World War II Fallen: S-T

Arnold Schildknecht was born in Sarnia, on April 4, 1914, the son of Henry Anton and Grace Ellen (nee Smith) Schildknecht. Henry (born in London, England) and Grace (born in Lambton) were married in Sarnia on June 17, 1914. They resided at 219 Kathleen St. (in 1921), and later at R.R. #3, Sarnia. Henry supported his family working as a labourer. Arnold’s grandfather was Charles J.H. Smith, and his uncle, Hubert H. and aunt, Agnes M. all lived in Port Franks. Arnold’s brother was Henry Doring Schildknecht (born December 1917), who during the war, served aboard the SS Calgarian.

Tragedy struck the Schildknecht family when Arnold was 12 years old. In March 1926, the patriarch of the family, Henry, passed away in Sarnia at the age of 32. Grace Ellen remarried in April 1927, to Angus Malcom Martell, in Sarnia. Arnold’s half-brother was James Edward Martell (born June 1935).

Arnold Schildknecht attended Sarnia Collegiate from 1927-1930. At wartime, he joined the Canadian Merchant Navy, recording his occupation as a labourer and his residence as Port Franks, Ontario.

Canada’s Merchant Navy was the “fourth arm of service” of the Royal Canadian Navy, along with the RCN, RCNR, and RCNVR. The Merchant Navy comprised the fleet of transport ships that carried desperately needed equipment, fuel, foodstuffs, clothing, steel, lumber, tanks, trucks, guns, munitions, and personnel to Europe and around the world, including to and from ports in the Caribbean, the Mediterranean, the Indian Ocean, the Pacific, and the Arctic. Their role was vital in the Battle of the Atlantic, the longest continuous campaign of the war, and one in which Canada played a central role.

Even with the protection of armed escorts, the dozens of merchant ships faced a treacherous voyage when travelling in a zig-zag fashion across enormous tracts of ocean in convoys. The ships maneuvered in crowded ranks, without lights, wireless or navigational aids and using haphazard communication. The many risks included the constant threat of fierce attacks by German U-boats or air attack, the danger of collision, underwater mines, rough water and the hazardous weather, along with fog, gales and ice conditions in the North Atlantic.

Canadian mariners served in the Canadian merchant fleet and in all manner of vessels from other nations. By the end of the war, an estimated 12,000 Canadian and Newfoundland men and women served in the merchant navy. More than 1,600 Canadian and Newfoundland Merchant Navy men and women lost their lives in the war.

Arnold Schildknecht served aboard the Belgian cargo ship SS Indier as Able Seaman. The WWI B-class standard cargo ship was completed in Southwick, Britain, in August 1918. Originally named War Redcap, she was built for British Shipping Controller, one of many merchant ships built to supply the United Kingdom with materials, especially in the Great War. In 1919, she was transferred to a company based out of Antwerp, Belgium, and renamed the SS Indier. Made of steel and powered by steam, she was a transport carrier of 5409-tonnes. Indier continued her role as a merchant carrier in World War II.

In mid-March 1941, SS Indier left ports in Philadelphia and then New York, before departing from Halifax on March 20 bound for Glasgow, Scotland. With her cargo of 6300 tons of steel and general cargo, she was part of convoy SC-26, bound for Liverpool and Glasgow. North Atlantic convoy SC-26 was made up of 22 ships and left North America with a single escort, the 11,400-ton armed merchant cruiser HMS Worcestershire. The Worcestershire was originally a passenger ship completed in 1931 that was requisitioned by the Admiralty in 1939 and converted to an armed merchant cruiser.

As the convoy sailed across the Atlantic, a U-boat first sighted it on April 1, 1941. A patrol line of eight U-boats soon formed and, by April 2nd, they began to shadow and target the convoy for the next several days.

The first U-boat assault was made during the night of April 2/3, in the mid-Atlantic, south-southwest of Iceland. Just after midnight, a single U-boat fired on three different ships in the convoy, sinking one immediately.

Just after 4:00 a.m. several other U-boats joined in the attacks on the convoy. In the early morning hours of April 3, at 5:08 a.m., German U-boat U-73 hit the British steam cargo ship SS Westpool with one torpedo and one minute later, missed a presumed armed merchant carrier with another torpedo. The SS Westpool sank in less than one minute. Thirty-five of a crew of forty-five aboard the Westpool were lost.

At 5:12 a.m., U-73 fired a third torpedo, which struck the SS Indier under the bridge, causing the ship to sink within one minute. Forty crew members and two gunners on the Indier were lost. Four survivors were picked up later and landed at Liverpool. Arnold Schildknecht was one of the crew of the SS Indier lost at sea, one day before his 27th birthday.

Through the night of April 2/3, four U-boats attacked the convoy, sinking 6 ships, including the Indier. The next day, as ships in the convoy begin to scatter, escort ships from the U.K. arrived. However, during the following night of April 3/4, three more ships were sunk. The next day, one more ship was sunk. In total, nearly half of SC-26 had been lost: 10 ships were sunk and three ships were damaged, including one warship. Only one U-boat was destroyed. The convoy’s single escort, HMS Worcestershire, was hit by a torpedo from U-74 at 05:42 a.m. on April 3 but survived and continued to Liverpool.  

Merchant mariner and Able Seaman Arnold Schildknecht, 26, has no known grave. His name is inscribed on the Halifax Memorial, Nova Scotia, Canada, Panel 19.

Arnold’s name is also inscribed on the Thedford cenotaph in the Village of Thedford and is inscribed in the Merchant Navy Book of Remembrance located in the Peace Tower on Parliament Hill, Ottawa.

His name was not originally on the “new” Sarnia cenotaph, rededicated in 1955 with the names of Sarnia’s World War II fallen. In November 2019, his name, along with 25 others, was added to the Sarnia cenotaph, engraved in stone to be remembered always.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

James Roger Shanks was born in Sarnia, on February 9, 1918, the only son of John Harrison and Christina Taylor (nee Rogers) Shanks. John (born in Detroit, Michigan) and Christina (born in Glasgow, Scotland) were married in Chatham, Ontario, on September 28, 1915. They were blessed with two children: James, the eldest, and his sister, Betty Gene. The family moved to Sarnia and resided at 398 Davis St. (in 1936) and later at 125 Cameron Street. John supported his family by working in the contracting business. He was prominent in local sports activities, including serving as the president of the Midget-Juvenille Baseball League.

James was educated in Sarnia. He attended Durand Street Public School from September 1924 to June 1928, and then London Road Public School from September 1928 to June 1931. He then attended Sarnia Collegiate from September 1931 to June 1937. James was a well-rounded young man who was active in the community and in sports. He was a Boy Scout for one year; a member of the Cadet Corps for three years; and a member of St. Andrew’s Young Men’s Club. James was especially active football, baseball, basketball, and rugby and, also participated in hockey, tennis, and badminton. He played quarterback for the Sarnia Collegiate football team the year it won the WOSSAA championship.

James was also an outstanding quarterback and halfback for the Sarnia Imperial Football Club in the late 1930s, and an all-Canadian selectee in pre-war competition. He was also coach of the Sarnia Junior O.B.A. team that won a provincial baseball title, and he was the catcher for Sarnia’s senior M.O. baseball team. Active in so many local sports, James Shanks was described as A hard, clean player, he was the kind of chap athletes liked to compete with or against. Always gentlemanly and clean in sports endeavors, he nevertheless was an aggressive player with the true fighting heart of a great athlete.

From September 1937 to June 1938, James attended North Bay College, where he coached teams of Scollard Hall to a Northern Ontario football championship and to a Dominion interscholastic hockey title.

By October 1938, James was back in Sarnia, employed with Imperial Oil Limited in Sarnia. He worked there as a chemist’s assistant in the Research Department laboratory until he enlisted. In October 1940, the Minister at St. Andrew’s Presbyterian Church in Sarnia wrote a reference letter to the RCAF Recruiting Officer on behalf of James Shanks. Following is a portion of that letter: he is a young man of excellent moral character. He is of good habits, a conscientious and altogether trustworthy young man; a leader among the youth of this city interested in good clean sports. Since it is his desire to join the RCAF, it is a pleasure for me to bear this testimony to his genuine worth.

On November 26, 1940, James Shanks, age 22, enlisted with the Royal Canadian Air Force in London, Ontario. He stood six feet tall, had blue eyes and medium brown hair, was single, and recorded his address as 125 Cameron Street, where he resided with his parents and younger sister. He also recorded that he had resided for a time at 398 Davis Street (1936-39), Sarnia. James requested flying duties, expressing his preference to be a pilot or observer. After the war, his ambition was to enter the field of engineering.

From the Recruiting Centre in London and #1 Manning Depot in Toronto, and then #1 Technical Training School (TTS) in St. Thomas, James received his air training at #1 Initial Training School (ITS) at Eglington Hunt Club in Toronto; followed by #12 Elementary Flying Training School (EFTS) in Goderich; and at #1 Service Flying Training School (SFTS) at Camp Borden. He was awarded his wings as a Pilot at Camp Borden on August 20, 1941. His parents came from Sarnia to attend the ceremonies and witnessed the presentation of the coveted wings to their only son. While training at Camp Borden, James starred as a baseball player with the Camp Borden Fliers team that won the district honours from the Trenton Air Base Nine.

The Commanding Officer of #1 ITS recorded that James was an Energetic, dependable Airman with considerable enthusiasm for his work. Very calm under pressure and will apply himself to the best of his abilities. Has ability to size up situations and act accordingly. Good leader type who instills considerable confidence. Recommend for Commission.

The Chief Flying Instructor at #12 EFTS recorded the following about James: This man thinks quickly and flies well, should make a good service pilot. The Commanding Officer of #1 SFTS recorded that James was an excellent pupil who is keen and conscientious and has proven himself to be a good pilot. Recommended for Bomber.

In October 1941, James Shanks began an RCAF Flying Instructor’s course at Central Flying School (CFS) in Trenton, Ontario. Graduating in late November 1941, the Chief Instructor and the Commanding Officer at CFS Trenton both recorded that James is a steady capable student, high average ability as a pilot, should make a good instructor.

During his training, James Shanks had flown in Fleet Finch, Yale, Harvard, Fairey Battle, Bolingbroke, and Anson aircraft. Inlate November 1941, he was posted to Conversion Training School (CTS) at RCAF Station Rockcliffe near Ottawa, with the rank of Warrant Officer II-Pilot Officer. James became a Pilot-instructor at RCAF Station, Rockcliffe.

This air station was opened in 1918 and underwent several name changes before taking the name RCAF Station Rockcliffe in 1940 as part of the British Commonwealth Air Training Plan. As the nearest airport to the centre of the capital, many training schools sprang up during the war at Rockcliffe and many kinds of activities took place here, including different kinds of testing, training, and transport operations.

Approximately 10 months after arriving at Rockcliffe, James Shanks was killed during a training exercise. On September 13, 1942, James was one of four RCAF men who lost their lives when two training planes collided in mid-air, crashing to the ground approximately five miles west of Richmond, Ontario. The mid-air accident occurred between Oxford aircraft BG297 and Harvard trainer aircraft 3106.

James Shanks was in the slower Oxford aircraft that collided with the speedy Harvard trainer aircraft. The Oxford (nicknamed the ‘Ox-box’) was a twin-engine aircraft manufactured in England by Airspeed Limited that saw widespread use for training aircrews for RAF Bomber Command in navigation, radio-operating, bombing, and gunnery roles. The North American Harvard was a single engine aircraft, known as “the pilot maker” because of its important role in preparing pilots for combat.

James died as a result of his injuries that included a fractured skull, crushing injuries to his chest, and a fractured left femur. Perishing with Pilot Office-Pilot James Shanks in the Oxford aircraft were Sgt. Stanley Victor Patterson, and LAC. Franklin Leroy Rash. Pilot Officer C.E. Cuisson of Quebec managed to parachute to safety. Killed in the Harvard aircraft was LAC Walter Kenneth Dean.

John and Christina Shanks in Sarnia received the news of the death of their only son the next day. In the investigation that followed, officials asserted that had Pilot Officer James Shanks not elected to “stick with the ship”, in the hope of landing her and thereby saving the life of a student flier, James might have saved his own life by parachuting.

            The following is an Ottawa newspaper report on the mid-air collision:

TRAINING CRAFT COLLIDE IN AIR 4 FLYERS DEAD

5^th Parachutes Safely to Earth With Wrenched Shoulder – Accident Occurred West of Ottawa

            Ottawa, Sept. 15—Four members of the Royal Canadian Air Force were killed and one escaped with minor injuries Sunday when two training planes collided in the air near Richmond, about 20 miles west of here, RCAF headquarters announced. Next of kin of all the casualties have been notified. Two were Americans.

Following notification of the next-of-kin, the names of three of the crash victims were announced. They were Sgt. Stanley Victor Patterson, 35, of Eastview, a suburb of Ottawa; W.O. 2 J.R. Shanks, whose mother, Mrs. Christine Shanks, lives at 125 Cameron street, Sarnia, Ont.; and L.A.C. W.R. Dean, a student pilot, whose father, Walter Kenneth Dean, lives in Birmingham, Ala.

Sole survivor of the crash was P.O. C.E. Cussion of Chelsea, Que., who with another flyer “bailed out” of the Harvard training plane in which the two were flying. P.O. Cussion was shaken up by the fall, suffered a wrenched shoulder, and was taken to hospital for a check-up for possible other injuries.

His companion was seen to leap from the plane, but his parachute harness was empty when observers reached the spot. Searchers subsequently discovered the body.

The three occupants of the Oxford bomber, the other machine involved, crashed with the plane.

Residents of the district who saw the crash said the two planes were flying high when the Harvard seemed to dive at the twin-engined bomber, slicing off a section of its tail. The two planes then swirled and plumetted to the ground, landing about a half mile apart. De-tached portions of the fuselage were scattered over a radius of two miles.

Squadron leader Doug Macklin arrived in Sarnia to assist the family in making the funeral arrangements. He stated that James was to have been recommended for a commission. He was exceptionally popular and a splendid instructor. It was the first accident of the kind my men have had.

James Shanks was accorded full military honours at his funeral that was held at a packed St. Andrew’s Presbyterian Church in Sarnia, along with a graveside service attended by an estimated crowd of 1,000 people. Among those in attendance were several members of the Imperial football teams of other years. The ceremony included a 26-piece band, a firing party of 14, an escort and attending party of 50.

