HORNELL, F/L David Ernest (J7594) - Victoria Cross - No.162 (BR) Squadron - Award effective 28 July 1944 as per London Gazette of that date and AFRO 1729/44 dated 11 August 1944. Born in Mimico, Ontario, 26 January 1910; home in Toronto. Educated at Mimico, 1917-1927 and took assorted courts (art, penmanship, commercial) by extention up to 1939. Also taking night classes at High School of Commerce. A Sunday School teacher (United) and employed as clerk at Goodyear Rubber, Toronto, 1927-1940. Active YMCA; team swimming, track and field. His mother had died giving birth to a sister; Hornell\'s father moved in with his own sister, Elizabeth J. Hornell, for some years until remarrying. Father died about 1936. Significantly, in his various RCAF wills, David Hornell always made generous provision for his aunt,, even after he had married. On 22 November 1940 he was interviewed by F/O R. Key who wrote, \"Clean cut chap, intelligent, keen and alert, good appearance, will develop under training into good aircrew material.\" Formally enlisted in Toronto, 8 January 1941. At No.1 Manning Depot, Toronto, 8-22 January 1941. At No.1A Manning Depot, Picton, 22 January to 4 February 1941. At No.1 WS, Montreal, 5 February-22 April 1941. Trained at No.3 ITS, Victoriaville (22 April 1941 to 28 May 1941). He graduated 15th in a class of 147; scored 96 percent in mathematics, 80 percent in Armament, 91 percent in Signals, 34/40 in Hygiene, 78/100 Drill, 48/60 in law-discipline. \"Serious minded type. Given clear concise answers and is most anxious to be pilot. Mature reasoning and appearance.\" Further trained at No.12 EFTS, Goderich, (28 May 1941 to 15 July 1941), flew 25 hours 50 minutes dual, 25 hours 15 minutes solo; 6 hours five minutes on instruments, ten hours in Link. Attended No.5 SFTS , Brantford (16 July 1941 to 25 September 1941, being commissioned on 25 September 1941) Assesses as \"A more mature student than average. Took time in learning sequences, but once learned retained the knowledge.\". He flew 27 hour 55 minutes dual (day), 47 hours 55 minutes solo (day), three hours 20 minutes dual (night), six hours 50 minutes solo (night); 20 hours on instruments, 20 hours in Link. Passed 10th in a class of 43. Attended No.31 GRS (13 October 1941 to 13 December 1941) where he was described as \"Above average; handicapped by airsickness when navigating; nevertheless by hard work and concentration produced consistent results.\" Graded 9th in a class of 24. Posted to Station Coal Harbour, 22 December 1941. On strength of that station until 22 September 1943, being attached at various times to No.120 Squadron and No.121 Squadron. First sortie was with No.120 Squadron, 26 December 1941 (listed on application for 1939-43 Star submitted by W/C Chapman, 24 July 1944). Promoted Acting Flying Officer, 1 April 1942; confirmed in that rank, 25 September 1942. Promoted Acting Flight Lieutenant, 15 April 1943. Confirmed in that rank, 28 February 1944 with seniority from 15 April 1943. At 1450 hours on 10 May 1943, as a Flight Lieutenant with No.13 Aircraft Inspection Detachment, he crashed Canso 9795 and was slightly injured. While carrying out a water landing, the aircraft swung violently to port after touching down, crushing the hull of the aircraft, which sank. The primary cause was deemed to be “Pilot Error”, the AIB inspector concluding, “An analysis of the pilot’s flying time indicates that he was not qualified as First Pilot on this aircraft and therefore was not competent to fly the aircraft with a crew without the supervision of a competent First Pilot, as laid down in CAP 100 Section 8. According to the evidence the pilot’s log book was not endorsed as required by para 10 of CAP 100, Section 8.” At the time, his had flown 30 hours on instruments, 43 hours at night. His total flying time was 66 hours dual (three on Cansos) and 603 hours solo (four hours on Cansos). Other in the aircraft had included S/L W.L. Tomlinson, F.O R.T. Owen, P/O G.L. Penny (RDF) and LAC T.E. Hoosan (Flight Engineer). The investigators recommended “That pilots be completely familiar with landing characteristics of Canso aircraft before being qualified as First Pilot.” Assessments while in Western Air Command are interesting: 12 August 1942: \"This officer is a serious type who can be relied upon to perform all his duties cheerfully and ably\" (S/L P.B. Cox, Coal Harbour, to which S/L F.S. Carpenter adds, \"A promising type\". 26 April 1943, S/L R.I. Thomas, OC Coal Harbour, \"Flying Officer Hornell’s’s\'s work has been consistently thorough. A very mature and well balanced type of officer.\" 1 November 1943: \"A very capable officer. He should do well in the service\" (S/L R.V. Denton, Coal Harbour). As of 31 March 1942 he was described as being 67 inches tall and weighing 147 pounds. Married 26 January 1943 in Toronto, to Genevieve Madge Noecker. Posted to Eastern Air Command, Halifax, 23 September 1943; to No.162 (BR) Squadron, Dartmouth, 9 October 1943. On embarkation leave, 17-31 December 1943; to Iceland on 2 January 1944. Assessments with No.162 (BR) Squadron are also interesting. 