SMALL, F/L Norville Everett (C1379) - Air Force Cross - No.116 Squadron (Canada) - Award effective 11 June 1942 as per London Gazette dated 11 June 1942 and AFRO 1000-1001/42 dated 3 July 1942. Born at Allandale, Ontario, 7 December 1908. Educated at public schools in Hamilton. Enlisted at Camp Borden, 23 May 1928 as Labourer. Remustered to Fitter Assistant, 1 October 1928. Promoted AC1, 1 April 1929. Remustered to Aircraft Hand (Aero Engine), 1 April 1930 and promoted LAC as of that date. Remustered for NCO pilot training. Course lasted 5 January to 29 May 1931 at Camp Borden. Course involved 26 hours 40 minutes dual and 63 hours solo on De Havilland Moth. Officer in Charge of Flying Training (S/L A.B. Shearer) listed tests as follows: 1,500 Foot Landing Test (14 April 1931), 10,000 Foot Landing Test (16 April 1931), Passenger Test (8 April 1931), Forced Landing Test (28 May 1931), Compass Test (19 May 1931), Cross Country Test (4 May 1931), Cross Country Test With Intermediate Landing (24 April 1931) and 70 Hours Flying Completed (17 May 1931). Tested by CFI, 2 June 1931. Awarded wings at Camp Borden, 2 June 1931. Later in month he flew ten hours on Avians and ten on Fleet aircraft. Seaplane Training Course, Station Vancouver, 1 July to 31 October 1931. This entailed flying on the following types: Moth Seaplane, 6.05 dual, 62.45 solo, 1.20 on other flights, total 70.10; Courier Seaplane, 1.10 dual, 8.3o solo, 1.00 on other flights, total 10.40; Vedette, 6.00 dual, 59.55 solo, 5.40 on other flights, total 71.35; Vancouver, 1.45 dual, 4.35 solo, total 6.20. Tests covered “Figures of Eight Over Marked Course”, “Steering Course by Visual”, “Steering Course by Compass”, “Glassy Water Landings”, “Rough Water Landings”, “Taxying, Anchoring, Mooring to Buoys, Docks and Floats, Beaching and use of Drogues”, and “Cross Country Flying”. Assessed 83 percent on final test and described as “Keen - Hard working - Has made steady improvement throughout course and is now a reliable seaplane and flying boat pilot.” His subsequent RCAF career as an NCO pilot was all at Station Vancouver, with the following Temporary Duty assignments recorded: to Queen’s Cove, 26 May 1932 via Bamfield and Nootka, returning to Vancouver 27 May 1932. To Victoria, 1 July 1932, returning 3 July 1932. To Sayward and return, 26 July 1932. To Victoria and return, 6 October 1932. To Bella Bella and return, 4 May 1933. To Ahousat (?) and return, 27 June 1933. To Victoria, 4 April 1934, returning 5 April 1934. To Queen Charlotte Islands, 1 May 1934, returning 15 May 1934. To Esquimalt and back, 18 June 1936. To Victoria and back, 8 September 1936. To Port Alberni, 9 September 1936, returning via Victoria, 8 October 1936. To Prince Rupert, 15 October 1936, returning 21 October 1936. To Gawlland (?) Harbour, 25 February 1937, proceeding to Alert Bay, 8 March 1937 and returning to Vancouver, 25 March 1937. To Alert Bay on detached duty, 1 April 1937, retrning 10 April 1937. To Campbell River, 18 April 1937, returning 25 April 1937. To Bella Bella, 28 April 1937 and thence on 18 May 1937 to Prince Rupert. From Prince Rupert to Queen Charlotte City, 8 June 1937, returning to Prince Rupert on 16 June 1937. Returned to Vancouver, 19 June 1937. To Bella Bella, 3 August 1937, returning 30 August 1937. On 31 December 1934, W/C A.B. Shearer (Commanding Officer, No.4 Squadron, Vancouver) reported he had flown 135 hours 40 minutes as pilot in 1934 plus 58 hours ten minutes as passenger. “Has made good progress on instrument and navigation course. Very keen on flying”. Severely injured, 4 November 1935, crash of Vedette 803, one mile west of Point Gray; Aircraftman A.P. Whalen uninjured. Conducting Aldis Lamp practice with Vancouver 906 when he was struck in the face by a wild duck. On 31 December 1935, W/C A.B. Shearer reported that in 1935 he had flown 240 hours ten minutes as pilot, 25 hours 55 minutes as passenger in 1935. Described as “A good pilot and very keen. Has made satisfactory progress on Individual Training Scheme subjects. He is a hard worker.” On 31 December 1936, W/C A.A.L. Cuffe (Commanding Officer, No.4 Squadron, Vancouver) wrote he had flown 173 hours 30 minutes as pilot, 35 minutes on dual instruction, and two hours 55 minutes as passenger during 1936. He had applied for