At the church service, Reverend Dr. Macgillivray expressed his sympathy to the parents and relatives and said that the death of Warrant Officer Shanks would strengthen our resolve to see this thing through to victory. He added that Jimmy Shanks was one of the finest lads I ever knew. He lived a clean life and played hard, yet fair and never violated the rules of sportsmanship. He was straightforward, modest and highly esteemed by all who knew him. Although young in years, had attained a fine Christian manhood.

The air force blue casket draped with the Union Jack was carried to the gravesite escorted by six R.C.A.F. warrant officers who marched beside it. Three volleys were fired at the graveside, and the band playing snatches of a hymn between each volley. After bayonets had been fixed, the “Last Post” was sounded.

In late October 1942, John and Christina Shanks received from the R.C.A.F. the wings that had been taken from the uniform of their deceased son.

James Shanks, 24, is buried in Lakeview Cemetery, in Sarnia, Ontario, Section E. Lot 131. On his headstone are inscribed the words REST IN PEACE. His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Edward Thomas Shea was born in Toronto on November 28, 1898, the only son of Thomas Patrick (O’Shea,

born in Kilarney, Ireland) and Mary (nee Hynes, born in Ireland) Shea, of 54 Palmerston Avenue, Toronto, Ontario. Thomas and Mary had four children together: Edward, the youngest; and three daughters; Mary Bertha, Margaret, and Annie. Edward was baptized on December 24, 1898, in St. Mary’s Church, Toronto. At the time of Edward’s death, his sister Mary resided in Toronto; Annie, in Midland; and Margaret resided at 314 Bright Street in Sarnia, married to Ernest Latour.

Tragically, when Edward Shea was only three years old, he lost his father, Thomas, who passed away around 1901. Edward attended Toronto Separate Schools from age six to twelve and completed grade five. In 1910, when he was 12 years old, he left school to support his widowed mother. From 1910 to 1916, Edward worked as an apprentice at Sheppard & Sons harness mountings business.

On April 1, 1916, Edward Shea, age 17, enlisted with the Canadian Expeditionary Force (CEF) in Toronto. In World War I, the minimum age to join the military at that time was 18, although 17-year-old applicants were accepted with parental consent, with the promise that their sons would not see front line action (the military later changed the minimum age to 19). On his Attestation Paper, Edward recorded his birth year as 1896 (not 1898), so the recruiter believed that he was 19 years old.

Underage, Edward stood only five feet and three-quarters-of-an-inch tall, had brown eyes and brown hair, was single, and lived with his mother on Palmerston Avenue in Toronto at the time. He recorded his occupation as brass finisher. Also recorded on his enlistment paper was that Edward was his widowed mother’s “only son” and her “sole support”. He had been giving her $40 per month. Later, after he had arrived overseas, Edward assigned $20 per month of his pay to his mother (as a private, he earned just over $30 per month).

He was initially a member of the 216 Battalion. In early January 1917, still in Canada, Edward spent eight days at the Base Hospital in Toronto recovering from influenza.

On April 18, 1917, Private Edward Shea embarked overseas from Halifax bound for the United Kingdom aboard the SS Scandinavian. Arriving in England 11 days later, he was transferred to the 3rd Canadian Reserve Battalion at West Sandling.

More than 15 months later, on August 9, 1918, he was transferred to the 2nd Regiment,Canadian Mounted Rifles at Camp Witley, and the next day he arrived in France with that unit. Within a week, he was on the front lines embroiled in the Hundred Days Campaign.

The Hundred Days Campaign (August 8 – November 11, 1918, in France and Belgium) was the “beginning of the end” of the Great War. Canadians were called on again and again over the three-month period to lead the offensives against the toughest German defences. The series of victories repeatedly drove the Germans back, culminating in Germany’s unconditional surrender on November 11.

As part of the Canadian Mounted Rifles, Private Edward Shea was involved in the intense and brutal fighting of the Hundred Days offensives—including the Battle of Amiens; the Battle of Arras and Breaking the DQ Line; the Battle of Canal-du-Nord and Cambrai; and the Pursuit to Mons. The greatest victories of the Canadian Corps took place in this critical period, but it came at a high price: approximately 46,000 Canadians were killed, wounded, or missing.

Edward celebrated with his comrades and the rest of the Allies when the war ended on November 11, 1918. Three months later, in mid-February 1919, he departed France and returned to England. One month after that, he embarked from Liverpool aboard RMS Baltic and returned to Canada. He was discharged on demobilization on March 24, 1919. Now 20 years old, he returned to live with his mother, then at 84 Dundas Street, Toronto.

Following the Great War, from 1920 to 1931, Edward worked as a labourer at various jobs in Toronto, including the pressing of clothing, and working on road construction. From 1931 to 1937, he was self-employed, running his own tobacco and confectionary shop in Toronto. From 1937 to 1940, he worked at various jobs, including farming. It was sometime between 1937-1940 that Edward Shea lived with his sister Margaret Latour at 314 Bright Street in Sarnia. Edward was a member of Our Lady of Mercy Catholic Parish.

On June 25, 1940, Edward Shea, age 41, enlisted in the Canadian Army in London, Ontario. He stood five feet three inches tall, had brown eyes and dark brown hair, was single, and lived at 314 Bright Street at the time. He recorded his occupation as labourer. He planned to re-open his own cigar store in Toronto after the war.

From #1 District Depot in London, he was posted to the Royal Canadian Army Medical Corps (RCAMC) in Ottawa in July 1940 with the rank of private.

Less than four months after enlisting, on October 15, 1940, Edward married Anne Carmel Watters, of Russell Avenue, Ottawa, the daughter of Patrick Henry Watters and Johanna (nee Murdoch) Watters. The wedding took place at St. Joseph’s Church in Ottawa, Ontario. They couple lived at 260 Laurier Avenue and later 205 Charlotte Street, Ottawa. Edward and Anne had one child together, daughter Joan Maureen Shea, born in Ottawa on September 5, 1941 (while Edward was overseas in the U.K.).

On December 21, 1940, two months after getting married, Edward embarked overseas from Halifax bound for the United Kingdom. He arrived in Liverpool on December 31, 1940. Initially with the RCAMC at

Borden, on January 21, 1941, he became attached to the No. 4 Canadian Field Ambulance (4CFA) with the rank of private. During his service in the Second World War, Edward did not carry out medical work, but instead carried out general labour duties, that included serving as a steward in a Sergeant’s mess and serving as a driver and a batman (personal servant to a commissioned officer).

On June 13, 1943, Private Edward Shea of the 4CFA, embarked from Glasgow, Scotland, for the Italian Theatre. The Italian Campaign, the first sustained Canadian Army operation of the War, began with the invasion of Sicily on July 10, 1943. The fierce fighting on the mountainous island lasted more than four weeks, during which the Canadians advanced through difficult mountainous terrain against an ever-stiffening German resistance. By August 17, the Germans had evacuated the island to the Italian mainland.

In early September, Canadian and Allied forces invaded Italy. Though Italy surrendered shortly after, the occupying Germans made it clear their fight was not over. Liberating Italy would be a painstaking northward crawl, lasting 20 months, over a range of landscapes, through challenging weather, and against a series of well-protected defences held by some of the German army’s best troops.

Edward Shea disembarked in Sicily on July 10, 1943, the day the Allies invaded the island. And just over seven weeks later, on September 3, 1943, he disembarked at Reggio, Italy, on the day the Allies landed on mainland Italy. Edward served in Sicily and Italy for 13 months, with the No. 4 Canadian Field Ambulance.

In June 1944, still in Italy, Edward was attached to the X-9 List—a Base Reinforcement Unit, where he was not available as a reinforcement. On July 31, 1944, due to health issues, he was evacuated from Italy, disembarking in the U.K. on August 13, 1944.

Once back in the U.K., Edward was attached to the Canadian General Reinforcement Unit (CGRU). In mid-February 1945, he was returned to Canada, attached to No. 3 District Depot in Ottawa. In early May 1945, he was attached to #32 Company, Veterans Guard of Canada.

On May 8, VE Day was celebrated after Germany’s unconditional surrender. In June 1945, Edward was awarded two Good Conduct Badges, and in July 1945, was awarded the 1939-45 Star, the Defence Medal, and the Italy Star. In March 1946, Private Shea continued his military service at the National Defence Headquarters in Ottawa, attached to the Royal Canadian Army Pay Corps (RCAPC).

On August 31, 1947, two years after V-J Day (Aug. 15, 1945), Edward Shea lost his life. He died at approximately 20:45 hours at his home on Charlotte Street in Ottawa at the age of 48. The cause of death was listed as coronary thrombosis, and officials determined that “his death was related to his military service”.

Edward Shea’s remains were buried on September 3, 1947, at Notre Dame Cemetery in Ottawa, with a full military funeral. He left behind Anne, his wife of less than seven years, and their daughter Joan, who was one week shy of six years old.

In early September 1947, Anne Shea received the following letter from a Brigadier, Acting Adjutant-General in Ottawa:

 Dear Mrs. Shea:

            It is with deep regret that I learned of the death of your husband, A17019 Private Edward Thomas Shea, who died in Canada on the 31st day of August, 1947, after having served his country Overseas. The Minister of National Defence has asked me to express to you and your family his sincere sympathy in your bereavement.

In mid-November 1947, Anne received the following letter from the Director, War Service Records in Ottawa:

Dear Mrs. Shea:

            The Honourable, the Minister of Veterans Affairs, wishes to extend his sincere sympathy on learning of the death of your husband which has recently been reported to this Department.

            As the death of your husband was related to his service in the Canadian Army (Active), you will shortly receive a Silver Memorial Cross given by the Canadian Government as a slight token of appreciation of the sacrifice you have made.

Also in November 1947, Anne Shea received a War Service Gratuity of $1289.55 for the loss of her husband, a veteran of two world wars.

Edward Shea, 48, is buried in Ottawa (Notre Dame) Roman Catholic Cemetery, Ottawa, Soldiers plot 4, Grave 9.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Alexander Gordon Smith was born in Vancouver, British Columbia, on September 20, 1914, the son of Alexander Smith Sr. and Jeanie (nee Giffen) Smith. Scottish-born parents Alexander Smith Sr. (born Aberdeen) and Jeanie Giffen (born Strathaven) were married on November 10, 1909, in Vancouver, British Columbia. Alexander Sr. and Jeanie had four children together: daughters Margaret Craig (eldest daughter) and Jane Rose Gordon Smith; and sons Alexander Jr. and James Giffen (youngest son). James also served during the war, as a Leading Aircraftman with the R.C.A.F. The Smith family moved to Ontario when Alexander Jr. was nine years old and lived at 277 Kathleen Avenue, Sarnia. Alexander Sr. supported his family by working as a draughtsman with the oil industry in Sarnia.

Alexander Jr. was educated in Vancouver and Rossland, B.C., and Sarnia public elementary schools from 1920 to 1928. He then attended Sarnia Collegiate School from 1928 until 1933. He was very active in swimming and rugby, and participated in boxing, wrestling, and soccer. He was a member of the Sarnia Collegiate orchestra in which he played violin, and he was a member of the Cadet First Aid Team in 1931. His hobbies included photography and horticulture.

After graduating high school, Alexander attended Ontario Agricultural College in Guelph in 1933, where he graduated in 1937 and specialized in Agricultural Science (earning an Agricultural Engineering degree). During the summers of 1934, ‘35 and ‘36, he was employed at Imperial Oil Refinery in Sarnia in the greenhouse. From April to December 1938, he found work as a tractor mechanic with Massey Harris in Toronto. From December 1938 to May 1939, he was employed at the Agricultural Engineering Department, O.A.C., in Guelph as a physics demonstrator. From May 1939 until he enlisted, he worked as a field supervisor for Greenmelk Company in Wallaceburg.

On May 10, 1940, Alexander Smith Jr., age 25, enlisted in the Royal Canadian Air Force in London, Ontario. He stood six feet tall, had blue eyes and light brown hair, and was single at the time. He recorded his occupation as engineer, his present address as c/o Greenmelk Co. Wallaceburg, and his permanent address as 277 Kathleen Avenue, Sarnia. Alexander requested flying duties with a preference to be an observer.

From the Recruiting Centre in London, and then #1 Manning Depot in Toronto, Alexander received his air training at #1 Initial Training School (ITS) in Toronto; followed by #1 Air Observers School (AOS) in Malton, Ontario; and #1 Bombing and Gunnery School (B&GS) in Jarvis, Ontario. He was awarded his wings as an Air Observer at B&GS in Jarvis on October 28, 1940. He continued his training in late-October through November 1940 in a four-week course at #1 Air Navigation School (ANS) in Trenton, Ontario, and in Rivers, Manitoba. From December 1 to 10, 1940, he was able to spend a few days of his leave at his home in Sarnia on his way from Rivers to Ottawa where he was stationed next.   

On December 15, 1940, Alexander embarked overseas bound for the United Kingdom. He continued his training there for approximately one year before he departed the U.K. and arrived in Egypt on December 5, 1941. Upon arrival in the Egypt/Sudan frontier, he served as a member of RAF #72 Operational Training Unit (OTU), Middle East, with the rank of Pilot Officer-Observer. No. 72 OTU was formed in June 1941 at RAF Carthago, Port Sudan, to train light bomber crews in tropical conditions.

Alexander arrived more than a year into the North African Campaign. The campaign had begun in June 1940 and continued for almost three years, as Allied and Axis forces pushed each other back and forth across the desert. Battles between British Commonwealth, U.S., and French forces against Italian-German Axis and Vichy France forces took place across Libya, Egypt, Morocco, Algeria, and Tunisia. Canadians fought as part of British army units, as members of the Royal Air Force, or the Royal Canadian Air Force, and served in the Royal Canadian Navy.

The men training at No. 72 OTU were training to be part of Bomber Command. During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. There was no easy way to learn how to fly the heavy bombers, and training crews suffered a litany of disasters, crashes and deaths. By the end of the war, Bomber Command lost over 8,000 Allied airmen who were killed in training or by accidents alone.

One of the aircrafts used at No. 72 OTU to train crews was the Bristol Blenheim, a twin-engine British light bomber. During the early years of the war, the Blenheim was the mainstay of the RAF’s light bomber forces.