16 December 1943. Noting that he had been eight months in Acting Rank of F/L, S/L C.G.W. Chapman writes, \"This officer is keen, capable and conscientious, does an excellent job of work at all times. Recommended for appointment to rank of Temporary Flight Lieutenant.\" 17 March 1944, \"This officer is keen, conscientious reliable and hard working. Does excellent work on any job he is given.\" (S/L M. Poag.) At the time of his VC action he had flown 34 hours on instruments and 71 hours at night. His total flying time was 1,142 hours solo (458 on Cansos) and 58 hours dual (this contradicts the earlier figures) of which 20 hours dual had been on Canso aircraft. DHist file 181.009 D.3060 (RG.24 Vol.20635) has recommendation dated 1 July 1944 by Air Vice-Marshal S.P. Simpson, AOC No.18 Group, which differs in details from the citation below. Shown in photos PL-30823, PL-25392, and PL-30826. U-1225 sunk by P/162, 24 June 1944, 63o00\'N, 00o50\'W. Flight Lieutenant Hornell’s was captain and first pilot of a twin-engined amphibian aircraft engaged on an anti-submarine patrol in northern waters. The patrol had lasted for some hours when a fully-surfaced U-boat was sighted, travelling at high speed on the port beam. Flight Lieutenant Hornell’s at once turned to attack. The U-boat altered course. The aircraft had been seen and there could be no surprise. The U-boat opened up with anti-aircraft fire which became increasingly fierce and accurate. At a range of 1,200 yards, the front guns of the aircraft replied; then its starboard gun jammed, leaving only one gun effective. Hits were obtained on and around the conning tower of the U-boat, but the aircraft was itself hit, two large holes appearing in the starboard wing. Ignoring the enemy\'s fire, Flight Lieutenant Hornell’s carefully manoeuvred for the attack. Oil was pouring from his starboard engine which was, by this time, on fire, as was the starboard wing, and the petrol tanks were endangered. Meanwhile, the aircraft was hit again and again by the U-boat\'s guns. Holed in many places, it was vibrating violently and very difficult to control. Nevertheless, the captain decided to press home his attack, knowing that with every moment the chances of escape for him and his gallant crew would grow more slender. He brought his aircraft down very low and released his depth charges in a perfect straddle. The bows of the U-boat were lifted out of the water; it sank and the crew were seen in the sea. Flight Lieutenant Hornell’s contrived, by superhuman efforts at the controls, to gain a little height. The fire in the starboard wing had grown more intense and the vibration had increased. Then the burning engine fell off. The plight of the aircraft and crew was now desperate. With the utmost coolness, the captain took his aircraft into wind and, despite the manifold dangers, brought it safely down on the heavy swell. Badly damaged and blazing furiously, the aircraft settled rapidly. After the ordeal by fire came ordeal by water. There was only one serviceable dinghy and this could not hold all the crew. So they took turns in the water, holding onto the sides. Once, the dinghy capsized in the rough seas and was righted only with great difficulty. Two of the crew succumbed from exposure. An airborne lifeboat was dropped to them but fell some 500 yards down wind. The men struggled vainly to reach it and Flight Lieutenant Hornell’s, who throughout had encouraged them by his cheerfulness and inspiring leadership, proposed to swim to it, though he was nearly exhausted. He was with difficulty restrained. The survivors were finally rescued after they had been in the water for twenty-one hours. By this time Flight Lieutenant Hornell’s was blinded and completely exhausted. He died shortly after being picked up. Flight Lieutenant Hornell’s had completed sixty operational missions, involving 600 hours flying. He well knew the danger and difficulties attending attacks on submarines. By pressing home a skilful and successful attack against fierce opposition, with his aircraft in a precarious condition, and by fortitude and encouraging his comrades in the subsequent ordeal, this officer displayed valour and devotion to duty of the highest order. NOTE: On 21 July 1944: AFHQ (G.M. Brown, DPR) cabled RCAF Headquarters Overseas: PLEASE TREAT WITH ABSOLUTE PRIORITY THE FOLLOWING. REPORTED HERE THAT J7594 TEMPORARY FLIGHT LIEUTENANT DAVID ERNEST HORNELL’S TORONTO KILLED IN ACTION 24 JUNE 1944 ICELAND HAS BEEN AWARDED VICTORIA CROSS POSTHUMOUSLY. INVESTIGATE AT ONCE AND REPORT IMMEDIATELY SECRET SIGNAL. ALSO FORWARD AT ONCE BY SIGNAL OR CABLE MATERIAL ON ICELAND SQUADRONS APPROVED BY RAF AND WHICH YOU PLANNED FORWARD BOMBER MAIL. PERSISTENT REQUESTS FROM NEWSPAPERS AWARE OF ICELAND DEVELOPMENTS FROM INTERVIEWING CREWS NOW IN CANADA ON LEAVE