JOHNSON, 2nd Lieutenant and Honorary Lieutenant Charles Gustavus - Mention in Despatches - awarded as per London Gazette dated 11 July 1919. Originally with 5th Battalion, Canadian Railway Troops; unit given as No.2 Squadron. Public Record Office Air 1/1841 has recommendation. For conspicuous efficiency in carrying out important shoots by the ANF and MQNF methods. By this means he has been responsible for the effective neutralization of hostile batteries on numberless occasions. He has also carried out several very valuable night reconnaissances.

JOHNSON, Lieutenant George Owen - Military Cross - awarded as per London Gazette dated 23 June 1918. Born in Woodstock, Ontario, 24 January 1896; educated there; taught school in Edmonton and other Alberta towns, 1912-1913. Granted commission as Probationary Flight Sub-Lieutenant, RNAS, 24 April 1917; proceeded to England and transferred to RFC, 27 September 1917. Served in No.84 Squadron, 22 October 1917 to 18 April 1918; in No.24 Squadron, 18 April to 19 June 1918. Served at TDS, Cranwell, No.4 TDS, Hooton (Flight Commander and Instructor) and No.51 TDS, Shotworth (there as of 7 November 1918); No.1 Squadron, CAF, 29 November 1918 to 5 July 1919; officer commanding, War Trophy Party, Canada, 5 July 1919 to 7 January 1920. Joined CAF; participated in Trans-Canada Flight of 1920. Commanded Station Winnipeg (May 1925 to August 1927), attended RAF Staff College, and became Assistant Director of Civil Government Operations. For six months (June to December 1933) he was Acting Senior Air Officer, RCAF. Commanded Station Trenton for two years; attended Imperial Defence College. In March 1938 appointed first Commanding Officer of Western Air Command. Later made Air Member for Organization and Training (October 1939), Deputy Chief of Air Staff (November 1940), AOC No.1 Training Command (July 1942), AOC Eastern Air Command (January 1943), and AOC RCAF Overseas (April 1945 to July 1946). Awarded CB, Canada Gazette dated 5 June 1943. Retired as Air Marshal, 1947. Died in Vancouver, 28 March 1980. See Second World War awards data base. // For conspicuous gallantry and devotion to duty. Observing a large body of the enemy on a road, he descended to a low altitude and dropped four bombs, which exploded amongst them, causing the most severe casualties. He then attacked the enemy with machine-gun fire from a height of 20 feet, causing many more casualties and scattering them in all directions. On a later occasion, he secured four direct hits on a column of horse transport, and diving down to 50 feet, by his persistent attacks held up an enemy advance for a considerable period. He has destroyed two hostile machines, has driven down two others out of control, and has always displayed the greatest courage and coolness in the most difficult situations. // JOHNSON, Lieutenant George Owen - Croix de Guerre avec Etoile en Bronze (France) - awarded 17 July 1918 as per London Gazette dated 29 March 1927. In 1920, Johnson himself could supply no London Gazette authority. His eligibility for this award was subject of RCAF correspondence until April 1927, and came from an entry in the London Gazette dated 29 March 1927. AIR 1/1592 has a memo dated 16 July 1918 (Officer Commanding, 5th Brigade, RAF to Headquarters, RAF in the Field which includes him in a list of ten officers (including Stanley Asa Puffer) awarded the Croix de Guerre aven Etoile. // // His service file included a document from French sources: // EXTRAIT // de l'Ordre du 13 juillet 1918 // de Citaions a l'Ordre de l'Aeronautique // No.23 Squadron - Temporary Captain George Owen Johnson, Military Cross, Royal Air Force, General List. // NOTIF: "A rendu des services signales pendant l'offensive allemende de mars a juillet 1918" // Au Q.G.A, le 13 juillet 1918 // le Chef de Bataillon // Commandant l'Aeronautique // This award was (like Galbraith's) approved by the French during the war but not actually gazetted until a much later date. RCAF Weekly Order dated 23 April 1927 quoting Air Ministry communication of 29 March 1927 gave "unrestricted permission for the wearing of the u/m decoration conferred by the President of the French Republic in recognition of valuable services rendered during the war of 1914-1918 - Croix de Guerre with Bronze Star to Captain (now S/L, RCAF) G.O. Johnson, MC." // Air 1/838/204/5/290 (Brigade Work Summaries, February 1918), copied into Library and Archives Canada MG 40 D.1 Volume 17 has the following under date of 16 February 1918: // Lt. Johnson, No.84 Squadron, attacked an Albatross Scour near St.Quentin at 11.15 a.m. this morning. He fired bursts into it with both guns; it fell out of control and was seen by Major Douglas and Lt. Brown to crash southeast of St. Quentin. // Air 1/838/204/5/285 (Brigade Work Summaries, March 1918), copied into Library and Archives Canada MG 40 D.1 Volume 17 has the following under date of 16 March 1918: // Lt. Johnson and 2/Lt Hobson, No.84 Squadron, while returning from Busigny at 11.25 a.m. this morning, attacked an enemy two-seater. Lt. Johnson fired bursts from both guns into it and E.A. went into a steep dive and at 2,000 feet he saw smoke come from the cockpit. Lt. Hobson then closed with the E.A. firing bursts into it and followed it down to 1,000 feet. Captain Brown, who was just above, saw the E.A. crash into the ground between Villers Outreaux and Serain. 2/Lt. Proctor also saw the crashed machine on the ground. // Same file, under date of 25 March 1918: // 12.25-1.45 p.m. - Lt. Johnson obtained direct hit with bomb on large formation of troops and patrol fired 500 rounds at the same target. // Air 1/1223/204/5/2634/84 (copied into Library and Archives Canada MG.40 D.1 Volume 22) has the following Combat Reports: // Date: 16 February 1918 // Squadron: No.84 // Type of Aeroplane: SE.A. // Armament: Vickers and Lewis // Pilot: Lieutenant G.O. Johnson // Locality: (1) S.E. St. Quentin (2) S.E. St. Quentin (3) St. Quentin . // Time: (1) 10.50 a.m. (2) 11.00 a.m. (3) 11.15 a.m. // Duty: Offensive Patrol. // Height: (1) 16,000 feet (2) 17,000 feet (3) 12,000 feet. // Result: one E.A. Destroyed (crashed) // Remarks on hostile machines: (1) Two-Seater (2) Two-seater, reddish (3) Albatross V-Strutter, very large, green on top. // Narrative: While leading a patrol of four SE.5s I had three encounters with E.A. // 1. At 10,000 feet S.E. of St. Quentin I got under an E.A. two-seater and fired bursts which caused this E.A. to dive down East. I followed some distance but finally broke off owing to other E.A. about. // 2. At 17,000 feet East of St. Quentin I chased a large red E.A, two-seater. I fired at long range but could not close. // 3. While proceeding North over St. Quentin at 12,000 feet I interrupted an E.A. Albatross going East. I dived on it, closing to 20 feet, firing bursts with both guns. When I zoomed past it, Lieut. Saunders dived and also fired bursts with both guns. Then I closed again and fired into it, following it down to 5,000 feet when it was still going down in a vertical dive. It was evidently damaged as it was seen to crash just S.E. of St. Quentin by Major Douglas, MC and Lt. W.H. Brown. [signed by Johnson. Major Douglas adds, “One E.A. Scout crashed S.E. of St. Quentin. I myself saw this machine diving vertically followed by Lieut, Johnson. The pilot apparently regained control at about 3,000 feet as he turned and glided East apparently under control. I saw him crash in a field North of Chattillon sur Oise.”] // // Date: 17 February 1918 (“Above the Trenches” says 18 February 1918) // Squadron: No.84 // Type of Aeroplane: SE.a C5436 // Armament: Vickers and Lewis // Pilot: Lieutenant G.O. Johnson // Locality: S.E. Beaurevoir. // Time: 11.00 a.m. // Duty: Offensive Patrol. // Height: (1) 14,000 feet // Result: one E.A. out of control. // Remarks on hostile machines: two Albatross V-Strutters (large type); two two-seaters. // Narrative: While leading a patrol of four SE.5s North in the vicinity of Beaurevoir I attacked a formation of E.A. consisting of two Albatross and two two-seaters, taking them by surprise from the sun. Lt. Hobson and myself each attacked an Albatross and Lts. Saunders and Stubbs each a two-seater. The Albatross that I attacked attempted to out-maneouvre me, but not being successful, dived vertically while I followed firing bursts from both guns at a range of about 20 yards. At 9,000 feet the E.A. went into a slow spin. I followed to about 7,000 feet but then owing to the approach of an E.A. formation of six Albatross at 12,000 feet I withdrew my formation West of our lines, gained height and position and went back after the second E.A. formation, but it had in the meantime disappeared in the East.

JOHNSON, P/O Arthur Bernard (J86086) - Distinguished Flying Cross - No.405 Squadron - Award effective 2 October 1944 as per London Gazette dated 17 October 1944 and AFRO 2637/44 dated 8 December 1944. Born July 1922 in Toronto; home there. Enlisted Toronto, 14 December 1940 and posted to No.1 Manning Depot. To No.1A Manning Depot, 8 January 1941. To Rockcliffe, 31 January 1941. To No.1 ITS, 22 April 1941; graduated 27 May 1941 and promoted LAC; to No.1 Manning Depot on that date; to No.9 EFTS, 9 June 1941; ceased training and posted elsewhere, 29 June 1941; reverted to AC2 and reclassified as Clerk, 16 July 1941; to No.7 BGS, 30 August 1941; to No.1 AOS, 19 July 1942; graduated and promoted Sergeant (Navigator), 6 November 1942. To ?Y? Depot, 20 November 1942. To RAF overseas, 10 December 1942. Commissioned 6 May1944. Promoted Flying Officer, 6 November 1944. Repatriated 2 August 1945. Released 19 September 1945. 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\". Public Records Office Air 2/9026 has recommendation dated 20 July 1944 when he had flown 33 sorties (152 hours 25 minutes), 8 September 1943 to 17 July 1944. * counted as 1/3 an operation ** daylight operation # duty not carried out - no operation counted 8 September 1943 - Boulogne (3.30) 18 November 1943 - Mannheim (8.35) 19 November 1943 - Leverkusen (6.45) 25 November 1943 - Frankfort (7.20) 20 December 1943 - Frankfort (6.40) 29 December 1943 - Berlin (7.40) 20 January 1944 - Berlin (7.35) 19 February 1944 - Leipzig (3.40)# 20 February 1944 - Stuttgart (4.15)# 24 February 1944 - Schweinfurt (7.30) 9 April 1944 - Lille (3.00)* 10 April 1944 - Laon (3.35)* 11 April 1944 - Aachen (3.30) 18 April 1944 - Paris (3.35)* 22 April 1944 - Dusseldorf (3.45) 24 April 1944 - Karlsruhe (4.55) 26 April 1944 - Essen (3.55) 3 May 1944 - Montdidier (3.05) 6 May 1944 - Mantes Gassicourt (3.05) 8 May 1944 - Haine St.Pierre (2.45) 10 May 1944 - Ghent (2.45) 11 May 1944 - Boulogne (2.30) 27 May 1944 - Rennes (4.00) 28 May 1944 - Mardick (2.05) 31 May 1944 - Mont Couple (1.55) 6 June 1944 - Longues (3.00) 7 June 1944 - Foret de Cerisny (3.20) 9 June 1944 - Rennes (4.05) 11 June 1944 - Tours (5.00) 14 June 1944 - Cambrai (2.40, deputy master bomber) 21 June 1944 - Oisemont-au-Bois (2.10)** 24 June 1944 - Bientiques (2.05)** 27 June 1944 - Wizerne (1.40) 28 June 1944 - Metz (5.10) 1 July 1944 - Oisemont-au-Bois (2.10)** 2 July 1944 - Oisemont-au-Bois (2.10) 17 July 1944 - Caen (2.45) This officer is a very keen and efficient navigator. He has taken part in many operational sorties, most of which have been directed against heavily defended enemy areas. Pilot Officer Johnson possesses a fine offensive spirit, initiative and devotion to duty of the highest order. On one occasion, this officer was wounded by flak, but in spite of intense suffering, he remained at his post and safely navigated the aircraft back to its home base. Strongly recommended for the non-immediate award of the Distinguished Flying Cross.

