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

GILLETT, Lieutenant (Temporary Captain) Frederick Warrington - Distinguished Flying Cross - awarded as per London Gazette dated 2 November 1918. Born 1896 in Baltimore, Maryland (mining engineer); attended University of Virginia. Entered U.S. Aviation Service, Newport News, 1 April 1917. Assigned to Royal Flying Corps in Canada and completed training here. Commissioned 1917. Sailed December 1917, arriving in England 17 December 1917. With No.79 Squadron, 29 March to 29 November 1918. To Unemployed List, 7 March 1919. Returned to United States after the war to enter liquor importing business, director of a banking firm and a realtor. Died in Baltimore, 21 December 1969. See Cross and Cockade Journal, Summer 1964 and Spring 1970. // When attacking a kite balloon a two-seater guarding it advanced to engage him; Lieutenant Gillett shot the machine down, and turning to the balloon, which was being rapidly hauled down, he dropped two bombs at the winch and fired a drum into the balloon, which deflated but did not catch fire. In addition to this two-seater, this officer has accounted for two other machines and a kite balloon. // NOTE: Public Record Office Air 1/1580 has recommendation forwarded on 6 September 1918 from Second Brigade to Headquarters, Royal Air Force: // On the 3 August 1918 Lieutenant Gillett shot down in flames a kite balloon over Le Pont Mortier. // On the 18 August 1918 when attacking a kite balloon over Estaires, he was attacked by a Fokker biplane; getting on to his opponent's tail he fired 100 rounds into him at very short range; the Fokker crashed one-half mile south of Croix di Bac. // On the 24 August 1918 when on offensive patrol east of Bailleul, Lieutenant Gillett attacked and shot down a DFW two-seater which fell two miles east of Bailleul. // On the 1 September 1918, Lieutenant Gillett attacked a kite balloon northeast of Armentieres; a LVG two-seater guarding the balloon approached and was shot down. Lieutenant Gillett then turned to the balloon which was being rapidly hauled down. He dropped two bombs at the winch and fired a drum into the balloon which visibly deflated but did not catch fire. // GILLETT, Lieutenant (Temporary Captain) Frederick Warrington - Bar to Distinguished Flying Cross - awarded as per London Gazette dated 8 February 1919. // A pilot of great dash and skill who, since 3rd August has destroyed twelve hostile aircraft. On 29th September, when on low line patrol, he attacked three Fokkers, driving down one, which fell in flames. // NOTE: Public Record Office Air 1/1580 has recommendation forwarded on 8 October 1918 from Second Brigade to Headquarters, Royal Air Force. // On the 5 September 1918 when on offensive patrol east of Armentieres, Lieutenant Gillett shot down a Fokker scout. // On the 21 September 1918 when on balloon patrol between Maubourdin and Wavrin, Lieutenant Gillett attacked and destroyed a Fokker whose port wing broke up in the air. // On the 28 September 1918 when on line patrol near Bousbecque, Lieutenant Gillett shot down a two-seater Albatross. Later in the day when on offensive patrol with two other machines, they joined in a big fight between Passchendaele and Roulers. Lieutenant Gillett's patrol destroyed four Fokkers of which he accounted for one. // On the 29 September 1918 when on low line patrol west of Roulers, Lieutenant Gillett attacked three Fokkers; one fell in flames on the Menin-Roulers road. // On the 2 October 1918 when on a similar duty four miles east of Roulers, Lieutenant Gillett destroyed a balloon which went down in flames. // On the 5 October 1918 when on offensive patrol near Courtrai, some Fokkers were seen attacking our bombing machines. Lieutenant Gillett shot down one of the enemy scours. // A pilot of great dash and skill who has destroyed twelve enemy aircraft since the 3rd August. // GILLETT, Lieutenant (Temporary Captain) Frederick Warrington - Croix de Guerre (Belgium) - awarded as per London Gazette dated 15 July 1919. // Air 1/976/204/5/1135, “Brigade Reports, August 1918", copied into Library and Archives MG.40 D.1 Volume 19 has the following for 24 August 1918: // Lieut. Gillet, No.79 Squadron, shot down a D.F.W. two-seater which crashed two miles E. of Bailleul at 7.35 p.m. // Air 1/976/204/5/1132, “Brigade Reports, October 1918", copied into Library and Archives MG.40 D.1 Volume 19 has the following for 9 October 1918: // Lieut. Gillett, No.79 Squadron, at 1625 shot down two Fokker Biplanes, one of which crashed in a field N.E. of Menin and the second near Gulleghem. (Second E.A. confirmed by another pilot.) // The following is taken from Fred Hitchins excerpts of First World War documents. // 3 August 1918 - shot down a hostile balloon in flames. (RAF Communique No.18) // 18 August 1918 - brought down one E.A. (RAF Communique No.20) // 24 August 1918 - brought down one E.A. (RAF Communique No.21) // 1 September 1918 - When about to attack a balloon, saw an E.A. two-seater flying low which he shot down. He then returned to the balloon, which was being hauled down, and shot it down in flames. Two bombs were also dropped on the winch. (RAF Communique No.22) // 5 September 1918 - “During the course of a combat between a patrol of No.79 Squadron and a formation of Fokker biplanes, Lt.F.W. Gillett shot down one E.A. which burst into flames on the ground, and Captain F.I. Lord attacked another which