Approximately one year after arriving overseas, and less than two weeks after arriving in Egypt, Pilot Officer-Observer Alexander Smith lost his life. On December 17, 1941, Alexander was the Air Gunner-Observer in a crew of five aboard Blenheim Mk. IV aircraft Z7628 on a navigational training night exercise. The crew was scheduled to fly from Wadi Gazouza in Sudan, to Sollum Junction in Egypt, to Ras Asis (on the coast of the Red Sea) in Sudan, and then to return to Wadi Gazouza.

The aircraft took off into the dark sky on December 17 at 21.15 hours and established communication with the base. The crew exchanged signals with the base at 21.49 hours, again at 22.14 hours, and again at 22.35 hours. No further contact was made after this signal, and the aircraft was not heard from or seen again. An extensive search was carried out for three days without any results.

It was later learned that the aircraft crashed in the Red Sea Hills area in Egypt. All five airmen onboard were lost and presumed dead. Perishing with RCAF Pilot Officer Alexander Gordon Smith were Sgts. C. Freeman, P.P. Hussey, W. Armour (all RAF); and Sgt. P.W. Wheeler (RAAF).

Approximately one week after the aircraft disappeared, Alexander Sr. and Jeanie Smith in Sarnia received a cable informing them that their son ALEXANDER SMITH HAS BEEN REPORTED AS MISSING OVERSEAS.

A Royal Air Force investigation was held into the circumstances of the “accident to Blenheim Z7628”, and following are portions of the results of that investigation:

1. The above crew was detailed to carry out a cross-country exercise at night, from Wadi Gazouza to Sollum Junction, to Ras Asis, to Wadi Gazouza. The crew consisted of a staff pilot, observer, and wireless operator, together with an observer and wireless operator/air gunner under training.

2. The aircraft left the ground at 21.15 hours, and established communication with the base, and exchanged strength of signals at various times. At 21.49 he asked for a bearing and was given 185^o which was approximately correct. He maintained two-way communication until 22.14 hours, when he sent the following message originated by him at 22.01 hours: ‘POSN SALLOM JUNCTION, TR 134^o G/S 196 NEXT POSN RAS ASSIS E.T.A. 22.29’.

At 22.35 hours, he again exchanged signals with base and was given strength ‘6’ which was acknowledged. No

further contact was made after this signal. An extensive search has been carried out for three days without any results.

3. The weather conditions during the night were good for this area, there being only the usual belt of low cloud over the range of hills to the East of this aerodrome. It was a dark night, but with brilliant starlight, and at no time was there more than three tenths low cloud over the aerodrome, although there was a belt of ten tenths low cloud within 5 miles to the East….

5. The pilot (Sgt. Freeman) of this aircraft was well experienced in night operational work, flying Hampdens in England. The navigator, P/O A.G. Smith, had also had previous experience as an observer in Wellingtons.

6. From the wireless communications, it is apparent that the flight proceeded normally until the last message was received, and I am unable to suggest any reason for the failure of this aircraft to return.

7. An air search over a wide area for three days has provided no success.

In mid-January 1942, Alexander Sr. received the following letter from Group Captain, Commanding No. 72 O.T.U., Royal Air Force, Middle East:

Dear Mr. Smith,

            I regret very much that I must confirm the sad news which you will already have received that your son, Pilot Officer A.G. Smith did not return from a flight carried out from this Unit on active service, on the 17th December, 1941. Together with four other members of the crew, your son started off on a night flight at 21.15 hours, and the aircraft signals were heard up to 22.59 hours after which all trace was lost and it cannot be hoped that the aircraft and its crew are safe. Extensive search has been made and any further news will be forwarded to you at once.

            Your son had been with me only a short time, but I had begun to appreciate his good qualities and he was popular with his brother officers. He was one of a number of young Dominion Officers who are serving with me, all of whom are doing their utmost in the cause for which we are all fighting.

            His kit has been carefully packed and sent to the President of the Standing Committee of Adjustment, Royal Air Force, Middle East, and you will he hearing from this Officer in due course.

In July 1942, the Smiths received the news that their son Alexander was now officially listed as Previously reported missing after air operations, now for official purposes presumed dead, overseas. In August 1945, they received a War Service Gratuity of $353.30 for the loss of their son.

            In December 1952, Alexander Sr. received a letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff. Following is a portion of that letter:

Dear Mr. Smith:

            It is with reluctance that after so long an interval, I must refer to the loss of your son, Flying Officer Alexander Gordon Smith, but due to the lack of any information concerning him since he was reported missing, it must be regretfully accepted and officially recorded that he does not have a “known” grave.

            Due to the extreme hazards attending air operations there are, unhappily, many thousands of British aircrew boys who do not have “known” graves and all will be commemorated on General Memorials that will be erected at a number of locations by the Imperial War Graves Commission (of which Canada is a member), each Memorial representative of a theatre of operations. One of these Memorials will be erected at El Alamein, and the name of your son will appear on that Memorial.

            I realize that this is an extremely distressing letter and that there is no manner of conveying such information

to you that would not add to your heartaches. I am fully aware that nothing I may say will lessen your great sorrow,

but I would like to express to you and the members of your family my deepest sympathy.

Alexander Smith, 27, has no known grave. His name is inscribed on the Alamein War Memorial, Column 245, Egypt.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Mitchell Smith was born in Toronto, Ontario, on May 2, 1921, the son of Roy and Bessie (nee Dillon) Smith, of 2006 Bathurst Street, Toronto. Roy (born in Russia) and Bessie (born in London, England) were married in Toronto on January 27, 1914, and were blessed with two sons: Mitchell and Murray. Murray Smith also served in the war overseas, as a member of the RCAF. Roy Smith supported his family as a partner in the London Clothing Company in Toronto.                                                                                    

Mitchell Smith grew up in Toronto, where he attended Grace Public Elementary School, 1929-1935, and then Central Technical School in Toronto, 1935-1937. He was active in skating, badminton, tennis, and swimming, and his hobbies were model airplane building and stamp collecting. From 1938 to 1940 when he enlisted, Mitchell was employed at London Clothing Company in Toronto, as a salesman and in charge of shipping. At some point early in the war, his parents Roy and Bessie Smith moved to Sarnia, where they resided at 322 ½ Durand St. (in 1941), and later 512 Wellington St.

On December 27, 1940, Mitchell Smith, age 19, enlisted in the Royal Canadian Air Force in Toronto. He stood five feet ten-and-three-quarter inches tall, had brown eyes and black hair, was single, and was living with his parents on Bathurst Street in Toronto at the time. Of the Hebrew religion, he was fluent in both English and Jewish. After the war, his ambition was to enter the field of aeronautics. He requested flying duties, with a preference to be an air gunner. Mitchell also recorded his desire to live in Sarnia after the war.

From the Recruiting Centre, then #1 Manning Depot in Toronto, and then #1 Auxillary Manning Depot in Picton, Mitchell Smith began his air training at #1 Equipment Depot (ED) in Toronto. This was followed by stints at #1 Wireless School in Montreal and at #4 Bombing and Gunnery School (B&GS) in Fingal. On October 13, 1941, he graduated as a Sergeant-Wireless Air Gunner from #4B&GS at Fingal. He then received his 11-day pre-embarkation leave. On November 3, 1941, Mitchell Smith embarked overseas from #1 Y Depot in Halifax bound for the United Kingdom.

Initially posted to #3 Personnel Reception Centre, Mitchell continued his training in the U.K. at #1 Signals School, and in March 1942 as a member of #19 Operational Training Unit (OTU). He served with a number of units based in the U.K., including #158 Conversion Flight (from August 6, 1942); #158 Squadron (from September 17, 1942); #405 Squadron (from December 8, 1942); #427 Squadron (from May 8, 1943); #22 Operational Training Unit (from June 2, 1943); and with #1659 Conversion Unit (from July 7, 1943).

On July 23, 1943, Mitchell Smith became a member of RCAF #432 Leaside Squadron “Saevitir Ad Lucem” (Ferociously towards the light), part of Bomber Command, with the rank of Pilot Officer-Bomb Aimer.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

RCAF #432 Leaside Squadron was formed on May 1, 1943, around a nucleus of 18 crews provided by No. 427 Squadron. Part of No. 6 Group of RAF Bomber Command, the town of Leaside officially “adopted” the squadron and it took the town’s name as its nickname. The squadron crest displays a cougar leaping down in front of a full moon, symbolizing the many night-bombing operations and the fight for the “light of freedom against the darkness of oppression.” Based at RAF Skipton-on-Swale, Yorkshire, it was equipped with Vickers Wellington aircraft, a twin-engine, long-range medium bomber. In September 1943, the squadron moved its base to RAF East Moor, and later converted to Avro Lancasters and then Handley Page Halifax aircraft.

Approximately three weeks after joining #432 Squadron, Mitchell Smith lost his life in action. On the night of August 12, 1943, Pilot Officer-Bomb Aimer Mitchell Smith was part of a crew aboard Wellington X aircraft

HE348 (markings QO-P) that took off at 20:23 hours from RAF Station Skipton-on-Swale, Yorkshire. The aircraft

was on a night mission to carry out a “gardening” operation off Brittany ports and was scheduled to return at 02:36 hours on August 13, 1943. “Gardening” was an RAF/RCAF term given to the dropping of mines from bomber aircraft into harbours, rivers, estuaries or the sea. Nothing further was heard from the crew after it took off into the darkness, and the aircraft was not heard from or seen again. All five airmen onboard were lost and presumed dead. Perishing with Pilot Officer Mitchell Smith were Pilot Officer Steven Noble; FS. Kenneth Reid Bourne; and Sgts. James William Neal (RAF) and Donald Ruston (RAF).

Mitchell Smith’s death was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas.

In September 1945, Roy and Bessie Smith in Sarnia received a War Service Gratuity of $588.63 for the loss of their son Mitchell.

In October 1946, Bessie received the following letter from the Wing Commander for Chief of the Air Staff in Ottawa:

Dear Mrs. Smith:

            It is a privilege to have the opportunity of sending you the Operational Wings and Certificate in recognition of the gallant services rendered by your son, Pilot Officer M. Smith. I realize there is little which may be said or done to lessen your sorrow, but it is my hope that these “Wings”, indicative of operations against the enemy, will be a treasured memento of a young life offered on the altar of freedom in defence of his Home and Country.

Mitchell Smith and 13 other local men had their names engraved on a plaque honouring 14 Jewish members of the armed services from Sarnia. The plaque was unveiled in the Ahavas Isaac Synagogue, Davis Street, Sarnia, on March 30, 1945. The men, all from Sarnia, honoured on the plaque were M. Berger, S. Bernard, R. Heller, I. Haber, M. Kirk, Dr. I. Mann, A. Rosen, G. Shabsove, M. Skosov, Mitchell Smith, Murray Smith, L. Swartz, I.B. Zierler, Isaac Zierler. Three of the men—Mitchell Smith, Max Berger and Isaac Buck Zierler—made the supreme sacrifice. Mitchell Smith is also honoured in the memorial book “Canadian Jews in World War II”.

Mitchell Smith, 21, has no known grave. His name is inscribed on the Runnymede War Memorial, Surrey, United Kingdom, Panel 178.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Ross Stevens (who went by his nickname “Buddy”) was born in Petrolia, Enniskillen Twp., Ontario, on March 21, 1927, the son of Hubert John and Myrtle May Stevens. The Stevens family moved to Sarnia around 1936 when Buddy was nine years old and resided at 407 London Rd., later at 427 Talfourd St. (in 1938), and then at 132 Richard St. (in 1941).

Ross’ grandmother was Mrs. Edward Shannon of Petrolia. Buddy had one sister who, at the time of his death, was Mrs. S. Round of Sarnia. After beginning his education at Central School in Petrolia, Buddy attended Johnston Memorial School in Sarnia.

In 1943, on his 16^th birthday, Ross Stevens joined the Canadian Merchant Navy and became a member of the crew of the Imperial Oil tanker SS Sunset Park, with the rank of Oiler. He later obtained the rank of 4th Engineer. At the outbreak of World War II, the Canadian Army, Navy and Air Force set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. 

Canada’s Merchant Navy was the “fourth arm of service” of the Royal Canadian Navy, along with the RCN, RCNR, and RCNVR. The Merchant Navy comprised the fleet of transport ships that carried desperately needed equipment, fuel, foodstuffs, clothing, steel, lumber, tanks, trucks, guns, munitions, and personnel to Europe and around the world, including to and from ports in the Caribbean, the Mediterranean, the Indian Ocean, the Pacific, and the Arctic. Their role was vital in the Battle of the Atlantic, the longest continuous campaign of the war, and one in which Canada played a central role.

When the war began, Canada had only 38 ocean-going merchant ships, including 10 tankers of Imperial Oil Limited, and about 1,500 sailors. By war’s end, Canadian shipyards had manufactured 403 merchant ships.

The Allied merchant fleet suffered significant losses in the early years of the Battle of the Atlantic as a result of U-boat attacks. In the face of the now urgent need, Canada embarked on a massive shipbuilding program to help replace the lost vessels and to administer the movement of materiel. Two main types of cargo ships were produced under the Canadian program: “Fort ships” and “Park ships”.

Park Steamship Company was created by the Canadian government in April 1942. The Sunset Park was one of the “Park ships”. Built as a tanker by Foundation Maritime Limited in Pictou, Nova Scotia, she was completed on November 24, 1944, as a modified Scandinavian-class cargo ship of 2894-tonnes. After the war, the Sunset Park became Siderurgica Cinco and was later scrapped in 1965.

Even with the protection of armed escorts, the dozens of merchant ships faced a treacherous voyage when travelling in a zig-zag fashion across enormous tracts of ocean in convoys. The ships maneuvered in crowded ranks, without lights, wireless or navigational aids and using haphazard communication. The many risks included the constant threat of fierce attacks by German U-boats or air attack, the danger of collision, underwater mines, rough water and the hazardous weather, along with fog, gales and ice conditions.

Canadian mariners served in the Canadian merchant fleet and in all manner of vessels from other nations. By the end of the war, an estimated 12,000 Canadian and Newfoundland men and women served in the merchant navy. More than 1,600 Canadian and Newfoundland Merchant Navy men and women lost their lives in the war.