JOHNSON, A/C Bertram Frederick (C97) - Mention in Despatches - Overseas - Award effective 8 June 1944 as per London Gazette of that date and AFRO 1729/44 dated 11 August 1944. Born 14 August 1904. CAF airman at Camp Borden, 1922-23; commissioned as Provisional Pilot Officer, 17 June 1924; confirmed as Pilot Officer, 21 December 1925; promoted to Flying Officer, 21 December 1926; promoted to Flight Lieutenant, 1 April 1930; to Squadron Leader, 1 April 1937; to Wing Commander, 15 January 1940; to Group Captain, 25 February 1941; to Air Commodore, 18 June 1943. At Camp Borden, 17 June to 31 August 1924 and 17 June to 29 August 1925; to Station Vancouver, 31 May 1926; to Camp Borden, 9 March 1927. Assigned to Seaplane Course, Station Vancouver, 16 February to 30 April 1928. To No.5 Photo Detachment, Ottawa, 30 April 1928; to No.5 Photo Detachment, Winnipeg, 6 June 1929; on courses overseas, 15 December 1933; to Camp Borden, 10 January 1935; to Station Trenton, 9 March 1936; to Military District No.10, Winnipeg, 31 December 1937; Eastern Air Command Headquarters, Halifax, 16 January 1939; to No.5 SFTS, Brantford, 8 November 1940; to No.1 Training Command Headquarters, Toronto, 9 February 1942; to RCAF Overseas Headquarters, 15 November 1942; to Station Topcliffe, 31 December 1942; to No.61 Base, 18 June 1943; to Canada, 22 February 1944; Chief Staff Officer, 4 Training Command, 31 March 1944; same post, No.2 Air Command, 30 November 1944; retired 28 July 1946. Had been injured in flying accidents, October 1926 and uncertain date, 1929. Died 29 October 1975 in Vancouver. RCAF photo PL-15811 (ex UK-3767 dated 3 May 1943) shows him as Group Captain and Station Commander, No.6 Group; caption says he had “recently flown as second pilot in one of the Halifaxes on his station during a night raid on Germany.” JOHNSON, A/C Bertram Frederick (C97) - Officer, Order of the British Empire - Overseas - Award effective 1 January 1946 as per London Gazette of that date and AFRO 155/46 dated 15 February 1946. No citation. Notes and Selected Assessments: Report for 1929 prepared 29 January 1930 by S/L R.S. Grandy, OC Ottawa Air Station. Johnson had been with No.5 Photographic Detachment since 31 March 1929. Flew 151 hours as pikot, two hours as passenger. “Keen to get back to work. Nervous system does not seem shaken by crash. Tests applied well taken.” (Colonel W.E. Snell, RCAMC). “This officer showed keenness and initiative in the carrying out of his duties as a photographic oilot while with No.5 Photo Detachment during the past season. A fair photographic pilot. A good type of officer and a good athlete.” (Grandy). Attended Second Army Cooperation Course, Camp Borden, 1 August to 5 November 1933. Flying in Avro Tutor (35.06 solo and 10.39 as passenger). Written tests in Photography (77 %), Signals (68 %), Army (81 %), Artillery Observation (87 %), Map Reading (58 %), Air Reconnaissance (73 %). Qualified in Morse (15 words a minutes) and Semaphore and Aldis Lamp (eight words a minute. Practical tests in Medium Reconnaissance (78 %), Close Reconnaissance (60 %) and Artillery Reconnaissance (51 %). Under Practical Air Work described as “Average. Inclined to be slow at furst but has made steady improvement throughout the course.” Under Ground Subjects: “Average. Very good in Army subjects.” Under General Remarks: “Keen, conscientious and attentive. This officer missed 17 days instruction at the commencement of the course through hospitalization. This was undoubtedly a handicap. He has made steady progress while attending. Deportment exemplary.” (S/L C.M. McEwen, Officer Commanding, School of Army Cooperation.” Assessment of 27 November 1936 by S/L T.A. Lawrence, Station Trenton, noted that Johnson had flown 44 hours 25 minutes that year as a pilot and 25 minutes as passenger. He was with the School of Army Cooperation. “Flight Lieutenant Johnson has carried out his duties as Air Reconnaissance Instructor in a satisfactory manner. He takes an interest in his work and in the welfare of the Airmen on the Station.” Recommended 8 August 1942 for an OBE by A/C G.E. Wait. He was then on Headquarters, No.1 Training Command. Submission read: Group Captain Johnson in the first months of the war was senior personnel staff officer at Eastern Air Command Headquarters, Halifax. Then he was appointed to command No.5 SFTS, Brantford on organization. The RCAF was undergoing dramatic war expansion and both these appointments called for initiative, tenacity of purpose and leadership. Group Captain Johnson showed all these qualities in marked degree. He is now Senior Air Staff Officer in charge of training at No.1 Training Command Headquarters. The Command is continuously expanding and Johnson’s administration is most efficient and is reflected in high training standards and the high output of trained airmen and tradesmen. “Air Commodore B.F. Johnson was posted overseas from Canada in November 1942, commanded RCAF Station Topcliffe for six months and was then appointed to the post of Base Commandeer, No.61 Base, which post he filled until repatriation action was commenced in February 1944 on medical grounds. He has obtained experience on operations as well as heavy conversion training and is now fully conversant with heavy bomber activity. He has filled his appointment satisfactorily although under the handicap of repeated colds.” (A/V/M G.E. Brookes, 23 February 1944).

JOHNSON, F/O Donald Alexander (J19041) - Distinguished Flying Cross - No.10 Squadron - Award effective 5 April 1945 as per London Gazette dated 13 April 1945 and AFRO 824/45 dated 18 May 1945. Born in Beamsville, Ontario, July 1918. Home in Toronto (glass engraver); enlisted there 10 April 1942. To No.1 Manning Depot, 3 August 1942. To No.9 BGS, 24 October 1942; promoted LAC, 21 December 1942; graduated and promoted Sergeant, 5 February 1943. To ?Y? Depot, 9 February 1943; to RAF overseas, 8 March 1943. Commissioned 18 October 1943. Promoted Flying Officer, 18 April 1944. Repatriated 9 March 1945. Released 24 May 1945. No citation other than \"completed...numerous operations against the enemy in the course of which [he has] invariably displayed the utmost courage and devotion to duty.\" Public Records Office Air 2/9060 has recommendation dated 22 December 1944 when he had flown 23 sorties (147 hours) 25 July 1943 to 23 April 1944. NOTE: It is odd that a recommendation should be put in so long after completion of his tour. Also, the sortie list as typed is a poor carbon; several dates cannot be deciphered. 25 July 1943 - Essen (3.13) 27 July 1943 - Hamburg (6.05) 2 August 1943 - Hamburg (5.25) 17 August 1943 - Peenemunde (7.30) 23 August 1943 - Berlin (8.31) 27 August 1943 - Nuremburg (7.46) 22 September 1943 - Hanover (5.20) 23 September 1943 - Mannheim (4.35) 27 September 1943 - Hanover (5.00) 3 December 1943 - Leipzig (8.35) 6 January 1944 - GARDENING (4.50) 20 January 1944 - Berlin (7.31) 21 January 1944 - Magdeburg (7.10) 28 January 1944 - Berlin (7.53) Date ? 44 - GARDENING (5.30 ?) Date ? 44 - GARDENING (7.03 ?) 15 February 1944 - Berlin (7.03 ?) 19 February 1944 - Leipzig (7.20) Date ? 44 - GARDENING (2.35 ?) Date ? 44 - GARDENING (5.42 ?) Date ? 44 - GARDENING (5.44) 29 July 1944 - Hamburg (5.16) 26 March 1944 - Essen (4.50) 30 March 1944 - Nuremburg (7.52) 23 April 1944 - GARDENING (6.10) Pilot Officer Johnson was posted to No.10 Squadron in July 1943 as a Sergeant and after completing 23 sorties comprising 147 operational hours has been posted for instructional duties. He has taken part in attacks on some of the most heavily defended targets in Germany including Berlin (four times), Leipzig (twice), Hanover (twice), Nuremburg (twice), Hamburg (three times) and Magdeburg. This Canadian officer has proved himself to be a fearless and dependable member of a very gallant crew. He is undeterred by heavy opposition and his cheerful confidence and complete fearlessness in the face of danger set a fine example to the rest of the crew. He was the mid-upper gunner of a Halifax`aircraft detailed to attack Nuremburg on the night of 27th August 1943. On the return flight the aircraft was coned over Frankfurt and immediately engaged by flak. The aircraft was held by searchlights for twenty minutes during which time it was extensively damaged. The aircraft lost height from 17,000 feet to 3,000 feet and as it was going down the Air Bomber baled out. The aircraft made a successful crash landing at Manston on its return to this country. Pilot Officer Johnson\'s humorous and encouraging remarks during this anxious time had a bracing effect on the other members of the crew. I strongly recommend that Pilot Officer Johnson\'s courage, skill and strong sense of duty be recognized by the award of the Distinguished Flying Cross.

