WILLIAM GERALD F/O(AG) J86774//R82681. From Ottawa, Ontario. Killed in Action Jan 6/45 age 21. #431 Iroquois Squadron (The Hatiten Ronteriios). Target - Hanover, Germany. Please see F/L G.R. Pool D.F.0 for casualty list and flight detail. Flying Officer Air Gunner Gillissie has no known grave, his name is inscribed on the Runnymede War Memorial, Englefield Green, Egham, Surrey, England.

AUBREY LAWRENCE F/O(AG) J10168. From Cornwall, Ontario. Killed in Action Oct 1/42. #102 Ceylon Squadron (Tentate Et Perficite). Halifax aircraft was shot down at Friedenshugel, Flensburg, Germany during operations over enemy territory. Seven RAF members of the crew, FSs P.C. Cato, R. Mathews, Sgts J.S. James, GA. McIntyre, R.L. Milbank, F.J. Robinson, and F. Tooth were also killed. There were two pilots on board for this trip. Flying Officer Air Gunner MacGillivray was buried at Friedenshugel, exhumed, and reburied in the Kiel War Cemetery, Schleswig-Holstein, Germany.

JOHN CAMPBELL P/O(P) J19277. From Dalkeith, Ontario. Killed in Action Jan 20/44 age 22. #57 Squadron (Corpus Non Animum Muto). Lancaster aircraft #JB 419 missing during night operations, an attack on Berlin, Germany. Six of the crew, not Canadians, missing believed killed. Pilot Officer Pilot MacGillivray is buried in the Berlin War Cemetery, Charlottenburg, Germany.

RALPH NORTHCLIFF P/O(N) J19367. From Antigonish, Nova Scotia. Killed Mar 20/44 age 23. #82 Operational Training Unit, RAF Station, Silverstone, England. The crew of Wellington aircraft #LN 181 were engaged in a night exercise when they crashed at Yardley, Gobin, Northampshire, England. F/Os C.R. Floyd, M.L. Fullerton, W.J. Mohring, R.F. Calnan, D.L. Jacobs, P/O N.C. Millen, and Sgt L.H. Johnston were also killed. Pilot Officer Navigator MacGillivray is buried in the Brookwood Military Cemetery, Woking, Surrey, England.

JOHN GEORGE HENRY P/O(P) J86399//R136437. From Toronto, Ontario. Killed in Action May 11/44 age 24. #11 Squadron (Octores Acrioresque Aquilis). P/O Magill made a crash landing after strafing enemy positions three miles north-east of Kohima, Assam. He was killed when his Hurricane aircraft #LD 185 overturned. Pilot Officer Pilot Magill was buried in the Military Cemetery at Dirnapur, Assam, exhumed, and reinterred in the Imphal Military Cemetery, Imphal, India.

EDMUND THOMAS FS(WAG) R58817. From Winnipeg, Manitoba. Killed in Action Jun 9/42 age 27. #405 City of Vancouver Squadron (Ducimus). Target - Essen, Germany. Please see Pethybridge W.J. for casualty list and flight detail. Flight Sergeant Wireless Operator Air Gunner McGill was buried in the Military Cemetery at Cologne, Germany, exhumed, and reburied in the War Cemetery at Rheinberg, Germany.

JACK LAURIE F/O(P) J24400. From London, Ontario. Killed in Action Mar 24/44 age 27. #166 Squadron (Tenacity). Target - Berlin, Germany. Please see F/O E.J. Underhill for casualty list and flight detail. Flying Officer Pilot McGill was buried at Treunbrietzen, exhumed, and reinterred in the Berlin War Cemetery, Charlottenburg, Germany.

ROBERT SMITH F/O(N) J25551. From Paisley, Ontario. Killed in Action May 13/44 age 21. #104 Squadron (Strike Hard). Wellington aircraft #MF 238 failed to return from a raid against Port Ferrajo, Italy. Sgts W.R. Banner (RAF) and J. Mawer (RAF) were also killed. Two of the crew, not Canadians, missing believed killed. Flying Officer Navigator McGill has no known grave, his name is inscribed on the Malta War Memorial, Malta.