Merchant Marine Ross Stevens was home on furlough for Christmas in December of 1944. Three months later, in March 1945, he was critically injured in a storm while at sea on board the Imperial Oil tanker SS Sunset Park. He was rushed to St. Michael’s Hospital in Bridgetown, Barbados, British West Indies, where, on March 20, 1945, he lost his life in St. Michael’s Hospital. He died one day before his 18th birthday.

On March 21, 1945, parents Mr. and Mrs. Hubert Stevens in Sarnia received word on their son’s 18th birthday, that he had died in the Barbados, British West Indies, while serving with the Imperial Oil marine department.

In late April 1945, the Rev. J.F. Anderson of St. Paul’s United Church in Sarnia conducted a memorial service in memory of Ross Edward Stevens.

Seventeen-year-old Ross Stevens is buried in Bridgetown, Barbados.

His name is inscribed on the Sarnia cenotaph and on the Petrolia cenotaph and is also inscribed in the Merchant Navy Book of Remembrance located in the Peace Tower on Parliament Hill, Ottawa.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Samuel Gladstone Stokes was born in Petrolia on July 29, 1893. He completed his Officers’ Declaration Paper with the Canadian Expeditionary Force on September 8, 1916, at Camp Borden, and was given the rank of Lieutenant with the 149th Battalion. He had been a member of the 27th Militia Regiment and was residing in Petrolia at the time. He was a 23-year-old bachelor and listed his next-of-kin as his mother, Margaret Stokes, in Petrolia. His occupation was an oil refiner, and he also recorded that as the only son, he supported his widowed mother Margaret with $50 per month prior to enlisting. He would continue to support her during his service by allocating $30 per month of his pay.

Lt. Samuel Stokes embarked overseas from Halifax on March 28, 1917, bound for the United Kingdom aboard the SS Southland. On his arrival in Liverpool, he became a member of the 25th Reserve Battalion stationed at Bramshott where he continued his training.

More than eight months later, on December 11, 1917, he arrived at Canadian Corps Reinforcement Camp in Etaples, France, as a member of the 18th Battalion. He joined the 18th Battalion at the front on March 20, 1918, and soon found himself embroiled in The Hundred Days Campaign, one that featured intense and brutal fighting as the end of the war neared.

The Hundred Days Campaign (August 8 – November 11, 1918, in France and Belgium) was the “beginning of the end” of the Great War. Canadians were called on again and again over the three-month period to lead the offensives against the toughest German defences. The series of victories repeatedly drove the Germans back, culminating in Germany’s unconditional surrender on November 11, but it came at a high price: approximately 46,000 Canadians were killed, wounded, or missing.

Battle Honours awarded to the 18^th Battalion during Samuel Stokes’ time serving with them in France and Belgium included Amiens, Arras, Scarpe, Hindenburg Line, Canal du Nord, Cambrai, and Pursuit to Mons.

During his time in France, Lt. Samuel Stokes was granted 14-day leaves in the U.K. on two occasions in 1918; one in late July, and another in late December (the latter, one month after the Great War ended).

His actions on the day before the armistice were recognized with him being awarded the Military Cross. The award reads For conspicuous gallantry and initiative on 10th of November 1918. He went forward as scout officer through the enemy’s line, entered the village which was occupied by the enemy, locating their positions and strength and brought back information which enabled the battalion to attack and capture the village with slight casualties.

In mid-February 1919, Lt. Samuel Stokes proceeded to England attached to Western Ontario Regimental Depot for a course at Khaki University. Six months later, in late August 1919, he began his journey home aboard the SS Celtic and arrived in New York on September 4, 1919. He was struck off strength on September 13, 1919, in Ottawa on general demobilization.

He returned to the U.K. one more time—this visit had nothing to do with the war. On May 19, 1919, Samuel Stokes married Jennie Louise Pollard in Ripon, Yorkshire, England. The couple moved to Petrolia and later moved to Sarnia where they resided at 294 Wellington Street. Samuel supported his family by working at Imperial Oil. He also gave his services during World War II as an officer commanding the 11th Field Company, a unit of the Royal Canadian Engineers.

Samuel and Jennie had two children together: Edward Samuel “Sammy”, born in Petrolia, on July 26, 1921; and Nancy Louise, born in 1931.

Sammy Stokes was educated at Sarnia public schools and then Sarnia Collegiate in 1934 until he graduated in 1939. He was an active young man who loved most sports. While in high school, he played WOSSAA rugby, hockey, and baseball, and was also on the Sarnia Collegiate rifle team. Sammy was a member of the Central Century Club and, while there, played basketball, hockey, and softball for the club teams.

After completing high school, Sammy proceeded to prepare himself for a military career by entering the Royal Military College (RMC) in Kingston in August 1939. During his two years of military training at Kingston, he held the rank of corporal. Sammy was captain of the basketball team in his second year and also managed the Royal Military College rugby team.

In mid-May 1941, Sammy Stokes, age 19, graduated from the Royal Military College in Kingston with a commission in the Royal Canadian Dragoons. A total of 32 cadets graduated from the college that day and the ceremony was attended by the Governor-General, the Earl of Athlone, and Princess Alice.

On June 10, 1941, Sammy completed his Officer’s Declaration Paper at Camp Borden and joined the Royal Canadian Dragoons with the rank of Gentleman Cadet. The 19-year-old stood five feet seven-and-three-quarter inches tall, had hazel eyes and dark brown hair, and was single at the time. Sammy received further instructional work there, and by July 1941, had attained the rank of lieutenant.

Sammy Stokes embarked overseas for the United Kingdom on November 11, 1941. He was posted with No. 1 Canadian Armoured Corps Reinforcement Unit (CACRU), with the rank of lieutenant. He continued his training and instructing in the U.K. with the CACRU at a number of schools, taking courses including mechanics, armoured warfare, battle tactics, small arms, and anti-tank warfare. In February 1943, he was transferred to the 1st Armoured Car Regiment, Royal Canadian Dragoons.

On October 24, 1943, Sammy Stokes departed the U.K., and arrived in the Italian theatre, in Sicily, in early November 1943. The Italian Campaign, the first sustained Canadian Army operation of the War, began with the invasion of Sicily on July 10, 1943. The fierce fighting on the mountainous island lasted more than four weeks, during which the Canadians advanced through difficult mountainous terrain against an ever-stiffening German resistance. By August 17, the Germans had evacuated the island to the Italian mainland.

In early September 1943, Canadian and Allied forces invaded Italy. Though Italy surrendered shortly after, the occupying Germans made it clear their fight was not over. Liberating Italy would be a painstaking northward crawl, lasting 20 months, over a range of landscapes, through challenging weather, and against a series of well-protected defences held by some of the German army’s best troops. The campaign came at a cost of more than 26,000 Canadian casualties including nearly 6,000 Canadians killed.

Lieutenant Sammy Stokes served in the Italian Theatre as a member of the Royal Canadian Dragoons, Royal Canadian Armoured Corps (R.C.A.C.), “C” Squadron, 1st Armoured Car Regiment. The Royal Canadian Dragoons, with their regimental black beret headgear, landed in Sicily on November 8, 1943, and moved to mainland Italy on January 5, 1944. They had no vehicles when they first arrived in Italy and fought as infantry for a month. They then resumed their role as the armoured car regiment for 1st Canadian Corps until being transferred to the 1^st Canadian Infantry Division on July 14, 1944, serving as the divisional armoured car regiment.

Due to the mountainous terrain of Italy, the regiment fought much of its time there in a dismounted role as infantry. The Regiment took part in the Liri Valley offensive and led the advance up the Italian boot and won seven battle honours including Liri Valley, Gothic Line, Lamone Crossing, Misano Ridge, Sant’Angelo in Salute, Fosso Vecchio, and Italy 1944-1945.

Seven months after arriving in Italy, in June 1944, Sammy Stokes was wounded when he was blown up by a

German mine while in action there. His regiment, the Royal Dragoons, was participating in a crossing of the Melfa River at the time.

In a letter he had written home to his parents three days later, he said that he had escaped with slight cuts over one eye. He also described how he had visited Rome on June 14, 1944. He spoke with regret of the death of “Mickey” McBride, one of his classmates at the Royal Military College, Kingston, who had succumbed to wounds. He also mentioned how he had been listening with considerable amusement to a German woman radio announcer, whom the Canadians in Italy have dubbed “Axis Sally.” She invited the first Allied soldier reaching Berlin to call on her but said that he would never live long enough to accept her offer. Sammy also sent a hankerchief home as a gift to his younger sister, Nancy.

His mother, Jennie Louise, was grateful not only for his frequent letters home, but for snapshots which showed her son with his best pals in their winter quarters in “sunny” Italy, surrounded by snow which probably reminded them of Canada.

In July 1944, Lieutenant Sammy Stokes was mentioned in a report sent by Bill Boss, a Canadian correspondent reporting from one sector of the Italian front. His report reads as follows:

With the Canadian Corps in Italy

Operations of a squadron of the Royal Canadian Dragoons, commanded by Major Bill Veitch, Montreal, were in two phases of the Italian campaign after they were committed to the pursuit battle which followed the break-through of the Adolf Hitler line. The first phase saw them chase the Germans from Pontecorvo where they entered the battle, to the crossing of the Melfa river. Later, the squadron was asked to find a suitable ford across the river, one which might be developed as a divisional axis of advance. Lt. Peter Crerar, Ottawa, leader of the regiment’s Engineer Troop, was given the task.

While troops commanded by Lt. Sammy Stokes, Sarnia, Ontario and Lt. Dick Rigby, St. Catharines, Ont., placed themselves in position to give covering fire, Crerar and his section camouflaged themselves for the job. They crawled 1,000 yards on hands and knees through a mined area before reaching a spot from which to make a detailed reconnaissance. They were engaged with small-arms fire, but they completed the task. On the way out the group was mortared and suffered casualties.

Six weeks after Boss’ report, on September 3, 1944, Sammy Stokes lost his life while fighting during the Italian Campaign near Rimini on the northern Adriatic coast of Italy.

Approximately one week later, Samuel and Jennie Stokes on Wellington Street in Sarnia received a telegram from Ottawa informing them that their only son LIEUT. EDWARD SAMUEL STOKES WAS OFFICIALLY REPORTED KILLED IN ACTION. The dispatch gave no other details on where or how he met his death.

In late September 1944, Col. Samuel Stokes received the following letter from the Major-General, Adjutant-General:

Dear Sir:

            It was with deep regret that I learned of the death of your son, Lieutenant Edward Samuel Stokes, who gave his life in the Service of his Country in the Mediterranean Theatre of War, on the 3rd day of September, 1944.

            From official information we have received, your son was killed in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

Edward Samuel Stokes’ death was later officially recorded as Overseas casualty, killed in action, in the field (Italy).

He was recommended for the Military Cross at the Melfa River action and was awarded the decoration Mention in Despatches posthumously. The award stated The King has been graciously pleased to approve the award of Mentions in Despatches, in recognition of gallant and distinguished services.

On May 16, 1945, Sammy Stokes’ remains were reverently exhumed from their original burial location and reburied in Gradara British Empire Cemetery in Gradara, Italy.

In February 1946, Samuel and Jennie Stokes received a War Service Gratuity of $808.44 for the loss of their only son.

Fifteen months later, in mid-May 1947, they received from the Director of Records, for Adjutant-General, a photograph of the grave and marker over the burial place of their son in Gradara, Italy.

Edward Samuel Stokes, 23, is buried in Gradara War Cemetery, Italy, Grave I, H, 57. On his headstone are inscribed the following words: ROYAL MILITARY COLLEGE ROYAL CANADIAN DRAGOONS TRUTH, DUTY, VALOR.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Geoffrey Stone was born in Sarnia, on April 10, 1925, the son of George (Sr.) William and Ellen Enfield (nee Butler, born 1898) Stone. George Sr. and Ellen, both born in Sussex, England, were married at Waltham Abbey, Essex, England, on December 31, 1918. Their union blessed them with five children: sons George Ronald (born 1922) and Geoffrey (born 1925); and three daughters, who at the time of Geoffrey’s death were Mrs. Peggy Barnes (born 1920, resided at 500 George Street, Sarnia); Mrs. Phyllis Kerwin (born 1920, resided at 165 Mitton Street, Sarnia); and Miss Beverley Stone (born 1930, resided at165 Mitton Street, Sarnia, later Beverley Hache).

George Stone Sr. immigrated to Canada in May 1922. He was a married farm labourer with plans to join his uncle in Forest who farmed there. His wife and children arrived in 1923, and in 1931, the family was residing in Sarnia at 338 Cameron St. and George Sr. was supporting his family as a painter. When Geoffrey was a teenager, his father left the family to serve in the Canadian Army overseas. Ellen Stone, then residing at 165 South Mitton Street, was solely responsible for raising and supporting their children. 

Geoffrey’s brother, George Ronald, who was employed on the Polymer Corporation construction, also served in the war. He enlisted in October 1942 and became a Guardsman with the Canadian Infantry.

Like many others in his generation, Geoffrey had much energy. He attended Johnston Memorial Public Elementary School from 1931 to 1939 and then Sarnia Collegiate from 1939 to 1942. He was an excellent student, a member of the Air Cadets for one year, and was very active in athletics, including rugby, swimming, basketball, softball, and especially hockey. In the summer of 1942, Geoffrey worked as a labourer with Union Gas Company in Sarnia. His plan was to return to school in the fall.

However, Geoffrey Stone was eager to serve his country, possibly to follow in the footsteps of his father or his older brother who by the fall of 1942 were both serving. But he was not the official legal age to do so.

Though he was underage to join, his mother supported and respected his decision, so she gave him her written permission to enlist. On November 17, 1942, at the age of 17 ¹/₂, Geoffrey joined the Royal Canadian Air Force at No. 9 Recruiting Centre in London, Ontario. He stood five feet ten inches tall, had blue eyes and dark brown hair, was single, and was residing at home at 165 South Mitton Street with his mother at the time. Geoffrey requested flying duties and to be part of an aircrew. After the war, his ambition was to stay on in the Air Force.

At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. At recruiting centres, birth and baptismal certificates were not required—those in line were simply asked to state their age. Enlistees aged 17 required a written letter of consent from a parent. So, some boys obtained the blessing of a parent, while others lied about their age; or used falsified written consent letters from a parent; or simply applied at another recruiting centre or in another service. In World War II, an estimated 30,000 underage soldiers from across the country fought for Canada.