fell over on its back and a large object, which would appear to have been the pilot, was seen to leave the machine which was last seen falling on its back within 200 feet of the ground.” (RAF Communique No.23) // 21 September 1918 - brought down one E.A. (RAF Communique 25) // 22 September 1918 - DFC to Lt. F.W. Gillett // 28 September 1918 - “Pilots of No.79 Squadron destroyed seven hostile machines during the day. During this combat. Lt. F.W. Gillett also brought down one of the E.A. Earlier in the day this pilot also shot down an enemy two-seater which was seen to crash. Captain R.B. Bannerman, Captain F.I. Lord, and Lt. F. Woolley also accounted for one E.A. each.” (RAF Communique No.26) // 29 September 1918 - brought down one E.A. (RAF Communique No.26) // 2 October 1918 - Lt. F.W. Gillett, No.79, shot down a hostile balloon in flames (RAF Communique No.27) // 5 October 1918 - brought down one E.A. (RAF Communique No.27) // 8 October 1918 - brought down a Fokker biplane, and a little later attacked another, which was diving on a Belgian machine, which he also destroyed (RAF Communique No.28) // 14 October 1918 -Captain F.W. Gillett, No.79, brought down two E.A. (RAF Communique No.29) // 20 October 1918 - Bar to DFC to Lt. F.W. Gillett. // 4 November 1918 - Captain F.W. Gillett, No.79, brought down one E.A. (RAF Communique No.32). // Document 204/228/5 lists his victories as follows: // 3 August 1918 - kite balloon - Estaires - in flames. // 18 August 1918 - Fokker Biplane - Estaires - crashed near Sailly. // 24 August 1918 -D.F.W. - East of Bailleul - crashed // 1 September 1918 - L.V.G. - Armentieres - crashed // 5 September 1918 - Fokker Biplane - Armentieres - in flames // 21 September 1918 - Fokker Biplane - Wavrin - crashed in Wavrin // 28 September 1918 - Albatross two-seater - Bousbeque - crashed there. // 28 September 1918 - Fokker Biplane - Roulers - crashed. // 29 September 1918 - Fokker Biplane - Roulers - in flames on Menin-Roulers road. // 2 October 1918 - kite balloon - east of Roulers - in flames. // 5 October 1918 - Fokker Biplane - Courtrai - crashed there. // 8 October 1918 - Fokker Biplane - Menin - in flames near Gullegham. // 8 October 1918 - Fokker Biplane - Menin - crashed. // 14 October 1918 - Fokker Biplane - Gitz - crashed near Gitz. // 14 October 1918 - Fokker Biplane - Inglemaster - crashed near canal. // 4 November 1918 - Reumaix - crashed. // 9 November 1918 - Hekelgem - crashed. // 9 November 1918 - Fokker Biplane - Hekelgem - collided. // 9 November 1918 - Fokker Biplane - Hekelgem - collided. // Another list in 204/228/5 dated the last three as 10 November 1918. // Another list in 204/228/5 added a kite balloon in flames, 1 September 1918. // File AIR 1/1329/204/202/22 (Library and Archives Canada MG.40 D.1 Box 30) has the following Combat Reports: // 28 September 1918 - Dolphins C8121, E4712 and C4059 (two Vickers and one Lewis gun each) - pilots Lieutenants Woolly, J.H. McNeaney, F.W. Gillet - 5.50 p.m. - Between Passchendaele and Roullers - Low Line Patrol - 6,000 feet. Four enemy aircraft destroyed. Enemy aircraft described as ten Fokker biplanes with white tails. Lieutenant Woolley, C8121 - “I saw ten Fokker biplanes attacking. I climbed into a cloud while Lieutenant McNeaney attacked the enemy machines. A dogfight ensued in which I saw two Fokkers go down after which Lieutenant McNeaney went down, followed by a Fokker. I attacked this enemy aircraft and fired a short burst at point blank range and saw enemy aircraft go down and crash.” Lieutenant McNeaney, E4712 - “When on low patrol with Lieutenant Woolley and Lieutenant Gillet, I saw ten Fokker biplanes attack a Bristol Fighter which maneuvered so as to bring several enemy aircraft down to our height. I attacked one enemy aircraft which went down and crashed. I was then attacked by several other enemy aircraft and after firing short bursts at several, I shot another down, which also crashed. Lieutenant Woolley shot an enemy aircraft off my tail after I went down out of control with my aileron controls shot away. Other machines then engaged enemy aircraft.” Lieutenant Gillet, C4059 - “Ten Fokker biplanes attacked a Bristol between Passchendaele and Roullers. In a fight which followed, one enemy aircraft got on my tail. I climbed and did a half roll and enemy aircraft flew east. I chased enemy aircraft firing short bursts at close range. Enemy aircraft fell out of control and crashed about a mile southeast of Passchendaele.” // File AIR 1/1226/207/2/2634/79 (Library and Archives Canada MG.40 D.1 Box 22) has the following Combat Reports: // 5 October 1918 - with Lieutenant Croydon - Dolphins C4059 (Gillett) and F6144 (Croyden) - 8.30 a.m. - Courtrai - Offensive Patrol - 10,000 to 2,000 feet. One destroyed, one driven down out of control. Enemy aircraft described as Fokker biplanes. Text of narrative badly photographed and illegible. // 14 October 1918 - Dolphin C7244 - 1225 hours, near Gits - Offensive Patrol - 1,000 feet. Fokker biplane, black and gray stripes. One destroyed. “I dived on three enemy aircraft near Lecissele [?] but they dived into the mist. I then turned towards our balloons and I saw two enemy aircraft attacking one of them. I climbed up towards enemy aircraft firing short bursts with my top gun. Enemy aircraft turned east and I chased one firing about 150 rounds at close range. Enemy aircraft dived vertically and crashed in a field near Gits.”