CRAIG EDWARD P/O(BA) J85248//R146838. From Toronto, Ontario. Killed in Action Nov 19/43 age 23. #431 Iroquois Squadron (The Hatiten Ronteriios). Target - Ludwigshafen, Germany. Please see Carefoot G.O. for casualty list and flight detail. Pilot Officer Bomb Aimer McGillivray is buried in the Brookwood Military Cemetery, Woking, Surrey, England.

EARL LEWIS SGT R61819 - aero engine mechanic. From Central Butte, Saskatchewan. Killed Nov 29/42 age 21. #405 City of Vancouver Squadron (Ducimus). Halifax aircraft crashed. Please see Stanley M.J. for casualty list and flight detail. Sergeant McGillivray is buried in the Dishforth Cemetery, Yorkshire, England.

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

A.S. R200515. The aircraft crashed at Ravensthorpe, not Rotherthorpe. Detail provided by A.E. Barnard, Burlington, On.

J.W. R89875. Six RAF members of the crew, Sgt.s H.G.V. Read, R.W. Bettinson, P.A.U. Goodyear, R. Burnett, F/O.s J.G. Millar A.F.M., and G. Lockie were also killed.

N.M. R97720. The emergency aerodrome was at Woodbridge, Suffolk not Sussex. Halifax aircraft LL 115 (NF-A) was returning from a special operation over France and encountered adverse weather conditions. The aircraft struck some trees and crashed at Capel Green near the emergency aerodrome at Woodbridge, Suffolk, England. FS. J.G. Watson (RAF), Sgt. H. King (RAF), G. Osborne (RAF), and J.R. Hoddinott (RAF) were also killed. One RAAF and two RAF members of the crew were injured. Correction provided by A. E. Barnard, Burlington, On.

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

GILLING, S/L Kenneth Victor (RAF 41171) - Air Force Cross - No.34 Service Flying Training School, Medicine Hat, Alberta - Awarded as per London Gazette dated 14 June 1945 and AFRO 1127/45 dated 6 July 1945. Governor General's Records (RG.7 Group 26 Volume 59, file 190-I, dossier 7) has citation. When recommended he had flown 1,340 hours, 500 as instructor, 94 in previous six months. It is worth noting that just before this award he had been recommended again for the AFC, on this occasion by S/L H.C.L Ranson ((29 May 1945). As of that date Gilling had flown 1,400 hours, 900 as instructor, 350 on operations (40 sorties). The proposed citation read: As a flying instructor, this officer has displayed exceptional devotion to duty where his tactful manner and cheerful personality have been of the utmost value in upholding student morale. His willingness and enthusiasm to promote and partake in station activities have been an object lesson to others. (DHIST file 181.009 D1429, Honours and Awards, No.14 SFTS, Kingston, found in RG 24 Vol.20598). The citation from the first (and successful) recommendation was as follows: This officer has set a fine example of industry and cheerfulness that has made a fine impression on the pupils under him. His thorough knowledge of flying training and the interest he has shown in his special duties are an outstanding feature of this officer's service. Through his experience on operations he has been able to pass on very valuable information. Keen and conscientious in all he undertakes, this exceptional pilot and flying instructor has set a fine example of devotion to duty.

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.