From #9 Recruiting Center in London, and then from #2 Manning Depot in Brandon, Manitoba, Geoffrey Stone received his air training at #4 Initial Training School (ITS) in Edmonton; at #7 Initial Training School (ITS) in Saskatoon; and at #6 Elementary Flying Training School (EFTS) in Prince Albert, Saskatchewan.

In late September 1943, while stationed at No. 6 E.F.T.S., Prince Albert, Geoffrey was able to return to Sarnia on a short 6-day leave to visit his family and friends. On his return to Sarnia, he accompanied the body of Sarnian LAC Leonard Raymond Meere, who had been killed in a flying accident at Prince Albert, Saskatchewan (Leonard Meere’s story is included in this Project). 

In October 1943, Geoffrey was again posted to #2 Manning Depot in Brandon before continuing his air

training at #1 Air Gunners Ground Training School (AGGTS) in Quebec City, and then at #3 Bombing and Gunnery School (B&GS) in MacDonald, Manitoba. Geoffrey was awarded his Air Gunner’s Badge on January 28, 1944, at #3 B&GS in Macdonald, Manitoba. After graduating, he was again able to return to Sarnia to visit his family and friends while on his two-week pre-embarkation leave. This was the last time they saw one another.

In mid-February 1944, Geoffrey continued his training at #3 Aircrew Graduate Training School (AGTS) in Quebec. In mid-March 1944, he was posted to #1 Y Depot in Halifax. He embarked overseas from Halifax bound for the United Kingdom on March 25, 1944. Upon arrival, he was initially posted to #3 Personnel Reception Centre (3PRC) in Bournemouth, before being transferred in late April 1944 to #10 Operational Training Unit (OTU) at RAF Abingdon.

Stone became a member of an RCAF crew flying Halifax Mk. III aircraft HX356 (markings NP-G). The flying crew of Sgt. Geoffrey Stone, along with P/O Clarence Britton, F/Sgt. Gerald Patterson, F/O William Cook, F/Sgt. William (Bill) Freeman, and F/O Andrew Sharp, had received an award as “Best Crew” against 13 other crews, during their training course that concluded in July 1944.

Geoffrey and Clarence Britton (of Windsor), who was three years older than Geoffrey and had been in the RCAF since May 1942, became best friends while serving together. Clarence’s mother had hoped that once the war was over, the boys would come to Windsor for a visit.

Also, while overseas, Geoffrey Stone met a special lady and the two of them talked of getting married to one another following the war.

On October 28, 1944, Geoffrey was promoted to the rank of flight sergeant. In his letters home to his mother, he had not revealed to her whether he was serving with a bomber squadron or a fighter squadron. On November 3, 1944, Flight-Sergeant-Air Gunner Geoffrey Stone, age 19, became a member of RAF #158 Squadron “Strength in Unity” stationed at RAF Lissett, flying Handley Page Halifax Mk. III aircraft, part of Bomber Command.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

There was no easy way to learn how to fly the heavy bombers, and training crews suffered a litany of disasters, crashes and deaths. By the end of the war, Bomber Command lost over 8,000 Allied airmen who were killed in training or by accidents alone.

No. 158 Squadron had been formed in February 1942, originally flying Vickers Wellington aircraft based at RAF Driffield. In June 1942, the squadron converted to Handley Page Halifax, a four-engine heavy bomber, retaining that aircraft for the rest of the war. As part of the strategic bomber force, the squadron changed its base a number of times during the war, including at RAF East Moor, Rufforth, Lissett, and Stradishall. Five days after being posted to #158 Squadron, Geoffrey Stone lost his life.

On November 8, 1944, Geoffrey Stone and his six crewmates lifted off at 8:17 p.m. from Lissett, East Yorkshire, U.K. Their Halifax Mk. III Bomber HX356, bore the distinctive name and noseart “Goofy’s Gift”. It was a night bombing training flight, and they were headed for the local bombing ranges, probably their last training flight before regular operational bombing duties.

Two to three minutes after take-off, after climbing slowly to 400 feet, the aircraft went into a shallow dive and crashed, two miles west of the runway. The force of the impact killed all seven on board instantaneously. Perishing with Flight Sergeant-Air Gunner Geoffrey Stone were his best friend P/O. Clarence William Arthur Britton; F/Ss. William (Bill) Max Freeman, and Gerald William Henry Patterson; F/Os. Andrew Sharp (of Point Edward, Ontario), and William Wilfred Cook; and Edwin Sampson Powell (RAF).

All seven airmen were laid to rest on November 13 in Harrogate (Stonefall) Cemetery, Yorkshire, United Kingdom. Their average age was 22, with Sgt. Stone being the youngest at 19.

Geoffrey Stone, who had been overseas for only seven months, was officially recorded as Killed as a result of a flying accident, overseas (England).                                                            

On the morning of November 13, 1944, Ellen Stone in Sarnia received a letter from her son Geoffrey. Only a few hours later, she received a telegram from the Director of Records at Ottawa informing her that her son FLIGHT SERGEANT GEOFFREY WILLIAM STONE HAS BEEN KILLED IN ACTION OVERSEAS WHILE SERVING WITH THE RCAF. The message also promised that further particulars would be forwarded as they become available. 

Less than three months earlier, in late-August 1944, Ellen had received a telegram from Ottawa informing her that her other son GUARDSMAN GEORGE RONALD STONE WAS WOUNDED ON AUGUST 14 ON ACTIVE SERVICE IN FRANCE.The message also stated that further details as to the nature and the extent of the wounds would be forwarded as soon as they were ascertained. When she received the November telegram, her son George Ronald was still in a British hospital recovering from his wounds. Geoffrey’s father, George Sr., who had abandoned the family years earlier to serve in the Army, was overseas when his son Geoffrey was killed.

Not long after, Ellen received another telegram from the R.C.A.F. Casualties Officer:

MRS GEORGE STONE,

DEEPLY REGRET TO ADVISE THAT YOUR SON R TWO NOUGHT FIVE SIX FIVE SIX SERGEANT GEOFFREY WILLIAM STONE WAS KILLED ON ACTIVE SERVICE OVERSEAS NOVEMBER EIGHTH STOP HIS FUNERAL TAKES PLACE AT 10.30 AM NOVEMBER THIRTEENTH AT REGIONAL CEMETERY HARROGATE YORKSHIRE ENGLAND STOP PLEASE ACCEPT MY PROFOUND SYMPATHY STOP LETTER FOLLOWS.

RCAF CASUALTIES OFFICER

In mid-November 1944, Ellen Stone of 165 S. Mitton Street received the following letter from the Wing Commander, Commanding No. 158 Squadron, R.A.F.:

Dear Mrs. Stone,

            Before you receive this letter you will have been notified by R.C.A.F. Headquarters, Ottawa, of the very sad loss of your son, Sergeant Geoffrey William Stone.

            Unfortunately it was not possible for Service reasons to ascertain your wishes regarding the funeral in the time available, and I had therefore to arrange for his burial without reference to you. You will, I am sure, understand the necessity for this action, and I sincerely trust that the arrangements we were able to make were what you would have wished.

            Your son’s funeral took place at the R.A.F. Regional Cemetery, Harrogate, Yorkshire, at 10.30 a.m. on 13th November, the service being conducted by a Canadian chaplain. Owing to war operations it was not possible to accord full Service honours, but the coffin was carried by men of the Royal Canadian Air Force and was covered with the Union Jack. The Last Post was sounded at the end. Two wreaths were sent from the officers and men of this Squadron, and I hope to send a photograph of the grave, together with its number.

            You will wish to know that all war graves are taken care of by the Imperial War Graves Commission, Wooburn House, Wooburn Green, Buckinghamshire, whose duty it is to arrange both for the temporary marking of the grave by a wooden cross and ultimately for the erection of a permanent headstone. I am instructed to explain, also, that questions of re-interment, if this were desired, could only be considered at the conclusion of hostilities.

            You will, of course, be anxious to know further details of this accident, which occurred at twenty minutes past eight on the evening of 8th November, 1944. The aircraft had just taken off on a training flight when it crashed about two or three minutes later. There was no fire, but your son and all the crew were killed instantaneously by the

force of the impact. I am afraid I cannot tell you the cause of this tragic accident, as this is unknown. The matter will, 

of course, be investigated, but it is very unlikely that the exact cause will ever be established in view of the death of the entire crew and the complete destruction of the aircraft.

            Your son and his crew only arrived on this Squadron a few days before the accident, but they impressed me as very keen and enthusiastic and I had anticipated that they would have developed into an excellent operational crew. It is the more tragic that this accident should have occurred just as they had completed their training and were about to start on operational duties. Your son’s personal belongings have been carefully collected and forwarded to the R.A.F. Central Depository and in due course you will receive a further communication concerning these from the Administrator of Estates, Ottawa.

            I should like to assure you how much we all honour the unselfish sacrifice your son has made so far from home in the cause of freedom and in the service of the British Commonwealth of Nations. May I now express the great sympathy which all of us feel with you in the sad loss you have sustained.

In mid-November 1944, a memorial service to honour Flight Sergeant Geoffrey Stone was held during a morning service in St. George’s Church, Sarnia. Three months later, on February 13, 1945, Ellen received the following letter from the RCAF Casualty Officer:

Dear Mrs. Stone,

I have been directed to inform you that your son, Geoffrey William Stone, has been promoted to the rank of Flight Sergeant with effect from October 28th, 1944. May I again express my deepest sympathy to you and the members of your family in the loss of your son whose qualities and ability have thus been recognized.

Ten months later, in December 1945, Ellen Stone received a War Service Gratuity of $256.11 for the loss of her son Geoffrey. Ellen Stone passed away in 1975 and is buried in Lakeview Cemetery in Sarnia.

Geoffrey Stone, 19, is buried in Harrogate (Stonefall) Cemetery, Yorkshire, United Kingdom, Section H. Row B. Grave 14. On his headstone are inscribed the words SAFE IN THE ARMS OF JESUS.

At Lissett Airfield, there is an impressive Memorial to RAF 158 Squadron that was unveiled and dedicated in May 2009. Created by artist Peter Naylor, it is in the form of seven airmen and stands as part of a wind farm at the aerodrome. The seven 8-feet-tall airmen are made of 15 mm thick steel, with the names of those 851 personnel who perished while serving with 158 Squadron etched on either side of the figures. There are 12 wind turbines on the site with 11 turbines named after aircraft and the 12^th to commemorate six airmen who perished in July 1943. The formal naming of the turbines was held during the Squadron Reunion in September 2009. One of the turbines is named “Goofy’s Gift”.

At the unveiling, Adrian Hammond of the 158 Squadron Association said, “We are pleased the 851 men and women who lost their lives while based at the site are to be honoured. The 158 Squadron had members from all over the Commonwealth who took part in bombing raids almost every day. The sculpture is a fantastic tribute to the memory of all the crew and personnel who kept our shores safe.”

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

James Stronach was born in Dundee, Scotland, on December 21, 1918. He was the adopted son and only child of Henry Bullion Stronach and Margaret (nee Gatherum) Stronach. Henry and Margaret were both born in Scotland, in Dundee and St. Andrew’s respectively. When James was 12 years old, the Stronach family immigrated to Canada around 1930. They ended up residing at 198 Bright Street in Sarnia, and Henry supported his family by working as a Guard Inspector in the Electrical Department at the Sarnia Imperial Refinery.

James Stronach was a busy young man in and out of the classroom. He was educated in the Dundee, Scotland public school from 1923 to 1930, and from 1930 to 1932 he attended George Street Public School in Sarnia. He then attended Sarnia Collegiate School for five years before graduating in 1937. For a number of years, he was a carrier for the Canadian Observer in Sarnia. He was active in sports, including tennis, hockey, football, baseball, golf, and swimming, and his hobbies included model aircraft building, automobile racing mechanics, and scouting work.

After graduating high school, James worked as a Laboratory Assistant with the Technical and Research Department at the Sarnia Imperial Refinery from September 1937 until he enlisted. Following are portions of two reference letters for his application that his bosses, research chemists at Imperial Oil, wrote for the RCAF Recruiting Officer on behalf of James: I have found him to be capable and trustworthy at any task he has been asked to perform. He has a good personality and is well liked by his fellow workers.;and During his time he has shown himself to be conscientious and capable in all classes of routine testing that has been assigned to him. We have great pleasure in recommending him for service.

On September 12, 1940, James Stronach, age 21, enlisted in the Royal Canadian Air Force in London, Ontario. He stood five feet five-and-a-half inches tall, had blue eyes and light brown hair, was single, and was residing at home with his parents on Bright Street at the time. After the war, his plan was to return to Sarnia and to work as a chemist. He requested flying duties, with a preference to be a pilot or observer.

From #2 Manning Depot in Brandon, Manitoba, James received his initial air training at #2 Initial Training School (ITS) in Regina, Saskatchewan; at #8 Elementary Flying Training School (EFTS) in Vancouver (Sea Island), British Columbia; and at #3 Service Flying Training School (SFTS) in Calgary, Alberta. On May 28, 1941, James was awarded his Pilot’s Flying Badge, when he received his wings at Calgary, Alberta, with the rank of Sergeant-Pilot.

In early June 1941, James spent a three-week leave at home in Sarnia, before transferring to an Operational school in Eastern Canada. He spent three months taking a Navigation Reconnaissance Course at #31 General Reconnaissance School (GRS) in Charlottetown, Prince Edward Island, until mid-September 1941. The Chief Instructor at #31 GRS wrote that James was Exceptional. A pupil whose work has the hallmark of hard work and intelligence. He should be a valuable man in a G.R. Squadron.

James was then posted to #1 Y Depot in Halifax. In early October 1941, he embarked overseas bound for the United Kingdom. Initially posted to #3 Personnel Reception Centre, on November 4, 1941, James became a member of RCAF #415 Swordfish Squadron “Ad Metam” (To the mark), with the rank of Sergeant-Pilot.

RCAF #415 Squadron was formed in August 1941 as a torpedo-bomber squadron at RAF Thorney Island, Hampshire, England, operating a mix of Bristol Beaufort, Bristol Blenheim, and Handley Page Hampden aircraft over the next two years. RAF Coastal Command played a pivotal role in the Allied war effort, most notably against U-boats during the Battle of the Atlantic, along with sinking enemy warships and merchant vessels, protecting Allied shipping from aerial attacks, reconnaissance, and carrying out air-sea rescue.