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.

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

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

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

GILLESPIE, F/O Malcolm Gregor McGregor (J88981) - Distinguished Flying Cross - No.90 Squadron - Award effective 23 November 1945 as per London Gazette dated 7 December 1945 and AFRO 244/46 dated 8 March 1946. Born 26 May 1912 in Port Arthur, Ontario; home in Toronto (stock clerk, insurance salesman). Applied unsuccessfully to join RCAF, 1939-1940 while taking private flying lessons. Enlisted 3 March 1941 with Princess Louise Dragoon Guards and proceeded overseas with them, 20 June 1941. Transferred to RCAF, London, England, 10 July 1942. Attended No.1 Initial Training Wing, until 5 December 1942 when posted to No.4 EFTS, Cranwell. Flew Tiger Moth (seven hours dual to first solo, 11.10 total dual and 45 minutes solo. Described on 18 January 1943 as follows: “With previous flying experience this pupil made excellent progress, in spite of bad weather conditions. He should go on to become an above average pilot and is a most suitable type for training as an instructor.”Repatriated to Canada, 25 March 1943 via No.31 Personnel Depot. To No.10 EFTS, 17 April 1943; to No.1 SFTS, 26 June 1943; graduated and promoted Sergeant, 15 October 1943. To “Y” Depot, 29 October 1943. Embarked from Halifax, 1 November 1943. Disembarked in Britain, 9 November 1943; posted next day to No.3 PRC, Bournemouth. To No.51 Group, 2 December 1943. To No.15 (Pilots) AF, 21 March 1944. To No.19 OTU, 13 June 1944. Promoted Flight Sergeant, 15 July 1944. Commissioned 21 August 1944. To No.51 Base, 8 September 1944. Attached No.1660 Conversion Unit, 11 September to 9 October 1944. To No.5 Lancaster Finishing School, 2 November 1944. To No.90 Squadron, 26 November 1944. Promoted Flying Officer, 21 February 1945. Repatriated 22 July 1945. Released 3 October 1945. Died in Orillia, Ontario, 16 August 1989. No citation, "completed...numerous operations against the enemy in the course of which [he has] invariably displayed the utmost fortitude, courage and devotion to duty." Public Records Office Air 2/8772 has recommendation dated 19 May 1945 when he had flown 30 sorties (173 hours five minutes) as follows (* denotes daylight sortie): 8 December 1944 - Duisburg (4.37)* 11 December 1944 - Oberhausen (3.24) DNCO 12 December 1944 - Witten (4.17)* 21 December 1944 - Trier (4.17)* 23 December 1944 - Trier (4.20)* 27 December 1944 - Rheydt (4.22)* 28 December 1944 - Cologne/Gremberg (4.15)* 7 January 1945 - Munich (3.31) DNCO 15 January 1945 - Erkenschwick (4.52)* 16 January 1945 - Wanne Eickel (5.32) 22 January 1945 - Duisburg (4.34) 28 January 1945 - Cologne/Gremberg (8.14)* 29 January 1945 - Krefeld/Verdingen (6.57)* 5 March 1945 - Gelsenkirchen (5.10)* 6 March 1945 - Salzbergen (5.40)* 7 March 1945 - Dessau (8.48) 9 March 1945 - Dutteln (5.05)* 10 March 1945 - Scholven Buer (4.48)* 12 March 1945 - Dortmund (5.53)* 19 March 1945 - Gelsenkirchen (5.15)* 21 March 1945 - Munster (5.33)* 1 February 1945 - Munchen/Gladbach (4.36)* 2 February 1945 - Wiesbaden (4.13) 3 February 1945 - Dortmund (5.26) 9 February 1945 - Hohenbudderg (4.40) 14 February 1945 - Chemnitz (6.12) 20 February 1945 - Dortmund (5.56) 22 February 1945 - Gelsenkirchen (4.35)* 23 February 1945 - Gelsenkirchen (6.03)* 4 April 1945 - Leuna (8.04) 14 April 1945 - Potsdam (8.33) 22 April 1945 - Bremen (5.23)* This captain has taken great pains to coach his crew in all aspects of their work to reach a very high standard of operational efficiency. He has attained a fine standard of co-operation with his navigator in the execution of the blind bombing technique and has led formation [sic] with great success. His results have been consistently accurate, his calmness and courage in the face of heavy opposition have proved him to be a Captain of outstanding ability. His fine work as an operational Captain are most praiseworthy and I strongly recommend that he be awarded the Distinguished Flying Cross. Notes: Volunteer for Pacific. Repatriation Form dated 4 July 1945 stated he had flown 30 sorties (175 operational hours) plus 268.20 non-operational. Types flown were Tiger Moth (14.45), Oxford (93.35), Whitley (80.25), Stirling (46.40) and Lancaster (207.55). Training: Course at No.10 EFTS shown as 3 May to 25 June 1943. Tiger Moth aircraft (37.40 day dual, 37.30 day solo, 4.00 night dual, 1.00 night solo. Needed seven hours dual to first solo. Was 13.40 on instruments, logged 12.45 in Link. Scored 422.4 points out of a possible 700. Placed 49th in a class of 50. “A low average student. Failed first set of Ground School exams. Secured low mark in clear hood flying. Weak in aerobatics and needed a retest on instruments.” Course at No.1 SFTS was 28 June to 15 October 1943. Harvard aircraft (4.50 dual to first solo, 75.35 total day dual, 56.30 day solo, 2.40 night dual to first night solo, total 7.45 night dual, 12.25 night solo). Of these times, 14.50 in formation, 29.05 on instruments. Logged 24.45 in Link. Graded in flying tests as follow: General Flying (209/300), Instrument Flying (152/200), Navigation (104/150), Armament (98/150), Night Flying (77/100), Formation (36/50) and Link (331/50). Ground courses in Airmanship (114/200), Armament (141/200), Navigation (100/200), Aircraft Recognition (91/100), and Meteorology (54/100). “Very hard working and persevering. Quiet and well liked. Average ability, excellent discipline.” Course at No.15 (Pilots) AFU was 3 April to 6 June 1944. Oxford aircraft (5.25 day dual to first day solo, total 21.05 day dual, 31.40 day solo, 1.05 night dual to first night solo, 6.10 total night dual, 15.15 night solo). Logged 6.30 in formation, 4.55 on instruments and 4.35 in Link. Graded in flying tests as follow: General Flying (220/400), Applied Flying (120/300), Instrument Flying (135/250), Night Flying (60/100) and Link (30/50). “This course made a slow start but persisted in his work. He has been eager to do well at all times and concluded with all round average category.” Attended No.1 Beam Approach Training School, 26 April to 2 May 1944. Oxford aircraft (10 hours, all beam flying on instruments). Logged 4.35 on Link. Graded on Beam Approach Procedure and “Q” Codes, Link (120/200), Receiver Operation (60/100), Instrument Flying (140/250, Cloud and Night Flying (140/250) and General Application of Beam Approach Procedure, flying (120/200). “Sergeant Gillespie proved to be a rather slow starter, but towards the end of the course was making definite progress. He appeared to have no particular faults but was unable to cope with Instrument Flying as well as control the aircraft on the beam. He showed keenness and with more practice would be able to raise the standard of his work.” Course at No.19 OTU was 15 June to 25 August 1944. Wellington aircraft (3.40 day dual to first day solo, 5.15 total day dual, 8.40 at controls with a captain, 29.50 at controls without a captain, 3.15 night dual to first night solo, 6.00 total night dual, 4.25 night at controls with a captain, 26.15 night without a captain; 14.35 on instruments; logged 16.40 in Link. Flew four day and four night cross-country flights. No Nickels or Bullseyes. Four day and one night fighter affiliations. Did 12 dry and one wet dinghy drills and 13 parachute drills. Graded in flying tests as follow: General Flying (225/400), Applied Flying (125/200), Instrument Flying (150/250), Night Flying (56/100) and Link (22/50). Ground courses in Airmanship (246/300), Armament (180/300), Meteorology (33/100), Navigation (152/200), and Signals (84/100). “An ex-AFU trained pilot who has worked hard and keenly throughout the course. He is a pilot of average ability and should make a good operational captain after he has had more experience. Fighter affiliation exercises were well carried out.” Course at No.1660 HCU was 11 September to 29 October 1944. Flew 7.05 day dual, 14.00 day solo, 3.50 night dual and 21.45 night solo. Did three fighter affiliation exercises. “A slow, conscientious type. Average pilot with a fair crew. Should do well.” Crew listed with incomplete service numbers - Sergeant Willis (Flight Engineer, 174), WO Aldridge (Navigator, R486), F/O MacIntosh (Bomb Aimer, J680), Sergeant Amor (WOP, 568), Sergeant Lock (Mid-Upper Gunner, R822) and Sergeant Batchelor (R757). At No.5 Lancaster Finishing School flew 3.40 day dual, 1.50 day solo, 1.35 night dual and 5.25 night solo. Airmanship marks were 86 percent (oral) and 70 percent (written). “Average pilot. Slow at first but showed much improvement towards end of course. Captaincy and crew cooperation average.” The Chief Instructor (W/C A. Heward) added, “Pilot Officer Gillespie is very slow. However he is anxious to get on and is undoubtedly keen. The crew are average. If he is made to assert himself and assumes responsibility, he will do much better.”