JOHNSON, LAC Floyd Louis (R182785) - British Empire Medal - RCAF Overseas Headquarters - Award effective 1 January 1945 as per London Gazette of that date and AFRO 89/45 dated 19 January 1945. Born 21 December 1924 in Saskatchewan (RCAF press release 4907 reporting award). Enlisted in Saskatoon, 8 September 1942. To No.7 ITS, 15 January 1943; to No.5 Manning Depot, 10 March 1943; to Technical Training School, St. Thomas, 15 April 1943; to No.19 SFTS, 29 July 1943; promoted AC1, 15 November 1943; to “Y” Depot, 4 April 1944; taken on strength of No.3 PRC, 10 April 1944. Repatriated to Canada, 15 January 1945; released 11 April 1945. Governor General's Records (RG.7 Group 26, Volume 58, file 190-I) has citation. // This airman was the first despatch rider to reach Normandy for service with public relations officers in that field. He has carried out his duties in a highly commendable manner, frequently under enemy fire. He has been called upon to work long hours navigating routes which have been choked with traffic and in particularly bad weather. His work has been dangerous but with energy and determination he has maintained his runs up to schedule. His courage and determination to execute successfully the tasks allotted to him, despite exposure to enemy fire, are most praiseworthy. // RCAF photo PL-30908, caption dated 25 July 1944, has the following caption: “This smiling 19-year old lad, Floyd Johnson, of 1428 Fort Street, Montreal, is responsible for carrying almost every word of what is happening with the RCAF-RAF in France to the outside world. He is the despatch rider who collects feature stories and news copy from allied war correspondents and Public Relations officers for fast mail and press planes which ply several times daily across the channel. In his first month in France, Floyd rode over 5,000 miles of narrow, convoy choked Normandy roads.” // RCAF Press Release No.6072 dated 4 August 1944 from “Taylor”, transcribed by Huguette Oates, follows. Note, associated with RCAF photo UK-12806: // WITH THE RCAF IN FRANCE: --- Having just clocked off 5,000 miles of motorcycling on rough, winding roads and around lorry convoys since he arrived in France, LAC Floyd L. Johnson of Montreal, P.Q. (1428 Fort Street), a dispatch rider with the RCAF Directorate of Public Relations, plans a nice “busman’s holiday” in Canada after the war. “Yes,” he said, “if the wife is agreeable, I’d like to buy a motorcycle after the war---this business gets into your blood, you know.” As well as “seeing the country”, reported Johnson, he is enabled by his job to keep in pretty close touch with the news. “Most of the correspondents and public relations officers read their copy to me as they check it for the mail planes back to Britain,” he pointed out. // The 19-year-old dispatch rider has discovered, he said, that “most of the military policemen on point duty throughout Normandy have soft hearts and they just look tough, standing there in the rain and dust and heat”. “One of them ticked me off for speeding and he was a real gentleman about it,” Johnson added. “He said he would feel better if he put me in jail before somebody else put me in a funeral home.” As well as travelling roads “which could be used as an obstacle race course”, Johnson has ridden most popular makes of motorcycle, but finds the heavier Canadian models far easier to handle in France. “The others stand up well, but they’re so light they hop around like a frog,” he contends. // Johnson suggests one way to speed up delivery of newspaper copy. It is that “each fellow who keeps me waiting while he finishes a story should have to ride on the pillion when we have to rush to deliver it in time”. // The following is credited to John Cairnes, Staff Reporter, Battleford News Optimist (10 June 2014): // FLOYD JOHNSON: A MEDAL WINNING RIDE IN NORMANDY // Stories of those who went to Normandy on D-Day in 1944 are ones worth telling and remembering. // But some stories stand out more than others, and Battlefords residents will be regarding Floyd Johnson in a new light once they find out the extent of his activities delivering messages on motorcycles in northern France during the Second World War. // Johnson was the first dispatch rider to reach Normandy on D-Day 70 years ago, and was recognized by the federal government for performing his duties in difficult and dangerous conditions. He received the British Empire Medal for his work during the war with the Royal Canadian Air Force. // "I was called up to London and designated the number one dispatch rider for the invasion force," said Johnson. // "My instructions were to roam the area between the German lines and the beach front, every day, making note of our excavations being made, like bridges, or stripping the ground up to make an airstrip, and pinpoint it on the map as best I can, and try and not get myself captured or killed." // His role is described in a letter to the Governor General dated Oct. 13, 1944, signed by Charles G. Power, minister of National Defence for Air, recommending the British Empire Medal be awarded to "R.182785 Leading Aircraftman Johnson, Floyd Louis, Royal Canadian Air Force Overseas Headquarters." // It goes on to say: // "This airman was the first dispatch rider to reach Normandy for service with public relations officers in that field. He has carried out his duties in a highly commendable manner, frequently under enemy fire. He has been called upon to work long hours navigating routes which have been choked with traffic and in particularly bad weather. His work has been dangerous but with energy and determination he has maintained his runs up to schedule. His courage and determination to execute successfully the tasks allotted to him, despite exposure to enemy fire, are most praiseworthy." // Many Battlefords residents did not know the extent of Johnson's role in the war effort until recently, when this letter was discovered and forwarded to the News-Optimist. // A dispatch rider, or "despatch rider" as they were also called, is a military messenger used by armed forces to deliver urgent orders or messages between headquarters and military units out in the field. // Those duties were carried out on horseback prior to the 20th century, but by the Second World War motorcycles were used to perform this function and their use was commonplace. // Johnson, born in 1924, rode motorcycles throughout his life, long after his service in the Second World War. // Pictures of him with various motorcycles are visible in his home in North Battleford's Caleb Village. These days, though, he uses a motorized scooter to get around. His business card describes him as a "troubleshooter and inventor" - pointing to his creations over the years that stemmed from his mechanical expertise. // He was not yet 18 when he first enlisted in Saskatoon on Sept. 8 1942. // He trained and worked as an engine mechanic, working on aircraft, but still needed an AA license to go overseas. He was told about a dispatch riders' course he could take with the army at Camp Shilo, Man. // Completing the three-month course would allow him to go over to Europe immediately and join the war effort, rather than waiting until he had completed further trade qualifications. // "This is what we wanted, so that's what happened," said Johnson. // Not everyone has the skill set to be a dispatch rider. Being adept at riding a motorcycle and navigating the roads was vital. // The headquarters squadron in London deliberately sought out Johnson because they knew of his background and skill in riding bikes from a young age. // Born in Outlook, Johnson later moved to Mayfair where, at 12 years old, he had been "crazy" about the idea of riding on two-wheels. // He recalls someone who was quitting school just as he was starting school decided to take pity on him. That person walked five miles to his place after supper to help him learn to ride a bike. // Johnson became so skilled a bike rider, he competed in, and won, a number of bicycle races. That would later come to the attention of his superiors at Camp Shilo. // "So this guy is in the army at Camp Shilo. When I come there to take the dispatch riders' course, he tells my instructor that I'm a champion bicycle rider. And they took the trouble to phone Mayfair, Saskatchewan and talk to the postmaster and the reeve of the municipality to verify what he's saying, that I'm a champion bicycle rider." // "That's why London wanted to see me," said Johnson. "What can I say? Incidents happen that can change your life." // He received his initiation at Bournemouth and was stationed at Portsmouth, where he expected a motorcycle to be ready. // "They didn't have a motorcycle!" said Johnson. They had a number one dispatch rider, but no motorcycle, he said. // A motorcycle was finally found for Johnson to use, but it was located up in the northwest corner of England in a hangar. // "So they sent me by train all the way up there, a two-day ride in the train." Once he got there, he said nobody there knew anything about a motorcycle. Finally, someone pointed to one under a tarp. // "They've got this little old English bike, a Royal Enfield," said Johnson, who couldn't help but use expletives in describing it. // Johnson then took another two-day journey with the motorcycle back south to his base. On that route he had his first accident, hitting the ditch and flying into a cow pasture, landing in the hospital for nine days. // "My accident was due to two things - a lack of road savvy that you only acquire after driving for a while." The other issue, he said, was that he was not yet used to driving on the left-hand side of the road in England. // "You can imagine how much damage I was doing to my back, ligaments and so on." He also recalled being bitter that the person examining him told him to get right back to work in three days with light duties. // Allied troops began the massive invasion on the beaches of Normandy, France on June 6, 1944. According to the website of Veterans Affairs, "the task was formidable. The Germans had turned the coastline into a continuous fortress of guns, pillboxes, razor wire, mines and beach obstacles. Canadians were among the first into action and against terrible odds fought their way into Normandy from the Juno Beach landing area." // Some 14,000 Canadians, a number roughly equal to the current population of North Battleford, took part in that Allied invasion on D-Day. Of those, 359 were killed on D-Day. // "I went to Juno Beach on the 6th of June at 6:30 in the morning, D-Day," said Johnson. // "We got in 10 miles that first day, because the German lines had been driven back more than 10 miles. We took over an ex-German encampment. There were a lot of mistakes made - there was no place for me to sleep that night. I just had my kit bag." // He had no tent to sleep in, but "being a kid from the farm and being innovative," he built himself a "pyramid" out of straw bales until the rest of his group got there. // "You bet I was roughing it," said Johnson. "It was tough going, no showers, no nothing for the first while." // He had been the first of his group to arrive in Normandy. Johnson noted it took another three weeks for the rest of his group to get there from England. // Just getting to Normandy on D-Day proved to be a hairy experience. // "All the boats ahead of me got shot to hell," Johnson said. Somehow, however, he was spared. // "My ship came into shore, to beach, without being shot at. Another incident happened that changed the course of your life." // Johnson became accustomed to being on the other end of enemy fire, on the ground and from the air, for the next several months doing his dispatch duties. // Four times, he recalled, German planes fired at him. He avoided being killed by calling upon his extensive motorcycle training to avoid the gunfire. // It was often a split-second reaction, as Johnson would see the white puffs from shells hitting the road in front of him, and he would know he would have to hit the ditch. "You get the hell off the road as fast as you can." // In a defensive rider course, "they showed us how to throw the bikes down at 60 miles an hour and be safe," said Johnson. // He said the process was to turn the front wheel sharp to the left, hang on, and the bike would go down and swirl off into the ditch. // "German planes can only go down so low, and then they've got to take off or they'll crash. So you had a bit of a lull there where you could do this, spinning off into the ditch, and I did that four times - saved my own life." // Johnson also described being exposed to sniper fire on the roads. "I damn near got hit a couple of times," he said. // "They were usually up a church steeple. That's why every church steeple was shot off during the war," he said, "because that's where snipers took cover." // The roads themselves were also hazardous. "Roads full of bomb holes and shell holes," said Johnson. // Also, at night "[you] couldn't use your lights. You had to creep along in the dark. It wasn't always real black dark that summer, but nevertheless you couldn't use those lights." // The courage of performing his duties in the face of such dangers is noteworthy in its own right, but not to be forgotten was the importance of those duties. Johnson had a direct hand in getting many of the pictures and accounts of the Normandy invasion and the war effort to the outside world. // According to the Air Force Association of Canada website, an RCAF photo dated July 25 1944 featured the following caption: // Johnson, it read, was "responsible for carrying almost every word of what is happening with the RCAF-RAF in France to the outside world. He is the despatch rider who collects feature stories and news copy from allied war correspondents and public relations officers for fast mail and press planes, which fly several times daily across the channel. In his first month in France, Floyd rode over 5,000 miles of narrow, convoy choked Normandy roads." // The role of a dispatch messenger was vital due to the primitive state of communications at the time. The forces could not use radios because the Germans could intercept those messages, he said. The forces couldn't lay down lines in the ditches fast enough, either. // "Messages had to be carried by hand, and messages at that time were very important," said Johnson. // The hazards of Johnson's work finally caught up with him only a few months after he arrived in Normandy. // On Sep. 23, 1944, Johnson was involved in another, much more serious road accident about five miles outside of Brussels. // "I ran into the side of a truck," said Johnson. It pulled out in front of him with no warning. // He had been on an early dispatch, he said. The Germans had brought up Desert Fox and had broken through the Canadian lines within 23 miles of Brussels and his dispatch was an important one in relation to that. // The accident fractured vertebrae in Johnson's back and neck, and he was in hospital in Eindhoven for three months after the accident. His right knee was dislocated. // "That was the end of the war for me," Johnson said. // The collision was so bad, and the bleeding from the accident so profuse, Johnson considered himself lucky to be alive. // He recalls being brought to a field dressing station and described being left on the ground in a tent outside - left for dead, he said. // "I was dying, I was sure of that. But all of a sudden, it quit hurting," said Johnson. // "That was when God sent his angel to touch me and brought me back to life, because I was alive in the morning, and they loaded me into an ambulance and took me to hospital." He believes there had to be some "higher purpose" to his survival. // After his release from hospital, Johnson returned to Canada in January 1945 and on April 11, 1945 he was "honourably released." He spent time in Montreal working as a mechanic before moving back to Saskatchewan. // His British Empire Medal award was effective Jan. 1 1945, but Johnson was not formally presented his medal until a couple of years later at an investiture ceremony in Saskatoon. // The Governor General presented Johnson his medal, which he was able to display to the News-Optimist during his interview. // He also showed a ribbon and pin sent out to veterans in bomber command just recently from the minister of Veterans Affairs, meant to commemorate D-Day, but he was less impressed with that. // "They're all trying to think of ways and means to make themselves good fellows so we'll vote for them in the next election!" // This month marks the 70th anniversary of D-Day, the beginning of the invasion of Normandy that led to the liberation of Europe from the Nazis in the Second World War. // Johnson recognizes the importance of that date in history and the role he and his fellow veterans played in it. // Yet he was notably unsentimental about the anniversary, due to the heavy losses suffered by Canadians during that time as well as the dangers he experienced. // Johnson is content with D-Day being in his rear-view mirror. "I was there on D-Day. I don't need to go there again."