an Instrument Flying Course. Assessed as “A good reliable pilot. Keen on flying and anxious to improve his flying ability” On 8 September 1937 W/C A.A.L. Cuffe wrote that since 1 January 1937 he had flown 197 hours 55 minutes as pilot, four hours 50 minutes as passenger and was still “A good reliable pilot. Keen on flying and anxious to improve his flying ability”. Discharged with effect 8 September 1937 (purchased release). Chief Pilot with Canadian Airways, 1937-1939, in charge of flight operations, radio despatch, and pilot discipline in British Columbia. With Imperial Airways, June to September 1939. Completed course with Imperial Airways Navigation School (July 1939 to 1 October 1939) and then another with Trans-Canada Airlines where he was briefly a “Probationary Captain”. With Department of Transport, November 1939. Rejoined RCAF, 21 November 1939, Ottawa, and granted commission with simultaneous promotion to Flying Officer. Posted to No.10 (BR) Squadron, Halifax, 22 December 1939. On 22 March 1940 requested active service overseas, “whenever such an occasion shall arise”. On 5 April 1940 delivered Digby 755 from Winnipeg to Montreal. On arrival a slight vibration noted and cause attributed to damaged port airscrew, believed damaged by gravel when taking off from Winnipeg; taking off in cross-wind required a longer take-off run and he had to travel over gravelled portion of runway. Posted to Station Ottawa (Communications Flight), 6 August 1940. Promoted Flight Lieutenant, 1 November 1940. To No.3 Training Command, Montreal, 16 January 1941 (Special Duties Aircrew). Promoted Squadron Leader with effect from 1 April 1942. To No.5 (BR) Squadron, Dartmouth, 8 July 1941; to No.116 (BR) Squadron, Dartmouth, 9 July 1941. Posted to No.10 (BR) Squadron, Gander, 16 February 1942. To No.162 (BR) Squadron, Yarmouth, 18 May 1942. To No.113 (BR) Squadron, Yarmouth, 18 June 1942. Credited with several attacks on U-boats, summer of 1942 including Eastern Air Command's first sinking of a submarine, U-754, 31 July 1942. Described on 3 August 1942 as “An outstanding leader who radiates enthusiasm. Tireless worker whose only hobby is his work. He has carried out four submarine attacks within the year, of which two were successful.” AFC presented 3 December 1942 Killed in flying accident, 6 January 1943 (Canso 9737). Photos PL-947 (Flying Officer, 1940); PMR 77-177, PMR 77-197, PL-6880 and PL-12610 show him. Flight Lieutenant Small is an outstanding pilot who has been utilized as an advanced instructor and ferry pilot most of the time since the start of the war. He is extremely keen in all phases of his work. He was picked to captain the Catalina which did a reconnaissance flight around the Labrador Coast, Hudson Strait and Hudson's Bay this fall. During the spring and summer of 1941 he made five ferry flights from Bermuda to the United Kingdom, one of them in record time, and has completed 125 hours of flying on this type of work. He has flown a total of 1,224 hours. This officer's devotion to duty deserves recognition, and I strongly recommend him for the above award. Recommended for AFC, 23 December 1941 by W/C. S.S. Blanchard (Commanding Officer, No.116 Squadron). Noted he had made six “war flights” as of 31 October 1941 (56 hours 30 minutes) but that his total flying in the period 11 September 1939 to 31 October 1941 had been 1,224 hours of which 125 hours 55 minutes had been on Trans-Atlantic Ferrying. Blanchard wrote: Flight Lieutenant Small is an outstanding pilot who has been utilized as an advanced instructor and ferry pilot most of the time since the start of the war. He is extremely keen in all phases of his work. He was picked to Captain the Catalina which did a reconnaissance flight around the Labrador Coast, Hudson Strait and Hudson’s Bay this fall. During the spring and summer of 1941 he made five ferry flights from Bermuda to the United Kingdom, one of them in record time. This officer’s devotion to duty deserved recognition. On 23 December 1941, W/C B.D. Hobbs, Officer Commanding, Station Dartmouth, added his remarks: This officer has rendered valuable service both in Operations and Training and is worthy of recognition. The Air Officer Commanding, Eastern Air Commanded noted (24 December 1941): An outstanding pilot of No.116 (BR) Squadron in devotion to duty on Coastal Operations - strongly recommended. A staff officer at AFHQ noted that the recommendation had been signed by the Chief of Air Staff on 11 March 1942. The following remarks may have been that of the CAS or another officer: This officer’s record as instructor and ferry pilot since the outbreak of the war has been particularly good. He has performed difficult reconnaissance work and has made five ferry flights from Bermuda to the United Kingdom, one of which was made in record time. He has completed 1,200 hours of flying time, and I take pleasure in recommending him for the award of the Air Force Cross. NOTE: RCAF file 19-6-9, “Eastern Air Command - Reconnaissance and Survey Operations” (National Library and Archives RG.24 Volume 5218) has a detailed report of the survey flight which attracted so much attention. Catalina Z2138 departed Dartmouth at 1315 hours GMT, 27 August 1941 in accordance with Eastern Air Command Operation Order 7/41 dated 19 August 1941. This began as follows: INFORMATION Since the outbreak of hostilities, air reconnaissance has not been carried out covering that portion of the Coast of Labrador extending from Hamilton Inlet to Cape Wostenholme, and the Esat Coast of Hudson and James Bay. Detailed information on certain Harbours including their suitability for use by surface vessels or aircraft is not available. It is desired to ensure that no harbours and inlets along this coast are being used by enemy ships or aircraft and that no enemy detachments have been established for meteorological purposes. INTENTION To carry out an air reconnaissance by one Catalina Aircraft off the Labrador Coast and the East Coast of Hudson and James Bay extending from the Straits of Belle Isle to Moosemee, Ontario. Although fuel caches existed at Hopedale, Hebron, Port Harrison, Nottingham Island, and Lake Habour, there were no resources for weather reports. The crew was, among other things, to attempt identification of at least three potential flying boat base sites (which entailed many factors including beaches, area for building, exposure to wind and sea, etc), and to report “all vessels of a suspicious nature”. It was to maintain contact with Eastern Air Command, but armament was limited to two machine guns and 500 rounds of ammunition. It would have an F.24 camera. The crew on this operation consisted of F/L N.E. Small (captain), F/L R.H. Hoodspith (second pilot), P/O R. Jones (navigator), 1063 Sergeant J.F. Langan (wireless operator), R54685 LAC J.G.E. Laflamme (First Aero Engine Mechanic), R7566 AC1 R.E. Brown (Second Aero Engine Mechanic) and R66106 LAC F.A. Lamourne (Airframe Mechanic). Gross weight at takeoff was 32,701 pounds. Due to engine trouble the aircraft was obliged to land at Northwest River at 2045 hours GMT. At 2000 hours GMT on 30 August the aircraft departed, flying at 2,500 feet to reconnoitre the coastline. It landed at Hopedale (2240 hours GMT) and refuelled. Ar 1320 hours GMT of 31 August 1941 the Catalina departed for Hebron, flying at 1,500 feet some five miles inland to view both the coat and head of inlets. Several vessels and settlements seen. They landed at Hebron at 1520 hours GMT, refuelled and departed again at 1730 hours GMT. Ideal weather prevailed and the Catalina flew at 7,000 feet to observe inlets. After rounding Cape Chidley, height was reduced to 2,000 feet. At 2000 hours the alighted to check a site at 65-23 West, 59-47 North. On completion of the survey, they took off for Fort Chimo, arriving 2227 hours GMT. They had to anchor in mid-stream, no moorings being available. Weather was poor when they departed Fort Chimo at 1400 hours GMT on 1 September but visibility improved as the flight progressed. The aircraft landed at 1500 hours GMT at Twin Mountain Bay (Leaf Lake). Takeoff was at 1645 hours GMT along the coast to Cape Hopes Advance, then along the southern coast of Hudson Strait. They had intended to alight at Wakeham Bay, but the weater was too rough and they went on to Sugluk Inlet, arriving at 2030 hours. A HBC post was reported to be there but in fact there was only a small shack, not easily recognized. Aircraft proceeded to Wolstenholme where weather was so bad that it was not deemed advisable to continue to Nottingham Island. Course was set