GILLETT, Corporal Margaret Grace (W301558) - Mention in Despatches - Linton - Award effective 14 June 1945 as per London Gazette of that date and AFRO 1672/45 dated 2 November 1945. Enlisted at Quebec City, 10 September 1942. To No.7 Manning Depot, 28 September 1942. To Technical Training School, 22 October 1942. To \"Y\" Depot, 17 January 1943. Taken on strength of No.3 PRC, Bournemouth, 23 January 1943. Promoted LAW, 1 April 1943. Promoted Corporal, 1 October 1943. Repatriated 16 November 1945. Released 15 December 1945. DHist file 181.009 D.1719 (PAC RG.24 Vol.20606) has recommendation forwarded 3 February 1945 when she has served 14 months in Canada, 14 months overseas. Hospital Assistant. This airwoman as the senior W,D. Hospital Assistant in the Station Hospital has demonstrated qualities of leadership and organizing ability far above the average. Keenly interested in her work, she entirely of her own initiative works many hours tending her patients and the cheerful and efficient manner in which she performs her duties inspires the confidence of patients and staff alike.

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.

GILLIES, Sergeant Donald John MacPherson (R89693) - Mention in Despatches - Overseas - Award effective 14 January 1944 as per London - Gazette of that date and AFRO 874/44 dated 21 April 1944. Born 23 June 1914. Home in Teeswater, Ontario; enlisted in Hamilton, 4 April 1941 as Radio Mechanic. Granted Leave Without Pay until 27 April 1941 when granted to No.1 Manning Depot. To McMaster University, 13 June 1941. To No.1 Manning Depot, date uncertain. Promoted LAC, 20 September 1941. To No.31 Radio School, 27 November 1941, To \"Y\" Depot, date uncertain; to RAF overseas, 9 February 1942. Promoted Corporal, 1 July 1942. Promoted Sergeant, 4 May 1943. Promoted Flight Sergeant, 1 August 1944. Repatriated 13 August 1945. Released 2 October 1945. Name also shown as John Donald MacPherson Gillies. Died in Toronto, 25 October 1996 as per Legion Magazine of March 1997.

GILLIS, F/O Donald James (J25875) - Distinguished Flying Cross - No.429 Squadron - Award effective 5 February 1945 as per London Gazette dated 16 February 1945 and AFRO 563/45 dated 29 March 1945. Born in Edmonton, 3 May 1918; home there; attended, McDougall Public and Victoria High Schools. Formerly in Alberta Dragoons. Enlisted in Edmonton, 11 July 1941 and Aero Engine Mechanic and posted to No.2A Manning Depot. To No.3 Manning Depot, 20 August 1941. To No.7 BGS, 7 September 1941. Promoted AC1, 12 November 1941. Promoted LAC, 1 April 1942. Remusteed to aircrew and posted to No.7 ITS, 29 August 1942; to No.6 EFTS, 7 December 1942; to No.4 SFTS, 1 January 1943; graduated and commissioned 30 April 1943. To No.1 GRS, 14 May 1943. To No.31 OTU, 23 July 1943; to “Y” Depot, 23 October 1943. Promoted Flying Officer, 30 October 1943. Taken on strength of No.3 PRC, Bournemouth, 31 October 1943. Later posted from No.429 Squadron to No.22 OTU. Promoted Flight Lieutenant, 30 April 1945. Repatriated 5 August 1945. Released 14 September 1945. Returned to and resumed his prewar occupation in the automotive business. After two years in Vegreville, he joined the sales staff at Hugh McColl's South Park Motors; retiring after 30 years service as salesman, sales manager, and leasing and fleet manager. Died in Edmonton, 3 May 2005 as per Legion Magazine of November 2005. No citation other than "completed...numerous operations against the enemy in the course of which [he has] invariably displayed the utmost fortitude, courage and devotion to duty." DHist file 181.009 D.2610 (RG.24 Vol.20627) has recommendation dated 21 November 1944 when he had flown 33 sorties (171 hours 10 minutes), 28 June to 21 November 1944. // This officer has participated in thirty-three attacks on enemy territory, including such targets as Hamburg, the Ruhr and mine laying at Oslo. On numerous occasions Flying Officer Gillis has had the misfortune of having engine failures while returning from operations. On each occasion his superior knowledge of engine handling and his outstanding ability as a pilot and captain of aircraft have carried him through and enabled him to complete his missions under the most difficult circumstances. Throughout his tour he has by his cheerful example encouraged his crew to greater efforts. He has never failed to reach his objective and to carry out his duty in a most exemplary manner. // It is considered that this officer's splendid offensive spirit, combined with his fine operational record fully merits the award of the Distinguished Flying Cross. //The sortie list was as follows: //28 June 1944 - Metz (7.00, second pilot) 4 July 1944 - Villeneuve St. Georges (6.05, second pilot) 12 July 1944 - Acquet (4.20) 14 July 1944 - Alderbelck (3.40) 18 July 1944 - Mondeville (4.35) 28 July 1944 - Hamburg (5.05) 30 July 1944 - Amaye sur Seulle (4.00) 31 July 1944 - Conquereaux (4.25) 1 August 1944 - L’Hey (3.25) 3 August 1944 - Foret de Nieppe (4.25) 4 August 1944 - Bois de Casson (4.55) 5 August 1944 - St. Leu d’Esserent (5.20) 7 August 1944 - L’Hoque (4.25) 9 August 1944 - Prouville (4.15) 12 August 1944 - Brunswick (5.40) 13 August 1944 - Aisy (4.35) 15 August 1944 - Gardening (6.20) 18 August 1944 - Connantre (6.25) 27 August 1944 - Marquis (3.40) 28 August 1944 -Fresnay (4.10) 10 September 1944 - Le Havre (4.05) 11 September 1944 - Gardening, Kiel (4.25) 12 September 1944 - Gardening, Oslo (7.00) 17 September 1944 - Boulogne (3.55) 24 September 1944 - Calais (4.35) 27 September 1944 - Sterkrade (4.55) 28 September 1944 - Cap Gris Nez (4.40) 6 October 1944 - Dortmund (6.00) 9 October 1944 - Bochum (5.45( 30 October 1944 - Cologne (6.20) 4 November 1944 - Bochum (5.40) 6 November 1944 - Gelsenkirchen (5.10) 16 November 1944 - Julich (5.05) 21 November 1944 - Gardening, Oslo (6.50)