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

GILLESPIE, Lieutenant William John - Croix de Guerre with Palm (France) - awarded as per London Gazette dated 23 August 1919. Born 20 March 1897 at Beaverton, Ontario. School teacher; next of kin living at Daysland, Alberta but he was living in Camrose on enlistment, having attended Camrose Normal School, 1915. Enlisted in 5th Company, 11th Reserve Battalion, Montreal, 27 December 1915. Embarked from Canada, 1 April 1916. Arrived in England via SS Olympic, 11 April 1916 (another form says 13 April 1916). To Princess Patricia’s Canadian Light Infantry Depot, 27 April 1916. To Princess Patricia’s Canadian Light Infantry (from Depot), 6 June 1916 and in the field as of 7 June 1916. Wounded 17 September 1917 (wounded above ear plus scalp, gun shots and shell fragments). NOTE: a medical report in Calgary, 1 April 1919, noted, “He has no disability at present and has had none for 2 ½ years from head wound, but states he thinks there is a small piece of metal somewhere imbedded in skull which may at some future date become dislodged and create troubles.” To CCAC, Folkstone, 19 September 1916 and admitted to Clandon Park Hospital. To CC Hospital, Uxbridge, 11 October 1916. Discharged from Uxbridge, 30 October 1916. To CCD, Sham, 3 November 1916. Appointed Temporary Lieutenant, 14 February 1917 (London Gazette, 9 March 1917). To CMS, Seaford, 17 February 1917. To 7th Reserve Battalion, date uncertain. Struck off strength of 7th Reserve Battalion, Seaford, 16 June 1917 on proceeding to School of Aeronautics, Reading. To Vendome, 31 July 1917; to TB [?], 12 September 1917; to Central Flying School, Upavon, 22 September 1917; Graded as Flying Officer, 31 October 1917. No.1 ASD, 5 December 1917; with No.41 Squadron, 12 December 1917 to 18 August 1918 (hospitalized 30 July to 3 August with knee problem). Hospitalized again, RAF Hospital, Hampstead (flying sickness), 21 August 1918; discharged 24 August 1918. Granted three months special leave in Canada, 24 August 1918 where he was presumably demobilized. Ceased to be seconded to Royal Air Force, 31 March 1919. Relinquishes commission on ceasing to be employed by Royal Air Force, 30 April 1919. RG.24 Accession 1995-96/670 lists types flown as Caudron, Curtiss, Avro, BE2, Morane biplane, and SE.5a. Continued teaching to 1923; farmer, 1923-1927; grain buyer for Alberta Wheat Pool, 1927-1935; grain buyer for Midland and Pacific Grain Company, 1935 to 1941. Enlisted in RCAF, Toronto, 25 January 1941 (C3781). To No.12 EFTS, Goderich, 22 February 1941; to No.3 WS, Winnipeg, 13 May 1941. To No.2 WS, Calgary, 25 November 1941. To No.2 AOS, Edmonton, 4 October 1943. To No.4 Training Command Headquarters, Calgary, 18 July 1944. Retired 6 September 1944. Notes: Refresher flying course at No.12 EFTS, 24 February to 12 May 1941. Finch II - 33.35 dual, 27.00 solo (includes 5.20 on instruments) plus 12 hours in Link. “This student is an average pilot. Needs more practice on instrument flying and acrobatics.” He also took the Ground School - Airmanship (148/200), Airframes (76/100), Aero Engines (79/100), Signals, practical (64/100), Theory of Flight (63/100), Air Navigation (123/200), Armament, oral (170/200). Placed 13th in a class of 27. “This officer has worked very hard and although he is a bit slow to learn, has done sufficiently well to become a good staff pilot. It is recommended he be employed as such.” (F/L F.W. Ball, Chief Supervisory Officer, 16 May 1941). As of 7 September 1943 he had flown 70.25 dual and 1,204.55 solo in RCAF (Tiger Moth, Finch, Stearman, Menasco