As part of Coastal Command, #415 Squadron carried out anti-submarine patrols and shipping strikes in the English Channel and the Bay of Biscay, initially with bombs but later with torpedoes. While Stronach was with #415, the squadron moved its base a number of times: including at RAF St. Eval, North Coates, Wick, Leuchers, and Predannack. In September 1943, the squadron converted to Vickers Wellington and Fairey Albacore aircraft which they used to attack German E-boats, enemy merchant ships, and larger warships. In July 1944, the squadron converted to Handley Page Halifax aircraft and joined No. 6 (RCAF) of Bomber Command.  

In June 1942, James was promoted from Sergeant-Pilot to Pilot Officer. Two months later, in August, his parents received a cablegram in Sarnia informing them that their son had been promoted again, this time to the rank of Flying Officer in the R.C.A.F.

While overseas, on various short leaves, James was able to visit some of his relatives in Scotland. In February 1943, Henry and Margaret Stronach received the news that their son James had been promoted to Squadron Leader, one of the youngest squadron leaders with the R.C.A.F. While overseas, aside from his official duties, he gave much of his time to executive work in the management of air force sports.

The Handley Page Hampden was a twin-engine medium bomber with a crew of four: pilot, observer, gunner/wireless operator, and air gunner. It was often referred to by aircrews as the “Flying Suitcase” because of its cramped crew conditions.

On June 14, 1943, Squadron Leader-Pilot James Stronach was part of a four-man crew aboard RCAF Hampden aircraft X2961. The aircraft took off from R.A.F. Station St. Eval at 13.30 hours. The bomber was on an anti-submarine patrol in the Bay of Biscay area and was due back by 20.30 hours. No word was received from the aircraft after she was airborne and failed to return. Other crews of the same squadron who were on a similar patrol had seen nothing of them nor were any wireless messages received from their aircraft. Neither the crew nor the aircraft was ever recovered.

Perishing with pilot and Squadron Leader James Stronach were Warrant Officer Woodrow Arnold Trask; Flying Officer George Kenneth Crummy; and Pilot Officer Alan Bernard Clegg.

Not long after, Henry and Margaret received a telegram from Royal Canadian Air Force headquarters at Ottawa advising them that their son SQUADRON LEADER JAMES STRONACH WAS REPORTED MISSING AFTER AIR OPERATIONS ON JUNE 14.In the third week of June 1943, Henry received a letter from the Flight Lieutenant, R.C.A.F. Casualties Officer, for Chief of the Air Staff in Ottawa. Following are portions of that letter:

Dear Mr. Stronach:

            It is my painful duty to confirm the telegram recently received by you which informed you that your son, Squadron Leader/James Gatherum Stronach, is reported missing on Active Service.

            Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your son was a member of the crew of an aircraft which failed to return to its base after air operations, due to enemy action on June 14th, 1943. There were three other members of the Royal Canadian Air Force in the crew and they also have been reported missing. Since you may wish to know their names and next-of-kin, we are listing them below…

            This does not necessarily mean that your son has been killed or wounded. He may have landed in enemy territory and might be a Prisoner of War. Enquiries have been made through the International Red Cross Society and all other appropriate sources and you may be assured that any further information received will be communicated to you immediately.

            Your son’s name will not appear on the official casualty list for five weeks. You may, however, release to the Press or Radio the fact that he is reported missing, but not disclosing the date, place or his unit. May I join with you and Mrs. Stronach in the hope that better news will be forthcoming in the near future.

At the end of June 1943, Margaret received the following letter from the Wing Commander, Officer Commanding, No. 415 R.C.A.F. Squadron:

Dear Mrs. Stronach:

            It is with deep regret that I confirm that your son Squadron Leader James Gatherum Stronach is missing on air operations since the afternoon of Monday June 14th.

            On that particular day Jimmie piloting his regular crew took off from the aerodrome at 1.30 p.m. on anti submarine patrol in the Bay of Biscay. Warrant Officer Woodrow Trask of Hanley, Saskatchewan was his navigator, and Flying Officer Kenneth Crummy of Grand Prairie, Alberta, and Pilot Officer Alan Clegg of 222 Aldine Street, St. James, Manitoba, were his wireless operator air gunners. They were due back at 8.30 p.m. but failed to return. Other crews of this squadron who were on a similar patrol had seen nothing of them nor were any wireless messages received from their aircraft.

            Your son had filled a most important position in our squadron as flight commander. His sound judgement, tact in dealing with men, and his experience on air operations, particularly qualified him in this respect. His service with our unit was exemplary. Efficiency and harmonious relations with his men were characteristic of Jimmie. On air operations he had established a long record of effective sorties against the enemy. He possessed great courage and determination and pressed home his attacks in spite of fierce opposition.

            Jimmie was very popular in or mess and with all members of the squadron. Officers and other ranks respected him highly and airmen felt free to seek his advice. His off handed manner and genial smile made him a welcome member of any group. His loss is a severe experience and is being keenly felt by all who knew him.

            Jimmie’s belongings and personal effects have been taken care of and will be forwarded to the Central Depository at Colnbrook for safe keeping in accordance with Air Ministry’s instructions. May I now on behalf of the squadron express our very great sympathy to you in the distressing and uncertain word which you have received of your very dear son.

Also, at the end of June 1943, Margaret received the following letter from the Flight Lieutenant, for Air Officer Commanding-in-Chief, RCAF, Overseas, in London, England:

Dear Mrs. Stronach,

            It is with deep regret that I must confirm the information which you already received from Air Force Headquarters, Ottawa, which stated that your son, Squadron Leader James Gatherum Stronach, was reported missing as the result of air operations on the 14th June, 1943.

            Your son was Pilot of a Hampden aircraft, which took off at 1.30 p.m. on the 14th June on an anti-submarine patrol in the Bay of Biscay area and failed to return. No information has since been received concerning him, however, enquiries are continuing through the International Red Cross Committee and all other available sources, and any news which may be forthcoming will be communicated to you at once by Air Force Headquarters, Ottawa.

            Please accept my deepest sympathy with you in your great anxiety.

In late July 1943, the Air Marshal in London, England, sent a response to Margaret’s query for any information about her only son:

Dear Mrs. Stronach,

            As soon as your letter of the fourth of July was received I made enquiries regarding your son, Squadron Leader James Stronach, whose present status of missing after air operations must have brought you great sorrow and anxiety.

Unfortunately there is nothing I can add to the information already given to you and no official advice has yet been received from enemy sources that your son is a prisoner of war. No one in No. 415 Squadron can make any observations which might be connected with the loss of the aircraft of which he was the captain. The aircraft failed to return from operations over the Bay of Biscay and I can assure you that there was a feeling of genuine regret when your son, whose fine leadership and valour had gained for him the honour of being Flight Commander of “A” Flight, did not return to his squadron. His loss to the Service at the present time is being keenly felt, as is his absence by his comrades who loved, respected and admired him.

            The uncertainty will be hard to endure until you receive more definite word and you have my sincere sympathy. I earnestly hope you will receive good news as early as possible and that you will write to me if you think there is anything I can do at any time.

In January 1944, seven months after James Stronach had disappeared, the Stronachs received official notification from Ottawa stating that their son Squadron Leader James Stronach is now reported as missing, presumed dead. James Stronach’s death was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Bay of Biscay).

In August 1945, Henry and Margaret received a War Service Gratuity of $670.74 for the loss of their only child. One year later, in mid-August 1946, Margaret received the following letter from the R.C.A.F. Records Officer in Ottawa:

Dear Mrs. Stronach:

            It is a privilege to have the opportunity of sending you the Operational Wings and Certificate in recognition of the gallant services rendered by your son Squadron Leader J.G. Stronach. I realize there is little which may be said or done to lessen your sorrow, but it is my hope that these “Wings”, indicative of operations against the enemy, will be a treasured memento of a young life offered on the altar of freedom in defence of his Home and Country.

Seven years after the war ended, in May 1952, Henry and Margaret Stronach received the following letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff:

Dear Mrs. Stronach:

            It is with reluctance that after so long an interval, I must refer to the loss of your son, Squadron Leader James Gatherum Stronach, but due to the lack of any information concerning him since he was reported missing, it must be regretfully accepted and officially recorded that he does not have a “known” grave.

            Due to the extreme hazards attending air operations there are, unhappily, many thousands of British aircrew boys who do not have “known” graves and all will be commemorated on General Memorials that will be erected at a number of locations by the Imperial War Graves Commission (of which Canada is a member), each Memorial representative of a theatre of operations. One of these Memorials will be erected at Runnymede, England, and the name of your son will appear on that Memorial.

            I realize that this is an extremely distressing letter and that there is no manner of conveying such information to you that would not add to your heartaches. I am fully aware that nothing I may say will lessen your great sorrow, but I would like to express to you and the members of your family my deepest sympathy.

James Stronach, 24, has no known grave. His name is inscribed on the Runnymede War Memorial, Surrey, United Kingdom, Panel 172.

His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Leslie “Les” Sutherland was born in London, Ontario, on November 26, 1918, the only son of Donald Gordon and Maude Louise (nee: Lossing) Sutherland. He was also the stepson of Arthur Stanley Turnbull of Corunna, Ontario.

Donald Gordon Sutherland, known by his middle name “Gordon”, was born on October 9, 1878, in Wallaceburg. On August 18, 1902, Gordon Sutherland, age 23, then a brakeman, married 21-year-old Watford-born Maude Lossing (born June 1881), a domestic at the time in St. Thomas, Ontario. Gordon later worked as a steamfitter. The Sutherlands had three children together: daughters Maura Jean, born in 1908; and Sarah Ruth, born July 22, 1915. Their youngest was Leslie Gordon, born in 1918. Both girls were known by their middle names, and Ruth later married Captain George Boulton Albinson of Mooretown on December 19, 1936, in Corunna.

On December 30, 1915, Gordon Sutherland, age 37, enlisted in the Canadian Expeditionary Force in London, Ontario. He was residing on Wilson Avenue in London at the time, with his wife Maude and their two children Jean, age 7, and Ruth, age 5 months. He stood five feet five inches tall, had grey eyes and dark brown hair, was working as a steamfitter, and recorded his next-of-kin as his wife, Maude Sutherland. He became a private with the 135th Overseas Battalion.

Gordon did not have the opportunity to serve overseas. During his service in Canada, he experienced periods of aggravated asthma and periods of relief. Treatment included anti-asthmatic medication, fresh air in tents, and tonics. On August 18, 1916, he was transferred to the 111th Battalion at Camp Borden, and the following day the transfer was amended to Casualties Manning Depot #1, London—in hospital. In early September 1916, Gordon underwent a medical assessment at #2 Manning Depot in Toronto. There he was diagnosed with chronic asthma.

Medical officials recorded that Gordon had asthma almost constantly from 1900 until about 1910 when he went west where he was more or less free from it. Came back to London 1913 and since then has had frequent attacks, only able to work about half of the time. Between attacks feels well. Felt well at time of enlistment, had first attack since enlistment in July, this attack severe and lasted until last of August, during the attack quite unable to carry on… Will probably always be subject to attacks and will never become an efficient soldier.

His asthma was determined to be a chronic disease, a permanent condition with periods of aggravation and periods of relief that had merely undergone a natural course during his service. They recommended him for discharge as medically unfit. So, with less than one year of service and only in Canada, Gordon was struck off service on October 16, 1916, in Toronto.

Just over two years later, Maude gave birth to their third child, Leslie.

Tragedy struck the Sutherland family on June 5, 1920, when Leslie was only about one-and-a-half years old. At the age of 41, Gordon Sutherland died in London due to “exhaustion from chronic mental disease”. His Veterans Death Card records his death as “Died at hospital for insane, London, Ont. on 5th June 1920 of paralysis”. He is buried in St. Thomas Cemetery in St. Thomas, Ontario.

After Gordon’s death, widowed Maude Sutherland lived on Marantete Avenue in Windsor for a time. One of the people to visit Maude after the loss of her husband was Arthur Stanley Turnbull. Arthur, a World War I veteran, was very connected to the men who served, and he visited families of those who did not return and those who died as a result of their experiences.

On May 17, 1922, in London, Maude Sutherland, a 40-year-old widow and a housekeeper who was residing on Duchess Avenue in London, married Arthur Turnbull, age 35, a farmer living in Corunna. Arthur, Maude, and their children—Jean, Ruth and Leslie—made their home in Corunna. Arthur later became a customs officer on Stag Island.

Arthur Turnbull was no stranger to serving his country and was a veteran of the Great War. Born May 12, 1887, in Strathroy, Arthur was the adopted son of James and Isabella (nee Harris) Turnbull. James and Isabella had no sons of their own. Since they needed help on their farm, located on the south side of the creek in Froomfield, they adopted Arthur from another family. This was a common practice at the time.

In 1901, James, a farmer, and Isabella Turnbull, were living in Lambton West, Moore Township, with their adopted daughter Jessie, 22, and adopted son Arthur, 13.

On January 11, 1915, Arthur Turnbull enlisted in the Canadian Expeditionary Force in London, Ontario. A farmer at the time, he recorded that he had 11 years militia experience and was a Sergeant-Major. Arthur’s early military career was with the Moore Mounted Infantry (his uniform from that time is in the Moore Museum in Mooretown). At enlistment, 27-year-old Arthur stood five feet seven-and-a-half inches tall, had grey eyes and light brown hair, was single, and recorded his next of kin as his father, James Turnbull, in Corunna. Arthur became a member of the 7th Canadian Mounted Rifles (CMR).

On June 22, 1915, he arrived in the United Kingdom aboard the S.S. Caledonian. His trip overseas must have been an unpleasant one—he was dealing with measles for 13 days. On July 1, 1915, he was promoted to sergeant at Dibgate Camp, a member of the 2nd Canadian Divisional Cavalry.

On September 15, 1915, Arthur Turnbull arrived in France. Four months later, in January 1916, he became a member of the 1st Canadian Hussars, Special Service Squadron. He was hospitalized twice while in France: in late February 1916 for four days due to myalgia; and in early March 1916 for 16 days due to influenza. In May 1916, he became a member of the Canadian Corps Cavalry Regiment (later renamed the Canadian Light Horse). In November 1916, he was promoted in rank to Squadron Sergeant-Major (Warrant Officer Class 2).

