To Station Bircham Newton, 25 June 1945. Repatriated 23 October 1945. Retired 4 December 1945. Death reported in Airforce Magazine, April-May-June 1985 issue, date not specified. Note: He kept a log of his flying which lasted from 15 June 1942 (Goose 941 with S/L Diamond, aircraft search, Cowichan Lake to Patricia Bay, 1.30) until 4 June 1944 (Ventura 2231, F/L McMaster, engine test and reconnaissance, Tofino-Alberni and return, 1.45. In between were many “reconnaissance” flights in Harvards, anti-submarine patrols in Sharks (18 December 1942 to 28 January 1943) and transportation flights in Venturas. “A very keen and capable intelligence officer. (S/L G.G. Diamond, No.115 Squadron, 10 December 1942). “Has carried out Station Intelligence Officer duties in an excellent manner. Completed Intelligence Course in United Kingdom.” (W/C A.H Cooking, Western Air Command Headquarters, 21 March 1944. “A keen, conscientious and hard working officer.” (W/C E.W. Pierce, No.404 Squadron, 28 October 1944). “One of the best Intelligence Officers I have known.” (S/L E. Nordberg, Station Dallachy, 29 December 1944.