CAN NO LONGER BE IGNORED AND MAKE IT IMPERATIVE WE RELEASE IMMEDIATELY WITH PHOTOS WE HAVE HERE. On 25 July 1944, Brown in a memo to AMAS (A/V/M Curtis) forwarded press material \"for publication on receipt from Overseas of confirmation of the award of the V.C. to F/L D.E. Hornell’s\" and further: While yesterday Overseas Headquarters advised that 10.00 a.m. Friday would be the probable release time, the material will not be distributed to newspapers until it is determined whether or not His Majesty approved the award before leaving for Italy. A signal asking final confirmation has already been despatched. And this was indeed telegraphed to widow on 26 July 1944. All material released to press at 10.00 a.m. Friday, 28 July 1944. Note: The original recommendation, over signature of the Air Officer Commanding, No.18 Group (dated 1 July 1944) read as follows: On the afternoon of the 24th June Canso P/162 was on Anti-submarine patrol in Northern Waters. At 1900 hours, after the aircraft had already been on patrol for 10 ½ hours, a fully-surfaced U-boat, travelling at high speed, was sighted some five miles on the port beam. Flight Lieutenant D.E. Hornell’s, the Captain and first pilot of the aircraft, at once turned to attack. As he turned, the U-Boat altered course, showing that it had seen the aircraft and that no element of surprise could be relied on. While the aircraft was still 3-4 miles off, the U-Boat opened up with anti-aircraft fire which became increasingly fierce and accurate as the range closed. The aircraft, unable to reply at such a range, was forced to take evasive action, but at 1,200 yards opened fire with the front guns. The starboard gun then jammed, leaving the aircraft with a single effective gun. Although hits were scored in and around the conning tower, the U-boat continued firing, and it was clear that it intended to stay on the surface and fight fiercely. At 800 yards the aircraft was hit and two large holes appeared suddenly in the starboard wing. Although exposed to the full and accurate fire of the U-Boat’s obviously determined gunners, Flight Lieutenant Hornell’s manoeuvred his aircraft into a good tactical position for attack. By now, oil was pouring from his starboard engine which was, on fire, together with the starboard wing. Meanwhile the aircraft was being hit repeatedly by the U-Boat’s guns. Flight Lieutenant Hornell’s was faced with a situation of great peril. One engine was wrecked and in flames; his aircraft had been holed in many places, was vibrating violently and almost impossible to control; the fire in the starboard wing might at any moment spread to the petrol tanks; his single effective gun could not hope to silence the fire of the U-Boat; he could not send any S.O.S. signals as the wireless had been damaged. But his cool determination never wavered. With a magnificent scorn for danger, he brought his blazing aircraft down to 50 feet to release his dept charges in a perfect straddle which lifted the bows of the U-Boat completely out of the water. The U-Boat sank shortly afterwards. Thirty members of the U-Boat crew were afterwards seen, dead or struggling in the water, by a Catalina which was patrolling the area. Inspired by their Captain’s example, the rest of the crew meanwhile carried on with their allotted duties. One Wireless Operator was stunned momentarily by the explosion of a cannon shell, and he was hurled from his seat, but another scambled instantly into his place. The Navigator found that his automatic cameras were not working but he calmly proceeded to take photographs of the attack with a hand camera. The front gunner continued to fire from his single gun. When the attack was completed, Flight Lieutenant Hornell’s managed by almost superhuman efforts at the controls to lift the aircraft to 250 feet. The fire in the starboard wing had grown fiercer and the vibration of the aircraft wilder. Finally the starboard engine fell flaming from the wing into the sea. Flight Lieutenant Hornell’s was now faced with the dangerous task if ditching his mauled and nearly uncontrollable aircraft, but he never lost his head for a moment. With the same coolness he had shown in the attack, he brought the aircraft, on one engine and with the wing still on fire, into wind and made a landing, after two bounces on the heavy swell, the first to 150 feet, and the second to 50 feet. The landing was so successful that not one of the crew was injured. The aircraft, badly holed and furiously alight, settled rapidly, but oblivious to his personal danger, Flight Lieutenant Hornell’s organised the launching of the two dinghies and rescue apparatus. Although both dinghies were launched, one exploded shortly afterwards. The remaining dinghy was not large enough to accommodate the whole crew. They therefore took turns in the water, hanging on the side of the dinghy. At one time the dinghy capsized in the rough seas and it was righted only with great difficulty. The crew were