GILLIS, P/O William Edgar (J17233) - Distinguished Flying Cross - No.420 Squadron - Award effective 21 October 1943 as per London Gazette dated 29 October 1943 and AFRO 2457/43 dated 26 November 1943. Born in Sydney Mines, Nova Scotia, 4 December 1920; home there. Enlisted in Halifax, 9 July 1941 and granted Leave Without Pay until 17 August 1941 when posted to No.1 Manning Depot. To No.6 BGS, 1 September 1941. To No.4 WS, 22 November 1941. Promoted LAC, 22 December 1941. To Trenton, 21 February 1942. Returned to No.6 BGS, 25 April 1942. Graduated and promoted Sergeant, 3 May 1942. To “Y” Depot, 26 May 1942. To RAF overseas, 13 June 1942. Commissioned 4 March 1943. Promoted Flying Officer, 4 September 1943. Repatriated to Canada, 1 May 1944. To No.6 BGS, 12 June 1944. To Mountain View, 2 August 1944. To No.1 Advanced Gunnery Training School, 2 September 1944; to No.5 OTU, 30 October 1944; promoted Flight Lieutenant, 4 March 1945; to No.3 Repair Depot, 24 May 1945. Released 2 August 1945. // This officer has served throughout his operational career as rear gunner and consistently displayed a high standard of efficiency and accuracy. // Website http://www.yorkshire-aircraft.co.uk/aircraft/yorkshire/york43/he866.html records the following incident under title WELLINGTON HE866 DAMAGED BY FLAK, RETURNED TO DISHFORTH AIRFIELD. “On the night of 10th /11th April 1943 this 426 Squadron Wellington was being flown on an operational flight to bomb Frankfurt and left base of Dishforth at around 23.00hrs. The crew bombed the target area through thick cloud onto the PFF markers and around the time they were over the target area the aircraft sustained flak damage. The aircraft landed safely on return to the UK, almost certainly back at base of Dishforth at 07.01hrs.” Crew listed as follows: Pilot - P/O Leonard Alexander Merrifield RCAF (J11069, posted to No.420 Squadron, 23 April 1943 and later awarded DFC), Navigator - P/O George Frederick Keen RCAF (J17489, posted to No.420 Squadron, 23 April 1943 and later awarded DFC), Bomb Aimer - P/O Philip Alfred Andrew RAF (123847, RAF, posted to No.420 Squadron, 23 April 1943 and later awarded DFC), Wireless Operator / Air Gunner - Sgt Milton Wilfred Warren RCAF, Air Gunner - P/O William Edgar Gillis RCAF (J17233, posted to No.420 Squadron, 23 April 1943 and later awarded DFC).

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

MacGILLIVRAY, WO (now P/O) Donald Keith (R152382/J48290) - Mention in Despatches - No.428 Squadron - Award effective 1 January 1945 as per London Gazette of that date and AFRO 379/45 dated 2 March 1945. Born September 1921. Home in Niagara Falls, Ontario; enlisted in Hamilton, 2 February 1942. Granted Leave Without Pay until 9 March 1942 when posted to No.1 Manning Depot. To No.1 SFTS (non-flying duty), 7 May 1942. To No.6 ITS, 15 August 1942; graduated and promoted LAC, 9 October 1942; posted next day to No.4 BGS; to No.4 AOS, 5 December 1942; graduated and promoted Sergeant, 22 January 1943; to No.1 BGS, 6 February 1943; to ?Y? Depot, 19 March 1943; to RAF overseas, 27 March 1943. Further trained at No.24 OTU. Promoted Flight Sergeant, 22 July 1943. Commissioned 31 May 1944. Repatriated to Canada, 2 July 1944; to Mountain View, 27 October 1944. Promoted Flying Officer, 1 December 1944. To Release Centre, 10 January 1945. Retired 19 February 1945. Applied for Operational Wings, 17 August 1944 while at No.1 Repatriation Depot; checked by H.H. Thompson, 30 August 1944; sent to AMAS/D/Ops, 30 August 1944; returned from AMAS/D/Ops 20 September 1944. Application not approved as per letter dated 20 September 1944. As bomb aimer, shot down 19/20 November 1943 in Halifax LK956 (NA-S) of No.428 Squadron, taken Leverkusen. Airborne at 1606 hours, 19 November 1943 from Middleton St.George. While homebound, encountered radar predicted flak in the vicinity of Bonn, sustaining very severe damage. With great skill, Flight Sergeant H.C. Shepherd flew his aircraft clear of these defences, but after reaching Dutch airspace the situation became so critical that the only course of action was to abandon the aircraft. Flight Sergeant Shepherd (RCAF) became a POW, as did Sergeant J.M.C.Walker (RAF, flight engineer), F/O D.R.Knight (RCAF, navigator), Sergeant S.J.Stevens (RAF, WOP). Other members of the crew (MacGillivray, Sergeant N.H.Michie, RCAF mid-upper gunner, Sergeant S.Munns, RAF rear gunner), evaded. F/O .Knight was interned in Camp L1, POW No.1550. Flight Sergeant H.C.Shepherd initially evaded until captured in Brussels 26 January 1944. Imprisoned in St.Gilles until 22 March 1944 and then interned in Camps L6/357, POW No.3207. Sergeant Stevens in Camp 4B, POW No.263629. Sergeant J.M.C.Walker in Camp L3. His MI.9 report stated he had left Gibralter on 13 January 1944, arrived Whitechurch 14 January 1944 and was interviewed the day of his arrival. I was a member of the crew of a Halifax Mark 2 1a aircraft which took off from Middleton St. George about 1615 hours on 19 November 1943 for Leverkusen. On the return flight we were hit by flak over Bonn and lost the rudder control and port inner engine, the mid-upper turret being also smashed. We lost height and over Aachen were again badly hit by flak. We lost further height, and the pilot gave the order to bale out. I came down about 1945 hours on the edge of the perimeter of the aerodrome on the North West outskirts of Eindhoven (Holland) (N.W. Europe, 1:250,000, Sheet 3, E 41). I saw no sign of any Germans, beyond one aircraft, probably a Me.110, which was taking off. My parachute was caught in barbed wire behind me. I got out of my harness and left it and the parachute, taking only my mae west with me. After trying in three different places I at length climbed a wire fence and got out of the aerodrome. I hid for a little in a trench and, after getting my bearings with my compass, I set off South West across fields until I came to a road. On the road I hid several times from a man on a man on a bicycle who passed and re-passed me, flashing a torch. Further along the road I reached a farm house. The man was standing at the door. He flashed his light and walked into the house. Deciding that I must find out where I was, I followed him into the house. I think this man had been trying to attract my attention. He proved to be the son of the farmer. I was given a cup of tea and went to sleep in a chair, having ascertained that I was in Holland. The son fetched another man who produced a written message from Sergeant Walker, the flight engineer of my crew. The message, which I am pretty sure was in Walker?s own handwriting, said that he was a P/W in Holland. I was shown this message only about an hour after we had baled out. I was allowed to spend the night in a bed in an attack where other members of the family slept. Next morning (20 November) I was given a pair of overalls, a civilian cap and a pair of shoes. I was also given a small map of the area and shown the best route - along the canal - to Tilberg, and also some Dutch silver coins (value unknown). The people at the farm were obviously nervous, and indicated that there were many Germans in the district, the troops from Eindhoven aerodrome being billeted in the same street as the farm was in. At 0600 hours I was set on my way by the farmer?s con and the man he had brought in the previous night. They did not accompany me. I went North West till I reached the Wilhelmina Canal. I followed the canal, but lost my way several times, finally reaching Best (Sheet 3A, E 3826) which was in the opposite direction from Eindhoven. Here I got my directions from a signpost, crossed to the North bank of the canal, and followed it West. There were a good many people passing along the canal bank, mostly on bicycles, and because of this I was unable to get down to the canal for water. I reached Tilburg (Sheet 3A, E 13) about 1730 hours and found the railway station. There were, however, so many Germans about that I felt it would be impossible to travel by train. Also, although I made two visits to the station, I could not find an indicator showing train departures for Turnhout for which I had been advised at the farm to make. I saw a number of buses leaving for Turnhout, but considered them dangerous also, because of the number of Germans travelling. I found the main road for Turnhout. The shoes I had been given at the farm was full of nails, and I had to walk slowly. Before I had got clear of Tilburg I met a man coming out of his house. I said, ?R.A.F.? He took me in at once, gave me some ginger ale and water, and fetched another man who brought a Dutch-English dictionary. I showed them on my escape map that I wanted to get to Turnhout. Another map was produced, and my helpers tried to explain the position of the frontier and the location of the guards. I slept the night in a bedroom in this house, and next morning (21 November) was taken by my host and his son to a farm at Goirle (Sheet 3A, E 1527). Here I was given addresses in Poppel (Belgium) (Sheet 3, E 1220), where I was told I could get help. On 22 November I was told this arrangement had had to be cancelled because of arrests by the Gestapo in Poppel and Turnhout. I was given 25 Belgian francs and told to continue my journey alone. I left the farm at 0800 hours, heading for Turnhout. Using my compass, I worked through woods and crossed the frontier just North of Poppel. I saw no sign of guards till I was almost in Poppel itself. Being too early for the train, I had been advised to catch, I walked on through Weelde (Sheet 3, E 0916). About 1030 hours two young Belgians passed on bicycles. They stopped about 200 yards along the road and spoke to me when I reached them. One of them said, ?Are you English ?? When I admitted my identity they took me to a shack on their farm. Later in the day I was put in touch with an organisation, and the rest of my journey was arranged for me.