along the east coast of Hudson Bay, but owing to fog they found no anchorage until 2240 hours, landing on a small lake at 77-05 West, 60-50 North. At 1025 GMT, 2 September, they departed for Port Harrison, arriving 1325 GMT. The report for this reads: In order to refuel it was necessary to anchor exposed to heavy sea and wind, which was now near gale force. Refuelling was completed with considerable difficulty and a decision was made to find a more sheltered anchorage. At 1645 hours GMT aircraft proceeded to the south end of Harrison Island, where a small cove provided shelter from the high wind which blew till early morning. On 3 September they took off at 1045 hours GMT and flew south along the coast of Hudson Bay. Reaching Richmond Gulf they circled before continuing to Great Whale River (arriving 1315 hours GMT) to refuel. They continued on, with a circuit of the Belcher Islands, arriving Rupert House at 1830 hours. There was only a short stay; they next proceeded to Moosenee. Weather was so uncertain that, rather than alight, they proceeded on to Ottawa, but finally chose to land at Gravenhurst (0010 hours,. GMT, 4 September). They went on to Ottawa (arriving at 1530 hours GMT) and thence to Montreal. They departed Montreal at 1435 hours GMT on 5 September, flying directly to Dartmouth (arrival 1810 hours). Total flying time had been 48 hours 30 minutes. They reported seeing many fishing schooners but only one small steamer (the Nascopie). They recommended seaplane bases at 65-25 West 59-47 North (identified only as “Site No.1"), at Fort Chimo Leaf Lake, Sugluk Harbour, Great Whale River harbour, Richmond Gulf harbour and Port Harrison harbour. Curiously, they found Wakeham Bay unsuitable; the old RCAF hangars from 1927 were still visible but exposed to the sea.. Further excerpts from the report read: Communications Radio results were good, with the exception of portions of the Labrador coast extending as far north as Cape Chidley and Port Burwell. Here blank areas were experienced, during which time no signals were heard. Results obtained operating with the RCAF station at Hebron were quite good. Once the flight has rounded Cape Burwell conditions improved rapidly and various RCAF stations were heard with good signal strength. At Cape Hopes Advance a wireless station, with the buildings in good repair, neatly kept, was noticed. Inquiries made from the Department of Transport radio operator at Port Harrison determined that this station was no longer in operation. A Department of Transport radio D/F station, it was originally used for communications and D/F when the Hudson Strait route was used by ships from Port Churchill. It may be possible that this equipment or buildings would be of use to the RCAF if and when operations are carried out in this district. A more detailed report on communications is being submitted by the Squadron Signal Officer, Flight Lieutenant R.B. Hoodspith, who acted as co-pilot during flight. Summary With the exception of the area from the south entrance of the Straits of Belle Isle to Hamilton Inlet, the coastline was well covered. In addition to this, inquiries were made of all reliable parties and Eskimoes regarding any strange vessels or unusual activity. Nothing was determined to indicate enemy activity. Quite often lone Eskimo kayaks were seen miles from the nearest post. That these Eskimoes would immediately bring news to the nearest post of any strange aircraft or ships was demonstrated in many ways. At one or two places Eskimoes armed themselves on our approach and were quieted only after assurances from the Hudson Bay Company managers that we were friendly aircraft. That the various trading posts were alert was proven by the fact that our arrival was anticipated at several points, the post being forewarned through the Hudson’s Bay Company radio network or the Department of Transport Stations. The general terrain of the country is such that it would require considerable shipping and aerial activity to establish a base. The impression is that this is not possible without detection. SMALL, S/L Norville Everett, AFC (C1379) - Distinguished Flying Cross - No.113 Squadron (Canada) - Award effective 1 January 1943 as per London Gazette of that date and AFRO 55/43 dated 15 January 1943. This officer has