encouraged by messages from a Catalina aircraft that had found them, stating that help was on the way. But, throughout the whole ordeal, the inspiring leadership and cheerfulness of Flight Lieutenant Hornell’s effectively kept up the spirits of his crew. In spite of all his efforts, two of them succumbed to the rigours of the exposure. An airborne lifeboat was dropped to them, but it fell some 500 yards down wind. The men in the dinghy struggled to reach it, but they were unable to do so. Flight Lieutenant Hornell’s, exhausted as he already was, instantly proposed that he should strip and swim for it, but he was dissuaded by the rest of the crew. The men were finally rescued by a High Speed Launch after they had been in the water for 21 hours. By this time Flight Lieutenant Hornell’s was blinded and at last weakened to complete exhaustion by the long exposure. He died, despite every effort to save his life, shortly after being taken on board the launch. To this gallant officer must belong the chief praise for what was a splendid exhibition of courage and fortitude by every member of his crew, flying an aircraft which was neither modern in performance, nor particularly well armed. Flight Lieutenant Hornell’s’s clear determination to attack even in the face of savage opposition with his aircraft seriously damaged and dangerously on fire, his cool skill in delivering a perfect attack in so perilous a situation, his calm judgement in safely landing his almost unmanageable aircraft in difficult and hazardous conditions, his unbreakable spirit in fortifying and encouraging the men under his command throughout the long hours of their ordeal, displayed an unsurpassed courage, a fine contempt for danger, and a devotion to duty that was an inspiration to all. Air Chief Marshal Sholto Douglas (Air Officer Commanding in Chief, Coastal Command), minuted this document on 3 July 1944: I can imagine no finer example of heroism than that displayed by Flight Lieutenant Hornell’s in going in to attack a U-Boat from 50 feet in the face of intense flak, with one engine on fire, and his aircraft almost out of control. It is confirmed that the U-Boat sank. I very strongly recommend the posthumous award of the Victoria Cross to this officer.

D. E. J7594. HORNELL, F/L David Ernest (17594) - Victoria Cross - No. 162 (BR) Squadron - Award effective 28 July 1944 as per London Gazette of that date and AFRO 1729/44 dated 11 August 1944. Born in Mimico, Ontario, 26 January 1910; home in Toronto. Trained at No.3 ITS (22 April 1941 to 28 May 1941), No.12 EFTS (28 May 1941 to 15 July 1941 ), No.5 SFTS (15 July 1941 to 25 September 1941) and No.31 GRS ( 13 October 1941 to 13 December 1941 ). Commissioned October 1941. DHist file 181.009 D.3060 (RG.24 Vol.20635) has recommendation dated 1 July 1944 by Air Vice-Marshal S.P. Simpson, AOC No.18 Group. U-1225 sunk by P/162, 24 June 1944, 63'00'N, 00'50'W. The citation reads - "Flight Lieutenant Hornell was captain and first pilot of a twin-engine amphibian aircraft engaged on an anti-submarine patrol in northern waters. The patrol had lasted for some hours when a fully-surfaced U-boat was sighted, traveling at high speed on the port beam. Flight Lieutenant Hornell at once turned to attack. The U-boat altered course. The aircraft had been seen and there could be no surprise. The U-boat opened up with anti-aircraft tire which became increasingly fierce and accurate. At a range of 1,200 yards, the front guns of the aircraft replied; then its starboard gun jammed, leaving only one gun effective. Hits were obtained on and around the conning tower of the U-boat, but the aircraft was itself hit, two large holes appearing in the starboard wing. Ignoring the enemy's fire, Flight Lieutenant Hornell carefully maneuvered for the attack. Oil was pouring from his starboard engine which was, by this time, on fire, as was the starboard wing, and the petrol tanks were endangered. Meanwhile, the aircraft was hit again and again by the U-boat's guns. Holed in many places, it was vibrating violently and very difficult to control. Nevertheless, the captain decided to press home his attack, knowing that with every moment the chances of escape for him and his gallant crew would grow more slender. He brought his aircraft down very low and released his depth charges in a perfect straddle. The bows of the U-boat were lifted out of the water; it sank and the crew were seen in the sea Flight Lieutenant Hornell contrived, by superhuman efforts at the controls, to gain a little height. The fire in the starboard wing had grown more intense and the vibration had increased. Then the burning engine fell off. The plight of the aircraft and crew was now desperate. With the utmost coolness, the captain took his aircraft into wind and, despite the manifold dangers, brought it safely down on the heavy swell. Badly damaged and blazing furiously, the aircraft settled rapidly. Detail provided by H. Halliday, Orleans, Ontario.