On August 17, 1918, he was awarded the “Medaille Militaire by the President of the French Republic for distinguished service rendered during course of campaign”. He served in France for more than three years, until the Great War ended on November 11, 1918.

He was discharged on demobilization in late April 1919 in Toronto. Arthur returned to his parents’ home in Moore Township and resumed working on the farm. In 1921, 34-year-old Arthur was living with his parents, James and Isabella, in Moore Township, along with the other member of the Turnbull household—a 50-year-old lodger, Eva Bailey.

The following year, in May 1922, Arthur Turnbull married widowed Maude Sutherland and she and her three children—Jean, Ruth, and Leslie—settled in Corunna. Years later, Regimental Sergeant Major (WO2) Arthur Turnbull of the 1st Hussars was awarded the Colonial Auxiliary Forces Long Service Medal.

Leslie Sutherland received his education at Corunna Public School from 1928 to 1934 and then Sarnia Collegiate from September 1934 to April 1939. Leslie was a well-rounded individual who found time to pursue many interests. He took a variety of senior courses at SCITS ranging from Canadian History, Ancient History, and algebra, to chemistry, physics, and geometry. He was an avid sportsman who enjoyed playing football, hockey, baseball, swimming, and golf. Leslie’s passion though was golf and he played as often as he could, but he also found time for his hobbies of stamp collecting, wireless radio, boating, and woodcraft. He also spent many summers on one of his favourite places, Stag Island. He was a very good swimmer, received a Certificate in Life Saving from the Humane Society, and was also a member of the Central Century Club. His nephew, John Albinson, recalls Leslie being described as “gregarious and outgoing” by other family members.

After graduating high school, Leslie worked as a deckhand with Sarnia Steam Ship Company for one full season, from June to December 1939. From January to March 1940, he was unemployed for those months. On March 1, 1940, he began employment with Sarnia Imperial Oil Refinery as a pipefitter, where he worked until the time he enlisted. He was also a member of the 2nd-11 Royal Canadian Engineers (Reserve) in Sarnia where he had military training as a sapper from August 15, 1940 until May 12, 1941.

On May 3, 1941, Leslie Sutherland, age 22, underwent his Royal Canadian Air Force medical and completed his Attestation Paper in London Ontario. He was sworn in and formally accepted into the RCAF on May 16, 1941. He recorded his occupation as pipefitter with Imperial Oil, and his next of kin as his mother, Maude Louise Turnbull in Corunna. He also recorded that his father, Donald Gordon Sutherland, a steamfitter, was deceased.

Leslie requested flying duties, with a preference to be a pilot. Two of his references included Mr. W. Lyford, a foreman at Imperial Oil, and Dr. R. MacGregor, a dentist in Corunna. In a reference letter written for the RCAF Recruiting Officer, Bryan Cathcart, a merchant in Corunna wrote I have known Leslie from boyhood and can recommend him as a young man very highly respected in this community. He has good morals, character, temperate, steady and reliable in his work. I am sure you will have no regrets for anything you may be able to do for him.

Leslie stood five feet eight inches tall, weighed 144 pounds, had brown eyes and dark brown hair, was single, and was residing at home with his parents, Maude Sutherland and Arthur Turnbull, in Corunna at the time. He requested flying duties, with a preference to be a pilot or observer. At his interview, the Recruiting Officer recorded that Leslie was Clean, courteous, intelligent looking, rather shy, well mannered. Pleasing personality. Necessary qualifications for pilot. Well recommended. Splendid pilot material. The Medical Board described Leslie as Bright, enthusiastic type, calm and reserved personality. Very good material for Aircrew.

From the Recruiting Centre in London and then #1 Manning Depot in Toronto, Sutherland began his training at RCAF Station Trenton on May 28, 1941. He continued his air training at #1 Initial Training School (ITS) in Toronto beginning on July 15, 1941; at #7 Elementary Flying Training School (EFTS) in Windsor beginning on September 1 (flying in Finch Fleet aircraft); and at #14 Service Flying Training School (SFTS) at Aylmer, Ontario, beginning on October 25. Leslie was awarded his Pilot’s Flying Badge on January 16, 1942. On February 14, 1942, he was posted to #1 Y Depot in Halifax. From February 14 to 23, 1942, he received his 10-day pre-embarkation leave. On March 12, 1942, Leslie embarked overseas from Halifax bound for the United Kingdom.

Arriving in the U.K. on March 23, 1942, he was initially posted to #3 Personnel Reception Centre. Five weeks later, on May 1, Sutherland was transferred to and continued his training at RAF Station Colerne. On June 24, 1942, he was posted to #2 (Pilots) Advanced Flying Unit (2AFU), based at RAF Brize Norton. Approximately three weeks later, on July 15, he was posted to #3 (Pilots) Advanced Flying Unit (3AFU), based at RAF Cranwell. On August 11, 1942, Leslie became a member of #22 Operational Training Unit (O.T.U.), based at RAF Station Wellesbourne Mountford.

On November 7, 1942, Leslie Sutherland became a member of RCAF #426 Thunderbird Squadron “On Wings of Fire”, part of Bomber Command, with the rank Warrant Officer Class II – Pilot.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

No. 426 Squadron was established at RAF Dishforth, Yorkshire, on October 15, 1942, with Vickers Wellington Mk. IIIs and Mk. Xs—a twin-engine medium bomber. The squadron flew with No. 4 Group, RAF Bomber Command, carrying out its first operational mission in mid-January 1943. The squadron flew its missions at night, principally over Germany.

In January 1943, No. 426 Squadron was transferred to No. 6 Group, RCAF. In June 1943, the squadron transferred to RAF Linton-on-Ouse and switched to Avro Lancaster bombers. Later in April of 1944, the squadron began to convert to Handley Page Halifax bombers that they used until the end of the war in Europe.

The thunderbird crest used by the squadron originates from North American natives and, according to myth, signifies disaster and death to anyone on the ground who perceives it. No. 426 Squadron took part in many daring raids over enemy territory, including raids on Berlin, Leipzig, and Frankfurt.

The Vickers Wellington was used as a night bomber in the early years of the Second World War and served as one of Bomber Command’s primary bombers. Many were flown by RCAF aircrews. The Wellington was affectionately known as the “Wimpey” (after J. Wellington Wimpy, Popeye’s hamburger-loving cartoon friend). The twin-engine bomber was armed with twin .303 in. (7.7 mm) machine guns in the nose and tail turrets. She also had two manually operated .303 guns in the beam positions and could carry a 4,500 lb. (2,041 kg) bomb load. Her slow speed, limited ceiling, and a small bomb load soon made the Wellington obsolete, although one significant design advantage was famed designer, Sir Barnes-Wallace’s geodesic latticework fuselage construction. This made the Wimpey extremely tough, and she often survived battle damage that would have destroyed other aircraft. Her other nickname, “The Flying Cigar”, alluded to the shape of the fuselage as seen from the profile perspective. After having early on proved the inadequacy of the turret firepower in fending off attacking fighters during daylight attacks, the Wellington went on to build a great reputation for reliability and ruggedness in night bombing operations.

In mid-May 1943, Leslie Sutherland and his crew were able to avoid near disaster. On the night of May 13, 1943, their Wellington bomber HE320 took off from Dishforth airfield at 23.38 hours to undertake an operational flight to bomb Bochum, Germany. Just after approaching the last turning point before reaching the target, the aircraft was held in searchlights for 15 minutes and was damaged by flak at the same time.

Pilot Leslie Sutherland took evasive action and descended to 12,000 feet. Due to the damage, the crew jettisoned all of their bomb load live in the Krefeld area at 02.15 hours from 13,000 feet and made for home. Despite the damage, the crew were able to make a safe return to Yorkshire and land safely at Catfoss airfield in the early hours of May 14 at 05.25 hours.

Ten days later, after almost completing a tour of operations in the hope of becoming an instructor and receiving his commission, the pilot from Corunna was killed.

On the night of May 23/24, 1943, Leslie Sutherland and his same five-man crew were aboard Vickers Wellington Mk. X aircraft HE281 (markings OW-) of 426 Squadron that left her base at Dishforth, England. It was part of a group of 826 bombers from different squadrons that joined together on a night attack on Dortmund, Germany, an industrial centre in Germany’s Ruhr region. It was the largest operation since the 1000-bomber raids, and was to be the last sizeable raid on Dortmund for exactly one year.

On that night, the Pathfinder Force met with clear conditions and marked the target accurately, leading to a good raid. After successfully dropping their 4,500-pound payload and confirming the strike, Sutherland and the crew of Wellington HE281 headed northwest towards RAF base Dishforth, 1,000 kilometres away. However, Wellington HE281 failed to return to her base.

The aircraft had been shot down by a Messerschmitt Bf 110 night-fighter, reportedly by 31-year-old Wolfgang Thimmig, a German Luftwaffe night fighter ace who by the end of the war had achieved 24 aerial victories and reached the rank of Oberstleutnant (equal to Lieutenant Colonel). Wellington HE281 crashed in Haaksbergen, Holland, killing all on board.

Perishing with Leslie Sutherland were WOs. Kenneth Howard Masterson, and Levie Afrien Rivest; and Sgts. William Dunkerley (RAF), and Sydney Jepson (RAF). There were 38 aircraft lost in the raid that night.

Not long after, his mother, Mrs. Maude Turnbull, received official notification in Corunna that her son SERGEANT LESLIE GORDON SUTHERLAND WAS REPORTED MISSING AFTER AIR OPERATIONS OVERSEAS.

At least five weeks later, she learned that her son had been pronounced dead on May 25, 1943.

In October 1943, Leslie was officially listed on the R.C.A.F. casualty list as Previously reported “missing” after air operations (overseas), and subsequently reported “missing believed killed” now “presumed dead” for official purposes.

In late-May 1946, Maude Turnbull received a War Service Gratuity of $383.71 for the loss of her only son. Leslie Sutherland’s medals included the 1939-45 Star, the A/C Europe Star, the Defence Medal, the AMR and CVSM Medal and clasp.

Initially after the crash, locals in the area of the charred Wellington bomber buried the crew members, including Leslie Sutherland, age 24, who was buried as an unknown soldier.

After the war, his body was exhumed, identified, and re-buried in Haaksbergen General Cemetery, Netherlands, Plot 4, Row 2, Grave 11. On Leslie Sutherland’s headstone are inscribed the following words: THE LORD GIVETH AND THE LORD TAKETH AWAY BLESSED BE THE NAME OF THE LORD.

His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

Leslie’s name is also inscribed on two memorial plaques in Corunna: one on a brass altar in Christ Anglican Church in Corunna; and one in the entrance foyer of Branch 447 Corunna of the Royal Canadian Legion.

His name was not originally on the “new” Sarnia cenotaph, rededicated in 1955 with the names of Sarnia’s World War II fallen. In November 2019, his name, along with 25 others, was added to the Sarnia cenotaph, engraved in stone to be remembered always.

In March 1950, Maude Turnbull passed away at age 68. She is buried in Lakeview Cemetery in Sarnia.

The Royal Canadian Legion, Branch 447 in Corunna, is named in Leslie Sutherland’s honour. He was the first known “killed in action” serviceman from Moore Township during World War II. The Corunna Legion branch was chartered on December 4, 1946, and the Charter President was Arthur Turnbull, World War I veteran and Leslie Sutherland’s stepfather. The Corunna Legion was named the Honourable Leslie Sutherland Branch from its beginning. The first meetings of the branch were held in the Anglican Church Hall and moved to its Bereford Street location in 1948. In April 1988, Branch 447 held the official opening of its current location on Albert Street.

Many years later in 1977, a nephew of Leslie’s, John Albinson, visited a friend in Holland. While there, John happened to mention that his uncle had been killed in the war when his aircraft had been shot down in Haakensbergen. The friend stated that it wasn’t far away from where they were, so the next day, John and his friend visited Haakensbergen. Somehow, they located the property on which Leslie’s aircraft had crashed. Despite the fact that 34 years had passed, they met the farmer who owned the property and who witnessed the crash. He was still living in the same house and tending the same farm in 1977. The farmer vividly remembered the circumstances of the crash on that May night in 1943.

He stated that in the early morning darkness he heard the aircraft and the noise of the engines getting louder. When he looked through the farmhouse window, he saw the aircraft engulfed in flames and heading towards the house as it plummeted from the dark sky. Fearing that the aircraft was going to hit the house, the farmer got his wife and two young girls out of the house. They watched in horror as the aircraft overshot the house and crashed in a copse of trees about 300 meters past the house but still on the farmer’s property.

After John asked the farmer where the aircraft had crashed, the farmer escorted him and his friend to the copse of trees on his property. Thirty-four years later, the charred wreckage of the bomber was still lying in the trees in the exact spot where it had crashed. To honour his uncle, John took a small piece of the aircraft, a turnbuckle perhaps.

Sometime around 2008, Marg Emery, a long-time member and volunteer with the Legion, took on the project of recognizing and paying tribute to the Corunna Branch namesake. Thanks to her efforts, the Honourable Leslie Sutherland Royal Canadian Legion Branch in Corunna proudly keeps alive the memory of its namesake. In the foyer

hang a photo of Leslie and a large plaque bearing his name. The Legion’s main room features other memorabilia, a

photo album of Leslie’s life, and his medals mounted on the wall, including his mother’s Silver Cross. Thanks to John Albinson, behind a piece of Plexiglas is the small, charred turnbuckle he picked up in 1977, which is an original piece of the Wellington HE281.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Stanley Teskey was born in Sarnia, on December 15, 1925, the son of Charles Joseph and Mary Elizabeth (nee Peers) Teskey. Sarnia-born Charles married Wallaceburg-born Mary in Sarnia, on May 8, 1921. Charles and Mary had three children: Douglas Charles (born Nov. 4, 1922), Stanley James (born December 1925), and Gordon Wilfred. Gordon was born at Sarnia General Hospital on March 8, 1932, but unfortunately, he was a stillborn birth. The Teskeys lived at 334 North Russell Street, and Charles supported his family by working as a toolmaker in Sarnia. Charles’ brother (and Stanley’s uncle) was George Teskey and he lived nearby at 558 Confederation Street.