MAGILL, FS William Hugh (R277564) - Distinguished Flying Medal - No.429 Squadron - Award effective 10 May 1945 as per London Gazette dated 22 May 1945 and AFRO 1147/45 dated 13 July 1945. Born 8 July 1925 in Toronto; home there (munitions worker); enlisted there 16 September 1943. To Technical Training School, 31 October 1943. To No.16 Explosives Depot, 12 December 1943. To No.10 BGS, 31 December 1943; promoted LAC, 14 February 1944; graduated and promoted Sergeant, 24 March 1944. To No.3 Aircrew Graduate Training School, 7 April 1944. To “Y” Depot, 6 May 1944. Taken on strength of No.3 PRC, Bournemouth, 25 May 1944. Repatriated 13 June 1945. Retired 7 September 1945. Medal sent by registered mail 14 March 1952. DHist file 181.009 D.5525 has recommendation dated 20 February 1945 when he had flown 15 sorties (108 hours five minutes), commencing 27 November 1944. Incident described was 16/17 January 1945 and recommendation suggests the enemy aircraft was shot down. Postwar employed by City of Toronto; died in Toronto 11 May 1996. RCAF photo PL-42912 (ex UK-19549 dated 30 March 1945) is captioned as follows: “Halfway through his first tour of operations, F/L H.W. MacDonald, Toronto, a pilot with the Bison squadron of the RCAF Bomber Group, has been awarded an immediate DFC. On one of his recent attacks on Wanne Eickel his mid-upper gunner, FS W.H. Magill, also of Toronto, claimed destruction of an unidentified enemy fighter.” RCAF Photo PL-42958 (ex-UK-19417) of 19 March 1945 shows him. Photo PL-42959 (ex-UK-19418) of 19 March 1945 shows F/L H.W. MacDonald (pilot, Toronto) and FS W.H. Magill (Toronto). // This airman has participated in a number of operation missions against heavily defended targets in the Ruhr Valley. At all times he has proved himself to be a skilful and vigilant air gunner. His fine fighting spirit, determination and devotion to duty have always been outstanding. In January 1945 his aircraft was detailed to attack Magdeburg. While on the return flight an enemy aircraft was sighted. Flight Sergeant Magill's excellent directions enabled his captain to out-manoeuvre the enemy fighter while his accurate return fire forced the hostile aircraft to break off the engagement. // DHH file 181.009 D.1502 (Library and Archives Canada RG.24 Volume 20599) has original recommendation drafted 25 February 1945 by W/C R.L. Bolduc when he has flown 15 sorties (108 hours five minutes): // On the night of 16/17 January 1945, the crew of which Flight Sergeant Magill was rear gunner was detailed to attack Magdeburg. While on the homeward journey after attacking the target, an enemy aircraft was sighted on the port beam slightly below. He immediately gave directions to his captain for evasive action, and opened fire. The enemy aircraft closed to 200 yards at which point two mild explosions were seen in the enemy aircraft and it broke away, dived and was seen to explode on hitting the ground. // This Non-Commissioned Officer has participated in fifteen attacks on enemy targets, most of which have been against the heavily defended targets of the Ruhr. He has at all time shown himself to be a keen and alert gunner with a fine offensive spirit who has always been of great assistance to his captain in avoiding combat and enabling him to reach his target and return safely to base. // It is considered that this Air Gunner’s keenness, alertness and devotion to duty fully merit the award of the Distinguished Flying Medal. // DHH file 181.009 D.5524 (Library and Archives Canada RG.24 Box 20667) has this as well but with a sortie list as follows: // 27 November 1944 - Neuss (5.50) // 30 November 1944 - Duisburg (6.55) // 2 December 1944 - Hagen (7.05) // 4 December 1944 - Karlsruhe (7.05) // 18 December 1944 - Duisburg (6.05) // 26 December 1944 - St.Vith (6.50) // 28 December 1944 - Opladen (6.10) // 30 December 1944 - Cologne (6.35) // 2 January 1945 - Ludwigshaven (7.35) // 13 January 1945 - Saarbrucken (7.20) // 14 January 1945 - Grevenbroich (6.10) // 16 January 1945 - Magdeburg (7.20) // 4 February 1945 - Gardening Wilhelmshaven (5.20, added in ink) // 7 February 1945 - Goch (6.55, added in ink) // 13 February 1945 - Bohlem (7.50, added in ink) // 15 February 1945 - Gardening Oslo (7.00, added in ink).