Moth, Fleet Fort, Norseman). Took Staff Pilot course, No.2 AOS, November 1943. Graded in Ground School in Navigation Plotting (126/200), Maps and Charts (65/100), Instruments (50/100), Magnetism, and Compasses (56/100), DF and Navigation Theory (57/100), Airmanship (62/100), Meteorology (63/100), Photography (44/50, air and ground). “This man was handicapped due to age and lack of previous navigation training. Hard working, conscientious. Below average in ability to assimilate knowledge.” Evaluated as pilot, 25 March 1944, by which time he had flown 71.10 single engine dual, 1,271.20 single engine solo, 17.45 twin engine dual and 70.15 twin engine as captain, 67.45 twin engine as second pilot. Instrument time was 16.15. “Take off and landings average. Overshot forced landing. Precautionary landing O.K. S.E. landing O.K. but S.E. work and checks need more practice.” Also “below average” on instruments. The following is taken from Fred Hitchins excerpts of First World War documents. 25 March 1918 - drove down an enemy machine out of control. (RFC Communique No.132) 27 May 1918 - synopsis of Combat Report - SE-5a, C5436 - 4.30 p.m. - Merville - Test Flight - 8,000 feet. Driven down out of control (Albatross scout ?). Over Nieppe Forest at 10,000 feet, saw E.A. chasing RE-8 northwest towards Hazenbrouck at 8,000 feet. Dived on E.A, firing 150 at 120 yards. Vertical nose dive. Followed it down to about 5,000 feet over Merville; appeared to crash east of Merville. (signed). 7 July 1918 - With McCall he met met and pursued a two-seater. He closed with it, firing 100 rounds into it; both saw the E.A. spiral down through clouds completely out of control. (from Headquarters “Canadian Summary” for July 1918. 16 July 1918 - left 10.00 a.m. on an Offensive Patrol; due back 12.00 noon. Last seen south of Albert at about 11.15 a.m. at 10,000 feet flying west apparently OK. SE.5a C1895. Reported missing. Obviously he was safe, given other records. 17 August 1918 - recommended by Major Bowman for a DFC. Since joining the squadron he “has accounted for five and one-half enemy aircraft and done most stout-hearted work at all times.” The following may be incidents cited by Bowman in his recommendation: 23 March 1918 - Attacked nine Albatross Scouts, firing 150 into one which went down out of control. Returned when petrol was exhausted. 27 May 1918 - crashed Albatross scout (as in Combat Report). 26 June 1918 - attacked 12 Albatross scouts firing 60 at close range into one which went down out of control SE of Albert. 3 July 1918 - dived on 12 Pfalz, singling out one, put 80 into it and E.A. dived vertically out of control. 7 July 1918 - chased Albatross two-seater six miles, firing 100 into it; E.A. went down in vertical dive out of control. 8 and 9 August 1918 - remarkably good work ground strafing and dropping bombs from low altitudes. 8 August 1918 - got direct hits on enemy troops marching along a road; later in day machine gunned a hostile battery coming out of action. 9 August 1918 - got direct hits with bombs on Motor Transport entering Cappy and then machine-gunned remainder. Later in day dropped four bombs on troops in sunken road near Foucoucourt and then machine-gunned them. (File 204/153/17). Victories listed by Hitchins as follows: 25 March 1918 - V-strutter out of control - Sailly 27 May 1918 - Albatross scout out of control - Nieppe Forest 27 June 1918 - Albatross out of control, SE of Albert. 3 July 1918 - Pfalz scout out of control - east of Lamotte 7 July 1918 - Albatross two-seater out of control - Laboissiere, with McCall.