JOHNSON, A/V/M George Owen, MC (C4) - Companion, Order of the Bath - Eastern Air Command (formerly Deputy Chief of the Air Staff) - Award effective 28 May 1943 as per London Gazette of that date, Canada Gazette dated 2 June 1943, and AFRO 1459/43 dated 30 July 1943. Born in Woodstock, Ontario, 24 January 1896. Moved west and graduated from Calgary Normal School, 1912. Taught in Edmonton and elsewhere in Alberta. Applied to join RNAS, 1915-16; appointed probationary Flight Officer, 24 April 1917 and sent to England for training. Schools were filled so he transferred to Royal Flying Corps. Attended No.1 School of Aeronautics, Reading, and then to Netheravon basic flying instruction. At Central Flying School he learned to fly service aircraft. Graduated in September 1917 and sent to France; he had 54 hours flying time (38 hours 0 minutes solo). Joined No.84 Squadron, 22 October 1917, flying SE.5a fighters. First sortie (line patrol) on 17 November 1917; first combat on 22 November 1917; first victory on 16 February 1918 (Albatross scout fell out of control and seen to crash). Awarded MC in April 1918 for attacks on ground targets, destruction of two enemy aircraft and driving down two more out of control. Posted to No.24 Squadron, 18 April 1918, gaining several more aerial victories before posting to England (19 June 1918). Served with No.1 Squadron, CAF. Returned to Canada, 1919 and joined CAF, being appointed Flight Lieutenant, 18 February 1920; participated in Trans-Canada Flight of 1920. Granted permanent appointment as Air Sub-Station Superintendent, Air Board, 11 December 1920. Serving as Assistant Director of Flying Operations, CAF, June 1921. Promoted Squadron Leader, 1 September 1921. Taken on strength of reorganized CAF, 11 May 1922 and posted to Air Headquarters for duty. Appointed to permanent force, RCAF, 1 April 1924 and posted to RCAF Headquarters as Assistant Director of Air Staff and Personnel. Relinquished post of Assistant Director of Air Staff and Personnel on assuming command of Prairie Provinces Station Winnipeg, 3 May 1925. Weekly Order 109/25 June 1925) reports him as “Qualified as Certificate Examiner and authorized to carry out inspections and examinations of Air Harbours, Aircraft, Air Engineers and private and Commercial air pilots.” Weekly Order 113/26 (June 1926) reports him a Officer Commanding No.1 Wing, Winnipeg. Weekly Order 139/26 reports he is to attend Preparatory Staff College course at Royal Military College and to report to Commandant of RMC, 1 October 1926. On strength of Winnipeg Air Station (new name of unit), 1 July 1927. Relinquished command of Winnipeg Air Station, 19 August 1927. On command to England, 26 August 1927 to attend RAF Staff College. Course completed, 14 December 1928 and entitled to have “p.c.a.” as post-nominal letters. Ceased to be on command to RAF Staff College and reported to RCAF Headquarters, 24 December 1928. Promoted Wing Commander, 1 January 1929 and on same date appointed Assistant Director of Civil Government Operations. To be Acting Director, Civil Government Air Operations, 1 January 1931. Appointed Air Staff Officer, 1 November 1932. Appointed Acting Senior Air Officer, RCAF, 1 June 1933 (vice Gordon). Transferred from RCAF Headquarters to command of Station Trenton, 30 November 1934. To “Courses Abroad”, 25 December 1936 to attend Imperial Defence College. Promoted Group Captain, 1 April 1937 while attending Imperial Defence College. Completed course, December 1937 and permitted to have “i.d.c.” as post-nominal letters. Transferred from “Courses Abroad” to Station Trenton, 29 January 1938. To Western Air Command, 5 April 1938 and appointed to command that formation, 6 April 1938. Posted to be Air Member for Organization and Training, 13 November 1939. To be Deputy Chief of the Air Staff, 8 November 1940; appointed AOC No.1 Training Command (22 July 1942), appointed AOC Eastern Air Command (9 January 1943). Promoted Air Marshal, 25 March 1945. To United Kingdom, 26 March 1945 to assume duties as AOC RCAF Overseas (1 April 1945 to July 1946). Repatriated 22 July 1946. To No.1 Air Command, 13 February 1947. Retired to pensionas Air Marshal, 17 February 1947. RCAF photo PL-4306 (ex UK-23) shows Air Commodore L.F. Stevens shaking hands with Air Commodore G.O. Johnson who had recently arrived in United Kingdom. PL-4307 shows him alone. Photo PL-43345 (ex UK-20524 dated 14 April 1945) taken as Air Marshal G.O. Johnson (AOC RCAF Oversea) visited No.6 Group, inspecting Bison Squadron - left to right are W/C R.L. Bolduc (Port Arthur, Squadron CO), Air Vice Marshal C.M. McEwen (AOC No.6 Group) and Air Marshal Johnson. RCAF photos PL-43790 and PL-43791 (ex UK-20819 and UK-20820 dated 15 April 1945) shows Air Marshal G.O. Johnson on taking command of RCAF Overseas Headquarters; accompanied by G/C Dean Nesbitt. RCAF photo PL-46292 (ex UK-23776 dated 4 December 1945) taken at mess dinner, Leeming; shown are G/C E.H. Evans (Minnedosa, Manitoba), Air Marshal G.O. Johnson, and W/C J.C.R. Brown, DFC and Bar. Died in Vancouver, 28 March 1980. Recommendation for CB raised by A/M L.S. Breadner, 2 April 1943. // Air Vice Marshal Johnson, as Deputy Chief of the Air Staff, was responsible for the excellent planning and construction of the vast number of stations required for the successful operation of the British Commonwealth Air Training Plan as well as the increased Home War plans. He has, on many occasions, deputized for the Chief of the Air Staff and, during the Ottawa Conference held in June 1942, he was in charge of the arrangements and the planning of material for discussion. The success of this meeting was, in no small measure, due to his untiring efforts. He later rendered outstanding and meritorious service as Air Officer Commanding, No.1 Training Command. // JOHNSON, A/M George Owen, CB, MC (C4) - Overseas Headquarters - Legion of Honour (France) - Award as per AFRO 845/46 dated 23 August 1946. External Affairs file “French Awards to Canadian Armed Forces - Particular Cases” (Library and Archives Canada, RG.25, Box 4140) has the following citation for a Croix de Guerre; he appears in a list of “Those Who Assisted in the Training of French Personnel in Canada”. Many others in the document were reported as receiving French awards in AFRO 485/47 dated 12 September 1947: // Air Marshal Johnson served as Deputy Chief of the Air Staff during the period the French personnel were trained in Canada and provided the utmost cooperation in any question concerning the French trainees. // JOHNSON, A/M George Owen, CB, MC (C4) - US Legion of Merit (Degree of Commander) - Award effective 15 August 1947 as per AFRO 441/47 of that date. NOTE: This was originally announced in AFRO 388/46 dated 12 April 1946, reference Canada Gazette dated 6 April 1946. Why republication ? Public Records Office Air 2/9108 has recommendation. // As Air Officer Commanding-in-Chief of the Royal Canadian Air Force, Overseas, Air Marshal Johnson has been responsible for ensuring the maintenance by the RCAF of the hearty and effective co-operation and the cordial relations which have always existed between the fighting forces of the USAAF and the British Air Services in the United Kingdom. The success of these relations is a reflection of his outstanding achievements in his previous position of Air Officer Commanding, Eastern Air Command where effective co-operation with the United States Forces was the keynote of his fine efforts. // The republication is all the more odd given a letter dated 30 January 1947 from Colonel Jack C. Hodgson (U.S. Military Attache, Ottawa) to the Department of National Defence. It read, in part: // Last June the Royal Canadian Air Force published orders announcing United States awards to Canadian personnel. Unfortunately, the records of the War Department in certain instances are at variance with the list published by the RCAF. Particular reference is made to the case of Air Marshal G.O. Johnson, now retired. // It is understandable that under the pressure of war administrative errors were bound to occur and names were omitted or lost in a maze of administrative detail. // As Air Marshal Johnson's record of service is not available in this office it would be greatly appreciated if you would arrange to furnish this office with a citation which could be used for a recommendation for the Legion of Merit. // This office will then initiate action recommending that the award to Air Marshal Johnson receive favourable consideration. // On 5 February 1947, Air Marshal Robert Leckie replied, supplying the following text: // During Air Marshal Johnson's many senior appointments in the Royal Canadian Air Force, including his responsibilities in such positions as Deputy Chief of Air Staff, and Air Officer Commanding in Chief of Eastern Air Command and the Royal Canadian Air Force Overseas, he at all times was considered a brilliant leader and an inspiration to those with whom he came in contact. His tireless devotion to duty, together with the friendly spirit and enthusiastic cooperation extended to all branches of the United States Armed Forces was a strengthening bond of amity between the two nations, as well as a material factor in the successful conclusion of hostilities against mutual enemies. // On 1 July 1947 the War Department despatched a letter to the American Embassy in Ottawa, restating approval of this honour and this time providing the following citation: // Air Marshal G.O. Johnson, CB, MC, Royal Canadian Air Force, performed exceptionally meritorious service from December 1941 to May 1945 as Deputy Chief of Air Staff, then Air Officer Commanding in Chief of Eastern Air Command and later as Air Officer Commanding in Chief of Royal Canadian Air Force Overseas. His tireless devotion to duty, together with the friendly spirit and enthusiastic co-operation extended to all branches of the United States Armed Forces was a strengthening bond of amity between the two nations, as well as a material factor in the successful conclusion of hostilities against mutual enemies. // JOHNSON, A/M George Owen (C4) - King Haakron VII's Cross of Liberation (Norway) - Award effective 12 June 1948 as per Canada Gazette of that date and AFRO 371/48 dated 11 June 1948. However, on 3 June 1948 Air Marshal W.A. Curtis wrote to him as follows: // I have just received official advice from the Royal Norwegian Government, through their Canadian Legation, that additional honour has been bestowed on you by virtue of the award of King Haakron VII’s Cross of Liberation. I therefore wish to undertake this opportunity of expressing to you, personally, and on behalf of all ranks of the Royal Canadian Air Force, sincere and hearty congratulations. This well merited award not only recognizes your personal contribution to the success of the Allies in the recent conflict, but adds lustre to the proud record of our Service. // The official announcement of this award will be promulgated in both the Canada Gazette and Air Force Routine Orders in the near future. // Arrangements regard presentation of your award, if you have not already had advice in this respect, will be completed by the Norwegian authorities in Canada. In the meantime, the appropriate ribbon may be worn on the Service uniform. // Added Notes: The duties of an Air Station commander in the 1920s involved considerable travel by air and rail to the various sub-stations. The record for 1926 is typical. He was on Temporary Duty for Militia Service, Fort William, 3-7 March 1926; TD to Lac du Bonnet by car, 27 April 1926; TD to Lac du Bonnet by car, 5 May 1926; TD by rail and boat to Norway House, 2 June 1926 and from there to Cormorant Lake by air, 7 June 1926 (return to Winnipeg 7 June 1926); TD by rail to Cormorant Lake, 9 June 1926; TD by rail to Lac du Bonnet 18 June 1926, returning 19 June 1926; TD by air to Lac du Bonnet, 26 June 1926, returning by rail 27 June 1926; TD by rail, Victoria Beach, 14 July 1926 and return same day; TD by road to Lac du Bonnet and return same day, 16 July 1926; TD by rail to Kashabowie, 22 July 1926, returning 24 July 1926; TD by rail to Collins, 28 July 1926, returning same day; TD by rail to Collins, 30 July 1926, returning same day; TD to Victoria Beach, 2 August 1926, returning same day; TD by car to Lac du Bonnet, 10 August 1926; by air from there to Norway House the same day; flew early morning of 11 August 1926 from Norway House to Cormorant Lake; proceeded by railway gas car from Cormorant Lake to The Pas, 11 August 1926 and thence by rail to Winnipeg the same day; Inspection Duty by rail, 22 August 1926; Inspection Duty to Lac du Bonnet and return by rail, 23 August 1926; Inspection Duty to Lac du Bonnet and return by road, 12 September 1926. // Crisis of Promotion: On 25 November 1936, while commanding Station Trenton, he address the following to “The Secretary, Department of National Defence, Ottawa” (i.e. to AFHQ): // I respectfully request your consideration in regard to promotion. // From 1st January 1931 to 31st October 1932, I filled the Appointment of Director, Civil Government Air Operations, for which the rank of Group Captain was allowed by establishment, but I received neither rank nor pay. I was not the senior Wing Commander at that time, and therefore did not request recognition, although had Militia practice been followed I would have had the temporary rank of Group Captain for that period, irrespective of seniority. // From 1st June 1933 to 31st December 1933, I was Acting Senior Air Officer, an appointment for which the rank of Group Captain was allowed by establishment, but again, not being the Senior Wing Commander, I received no recognition. // By the promotion of Group Captain Breadner on 1st February 1936, I became the senior Wing Commander. There was another vacancy for a Group Captain in the Limited Establishment at that time, the authorized rank for the Commanding Officer at Trenton having been raised to Group Captain by an amendment to the Working Establishment on January 21st, 1936. No doubt you will remember when we discussed the situation in the Spring, you said that consideration of my promotion would have to wait until a portion of the Flying Training Group was moved from Camp Borden to Trenton. // The move of the School of Army Co-operation on March 9th, 1936 and the Technical Training School on June 13th, 1936, increased the establishment and strength of RCAF Station Trenton above that originally provided for Camp Borden, and the responsibilities of the Commanding Officer were considerably increased, involving the supervision of construction of a permanent station, and organization of Station Headquarters facilities as well as command of two schools and two Service Squadrons. // I submit:- // (a) That since June 13th, 1936 I have had responsibilities and duties considerably in excess of the other Wing Commanders in the Force. // (b) That there is a vacancy in the establishment for a Group Captain. // (c) That I am the senior Wing Commander and eligible for promotion. // (d) That delay in effecting my promotion penalizes me in respect of pay, seniority in the RCAF, and seniority in the combined Gradation List of Militia and Air Force Officers. // (e) That the practice of the Militia Service is to effect promotions as soon as vacancies occur, and delays in effecting Air Force promotions penalizes all the Officers of the Air Force and generally lowers the morale of the Air Force. // I request that these facts be brought to the attention of the Honourable the Minister. // The response to this was a memo from the Senior Air Officer (Air Commodore G.M. Croil) to A.G. (Adjutant General) dated 24 December 1936 as follows: // (1) This officer was promoted to his present rank of Wing Commander on the 1st January 1929. // (2) Within the last six years he has held the appointments at this Headquarters of Acting Director, C.G.A,O., Air Staff Officer and Acting Senior Air Officer. He assumed command of RCAF Station Trenton on the 1st December 1934. // (3) Wing Commander Johnson has shown exceptional ability on air staff work during his period of employment at this Headquarters. He has commanded the station at Trenton in a very satisfactory manner under most difficult circumstances and has shown marked administrative ability. His Annual Confidential Reports have all been exceedingly favourable. // (4) Wing Commander Johnson is a graduate of the Royal Air Force Staff College, Andover. // (5) He is the senior Wing Commander on the General List. // (6) A vacancy for a Group Captain exists on the 1936-37 Limited Establishment and funds are available to cover the promotion. // (7) It is strongly recommended that Wing Commander Johnson be promoted to the substantive rank of Group Captain, effective 1st July 1936.

JOHNSON, F/L James Robert Feir (J14873) - Distinguished Flying Cross - No.418 Squadron - Award effective 2 March 1944 as per London Gazette dated 17 March 1944 and AFRO 766/44 dated 6 April 1944. Born in Omemee, Ontario, 26 September 1916 (RCAF press release announcing AFC award); home there. Educated in Omemee and Lindsay Collegiate. Operated a telephone line and repair service before war; enlisted in Toronto, 11 February 1941. To No.1 Manning Depot, 16 February 1941. To No.1 BGS (guard), 23 March 1941. To No.1 ITS, 16 May 1941; graduated and promoted LAC, 21 June 1941 when posted to No.7 EFTS; graduated 8 August 1941 when posted to No.5 SFTS; graduated and promoted Sergeant, 24 October 1941. To No.2 ANS, 25 October 1941. To No.1 WS, 22 November 1941. Promoted Flight Sergeant, 24 April 1942. To ?Y? Depot, 20 August 1942. Commissioned 18 September 1942. To RAF overseas, 27 October 1942. Arrived in United Kingdom, 4 November 1942. To No.9 (Pilots) AFU, 23 November 1942. To No.12 (Pilots) AFU, 19 January 1943. To No.51 OTU, 16 March 1943. Promoted Flying Officer, 18 March 1943. To No.60 OTU, 26 May 1943. To No.418 Squadron, 17 June 1943. Repatriated 19 April 1944. To No.31 OTU, 27 May 1944. To No.7 OTU, Debert, 1 June 1944. To No.133 Squadron, Patricia Bay, 28 June 1944. Promoted Flight Lieutenant, 10 October 1944. Remained in postwar RCAF (19780), retaining rank of Flight Lieutenant. Promoted Squadron Leader, 1 January 1952. Retired 21 March 1964. Died at Omemee, 19 May 1997 as per Legion Magazine of September 1997. Cited with F/O Noel Gibbons (also awarded DFC). Victories as follows: 23/24 September 1943, one FW.190 destroyed; 28 November 1943, two Ar.196 damaged on water; 12 December 1943, one He.111 destroyed (shared with R.A. Kipp) and one He.111 damaged (also shared with Kipp); 27 January 1944, one Ju.88 destroyed, one Ju.86 damaged plus two W.34s destroyed (both with F/O Caine). Photo PL-26176 shows him. See also entry for R.A. Kipp with a press release that includes personal account of action of 12 December 1943 As pilot and observer, respectively, these officers have completed a large number of sorties. They have displayed great skill and determination throughout, and their example of keenness and devotion to duty has been most commendable. They have destroyed at least four enemy aircraft. JOHNSON, F/L James Robert Feir, DFC (J14873) - Air Force Cross - No.7 OTU - Award effective 14 June 1945 as per Canada Gazette of that date and AFRO 1127/45 dated 6 July 1945. No citation in AFRO or biographical file. DHist file 181.009 D.2629 (RG.24 Vol.20628) has citation as provided for an investiture. When recommended he had flown 1,109 hours, 46 of them as instructor (all in previous six months). Flight Lieutenant Johnson has spent eight months at this unit engaged in the training programme. During the time he has spent here, Flight Lieutenant Johnson has proven invaluable in imparting to his pupils his knowledge of operational flying tactics in the gunnery squadron of this Operational Training Unit. His enthusiasm and keenness in his work have been a great factor towards contributing to a high standard of gunnery training which is one of the most important assets in a crew.