McGILL, F/L George Edward (J5312) - Mention in Despatches - No.103 Squadron (deceased) - Award effective 8 June 1944 as per London Gazette of that date and AFRO 1729/44 dated 11 August 1944. Born in Toronto, 14 April 1918. Home in Toronto where he was a student in Chemical Engineering.; enlisted there 3 September 1940. Wife in Toronto. To No.1 ITS, 9 November 1940; graduated and promoted LAC, 8 December 1940 when posted to No.1 AOS; to No.1 BGS, 2 March 1941; graduated and promoted Sergeant on 12 April 1941 when posted to No.1 ANS; graduated and commissioned 13 May 1941. To ?M? Depot, Halifax, 13 May 1941; embarked from Canada 14 July 1941. Date of posting to No.103 Squadron uncertain. On 10 January 1942 he was in crew of Wellington Z1142 detailed to attack Wilhelmshaven. When over target at about 2000 hours a 4.5-inch flare stowed at the rear of the bomb compartment became detached and set fire to aircraft fabric and wooden floor of the beam gun seat. The fire spread rapidly, filling the aircraft with smoke. The pilot (Sergeant C.L. Bray, RCAF), after steering a westward course to ensure the aircraft was over land, ordered crew to abandon aircraft.). Those who did so were P/O McGill (observer), Sergeant H.D. Whiting (RAAF, WOP/AG), Sergeant R.M. Coghlan (Wop/AG, RAF) and Sergeant E. Frais (rear gunner, RAF). The second pilot (Sergeant D.W. Spooner, RAAF) had not heard the bale-out order, managed to extinguished the fire, then help Sergeant Bray to bring the airplane back to England, landing at Grimsby about 2307 hours. Promoted Flying Officer, 13 May 1942. Promoted Flight Lieutenant, 13 May 1943. Shot by the Germans, 25 March 1944 following the ?Great Escape?, Stalag Luft III. Ashes later retrieved from Sagan and reburied in Posen, Poland. No citation in AFRO.

McGILL, P/O Morley David (C19702) - Distinguished Flying Cross - No.419 Squadron - Award effective 25 July 1944 as per London Gazette of that date and AFRO 2052/44 dated 22 September 1944. Born 28 May 1918 in Carman, Manitoba. Home in Homewood, Manitoba (farmer). Service with Second Battalion, Winnipeg Grenaduers, December 1940 to 9 January 1941. Enlisted in Winnipeg, 4 May 1942 as Aero Engine Mechanic and posted to No.2 Manning Depot. To Technical Training School, 1 July 1942. Promoted AC1, 28 October 1942. To No.3 BGS, 29 October 1942. To “Y” Depot, 3 March 1943. To RAF overseas, 27 March 1943; disembarked in Britain, 4 April 1943. Promoted LAC, 1 April 1943. To No.1659 Conversion Unit, 24 April 1943. Reclassified as Flight Engineer and promoted Sergeant, 10 August 1943. To No.431 Squadron, 5 September 1843. Commissioned 6 January 1944 and posted that date to No.419 Squadron. Promoted Flying Officer, 6 July 1944. To No.1664 Conversion Unit, 27 July 1944. To No.1666 Conversion Unit, 30 November 1944. To No.64 Base, 7 March 1945. Repatriated 13 June 1945 and posted to Yarmouth. To No.425 Squadron, 4 August 1945. To Debert, 6 September 1945. To Halifax, 27 September 1945. Retired 2 October 1945. Died 22 February 1972. Invested at Buckingham Palace, 11 August 1944. RCAF photo PL-29076 (ex UK-9920 dated 22 April 1944) shows “welcoming party” for new Lancaster X; W/C W.P. Pleasance is in right foreground; others are (left to right) P/O M.D. McGill (Homewood, Manitoba), F/O L.A. Rotstein (Toronto) and F/L Jim Stewart (Montreal). RCAF photo PL-29080 (ex UK-9924 dated 22 April 1944) depicts P/O M.D. McGill (Homewood, Manitoba, left) and F/O Lorne Rotstein (Toronto, right) inspecting tail assembly of a new Canadian-built Lancaster. RCAF photo PL-32658 (ex UK-13737) taken about the time of investiture. Cited with W/C Wilber P. Pleasance (RCAF, Bar to DFC). // One night in June 1944, these officers were pilot and flight engineer respectively of an aircraft detailed to attack the railway junction at Versailles. In the take off both the port engines faltered at a time when the aircraft had barely left the ground. Wing Commander Pleasance was unable to climb but, by just clearing immediate obstacles and by taking advantage of low-lying ground, he flew on for twenty miles at a height of about 200 feet. By then Pilot Officer McGill had succeeded in restoring power to the engines and Wing Commander Pleasance went on to the target and bombed it. Both these officers displayed great coolness and skill in a difficult and dangerous situation. // Notes: Application for Operational Wing dated 11 August 1945 stated he had flown 32 sorties (195 hours 55 minutes), 2 October 1943 to 8 August 1944. // Website http://www.yorkshire-aircraft.co.uk/aircraft/yorkshire/york43/lk640.html provides the following: // HALIFAX LK640 DAMAGED BY FLAK, RETURNED TO THOLTHORPE AIRFIELD. // On the night of 2nd / 3rd October 1943 the crew of this 431 Squadron aircraft took off at 19.01hrs to undertake a mine laying flight, during the flight the aircraft suffered from a number of the aircraft's navigation equipment failing and being rendered unservicable. The aircraft also suffered damage to one of the engines as a result of a flak burst from fire from a flak ship but the crew however managed to make a safe return to Tholthorpe airfield on the three good engines and landed safely at 03.23hrs. The aircraft was quickly repaired and was being flown by the same pilot within a week operationally again. This was the crew's first operational flight with 431 Squadron. The aircraft appears to have carried nose art depicting "Q-Queenie" and was lost on Ops with 431 Squadron on 19th November 1943. Crew were - Pilot - S/L Wilbur Prevence Pleasance, RCAF (C1395); Navigator - F/O Lorne Albert Rotstein, RCAF (J21910); Wireless Operator/Air Gunner - Sergeant Robert Mark Emsley, RAFVR (1213524); Bomb Aimer - P/O David Robert Taylor, RCAF (J22498); Air Gunner - Flight Sergeant Edward H. Ihde, RCAF (R159397); Air Gunner - Sergeant Jack F. Tagg, RCAF (R193140); Flight Engineer - Sergeant Morley David McGill, RCAF (R166007). This crew were posted to 419 Squadron by the end of October 1943. Unfortunately 419 Squadron had lost its commanding officer W/C G. A. McMurdy on 23rd October 1943 on raid to Kassel and S/L (Acting W/C) Pleasance was posted to 419 Squadron (with his crew) to become the new 419 Squadron Commanding Officer.