displayed outstanding airmanship, courage and devotion to duty on operational flying in the face of the enemy over the sea off the coast of Nova Scotia. During the last few months he has carried out five attacks on enemy submarines carrying armament considerably superior to that of the aircraft. Three of these attacks were successful; two of the successful attacks were made within a recent period of six days on fully surfaced submarines with their decks manned. In the course of 335 hours operational flying during the last four months, this officer has on several occasions distinguished himself by his initiative and by the completion of difficult tasks under adverse weather conditions; in particular he has been of prime assistance in effecting more than one sea rescue of survivors of sunken or damaged vessels. The DFC was initially recommended 16 August 1942. Precisely who raised the submission is not shown on the document, but it may have been G/C N.S. MacGregor (Officer Commanding, Station Yarmouth) who, having made the submission, added further remarks. The first statement of 16 August 1942 was identical to the citation just noted. Group Captain MacGregor’s supplemental remarks (aslo dated 16 August 1942) read: By his excellent example of enthusiastic devotion to duty the standard of efficiency and general morale of this Station’s personnel, both air and ground, has been improved to a marked degree. A/V/M A.A.L. Cuffe added his comments (no date shown): By dogged determination and skilful flying he has repeatedly hunted out the enemy, regardless of adverse weather and has courageously pressed home successful attacks from low altitude in the face of enemy submarines with decks manned. The recommendation was forwarded to England (and particularly to Vincent Massey, Canada’s High Commissioner to London) on 29 August 1942. Mr. J.E. Read (who signed the covering letter) mentioned plans to consult with British authorities “especially at earlier stages, for the purpose of maintaining uniformity of standards”, suggested discussions with Sir Robert Knox and, having given the recommendation for Small’s DFC, concluded: I would be grateful, therefore, if you would mention this case , with a view to ascertaining whether award of the DFC would be in accordance with the standards followed by the RAF in similar matters. On 15 September 1942, Massey cabled Ottawa: Sir Robert Knox point out there is nothing in the particulars of service of S/L Small to show that in fact he was fired on at all or had to fly through enemy fire on any occasion. Nevertheless, taking all circumstances into consideration he thinks S/L Small may be regarded as a suitable candidate for the DFC. A summary of his attack (Hudson 615, No.113 Squadron, 1450Z) listed the crew as S/L N.E. Small (captain), P/O G.R. Francis (navigator), R97641 Sergeant R.A. Coulter (wireless air gunner) and R70744 Sergeant D.P. Rogers (wireless air gunner). Position given as 43 degrees 00" North, 64 degrees 39" West. Narrative as follows: Description of Attack: Submarine was sighted on the surface three miles away on a course of 267 degrees T by an aircraft flying at 3,000 feet. The aircraft dived to attack and released four 250-pb depth charges from a height of 50 feet, spaced at 60 feet, which dropped very close to the U-Boat’s hull just ahead of the conning tower. The U-boat sank and continued blowing its tanks from the time of the attack until55 minutes later when a heavy explosion occurred under water causing a much greater upheaval than a 450 D.C. After the attack, debris and oil came to the surface covering an area of 100 yards. As the aircraft was circling to observe damage the U-boat came to the surface immediately after the attack, exposing the conning tower apparently by force of explosion. An attack was made with machine guns when about 125 rounds were fired. About a minute later the conning tower was thought to be breaking surface again and the second machine gun was made, about 44 rounds being fired. It is thought that the U-boat was of the 740 ton German S.S. class. Note: The crew were caught in the conning tower on approach of attack and were seen to scramble for the hatch. Assessment: It would appear that this submarine was very seriously damaged if not destroyed. At 2030 GMT on July 