JOHNSON, P/O Joseph Albert Lawless (J18070) - Distinguished Flying Cross - No.108 Squadron - Award effective 23 November 1943 as per London Gazette dated 30 November 1943 and AFRO 166/44 dated 28 January 1944. Born in Ponoka, Alberta, 22 February 1915; home in Edmonton. Enlisted in Calgary, 6 November 1940. Trained at No.2 ITS (graduated 26 February 1941), No.5 EFTS (graduated 3 May 1941) and No.10 SFTS (graduated 8 August 1941 and promoted Sergeant). Posted for embarkation, 9 August 1941; to RAF overseas, 27 August 1941; promoted Flight Sergeant, 8 February 1942. Commissioned 19 June 1943. Promoted Flying Officer, 19 December 1943; repatriated to Canada, 20 July 1945; to Northwest Air Command, 22 July 1945; to Western Air Command, 28 February 1947; released 5 March 1947. Re-engaged by RCAF as an Education Officer, 10 January 1955, serving in the rank of Flying Officer until 14 November 1962 (service number 301154) when he retired to Rycroft, Alberta. Died 17 December 2012. Chris Shores, Those Other Eagles, provides the following list of victories with No.108 Squadron: 22/23 July 1943, one Junkers 88 and one He.111 destroyed east of Augusta (Beaufighter V8836, “E”); 4/5 August 1943, one Junkers 88 destroyed, Malta area (Beaufighter V8836, “E”); 18/19 August 1943, one Junkers 87 probably destroyed, Sicily (Beaufighter “C”, serial uncertain but ended in “300)”). His radar operator for the tour was F/O E. Lloyd Greenwood (J15364, RCAF, of Vancouver). RCAF photo PL-27388 (ex UK-10627 dated 11 May 1944) is captioned as follows: "A dhaisa pulls up to the wharf on F/O J.A.L. Johnson's signal. Johnson, a tour-expired night fighter pilot, (Edmonton) finds this method of sight seeing both convenient and inexpensive." RCAF photo PL-27389 (ex UK-10628) circa 11 May 1944 has the following caption: “F/O J.A.L. Johnson, DFC, Edmonton, Alberta, a tour-expired night fighter pilot, examines some of the famous Maltese lace. This little article is his for the trivial amount of $ 60.00. He didn’t buy it.” Photo PL-27393 (ex UK-10632) also from 11 May 1944 is captioned, “F/O J.A.L. Johnson, Edmonton, Alberta, is a tour-expired night-fighter pilot, now awaiting a posting to England from his base on Malta.” // During the recent period of intensive air activity over Sicily this officer destroyed three enemy aircraft and probably destroyed one more. Since his arrival in this theatre of war he has completed a large number of operational missions and has at all times displayed exceptional keenness and determination. // RCAF Press Release No. 2752 dated 11 September 1943, transcribed by Huguette Oates, reads: // Malta, September 11 – Destroying two aircraft in one night, a pair of young Canadians manning a night-fighter have boosted their score in the Mediterranean theatre of war to three destroyed and one probable. The pilot is P/O Joseph Albert Johnson of 1081-228th Street, Edmonton, and the observer is F/O Lloyd Greenwood of 4178 West 14th Avenue, Vancouver, British Columbia. // Their double score represented a Heinkel 111 and a Ju.88 shot down in flames off the Italian coast. Their other destroyed was also a Ju.88, pieces of which lodged in the RAF machine when it exploded in the air.

JOHNSON, F/O Magnus Jonas (J20834) - Distinguished Flying Cross - No.428 Squadron - Award effective 1 September 1944 as per London Gazette dated 15 September 1944 and AFRO 2373/44 dated 3 November 1944. Born Baldur, Manitoba, December 1920; home there. Enlisted in Winnipeg, 20 September 1941. To No,3 Manning Depot, 19 November 1941; to No.15 SFTS (guard duty), 31 January 1942; to No.7 ITS, 28 March 1942; graduated and promoted LAC on 22 May 1942 but not posted until 6 June 1942 when taken on strength of No.19 EFTS. Ceased training, 15 July 1942 and posted elsewhere; to No.8 BGS, 1 August 1942; graduated 25 September 1942 and posted to No.5 AOS; graduated and commissioned 6 November 1942. To ?Y? Depot, 20 November 1942. To RAF overseas, 10 December 1942. Promoted Flying Officer, 6 May 1943. Promoted Flight Lieutenant, 6 November 1944. Repatriated 14 April 1945. Released 16 June 1945. No citation other than \"completed... many successful operations during which [he has] displayed high skill, fortitude and devotion to duty.\" Public Records Office Air 2/9276 has recommendation dated 28 May 1944 when he had flown 32 sorties (201 hours 25 minutes), 27 September 1943 to 23 May 1944. First sortie had been very dramatic with severe icing and two engines failing; aircraft abandoned by parachute. 27 September 1943 - Hanover (6.30) 8 October 1943 - Hanover (5.25) 22 October 1943 - Kassel (7.30) 3 November 1943 - Dusseldorf (6.10) 26 November 1943 - Stuttgart (7.15) 20 December 1943 - Frankfurt (8.15) 29 December 1943 - Berlin (8.25) 20 January 1944 - Berlin (7.30) 28 January 1944 - Berlin (9.05) 2 February 1944 - GARDENING Kiel (6.25) 3 February 1944 - GARDENING La Rochelle (8.15) 24 February 1944 - GARDENING Flensburg (6.45) 25 February 1944 - GARDENING Copenhagen (7.15) 3 March 1944 - Meulan-les-Mureaux (6.00) 5 March 1944 - GARDENING Brest (5.00) 6 March 1944 - Trappes (6.00) 11 March 1944 - GARDENING Lorient (7.15) 13 March 1944 - Le Mans (5.55) 22 March 1944 - GARDENING Kiel (3.35) early return 23 March 1944 - Laon (6.05) 25 March 1944 - Aulnoye (6.10) 29 March 1944 - Vaires (5.55) 17 April 1944 - GARDENING, Kiel (6.00) 18 April 1944 - GARDENING, Copenhagen (6.40) 22 April 1944 - Laon (5.40) 23 April 1944 - GARDENING Fehmarn (6.15) 29 April 1944 - GARDENING Le Havre (4.20) 30 April 1944 - GARDENING St.Nazaire (6.10) 9 May 1944 - GARDENING St.Nazaire 10 May 1944 - Ghent (4.45) 12 May 1944 - GARDENING Frisians (4.05) 23 May 1944 - GARDENING Cherbourg (4.00) As bomb aimer, Flying Officer Johnson has attacked Berlin, Frankfurt, Hanover and many other targets of the enemy. Throughout his tour he has shown steadiness and reliability and a high degree of skill, co-operating well at all times with his crew and giving invaluable aid to the navigator. For a good performance throughout many operations, I recommend the non-immediate award of the Distinguished Flying Cross.

JOHNSON, F/O Raymond (J27585) - Distinguished Flying Cross - No.429 Squadron - Award effective 8 September 1945 as per London Gazette dated 25 September 1945 and AFRO 1768/45 dated 23 November 1945. Born 16 August 1921 in Prince Albert, Saskatchewan; home in Henribourg, Saskatchewan (truck driver). Enlisted in Regina, 17 March 1942 and posted to No.2 Manning Depot. To No.2 BGS (guard duty), 27 May 1942; to No.2 ITS, 18 July 1942; graduated and promoted LAC, 12 September 1942 but not posted until 10 October 1942 when taken on strength of No.15 EFT; to No.11 SFTS, 5 December 1942; ceased training and posted to Composite School, 5 January 1943; to No.7 BGS, 19 February 1943; graduated 15 May 1943 and posted that date to No.7 AOS; graduated and commissioned 26 June 1943. Posted away on 26 June 1943; to No.5 BGS, 12 July 1943; to “Y” Depot, 11 February 1944; taken on strength of No.3 PRC, Bournemouth, 5 March 1944. Repatriated to Canada, 28 August 1945. Released 10 October 1945. Subsequently rejoined as a Flight Lieutenant (Medical Officer) with No.4003 Medical Unit (Auxiliary), Winnipeg, 17 September 1953 to 1 June 1957. Photo PL-43753 shows F/O Ray Johnston of Prince Albert (navigator, left) and F/L D.T. Magee of Souris, Manitoba (right) taken while serving with No.427 Squadron. 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 18 April 1945 when he had flown 27 sorties (183 hours 25 minutes), 1 November 1944 to 16 April 1945. // This officer has completed twenty-seven sorties against the enemy, including six Gardening missions requiring the highest degree of skill and accuracy. As an air bomber, he has always shown outstanding ability, accuracy and coolness and has, to a great extent, been responsible for the successful completion of many operations. Flying Officer Johnson has, by his continued display of keenness and determination, been an inspiration to all. // It is considered that this officer's skill and devotion to duty, combined with his exceptional operational record, fully merit the non-immediate award of the Distinguished Flying Cross. // The sortie list was as follows: // 1 November 1944 - Oberhausen (5.15) // 18 December 1944 - Duisburg (6.15) // 29 December 1944 - Oberlar (6.30) // 30 December 1944 - Cologne (6.30) // 2 January 1945 - Ludwigshaven (7.35) // 5 January 1945 - Hanover (6.05) // 6 January 1945 - Hanau (6.40) // 13 January 1945 - Saarbrucken (7.35) // 14 January 1945 - Grevenbroich (6.10) // 16 January 1945 - Magdeburg (6.30) // 28 January 1945 - Stuttgart (7.20) // 13 February 1945 - Bohlen (8.15) // 17 February 1945 - Wesel (6.00) // 18 February 1945 - Gardening, Fredrichshaven (6.20) // 21 February 1945 - Worms (7.20) // 24 February 1945 - Kamen (6.25) // 25 February 1945 - Gardening, Aredal (6.45) // 1 March 1945 - Mannheim (7.05) // 2 March 1945 - Cologne (5.50) // 5 March 1945 - Chemnitz (8.30) // 7 March 1945 - Hemmingstadt (6.35) // 9 March 1945 - Gardening, Oslo (7.15) // 12 March 1945 - Gardening, Hesselo (6.20) // 4 April 1945 - Gardening, Oslo (7.20) // 9 April 1945 - Gardening, Kiel (5.40) // 13 April 1945 - Kiel (6.25) // 16 April 1945 - Schweindorf (8.55) // Application for Operational Wing dated 23 April 1945 states he had flown 28 sorties (188 hours 55 minutes), 1 November 1944 to 22 April 1945.