McGILLIVRAY, FS John Ernest (R83946) - Mentioned in Despatches - No.61 Base (AFRO gives unit only as "Overseas" - Award effective 8 June 1944 as per London Gazette of that date and AFRO 1729/44 dated 11 August 1944. Born 18 August 1915. Home at Parsley, Ontario; enlisted there as Clerk/General, 10 December 1940 and posted to No.1 Manning Depot. Reclassified as Clerk/Stenographer, 1 March 1941. Promoted AC1, 10 March 1941. Promoted LAC, 1 June 1941. Promoted Corporal, 21 September 1941. Promoted Sergeant, 1 January 1942. To “Y” Depot, 16 September 1942. To RAF overseas, 27 October 1942. Promoted Flight Sergeant, 20 February 1943. Repatriated 16 November 1945. Retired 15 December 1945. Worked for Toronto Star before the war and for the federal government after demobilization. Died in Sunnybrook Hospital, Toronto, 11 December 2004. No citation in AFRO. DHist file 181.009.D.2993 (RG.24 Vol.20634) has recommendation sent to No.6 Group HQ, 19 December 1943. // This NCO is a good, solid, reliable and self-spoken NCO who assumes a great deal of responsibility in both the Base Orderly Room and the combined Base Central Registry. He has taken considerable pains and sacrifices to improve the organization of these two offices as well as his administrative knowledge. // In spite of the disruption of the Orderly Rooms and Central Registries as a result of a new establishment which necessitated amalgamation of the Orderly Rooms and Central Registries, a complete review of the total Base Personnel records followed by a visit to Records Office for six days, he maintained a well-organized Orderly Room and Central Registry. His calmness, administrative knowledge, assumption of more than ordinary responsibilities is most exemplary and deserving recognition.

McGILLIVRAY, F/O Robert Lamont (J19168) - Distinguished Flying Cross - No.427 Squadron - Award effective 30 October 1945 as per London Gazette dated 6 November 1945 and AFRO 155/46 dated 15 February 1946. Born 17 December 1919 in Regina. Home in Vancouver, British Columbia; enlisted in Regina, 29 January 1941 and posted to No.2 Manning Depot. To No.3 SFTS (guard), 2 March 1941. To No.2 WS, 30 March 1941; promoted LAC, 1 May 1941; ceased wireless training, 12 September 1941 when posted to Trenton; reclassified as Gunner, 10 October 1941; to No.4 BGS, 25 October 1941; graduated and promoted Sergeant, 24 November 1941. To “Y” Depot, 25 November 1941. To RAF overseas, 12 December 1941. Promoted WO2, 24 November 1942. Promoted WO1, 24 May 1943. Commissioned 14 November 1943. Promoted Flying Officer, 14 May 1944. Repatriated by air, 16 June 1945. Retired 16 January 1946. DFC presented 6 May 1950. Died 30 March 2001 in Vancouver as per Royal Canadian Legion “Last Post” website and Legion Magazine of November/December 2002. No citation other than "completed...numerous operations against the enemy in the course of which [he has] displayed the utmost fortitude, courage and devotion to duty." DHist file 181.009 D.2610 (RG.24 Vol.20627) has recommendation dated 22 May 1945 when he had flown 44 sorties (288 hours 10 minutes) in two tours - 31 July 1942 to 21 July 1943 (34 sorties, 203 hours 10 minutes, including service with No.331 Wing) and 14 March to 10 May 1945 (ten operations, 85 hours, including three "Exodus" trips. Flying Officer McGillivray is an air gunner with exceptional experience, having completed thirty-four operations on Wellingtons against German and Italian targets, and a further ten operations on his second tour on German targets. His keenness and unremitting vigilance has, in a large measure been responsible for bringing his crew through a total of forty-seven operations. His conduct and work in the air and in his section has been exemplary, and his operational freshness has set a target for many gunners, junior to himself. The sortie list was as follows: First Tour: 31 July 1942 - Dusseldorf (4.35) 10 November 1942 - Hamburg (3.20, duty not carried out) 16 November 1942 - Gardening (4.40) 26 November 1942 - Gardening (3.15) 4 February 1943 - Lorient (6.30) 6 February 1943 - Gardening (4.20) 13 February 1943 - Lorient (7.00) 14 February 1943 - Cologne (5.20) 16 February 1943 - Lorient (6.50) 19 February 1943 - Wilhelmshaven (6.00) 24 February 1943 - Wilhelmshaven (5.15) 26 February 1943 - Cologne (6.00) 1 March 1943 - Scharnhorn (5.50) 5 March 1943 - Essen (6.00) 26 March 1943 - Duisburg (5.00) 28 March 1943 - St. Nazaire (5.30) 4 April 1943 - Kiel (7.10) 8 April 1943 - Duiburg (5.25) 10 April 1943 - Frankfurt (7.10) 14 April 1943 - Stuttgart (8.00) 16 April 1943 - Mannheim (7.50) 25 June 1943 - Sousse (1.00) 29 June 1943 - Messina (6.05) 1 July 1943 - Cagliari (5.05) 4 July 1943 - Villacidro (5.15) 5 July 1943 - Gerbini (4.25) 7 July 1943 - Catania (4.05) 9 July 1943 - Siracusa 5.00) 10 July 1943 - Gerbini (4.55) 14 July 1943 - Naples (6.05) 15 July 1943 - Reggio Calabria (6.45) 19 July 1943 - Naples (6.00) 21 July 1943 - Naples (5.45) Second Tour (see Ernest Hugh Gardner) 14 March 1945 - Zweibrucken (7.10) 21 March 1945 - Hemingstadt (5.15) 22 March 1945 - Hildesheim (6.15) 23 March 1945 - Bottrop (5.55) 25 March 1945 - Hanover (6.20) 31 March 1945 - Hamburg (5.50) 4 April 1945 - Meisburg (9.15) 8 April 1945 - Hamburg (6.15) 10 April 1945 - Leipzig (8.25) 22 April 1945 - Bremen (5.35) 3 May 1945 - Recalled (4.15, duty not carried out) 8 May 1945 - Exodus (4.20) 9 May 1945 - Exodus (5.20) 10 May 1945 - Exodus (4.50)

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