GILLIS, 2nd Lieutenant (Honorary Captain) Gordon Harvey (previously recorded, erroneously, as “Henry”) - Distinguished Flying Cross - awarded as per London Gazette dated 8 February 1919. Born 4 December 1889 in Halifax; home there (accountant). Served with HCA Cadets for four years and with 63rd Highland Regiment (Militia), five months. Attested for service in CEF, Valcartier, 1 April 1915 but elsewhere his records indicate he joined the 40th (Reserve) Battalion there on 14 September 1915. Embarked from Quebec on SS Saxonia, 18 October 1915; disembarked in Plymouth, 29 October 1915. Transferred to 43rd (Overseas) Battalion, CEF, 21 August 1916. On command to London 26 May 1916. To France as Paymaster, 43rd Battalion, 21 August 1916. Admitted to hospital in Rouen, 4 February 1917 (trench fever). To England, 15 March 1917. Proceeded to France, 3 May 1917, resuming duties as Paymaster to 43rd Battalion. Hospitalized again,. 12 October 1917 (tonsillitus). Discharged to duty, Etaples, 16 October 1917. Proceeded to England for duty with RAF. 19 April 1918; to Reading, 14 May 1918; to Eastchurch, 18 May 1918. Granted temporary commission as Second Lieutenant, 6 July 1918. With No.98 Squadron, 8 July 1918 to 4 February 1919 (wounded 23 October 1918 but returned to duty on 27 October 1918); observer. Relinquished commission 5 June 1919. Sailed to Canada, 1 August 1919. Struck off strength of CEF in the course of general demobilization, 8 August 1919. This officer has carried out eighteen successful bombing raids, showing at all times complete fearlessness and disregard of danger, notably on August 30th, October 9th, and October 14th, when he rendered conspicuous service, causing heavy material damage to the enemy and bringing back calculable information. NOTE: Public Record Office Air 1/204/36/127 has recommendation passed on 31 October 1918 from 1st Brigade, Royal Air Force to Headquarters, Royal Air Force; this gives his name as Gordon Harvey (as does the London Gazette): For conspicuous gallantry and devotion to duty. Captain Gillis has carried out 18 successful bomb raids and has always shown complete fearlessness and disregard for danger. The following bomb raids are particularly worthy of notice. On 30 August 1918 when on bomb raid to Valenciennes this officer did excellent work and shot down one enemy machine out of control. On 9 October 1918, when on bomb raid to Mons Railway Station, and on 14 October 1918 when on bomb raid to Audenarde Railway Junction he again did excellent work and brought back much valuable information. In addition to the above Captain Gillis has brought down one other enemy machine in flames. Public Record Office Air 1/1226/204/5.2634/98, copies in National Library and Archive MG 30 D ADM, Box 22 (Reference 1000303862) has the following Combat Reports relevant to him. His pilot is Lieutenant Frederick Charles Wilton (awarded DFC, 2 November 1918): 8 August 1918: D.H. 9, 2221 Armament - 1 Vickers, 1 Lewis Pilot - Lieut. F.C. Wilton Observer - Capt. C.H. Gillis Time - 6.15 p.m. Locality - Barleix Duty - Bombing Height - 1,000 feet Result - Destroyed, one Remarks on Hostile Aircraft: Fokker Triplanes NARRATIVE After leaving objective and over Barleux a Scout was observed from opposite direction, and on same level. Capt. Gillis fired about 75 rounds into E.A. which caused it to dive steeply, breaking into flames after a drop of about 200 feet. This was observed by Lieut. Wilton and Capt. James. NOTE: The above is annotated “1 crash”. The altitude given, 1,000 feet, seems very low and might be a typo for “10,000 feet” 30 August 1918: D.H. 9, C.2221 Armament - 1 Vickers and 2 Lewis Pilot - Lieut. F.C. Wilton Observer - Capt. C.H. Gillis Time - 6.15 p.m. Locality - Somain Duty - Bomb Raid Height - 11,000 feet Result - Destroyed, nil; Driven down out of control, one Remarks on Hostile Aircraft: Fokker Biplanes NARRATIVE While returning from Valenciennes a formation of Fokker Biplanes attacked from the left; Capt. Gillis fired a burst into one which was observed to go down out of control, but on account of poor visibility was not seen to crash. NOTE: The above is annotated, “1 E.A. Out of control” with s pencilled comment, “NO”. 30 October 1918: D.H. 9, E.692 Armament - 1 Vickers, 2 Lewis Pilot - Lieut. F.C. Wilton Observer - Capt. C.H. Gillis Time - 11.30 a.m. Locality - West of Mons Duty - Bomb Raid Height - 10,000 feet NOTE: There are two Combat Reports, one filed by Wilton (pilot) and one by Gillis (observer). Enemy aircraft are estimated as “30 Fokkers”. Wilton’s narrative is as follows: While returning from Bomb Raid on Mons Railway Station, about 20 E.A. attacked from the front. I opened fire and shot down one E.A. with my front gun. The E.A. spun for a time and then burst into flames. Confirmed by 2/Lieut J.W. Brown (pilot). The narrative by Gillis is as follows: While returning from Bomb Raid on Mons Railway Station the formation was attacked by about 30 Fokker Biplanes and Pflaz Scouts. I fired 20 rounds into a Fokker Biplane which was attacking the first machine on the left. I saw it break uo and go down in flames over Pommereul. The above is confirmed by Wilton. Both reports are annotated “1 crash”.