JOHNSON, F/L Robert Gordon (J7810) - Military Cross - No.28 Squadron - Award as per London Gazette, 5 June 1945. Born in Winnipeg, 4 November 1917; home there; served in Fort Garry Horse. Enlisted in Toronto, 3 January 1941 and posted to No.1 Manning Depot. To No.1A Manning Depot, 29 January 1941. To Trenton, 19 February 1941. To No.1 ITS, 28 April 1941. To No.3 EFTS, 28 May 1941; to No.1 SFTS, 27 July 1941; graduated and commissioned, 7 October 1941. Attended School of Army Co-Operation, Rockcliffe (8 October 1941 to 17 February 1942. Served with No.123 Squadron, 22 March 1942 to 17 April 1943. To “Y” Depot, 17 April 1943; to RAF overseas, 3 May 1943; arrived in UK, 23 May 1943; to India July 1943. Served in No.28 Squadron (11 December 1943 to 14 January 1945 (89 sorties, 175 hour 50 minutes operational flying). Missing on 14 January 1945; reported safe on 7 February 1945. Repatriated to Canada, 12 March 1946. Released 27 April 1946. Re-engaged with RCAF Auxiliary, 13 September 1946 to 31 October 1948. Died 30 October 2014 in Charlottetown. Personal documents indicate his aircraft was hit by flak and caught fire at 500 feet; he nevertheless baled out. Suffered many hardships, being without adequate food or water for most of the three weeks he was down. No citation at the time but a Winnipeg clipping of October 1948, at time of investiture, states that S/L R.G. Johnson was shot down over Burma and made his way back home through enemy territory to the front lines and an Indian regiment. The following citation was released in 1948: // This officer carried out a model, well-considered escape from enemy-occupied territory following a parachute descent in January 1945. He walked for 22 days with a ration of only six Horlick's malted milk tablets a day to live on. He had a hand-to-hand struggle with a Japanese soldier, during which he stabbed him, smashed his face with a stone, and made good his escape. // Squadron Leader Johnson's determination to return to his unit and the exemplary manner in which he carried out his journey, overcoming all difficulties for over three weeks gave a great example and encouragement to other air crew personnel faced with this same problem. // NOTE: In January 1997 the Royal Air Forces Escaping Society (Canadian Branch) presented to the National Aviation Museum a "dossier" (actually more like an album) with extended autobiographical notes on members (catalogued in the museum as D.805 C3 L96 1995 NMM). This included much information on Johnson from which the following is extracted: // Early morning 14 January 1945 I was on a low-level reconnaissance in an area south of Mandalay along the Irrawaddy River, about 150 miles into enemy-held territory. I was taking a low-level oblique photo of a large river boat being loaded with oil drums when I was hit by flak. I got back to the west side of the river before I was obliged to leave aircraft by parachute. // I was chased immediately but managed to evade and then spent 22 days either looking for water, hiding from Burmese or Japanese as the case might be and finally getting around the problem of making safe contact with our own troops who were well trained in shooting anyone who came within range. Burmese were under strict Japanese control so there was no help available. The greatest obstacles were overcoming fear of the jungle, animals, and having faith in my night navigating since I had decided it was safer to move at night. There was one hand-to-hand confrontation with a Japanese soldier and a tiptoe walk through some others but the greatest challenge was making safe contact with trigger-happy Indian troops, the 14th Punjabi Regiment, who almost got me with Tommy Subs [Tommy guns] on my first attempt at contact. Later the same day I made safe contact and was able to give them some info as to the location of Japanese troops I had encountered. I had lost a lot of weight but returned to my squadron a week or so later none the worse. Normally the Adjutant would have sent my gear away but he said, "I felt that if anyone would get back, you would, so I held it". // FURTHER NOTE: The Commanding Officer of No.28 Squadron wrote a letter to Personnel Office, RAF, Bombay (date obscured, “th January 1945), subject “Circumstantial Report: Flight Lieutenant R.G. Johnson”. // On 14th January 1945, Flight Lieutenant R.G. Johnson was airborne at 0830 hours from Kalemyo as No.1 of a Section on a Tactical Reconnaissance of the Pauk-Pakkoku - Pagan area on the Irrawaddy River. He was accompanied by Flight Lieutenant G.T.A. Douglas. // At approximately 0910 hours Flight Lieutenant Johnson instructed his No.2 to carry out a reconnaissance of one bank of the river, while he would do the other side. The next message was that he was approaching Pagan from the south and was attacking a concentration of river craft there. A little later he stated that his aircraft had been hit by AA and that he was setting course up the Irrawaddy and would probably get out. The next report indicated that Flight Lieutenant Johnson had flown west so as to reach friendly territory and gave his position and due west of Pagan on the Yaw Chuan River. // He again said that he would have to abandon the aircraft and would be flying due north till he was forced to do so. Approximately three minutes later his last message was received stating that he was baling out. From the available data it can be deduced that he descended roughly 7-8 miles due north of Kagwe, PP 0087. // It is considered that Flight Lieutenant Johnson would probably be able to make a successful landing and his chances of safe return or at worst POW are considerable. Owing to the extreme distance from our Forward troops it may be some days before any further news can be expected. // Subsequent air search has proved abortive. // The following was published in The Telegraph of 22 March 2015. // Squadron Leader Bob Johnson, who has died aged 96, was a Canadian Hurricane pilot who managed to evade the murderous attentions of the Japanese enemy for 23 days after being shot down on a reconnaissance patrol over the Irrawaddy river in Burma. // On January 14 1945, Johnson, a pilot with No 28 Squadron, RAF, was leading a two-man sortie some 150 miles from base and photographing a boat being loaded with drums of petrol when his Hurricane was hit by an anti-aircraft round. The round just missed his legs but blew a hole in the instrument panel. As his aircraft went down he managed to cross the river and establish radio contact with his No 2, Flt Lt Gawain Douglas, who replied: “Good luck, old chap”, just before Johnson bailed out. // Douglas subsequently failed to locate him, but his parachute was immediately spotted by the enemy as he landed near Pagan. Clutching his homemade escape kit of maps, compass, torch and rations, Johnson started to run some 500 yards ahead of a pursuing posse of Burmese, led by a Japanese sergeant. He dived into a crevice beneath a bush, where he lay undiscovered for the rest of the day. // Having consulted his maps, Johnson decided to make for a junction of two streams which would lead towards the Allied lines. He set off by moonlight, but was soon driven off his chosen path by the sound of voices coming from a village. For the next six nights he struggled on in what he hoped was the right direction; but finding no water to drink, he became delirious. It was only on coming to some paddy fields that he was able to suck some water from the bottoms of rice stumps. On reaching a pond he drank the dirty water until he was sick, but discovered he could think clearly again while lying down . Later a clear stream enabled him to fill up his canvas water bag. // On the 12th night Johnson became completely lost and had to double back, on one occasion stealing past a sleeping Japanese soldier guarding rafts loaded with bamboo baskets. At 2am on the 18th day he heard a twin-engined aircraft overhead and flashed his name in Morse, but to no avail. // Hearing voices at dawn, he hid behind a thorn bush and watched as a Japanese soldier slowly approached with rifle at the ready. Johnson drew his knife and jumped on the soldier. As they struggled on the ground, the soldier dropped his rifle and Johnson plunged his knife into the man’s back . // Springing up, Johnson then ran along a cart track, ducking behind some more bushes as six bullock carts passed by loaded with Japanese soldiers.That night he made his way towards a hill where he had spotted a Dakota dropping supplies. But on seeing three Indian soldiers he raised his hands and was greeted by tommy-gun fire – the men apparently having assumed, from the flying helmet he was wearing, that he was Japanese. // The next evening he walked to the bottom of the hill, took off his shirt to show his white skin and met four Burmese peasants who were cooking rice. In return for money they reluctantly agreed to take him towards the Allied lines. Finally Johnson met some more Indian soldiers, whom he asked to take him to their CO. He had been on the run for 23 days and was awarded an MC – one of a handful of airmen to be so honoured – for the bravery and resourcefulness he had shown during his escape. // Looking back, Johnson recalled how he had once found the bodies of members of a captured Army patrol who had been hanged by the Japanese in the jungle. Though he did not enjoy the business of killing, he recalled: “You had to. And because of the way the Japanese treated our people, I was really kind of glad to do it.” // The son of a Canadian Pacific Railroad switchman, Robert Gordon Johnson was born on November 4 1917 and educated at Daniel McIntyre Collegiate in Winnipeg.After working on a farm and driving a truck he joined the Fort Garry Horse in October 1939. A year later he switched to the RCAF. After being trained on Harvards he arrived in Britain just after the Battle of Britain. He was then sent to India, where he joined No 28 Squadron in the Imphal Valley. // On April 18 1944 Johnson was attacking ground targets over Kohima when his starboard cannon exploded, ripping off all the wing covering and forcing him to land with wheels up at 175mph. He sustained only minor injuries. After his escape from the Irrawaddy, Johnson never flew operationally again. Instead he was ordered to give lectures on survival to squadrons in India and Ceylon and to personnel on aircraft carriers preparing for the invasion of Japan. // On returning home in 1946 he married Shirley Laver, with whom he had four sons and a daughter. He joined No 402 (City of Winnipeg) Squadron, flying Vampire jets at weekends for three years while working as an insurance salesman. He discovered an enthusiasm for insurance claims adjusting and after spells in Detroit and Georgia he moved to Prince Edward Island, where he worked as a loss adjuster until his retirement in 1977. // The following was published in an Intelligence Officer’s Report from No.28 Squadron’s ORB: // AN ACCOUNT OF CAN.J.7810 F/L R.G. JOHNSON’S ESCAPE AFTER THREE WEEKS IN ENEMY OCCUPIED TERRITORY. TAKEN FROM THE C.I.O., H.Q., A.C.S.E.A. WEEKLY INTELLIGENCE // SUMMARY NO. 70 // Flight Lieutenant Johnson was reported “Missing Particulars Unknown” on 14th January, 1945 and returned to this Unit on 6th February, 1945. // Hurricane Pilot Who Bailed Out 100 Miles from Base, Chased by Natives with Dogs // “This is an excellent example of a search carried out by local inhabitants on this occasion under direct Japanese supervision,” write “E” Group, commenting on the following account of a Hurricane pilots three weeks in enemy occupied territory. “Evaders should always be prepared for this and should lie low to begin with until the search dies down or they are sure that they have not been spotted,” “E” Group add. // HIT BY FIRE FROM GROUP // F/L “A” took off from Kalemyo on the morning of the 14th January, 1945, to carry out a recce. When over a hundred miles from base, his aircraft was hit by ground fire, he climbed to 1500 feet, but his engine began to lose power and he realized that he would have to bail out. He therefore made for the hills, and jumped when the aircraft was 500 feet and losing height rapidly. He informed his No.2 of his intention. The parachute opened satisfactorily and he had a very short drop, with no trouble at all; but when the parachute opened, his pistol and ammo became detached. He landed on top of a hill and rolled about five feet into a gully. // SEEN BY NATIVES // He released his parachute harness, pulled his jungle kit bag off the parachute, and ran west along a ridge for about 400 yards when he heard voices. So he ran down into the gully, pulled off his earphones and oxygen mask, and stuffed them into a hole. He heard voices the whole time, and realized that people were looking for him. He climbed one of the hills – all mud, with very sparse undergrowth – and just as he was about to look over the ridge at the top, he spotted some natives who also saw him on another ridge opposite to the South, some 400 or 500 yards away. There were about 20 of them, and there were others lining the ridge all round. To the North of them five Burmese of all ages came down a path opposite to try to cut him off while the others kept watch on his movements. Dogs were also being used in the hunt. // “A” was rather exhausted by these hectic events and the heat, and his face and hands were scratched. He ran North for 100 yards and slid down a very steep bank where he saw a bend in a chaung which he recognized and was thus able to pinpoint his position. At the bottom of the bank, he found cover, and lay still. The natives searched all round for him the whole day, but he remained where he was until 2100 hours and was not discovered. On top of a hill was a Japanese guard with a rifle. // Planned a month ahead // While in hiding he managed to get his pack off, making as little noise as possible, and went through his kit very carefully. He estimated that he had enough Horlicks tablets and chocolate to last him 31 days at the rate of six tablets a day and reckoning on four days for the chocolate. He calculated that he would have to cover a hundred miles, and that he could do it in a month. He had his maps with him, and went over the country very carefully. // He decided on his first objective, which was the junction of two chaungs, and determined that from there he would follow one of these roads which he wished to reach. He had been briefed on our forward troop positions, and knew where to make for. (In the event he met with them earlier as in the meantime they had advanced). // He realized at the time the importance of making a plan and of sticking to it; during that evening, therefore, he thought it all out carefully and determined to follow his intended plan as closely as possible. He felt that he had made a good beginning in avoiding capture, and felt very encouraged. He was fairly confident that he would manage the journey. // At 2100 hours, he started to move up the ridge. There was no moon but, by starlight, he succeeded in finding a path on the top of the ridge which led westwards and downhill to some fairly thick scrub. He heard barking and bullocks making a noise in a village, and also voices, so he left the path and turned south across a chaung. // While it was still dark, he climbed to the top of the hill, which was fairly well wooded. He moved very carefully, 20 feet or so at a time, stopping to listen to make sure that he was not being observed. On reaching the ridge, he was able to follow it for about a quarter of a mile. He searched to find a hiding place in readiness for daylight, and found a cave which had been made by a watershed. He decided to use it for the day. The whole countryside was arid, with no water, and even leaves, which he chewed, seemed to have no moisture in them. // Decided to move by night // He felt greatly encouraged by this first attempt at moving and decided that in future he should move by night, partly because he knew that the country was heavily occupied by the enemy, and partly because he thought that the sun would tire him out more quickly. He was worried about the water situation, but observed from his map that there were chaungs to the west; so he had hopes. His tongue, however, was very dry. // He remained where he was all day without incident, and slept fitfully for about three hours. He went through his kit again, and disposed it carefully so that if he should have to move quickly and abandon his pack he would still have some equipment on his person. He thus placed some food, his compass, sterilizing tablets and other mere essentials in the pockets of his green battle-dress (which he was carrying in preference to the Jungle Kit, though of course he had all the contents with him). // He was prompted to do this by his recollection of the experiences of another recent evader, who, having taken off his Jungle Kit, was surprised by some Japanese and had to make a hasty gateway, leaving all his kit behind. He also doctored his cuts and bruises, and took salt tablets and Horlicks tablets. He finally moved off again about 2100 hours, taking a westerly direction. // Frequently delirous // “A” was frequently delirious during the next five days owing to the lack of water, and cannot remember precisely what happened. He did, however, keep to his drill of moving and hiding during the day, and ate tablets and took the medicines regularly. He maintained as well as he could by sighting the compass on a star, but, as the days wore on, he grew gradually weaker, less confident, and a victim of nightmares. Up to this point, he had managed to keep count of the days by making marks for holes in his map. In the early hours of the eighth day, he found cultivated rice fields. He broke off the rice stalks and found that they were slightly moist at the bottoms, chewing them provided a little relief, but he rubbed his tongue raw by sucking them. // Drank dirty water // He moved across the fields – it was not yet 0300 hours – and came to a track which he followed and soon found a bullock cart water hole. He lay down in the dirty water and drank until he was sick and brought it all up again. But after laying in the water for about half an hour, he felt much better and was able to think clearly again. He filled his chagul with fairly clear water and used sterilizing tablets putting in an extra dose to try to offset what he had already drunk. The de-tasting tablets did not work. // After he had recovered himself he continued along the track, but as he heard people and noises of animals he skirted the area cautiously and took cover before daylight. He drank frequently from the chagul and felt much better; he was quite confident that he would get through. // For the next three days he kept to his policy of moving by night, but ran out of water and did not find another buffalo water hole till the third night, when he came across a much better one than the last. During these three days, he could not get a pinpoint and consequently did not know his position accurately; but he headed to the west and north in a zigzag course hoping to find the chaung he had in mind. He still kept to his drill of eating Horlicks and taking Mepecrine. He had cigarettes with him but did not smoke as it would have increased his thirst. // Reached Chaung Junction // At 0100 hours on the twelfth day, he reached the chaung junction he had been making for. There was nobody about, so he took off his clothes, washed himself completely, drank, and filled his chagul. He then set off along the chaung as he had originally intended, and came to a point where he found that he had to go out into the open along a sort of beach. // His boots made a lot of noise on the gravel, and plimsolls, he said, would have been better. Natives were up, getting their bullock parts ready, and they must have heard him, as they called out. He stopped and listened and then moved on again, when he again heard them call out. Some of them started to come towards him so he walked steadily on and climbed up the bank through some thorn bushes to the top of the hill, where they did not follow him, though they continued their march along the chaung itself. // He slept for a while at the top of the hill and at dawn moved along a path and found a hiding place for the day. He had been able to establish his position accurately and felt much happier. After nightfall, he set off again for the chaung, arrived, washed himself, and took cover for the following day in the hills to the south. // He crossed the Chaung on the 14th day and followed a ridge of hills to the north. On climbing a particulars hill, he got a pinpoint and discovered that he had mistaken the ridge for some other hills further west. He therefore made for the chaung once more and hid there for the day. Next night, he continued his journey westwards, pinpointing himself again. There were traces of habitation here and there, so, on these, he picked up the track again and continued on his way till daylight, when he lay up in some bushes near a temple. // Sleeping Jap soldier // Still moving at night, he continued westwards and forded a chaung; but he discovered that it was not the right one and re-crossed it. He skirted a village with a view to reaching the chaung he was looking for, and eventually came out on the bank. He went down to the edge of the river, and there, found himself two feet away from the head of a sleeping Japanese soldier, who had a dark blanket over him and was using his pack as a pillow. // On the river were five large rafts loaded with bamboo baskets. He stopped dead, looked all round, and saw six other people, four of whom were natives. He backed for 20 yards along the gravel, his boots making dreadful noise, and after half an hour reached the grass again. He followed the west bank till he came to the road, and then followed this until daylight, skirting, a village as route, and hid for the day. // Hid from caravans // At night, he joined the road again and followed it north for about four miles. He had to hide when two bullock cart caravans passed him in the opposite direction. He later came upon one that was stationary, and could not pass it as there was no cover. He later came to the river again and followed it until he had to seek cover for the day. // He set out once more at nightfall on the 18th day, went about two miles west and then two miles north, forded the chaung and followed the course of another small chaung. At 0200 hours, he heard a twin-engined aircraft passing over head, so flashed his torch, using the morse signal for the first letter of his name six times. The aircraft circled, blinked his navigation lights on and off and then went away. He then left the chaung and picked up the road to the west, which he followed till daylight, when he went into the hill and slept. During the day, he tried flashing his heliograph at our own aircraft passing over head, but without success; the country was such that if he had been able to attract attention, a light aircraft could have landed with very little danger. // He came down to the road again at night and continued along it until he heard voices, which were not Burmese. He took them to be the Japanese. He was looking along the chaung to find the best place to cross when he heard a scuffling noise and dropped dead. The noise stopped too, so he started moving again, and a Japanese soldier with his rifle and red bayonet jumped down from the far bank of the chaung and ran across. “A” hid behind a thorn bush, crouched with his knife in his left hand and stayed motionless for about half an hour. The soldier came to the bush and also stood motionless. Suddenly, he ran round the bush with a rifle and bayonet at the ready; “A” jumped at him and hit his legs with his shoulder. They both sprawled on the ground and the Jap’s rifle fell from his hands. // Stabbed Jap with knife // “A” leaned over quickly and stabbed the Jap in the back with his knife, which unfortunately only penetrated about 1 ½ inches and seemed to strike a bone. The Jap rolled over and tried to grapple with him; “A”’s right hand came in contact with a large stone, which he grasped and brought over with a swinging motion, hitting the Jap in the face. “A” jumped up, ran up the chaung to the cart track and ran along it for about 400 yards. He heard bullock carts coming, so hid in the bushes. Six loaded bullock carts passed him, with ten soldiers equipped with their packs and rifles walking behind each one. // After a rest, “A” started to walk along the track, and after skirting a village, was in open paddy when, coming over a slight rise,, he met a Jap soldier face to face coming towards him on the other side of the track. It was moonlight, and it was too late to try to hide or to run, so he walked brazenly past him and he took no notice. He must have mistaken “A” for a Japanese soldier. // A further 20 Japs with mules were coming along the track, so he hid as best he could at the side of the track and watched in all about 100 troops and many mules all heavily ladened, pass south. He then moved across the fields and took cover in the hills till about 0630 hours, when he returned to the track; ten more Japs passed, so he returned to the hills and slept there that day. // Many camp fires // He decided to try to stay in the hills and reach a certain village across country, but there was a great many camp fires about, so he returned and slept the night and the next day in hiding. On the last day, he heard what he thought were machine guns and mortar fire about four miles away. In the evening, he joined the road again and watched to find out what movements were taking place. Eventually, he followed the road north, walking barefooted through a village and some distance onward, when he went into the hills and slept. He had seen flashes and heard gun and mortar fire in the valley to the east, coming from three different hilltops. Later in the afternoon, he saw Dakotas supply-dropping on the most easterly of the three temples. // At night, he moved N.E. for two miles, then S.W. for a mile and a half, and at about 0600 hours, he climbed the hillock on which he had seen supplies being dropped. As soon as he reached the top, three I.O.R.s appeared so he put his hands up but they opened fire with their tommy guns, the bullets passing within six inches of his legs. He took cover and climbed into some trees, where he removed his flying helmet; he thinks this led them to mistake him for a Japanese. He then waved a white handkerchief and shouted in Urdu that he was a British Officer and that they were not to fire. He shouted three times, but received no reply. After a time, he came down and hid in some bushes on the top of the hill where he ate the last of his Horlicks. // Showed white skin // At about 1700 hours, he removed his shirt to show his white skin, and walked down to the bottom of the hill, where he found some natives cooking rice. He approached them, and they gave him some food for which he paid them in money and with chewing gum. He asked them to take him to forces, which they eventually agreed to do. There were four of them, he made one walk 20 yards ahead, and he kept a boy beside him. They walked for four miles in a S.W. direction, when they came on some more I.O.R.’s. “A” spoke in Urdu, and asked to be taken to their C.O. This was done, then he was given food, cigarettes and a bed. He was able to give the C.O. information about Jap movements he had observed. The following day, he was taken off by hospital jeep and was later flown back to Kalemyo. // “This performance is of particular interest in that it is one of the very few in which movement was made entirely at night,” comments “E” Group. “This officer, on his return, himself testified to the necessity of preparing a plan and of sticking to it. Experto credo.”