31st, at position 43 degrees 03" North 64 degrees 03 West, HMS Veteran sighted large quantities of oil - swirls of oil coming up to the surface. It was therefore concluded that this submarine was probably on the bottom at 360 feet. In view of these reports it appears evident that this can be considered a “kill”. HMS Veteran dropped two 450 lb Depth Charges to contact the submarine. NOTE: The diary of No.5 (BR) Squadron for 5 January 1943 throws light on Small's final projects of extending Canso ranges. No flying. S/L N.E. Small held a general discussion in the morning with all aircraft captains. Subject for discussion was largely reduction of equipment weight to enable more gasoline to be carried. Final suggestions eliminated 1,269 pounds from the equipment load. This included changing from 450-lb depth charges to 250-lb Torpex depth charges, removal of bow and tunnel guns and 1,000 rounds of ammunition from each of the blister guns. Other minor equipment deductions were agreed to. Small took off at 0630 hours local time, 7 January 1943 on Canso 9737 in light snow showers and gusty southwesterly winds (15-20 mph). He intended to go out 600 to 700 miles. His machine was preceded by Canso 9739 piloted by F/L B.H. Moffit, who was airborne from 0615 hours to 1830 hours. It was then discovered that Small was missing. The search began on the 8th, and Small's wreckage was found only four miles away. Survivors were Flight Sergeant J.E.V. Banning and Sergeant W. Wilson.air gunner). Position given as 43̊00" North, 64̊ 39" West. Narrative as follows: Description of Attack: Submarine was sighted on the surface three miles away on a course of 267 ̊ T by an aircraft flying at 3,000 feet. The aircraft dived to attack and released four 250-pb depth charges from a height of 50 feet, spaced at 60 feet, which dropped very close to the U-Boat’s hull just ahead of the conning tower. The U-boat sank and continued blowing its tanks from the time of the attack until55 minutes later when a heavy explosion occurred under water causing a much greater upheaval than a 450 D.C. After the attack, debris and oil came to the surface covering an area of 100 yards. As the aircraft was circling to observe damage the U-boat came to the surface immediately after the attack, exposing the conning tower apparently by force of explosion. An attack was made with machine guns when about 125 rounds were fired. About a minute later the conning tower was thought to be breaking surface again and the second machine gun was made, about 44 rounds being fired. It is thought that the U-boat was of the 740 ton German S.S. class. Note: The crew were caught in the conning tower on approach of attack and were seen to scramble for the hatch. Assessment: It would appear that this submarine was very seriously damaged if not destroyed. At 2030 GMT on July 31st, at position 43̊03" North 64̊ 03 West, HMS Veteran sighted large quantities of oil - swirls of oil coming up to the surface. It was therefore concluded that this submarine was probably on the bottom at 360 feet. In view of these reports it appears evident that this can be considered a “kill”. HMS Veteran dropped two 450 lb Depth Charges to contact the submarine.NOTE: The diary of No.5 (BR) Squadron for 5 January 1943 throws light on Small's final projects of extending Canso ranges. No flying. S/L N.E. Small held a general discussion in the morning with all aircraft captains. Subject for discussion was largely reduction of equipment weight to enable more gasoline to be carried. Final suggestions eliminated 1,269 pounds from the equipment load. This included changing from 450-lb depth charges to 250-lb Torpex depth charges, removal of bow and tunnel guns and 1,000 rounds of ammunition from each of the blister guns. Other minor equipment deductions were agreed to.Small took off at 0630 hours local time, 7 January 1943 on Canso 9737 in light snow showers and gusty southwesterly winds (15-20 mph). He intended to go out 600 to 700 miles. His machine was preceded by Canso 9739 piloted by F/L B.H. Moffit, who was airborne from 0615 hours to 1830 hours. It was then discovered that Small was missing. The search began on the 8th, and Small's wreckage was found only four miles away. Flight Sergeant J.E.V. Banning and Sergeant W. Wilson had survived.