JOHNSON, P/O Thomas Roger Murray (J85807) - Distinguished Flying Cross - No.419 Squadron - Award effective 9 January 1945 as per London Gazette of that date and AFRO 471/45 dated 16 March 1945. Born 3 March 1923; home in Montreal; enlisted there 25 August 1942 and posted to No.5 Manning Depot. To No.8 SFTS (guard duty), 9 October 1942. To No.1 Advanced Ground Gunner Training School, 6 March 1943; promoted LAC, 17 April 1943 and posted that date to No.9 BGS; graduated and promoted Sergeant, 28 May 1943. To “Y” Depot, 11 June 1943; to RAF overseas, June 1943. Commissioned 19 March 1944. Promoted Flying Officer, 19 September 1944. Repatriated 7 June 1945; to Halifax, 4 July 1945; to Release Centre, 2 September 1945; released 5 September 1945. Died in Montreal, 2001. // Pilot Officer Johnson has set a fine example of keenness and devotion to duty. As rear gunner he has taken part in very many sorties, including attacks on such targets as Berlin, Frankfurt, Leipzig and Kiel. On one occasion, Pilot Officer Johnson shot down an enemy fighter which attempted to close in. On several other occasions his timely warnings have enabled his pilot to avoid enemy fighters. Pilot Officer Johnson has proved himself to be a model crew member and has rendered much valuable service both in the air and on the ground. // DHist file 181.009 D.1634 (RG.24 Volume 20604) has original recommendation by W/C D.C. Hagerman drafted 11 October 1944 when he had flown 33 sorties (189 hours 25 minutes): // This officer has completed 33 day and night operational sorties against the enemy. Included in the targets attacked are such heavily defended areas as Berlin, Frankfurt, Leipzig and Kiel. // On five occasions his careful watch and concise direction to his Pilot have resulted in enemy fighter attacks being evaded successfully and, on another occasion, while attacking Sterkrade, he was successful in shooting down a FW.190 which attempted to press home an attack on his aircraft. On these occasions P/O Johnson has undoubtedly been largely responsible for extricating his aircraft and crew from perilous situations. // P/O Johnson has thrown himself whole-heartedly into the work of training more junior Gunners and his precept and example have been of material assistance in obtaining the high standard of efficiency enjoyed by the Gunners of this Squadron. // I consider the high courage, coolness and outstanding efficiency displayed by P/O Johnson fully merits the immediate award of the DFC. // The sortie list was as follows: // 30 August 1943 - Hesdin (3.10, Wellington sortie) // 8 September 1943 - Boulogne (3.00, Wellington sortie) // 18 November 1943 - Leverkusen (7.45, Halifax aircraft hereafter) // 22 November 1943 - Berlin (8.05) // 26 November 1943 - Frankfurt (7.50) // 3 December 1943 - Leipzig (8.45) // 20 December 1943 - Frankfurt (2.35, duty not carried out) // 6 January 1944 - Gardening Brest harbour (5.50) // 28 January 1944 - Berlin (8.25) // 3 February 1944 - Gardening La Rochelle (8.30) // 6 February 1944 - Gardening Oslo harbour (7.05) // 12 February 1944 - Gardening Frisian Islands (3.55) // 15 February 1944 - Berlin (7.35) // 13 March 1944 - Le Mans (6.20) // 15 March 1944 - Amiens (4.55) // 8 April 1944 - Gardening Holland coast (3.40) // 9 April 1944 - Lille (5.25) // 18 April 1944 - Gardening Frisian Belt (7.05) // 22 April 1944 - Laon (5.40) // 23 April 1944 - Gardening Kiel Bay (6.50) // 24 April 1944 - Gardening St. Malo (5.15) // 26 April 1944 - Paris (5.45) // 27 April 1944 - Montzen (4.35) // 12 May 1944 - Louvain (5.00, Lancasters now and henceforward) // 27 May 1944 - Bourg Leopold (4.35) // 31 May 1944 - Mont Couple (4.15) // 5 June 1944 - Merville (5.20) // 6 June 1944 - Coutances (4.50) // 14 June 1944 - St. Pol (4.20) // 16 June 1944 - Sterkrade (4.55) // 21 June 1944 - St. Martin l’Hortier (4.20, day) // 23 June 1944 - Bientiques (4.15) // 24 June 1944 - Bamiers (4.35) // 27 June 1944 - Foret d’Eawy (5.00)

JOHNSON, FS Victor (R59528) - Mention in Despatches - No.405 Squadron - Award effective 1 January 1945 as per London Gazette of that date and AFRO 379/45 dated 2 March 1945. Born 24 May 1902. Home in Ottawa; enlisted Winnipeg 17 July 1940 as Aero Engine Mechanic. To Technical Training School, St. Thomas, 27 September 1940. Promoted AC1, 17 October 1940; to No.5 SFTS, 13 November 1940; promoted LAC, 1 April 1941; promoted Corporal, date uncertain. To ?Y? Depot, 9 March 1942; to RAF overseas, 30 March 1942. Promoted Sergeant, 19 March 1943. Repatriated to Canada, 18 June 1945; to No.6 OTU, 19 June 1945; to Greenwood for ?Tiger Force?, 31 July 1945; to Halifax, 4 September 1945; released 6 September 1945.

JOHNSON, WO William Frank (Can 740) - Mention in Despatches - No.413 Squadron - Award effective 14 January 1944 as per London Gazette of that date and AFRO 874/44 dated 21 April 1944. Born 14 June 1902. Enlisted in Winnipeg, 26 April 1929 as a Carpenter. As of 1 September 1939 he was a Flight Sergeant, and as of 25 September 1939 he was with No.1 (Fighter) Squadron. To No.115 (Fighter) Squadron, 15 February 1940 and likely went overseas with them. To No.112 (Army Cooperation) Squadron, 12 August 1940. Promoted WO2, 1 December 1940. Promoted WO1, 1 March 1942. Repatriated to Canada, 7 February 1945; to No.5 OTU, 23 February 1945. To No.10 Repair Depot, 16 April 1946. To No.11 Equipment Depot, 24 April 1947. Released 27 August 1947. DHist file 181.009 D.1751 (PAC RG.24 Vol.20608) has recommendation dated 30 December 1942 when he was described as a Carpenter/Rigger: Warrant Officer Johnson came overseas from Canada in June 1940. He joined No.413 Squadron in November 1941. Since that time this Warrant Officer Engineer has laboured hard and long and is largely responsible for the high morale and efficiency of the Maintenance Section. JOHNSON, WO William Frank (Can 740) - Mention in Despatches - No.413 Squadron (Overseas Headquarters in AFRO) - Award effective 1 January 1945 as per London Gazette of that date and AFRO 379/45 dated 2 March 1945. DHist file 181.009 D.1751 (PAC RG.24 Vol.20608) has recommendation dated 12 November 1943 when he was in Warrant Officer in charge of Maintenance, No.413 Squadron, and it is presumed that the award is based on this recommendation: Warrant Officer Johnson, a veteran of the 1914-18 war, joined the RCAF during its formative years. He came overseas from Canada in June 1940, joining 413 Squadron in November 1941. When the squadron came to Ceylon, the majority of the ground personnel were drawn from various Canadian fighter and bomber squadrons in England, and were inexperienced in flying boat maintenance. This Warrant Officer Engineer has laboured hard and long and is largely responsible for the high morale and efficiency of the Maintenance Section.

JOHNSON, F/L William Manley (J12690) - Distinguished Flying Cross - No.60 Squadron - Award effective 23 March 1945 as per London Gazette dated 3 April 1945 and AFRO 765/45 dated 4 May 1945. Born 11 June 1919, Toronto; home in Ottawa (shipping clerk) In COTC with Royal Canadian Army Service Corps, 1937. Educated in Toronto, Port Arthur and Toronto. Worked in Ottawa for baker (Morrison Lamothe). Enlisted in Ottawa, 22 June 1940. To No.2 ITS, 30 June 1940; graduated and promoted LAC, 15 August 1940; to No.2 EFTS, 17 August 1940; to No.2 SFTS, 20 October 1940; graduated and promoted Sergeant, 4 January 1941. To Trenton, 8 January 1941. To No.2 SFTS, 22 March 1941 to instruct. Commissioned 30 June 1942. To “Y” Depot, 23 October 1942. To RAF overseas, 27 October 1942. Disembarked in Britain, 4 November 1942. To No.9 (P) AFU, 24 November 1942. Promoted Flying Officer, 30 December 1942. To No.56 OTU, 12 January 1943. To India, 11 April 1943. Various attachments, mostly with ATP Poona and completed a three-week course in jungle survival. To No.60 Squadron, 11 August 1943. Squadron was converting from Blenheims to Hurricanes so his first job was ferrying aircraft to the unit. He described this phase of his career as follows: “We completed our regular squadron training at Madras and moved to Agartalla, Bengal, where we were engaged in Fighter Readiness, escorts of supply dropping aircraft and strafing. In March 1944 we moved to Silchar, Assam and commenced dive bombing and strafing operations in close support of the Army. We were subsequently located in Dergeon, Kumhagram and the Imphal Valley. The Imphal Valley was at this time completely surrounded by Japanese troops. I took over as Acting Flight Commander of ‘B’ Flight in July 1944 and continued in that capacity until the end of my tour in December 1944. During my operational tour, I flew 300 operational hours consisting of 200 sorties, 196 of which were bombing. I flew 125 hours as section leader, 50 hours leading six aircraft and 125 hours leading the squadron of 12 aircraft.” Promoted Flight Lieutenant, 30 June 1944. Posted from No.60 Squadron, 10 December 1944 to School of Low Attack at Ranchi Bihar. Embarked from India, 6 February 1945. Arrived in United Kingdom 14 March 1945. Repatriated to Canada, 18 April 1945. Released 22 September 1945. Joined Department of Transport as a Traffic Control Officer, serving in Ottawa and Vancouver to May 1948. Then took a competition to be Inspector of Civil Aviation. Went to Moncton and then back to Ottawa where he was living in 1951. Served in postwar RCAF Auxiliary (No.2416 Aircraft Control and Warning Squadron), 28 November 1951 to 15 February 1954. Died in Vancouver, 6 April 1986 (date not specified) as reported by Legion Magazine of September 1986 and British Columbia Vital Statistics. RCAF photos PL-2391 and PL-2393 shows him as a Leading Aircraftman. Throughout a large number of operational sorties Flight Lieutenant Johnson has displayed outstanding tenacity and courage. The majority of his operations have been bombing attacks in close support of the Army and have been flown during very adverse weather over mountainous terrain. This officer is an excellent leader who has inspired confidence by his coolness and fearlessness in times of stress. Assessment: Assessed on 2 August 1944 by S/L R.C. Lindell, No.60 Squadron. Report covered period of 11 August 1943 to 1 August 1944, noting that he had flown 1,949 hours 35 minutes (180 hours five minutes in previous six months. It was remarkable for its detail: This officer is very keen and energetic and will develop good leadership in the future. His general knowledge in service matters and organisation needs improvement. If he can develop his abilities in this direction, he should make a satisfactory Flight Commander. His loyalty is unquestionable and his ability and keenness as a pilot are excellent. Flying Officer Johnson has completed a long period of service in training command in Canada before coming to this, his first operational squadron. It is felt he has not had the opportunity to assimilate sufficient knowledge of organisation and administrative matters or had the opportunity to assume the responsibilities inevitably encountered on an operational unit. In all other respects this officer is a sound and trusted member of his squadron. He has above average ability as a pilot and great keenness and courage in the air, and a cheerful disposition and sense of humour. If he tries, he has the ability to develop into a good leader. Notes: Damaged Hurricane V7092 at No.56 OTU, 23 February 1943 near Auchter House, West Mains, Angus. At the time he had 1,660 hours experience but only 32 on Hurricanes. He was dogfighting with a Sergeant Banham. “After completing one attack down to 5,000 feet, we climbed separately to 10,000 feet. We sighted each other and were coming head on , he from the south and I from the north. We both turned to the right and he appeared downward and to the right. Our wings struck and I went into a spiral. My port wing was severely damaged. I stayed with my aircraft to 3,000 feet to see if could regain sufficient control for a landing. I could not get the nose or a wing up so I abandoned at 3,000 feet.” The investigation concluded that accident was owing to “both pilots failing to appreciate their speed of approach.” It was suggested that this was a forbidden head-on attack but was instead an effort merely to resume the dogfighting practice. On repatriation he noted that he had flown 200 sorties overseas (300 hours five minutes operational, 287 hours 45 minutes non-operational) and that his last sortie had been on 28 November 1944. Flying times were on Hurricane (500.55), Harvard (60.25), Master (13.45), Spitfire (3.20) and light aircraft (9.25). Described his non-operational flying as being ground instructor at a “Hack School.”

LOWRY, F/L (now S/L) Donovan Johnson (C1177) - Mention in Despatches - No.145 Squadron (Canada) - Award effective 11 December 1943 as per Canada Gazette dated 11 December 1943, London Gazette dated 14 December 1943 and AFRO 568/44 dated 17 March 1944. Home in Toronto; enlisted there 9 September 1939. Promoted Flight Lieutenant, 15 August 1941. To No.2 ANS, 12 December 1941. To No.11 (BR) Squadron, 4 April 1942. To No.145 (BR) Squadron, 19 June 1942. To Eastern Air Command Headquarters, 10 April 1943. To No.119 (BR) Squadron, 26 April 1943. Promoted Squadron Leader, 1 May 1943. To ?A?, 10 May 1943. To Eastern Air Command Headquarters, 3 August 1943. To No.3 Training Command, 12 May 1944. To No.2 Air Command, 14 May 1945. To Release Centre, 3 September 1945. Retired 24 September 1945. This officer as pilot has completed numerous operational sorties and has at all times shown unbounded enthusiasm and devotion to duty. His extreme keenness and outstanding skill have won the admiration and respect of all his squadron. His thoroughness in everything he has undertaken, and excellent deportment have been outstanding.

JOHNSON, Sergeant Cyril Foster (NZ 413759) - British Empire Medal - No.32 Operational Training Unit - awarded as per London Gazette dated 13 August 1943, Canada Gazette dated 21 August 1943 and AFRO 2198/43. Born in Mayport, Cumberland, England, 23 July 1918. Enlisted in RNZAF, 6 July 1941, serving to 8 November 1947. Returned to New Zealand in October 1943 to serve in flying control duties. Died in Fielding, New Zealand, 29 June 1998. See Colin Hanson, By Such Deeds: Honours and Awards in the Royal New Zealand Air Force, 1923-1999 (Volplane Press, 2001) Incident described was 10 July 1943 involving Hampden AJ989. While on a routine training flight in a low flying area the starboard engine of a bomber failed causing the aircraft to dive into the sea and sink immediately. Sergeant Johnson, the rear gunner in the aircraft, surfaced and found that two other members of the crew were in serious difficulty. He swam to the injured wireless operator and inflated his Mae West, then swam to and released the parachute of the pilot who was caught in the harness and could not keep above the surface. By his courage, unselfishness and prompt action this Non-Commissioned Officer was responsible for the saving of the lives of his comrades. DHH file 181.009 D.2699 (Library and Archives Canada RG.24 Volume 20631) has a letter dated 13 December 1942 from G/C S.L.G. Pope, Commanding Officer, No.32 OTU, to Air Officer Commanding, Western Air Command, asking for clarification of awards policy: 1. With reference to WAC letter C.122-8 (P.1) dated 25th September 1942, concerning recommendations for honours and awards. 2. The Court of Inquiry into accident involving Hampden aircraft No. AN.989 which occurred on 10th July 1942, contained recommendations in respect of the above mentioned N.C.O. ?The Court considers that the conduct of No.NZ.413759 Sergeant Johnson, Cyril Foster was instrumental in saving the lives of his comrades Sergeant McKinnon and Sergeant Williamson, and strongly recommends that his timely courage and unselfishness should be brought to the attention of the appropriate authority and suitably honoured.? 3. The proceedings were returned from W.A.C. under cover of letter 1038-H989 dated 1st October 1942 ?Approved? by A.F.H.Q. but no observations were made in respect of the above recommendation. It is therefore requested that this recommendation be accepted under the provision of W.A.C. letter C.122-8 (P.1) dated 25th September 1942 para 5 and be submitted to A.F.H.Q. for consideration in due course. 4. A special application has not previously been submitted regarding this N.C.O. since it was presumed that action would automatically be taken at Command Headquarters or at Air Force Headquarters as a result of the Court of Inquiry findings. May the policy in this respect please be clarified for future guidance to avoid delay if and when Court of Inquiry proceedings reveal that recommendations for awards are merited. Having evidently received a reply as his responsibilities, G/C Pope submitted the following recommendation on 24 December 1942: This NCO was rear gunner in a Hampden engaged on a routine training flight, Whilst in the low flying area the starboard engine failed causing the aircraft to dive into the sea and sink immediately. Sergeant Johnson succeeded in getting out of the aircraft and surfaced to find that two other members of the crew were in difficulties. He immediately swam to Sergeant McKinnon, A.P., the Wireless Operator and inflated his ?Mae West?,, and then swam to and assisted Sergeant Williamson, E., the pilot, who was unable to keep above surface owing to the fact that unaided he could not release his parachute. Sergeant Johnson?s prompt action and timely courage and unselfishness was instrumental in saving the lives of his comrades. This was endorsed as ?Strongly recommended? by A/V/M Stevenson, Air Officer Commanding, Western Air Command, 2 January 1943.

JOHNSON, W/C James Edgar, DSO, DFC (RAF 83267) - Bar to Distinguished Service Order - Kenley Wing - awarded as per London Gazette dated 24 September 1943. Born Loughborough, 1915; enlisted 1939; commissioned 1940. Awarded DFC, 30 September 1941 (Air Ministry Bulletin 5147), Bar to DFC on 26 June 1942 (Air Ministry Bulletin 7381), DSO June 1943 (Air Ministry Bulletin 10457). See also Air Ministry Bulletins 11033, 11247, 11264 and 11562. RCAF photo PL-41730 (ex UK-18574) shows G/C Stan Turner, two Russian officers, W/C J.E. Johnson, Captain Hugh Dennison and F/L Curt Johnson (Senior Intelligence Officer). RCAF photo PL-41731 (ex UK-18575 dated 5 February 1945) shows W/C J.E. Johnson chatting with Russian officers visiting airfield in Belgium. RCAF photo PL-41732 (ex UK-18576 taken 5 February 1945 on occasion of visit by Commander Brabner, Under Secretary of State for Air to an airfield in Belgium, shown left to right with G/C P.S. Turner, W/C J.E. Johnson, S/L Jim Collier, and S/L J.D. Michner. RCAF photo PL-41733 ex UK-18577 dated 5 February 1945 taken when Commander Brabner, Under Secretary of State for Air visited an airfield in Belgium, met by W/C J.E. Johnson and G/C Stan Turner. // Since being awarded the Distinguished Service Order this officer has destroyed a further seven enemy aircraft and shared in destruction one another. He is a relentless fighter whose brilliant leadership and outstanding skill have inspired all with whom he has flown. Within two months Wing Commander Johnson has led large formations of aircraft on very many sorties during which 27 enemy aircraft were shot down and a large number damaged. // JOHNSON, W/C James Edgar, DSO, DFC (RAF 83267) - Distinguished Flying Cross (United States) - awarded as per London Gazette dated 18 January 1944. Following text from Spink catalogue that including the auction of his medals, logbooks and memorabilia, 10 December 2001. // For extraordinary achievement while leading his wing as fighter escort for bombers of the Eighth Air Force on more than 70 missions over enemy occupied Europe. The high type of operational efficiency maintained and the protection afforded the escorted bombers are directly attributable to the superb leadership of Wing Commander Johnson. Zealously seeking out the enemy on each of these missions, he has personally destroyed 14 enemy aircraft and damaged many others. The courage, skill and leadership of Wing Commander Johnson reflect [the] highest credit upon himself and the Armed Forces of His Majesty's Government. // JOHNSON, W/C James Edgar, DSO, DFC (RAF 83267) - Second Bar to Distinguished Service Order - No.144 Wing - awarded as per London Gazette dated 7 July 1944. // Since being awarded a Bar to his Distinguished Service Order, this officer has led large formations of aircraft in many and varied sorties. During these operations, 34 enemy aircraft have been destroyed, several of them by Wing Commander Johnson himself. He is a magnificent leader whose unsurpassed skill and personal courage have inspired all. Wing Commander Johnson has destroyed at least 28 hostile aircraft. // Public Record Office Air 2/9157 has recommendation drafted about 30 May 1944 when he had flown 250 sorties (485 operational hours) of which 64 sorties (106 hours 40 minutes) had been since his previous award: // This Wing Leader was cited for the award of a Bar to the Distinguished Service Order on 14 August 1943. He has since led 127 and 144 Wings in a further 107 hours of operational flying on 64 sorties. These sorties have been Ramrods, Rodeos, Rangers and bombing attacks on French targets. These wings have in this 100 hours of his leadership destroyed 34 enemy aircraft and damaged 13. Personally he has accounted for 6 3/4 aircraft destroyed and one damaged of this total. His score is now 28 destroyed. He did a non-operational tour as Wing Commander Plans at 11 Group Headquarters, leaving to form 144 Wing in its arrival in this country from Canada with no operational experience. He has, in two and a half months, succeeded in bringing it to absolutely first line standard with a record of 17 destroyed to date. This result could have been achieved only by a leader who commands the complete confidence and respect of his pilots combined with untiring patience and energy on his part. These qualities Wing Commander Johnson has invariably displayed with the result that all pilots working under him have been able to benefit from his vat operational experience to the maximum extent. // On 31 May 1944, G/C W.R. McBrien added his remarks: // I consider Wing Commander Johnson one of the finest fighter leaders ever developed. He has amassed a terrific personal score while leading others to much greater scores. The confidence his abilities and qualities of leadership inspire in his pilots results in their morale and discipline being of the highest order. I most strongly recommend him for the non-immediate award of a second Bar to the Distinguished Service Order. // JOHNSON, W/C James Edgar, DSO, DFC (RAF 83267) - Order of Leopold with Palme and Croix de Guerre 1940 with Palme (Belgium) - awarded as per London Gazette dated 27 June 1947.

JOHNSON, Reid, Captain CD - Air Medal (United States) - awarded as per Canada Gazette dated 26 September 2009 26 September 2009