Before Stanley enlisted in the service, his older brother, Douglas, joined the RCAF. In June 1943, Douglas graduated from the #1 Service Flying Training School (SFTS) at Camp Borden. The next month he married Frances Mary (nee Warwick). Later that July, 21-year-old Doug Teskey arrived overseas. He was posted to an R.A.F. Bomber Command squadron, where he participated in raids on Leipzig, Ludwigshaven, Anheim, Cologne, Essen, and other Nazi industrial centres. Of these, he thought the “toughest” target was Leipzig, where the gunners of the plane that he piloted shot down one German fighter and damaged another. It was a tribute to his ability to “stickhandle” with a heavy bomber that neither the plane nor any member of its crew was hit while Douglas Teskey was at the controls.

While overseas, Douglas was twice promoted: from Pilot Officer to Flying Officer and again to the rank of Flight Lieutenant. At the time of Stanley’s death in April 1945, Douglas was a Flight Lieutenant serving in England. In May 1945, Douglas Teskey, a veteran of 30 bombing raids over Germany, returned home to Sarnia on leave, to be with his parents and his wife Frances.

Stanley’s war experience, unfortunately, differed from Douglas’ service.

Stanley Teskey received his education at Confederation Street Public School from 1931 to 1939 and then Sarnia Collegiate from September 1939 to March 1943. He then worked at Sarnia Imperial Oil as a laboratory assistant for four months from March 1943 until he enlisted. His hobbies were hunting, fishing, and camping, and he was a member of the Sarnia 44th Air Cadets from September 1942 until June 1943 (the same month that his older brother Doug graduated from #1SFTS).

On June 22, 1943, Stanley Teskey, age 17, enlisted in the Royal Canadian Air Force in London, Ontario. At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19.

At enlistment, Stanley stood five feet eight inches tall, had blue eyes and light brown hair, was single, and was residing at home on Russell Street with his parents at the time. Being only seventeen-and-a-half years old, he was required to bring a note signed by both his parents giving their permission for him to join the RCAF. The note he received from his parents read We the undersigned do give permission for our son Stanley James Teskey to join the Royal Canadian Air Force. Stanley requested flying duties, keen to serve as part of an aircrew. After the war his plan was to remain with the RCAF as an airman.

From #9 Recruiting Centre in London and #1 Manning Depot in Toronto, Stanley began his air force training at #1 Air Gunners Ground Training School (AGGTS) in Quebec City and continued at #4 Wireless School (WS) in Guelph. He was then posted in early December 1943 to RCAF Station Trenton where he received a five-day Christmas leave between December 24-28, 1943.

In the new year, he continued his training at #6 Initial Training School (ITS) in Toronto, and at #9 Bombing and Gunnery School (B&GS) in Mont Joli, Quebec. He was awarded his Air Gunner’s Badge on June 2, 1944, at #9B&GS at Mont Joli. He then received a 14-day pre-embarkation leave. On June 17, 1944, he continued his training at #3 Aircrew Graduate Training School (AGTS) in Three Rivers, Quebec. In mid-July, he was posted to #1 Y Depot in Lachine, Quebec. On July 20, 1944, Stanley Teskey embarked overseas from Halifax bound for the United Kingdom.

Disembarking in the U.K. on July 27, 1944, Stanley was initially posted to #3 Personnel Reception Centre. On August 22, 1944, he continued his air training in England at #86 Operational Training Unit (OTU) at RAF Gamston. On October 13, 1944, he was transferred to #22 Operational Training Unit (OTU) at RAF Wellesbourne

Mountford, and in early December 1944 was transferred to 76 Base, RAF Topcliffe.

In mid-December 1944, the Canadian (Sarnia) Observer reported that Stanley was celebrating his 19th birthday in England, while his brother Douglas had celebrated his second wartime birthday overseas on November 4th. It also reported that the brothers had recently spent three leaves together while in England.

In mid-January 1945, Stanley was serving with #1659 Conversion Unit at RAF Topcliffe. On March 8, 1945, he became a member of RCAF #426 Thunderbird Squadron “On Wings of Fire”, part of Bomber Command, with the rank of Pilot Officer-Air Gunner.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

No. 426 Squadron was established at RAF Dishforth, Yorkshire, on October 15, 1942, as part of No. 4 Group. In January 1943, it was transferred to No. 6 (RCAF) Group. The squadron was equipped with twin-engine Vickers Wellington aircraft to deliver bombs and mines to the enemy. In June 1943, the squadron transferred to RAF Linton-on-Ouse and switched to the heavy four-engine Avro Lancaster bombers. Later, in April of 1944, the squadron began to convert to Handley Page Halifax aircraft, also four-engine heavy bombers, that they used until the end of the war in Europe. The thunderbird crest used by the squadron originates from North American natives and, according to myth, signifies disaster and death to anyone on the ground who perceives it. No. 426 Squadron took part in many daring raids over enemy territory, including raids on Berlin, Leipzig, and Frankfurt.

Nine months after arriving overseas, on April 25, 1945, Stanley Teskey was part of a crew aboard Halifax Mk. VII aircraft NP820 (markings OW-W). The heavy bomber took off at 15.04 hours from RCAF Station Linton-on-Ouse, Yorkshire. Circling the airfield for the last time, Halifax NP820 climbed to her designated flight altitude and, from there, followed the navigator’s course to Wangerooge. Along with some 482 aircraft (20 from #426 Squadron) Halifax NP820 was part of an operation to carry out a bombing mission on Wangerooge, Germany, that was intended to destroy coastal batteries that controlled the approaches to Breman and Wihelmshavaen.

During the flight to their target, the crew may have been preoccupied with rumours about a possible end to the war that were making the rounds and that #426 Squadron might be back in Canada before summer was out. They were excited about the prospect of going home and seeing their families again.

Unfortunately, nothing further was heard from Halifax NP820 after she left her base. Airmen who returned

from the mission reported that approximately one hour from the target, Halifax NP820 was in a mid-air collision over the North Sea with #408 Squadron Halifax aircraft NP796. Both aircraft disintegrated in the air and crashed into the sea.

F/L Mercer of #426 Squadron, an eyewitness flying in Halifax NP824 who saw the collision and watched the aircraft crash into the sea, said this about Jim Tuplin’s aircraft (NP820): When the plane over Jim’s hit that air pocket, it crashed Tupp’s kite into the North Sea. His Halley* was on my right side, but we had to keep going to drop our bombs on Wangerooge. On the way back to England, we dropped low over the crash area and saw no survivors.

* Halley is a nickname for a Halifax bomber

F/L Mercer who safely returned to base later wrote that The accident on April 25 happened about 3:30 (p.m.). We went in and bombed and turned around, coming straight back to the accident. We were the first to notify air-sea rescue about it. There was nothing to be seen but two little rubber dinghies and bits of two aircraft. The flying boat (air-sea rescue) arrived about an hour and a half after the accident and whether they landed (on the North Sea), I am not in a position to say as they were not from our station.

Less than two weeks after the crash, the Wing Commander of #426 Squadron wrote a letter to the wife of Jimmie Tuplin, one of the airmen of NP820. A portion of the letter read Your husband and his crew were detailed, along with other members of the squadron, to carry out an attack on enemy installations at Wangerooge, Germany.

Before reaching their objective, other crews from the squadron saw your husband’s aircraft collide with an aircraft

from another squadron that also operates from this station. Both aircraft were seen to disintegrate in the air and

crash into the sea. From the information obtained from other crew participating in this operation, I cannot hold very much hope for the survival of your husband and the members of his crew.

Perishing in Halifax NP820 with Pilot Officer Stanley Teskey were Flying Officer John Douglas Carlisle Ross (also of Sarnia, and his story is included in this Project); P/Os. James Chester Tuplin, Dennis Rupert Humphrey Curzon, and Earl William Hicks; F/Sgts. Ronald Roberts (RAF), and Reginald Gordon Evans (RAF).

All seven airmen in Halifax aircraft NP796 were also lost: F/L Arthur Ely; Sgts. Albert Rutter, Vernon Hovey, James Hughes (RAF); W/O2 James Brambleby; F/Os. James Stanley, and Allan Boyd.

Seven aircraft were lost on this operation and six of them were due to collisions, despite weather conditions being almost perfect. This was the last operation of the war for RCAF #426 Squadron.

In late April 1945, Charles and Mary Teskey on Russell Street in Sarnia received a telegram from Ottawa informing them that their son FLIGHT SERGEANT STANLEY JAMES TESKEY HAS BEEN REPORTED MISSING ON AIR OPERATIONS OVERSEAS ON APRIL 25.

Approximately two weeks after Stanley’s death, VE Day was declared, ending the war in Europe.

In early May 1945, Mary received the following letter from the Wing Commander, Officer Commanding, 426 Squadron, R.C.A.F. Overseas:

Dear Mrs. Teskey:

            Before you receive this letter you will have been informed by telegram that your son, Flight Sergeant Stanley James Teskey, is missing as the result of air operations. I deeply regret that I have not been able to write to you sooner to give you such details as are available.

            Your son and his crew were detailed along with other members of the Squadron, to carry out an attack on enemy installations at Wangerooge, Germany. They took off at 3.00 P.M. on the afternoon of the 25th April 1945 and set course for the target. Approximately forty minutes before reaching their objective, other crews from this

Squadron saw your son’s aircraft collide with an aircraft from another Squadron which also operates from this

Station. Both aircraft were seen to disintegrate in the air and crash into the sea. From the information obtained from other crews engaged in this operation, I cannot hold very much hope for the survival of your son and the other members of the crew. For official purposes, and because of the lack of concrete evidence, the members of the crew are still listed as missing.

            The personal effects of your son have been gathered together and forwarded to the Royal Air Force Central Depository where they will be held for a period of at least six months before being forwarded to you through the Administrator of Estates, Ottawa, Ontario.

            The loss of your son was sustained with great regret by the members of this Squadron, for although he had only been with us a short time, he was rapidly developing into a very capable Air Gunner. He was fast becoming popular with the members of the Squadron and was particularly admired by his own crew mates. I can say personally that he set a splendid example to all ranks and his loss is being felt very keenly.

            On behalf of the entire Squadron I would like to take this opportunity to tender to you our sincere sympathy in your great anxiety. In closing I would like to assure you that if any further information should be received it will be immediately communicated to you.

Stanley Teskey’s death was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Germany).

In March 1946, Charles and Mary Teskey received a War Service Gratuity of $311.65 for the loss of their son.

In mid-February 1947, Mary received the following letter from the Wing Commander for Chief of the Air Staff in Ottawa:

Dear Mrs. Teskey:

            It is a privilege to have the opportunity of sending you the Operational Wings and Certificate in recognition of the gallant services rendered by your son, Pilot Officer, S.J. Teskey. I realize there is little which may be said or done to lessen your sorrow, but it is my hope that these “Wings”, indicative of operations against the enemy, will be a treasured memento of a young life offered on the altar of freedom in defence of his Home and Country.

            In April 1952, Charles received the following letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff:

Dear Mr. Teskey:

            It is with reluctance that after so long an interval, I must refer to the loss of your son, Pilot Officer Stanley James Teskey, but due to the lack of any information concerning him since he was reported missing, it must be regretfully accepted and officially recorded that he does not have a “known” grave.       

Due to the extreme hazards attending air operations there are, unhappily, many thousands of British aircrew boys who do not have “known” graves and all will be commemorated on General Memorials that will be erected at a number of locations by the Imperial War Graves Commission (of which Canada is a member), each Memorial representative of a theatre of operations. One of these Memorials will be erected at Runnymede, England, and the name of your son will appear on that Memorial.

            I realize that this is an extremely distressing letter and that there is no manner of conveying such information to you that would not add to your heartaches. I am fully aware that nothing I may say will lessen your great sorrow,

but I would like to express to you and the members of your family my deepest sympathy.

Stanley Teskey, 19, has no known grave. He is memorialized on the Runnymede War Memorial, Surrey, United Kingdom, Panel 281.

His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Clare Thain was born in Sarnia, on June 18, 1920, the middle son of John and Isabella (nee Miller) Thain. Born in Birmingham, England, John Thain married Belfast-born Isabella Miller in Toronto on October 17, 1914. John and Isabella had four children together: daughter Myrtle (later Myrtle James), and sons Jack Alexander (born September 1918, see below), Clare, and Donald B. John supported his family by working as a bricklayer with Imperial Oil in Sarnia, and the Thains lived at 200 Bright Street. All three Thain brothers were newspaper carriers for the Canadian Observer in Sarnia for a time. In 1934, when Clare was 14 years old, his mother, Isabella, died at the age of 45 from cancer.

All three Thain brothers served during the war and all three were members of the RCAF. At the time of Clare’s death, oldest brother Flying Officer Jack Thain, a Navigator/Bomb Aimer, had already been reported missing over the Bay of Biscay since early June of 1943. It was believed that Jack had been on an anti-submarine operation at the time. Clare’s younger brother, Flight Sergeant Donald Thain, had enlisted in the R.C.A.F. on August 2, 1943, and trained at Toronto, Winnipeg, and Paulson, Manitoba, where he received his wings in June of 1944.

Donald’s graduation in 1944 was a bittersweet moment for widowed-father John Thain. He was proud of Donald’s success, yet his other two sons, also R.C.A.F. flying officers, were already casualties of war at the time. Donald was stationed at Patricia, Vancouver Island, for a time and returned to Sarnia in September 1946, after serving in the RCAF in Newfoundland. Like Jack, he was also involved in anti-submarine warfare. After the death of the two Thain boys, the RCAF would not allow Donald to serve overseas.

Clare Thain was an active young man. Clare was educated at Devine Street Public School from 1927 to 1934 and then Sarnia Collegiate from September 1934 until June 1939. His senior courses included English Composition, English Literature, Canadian History, mathematics, chemistry, and French Authors. He was active in many sports, including swimming, hockey, baseball, rugby, gymnastics, weight-lifting, and track and field. Outside school and sports, Clare was very busy: he completed four years of cadet training; he was involved in scouting; his hobby was photography; and he attended St. John’s Anglican Church.

During his high school years, he worked for the Canadian Sarnia Observer as a paper carrier and wrapper from 1935 to 1939. In a reference letter as part of his RCAF application, the Circulation Manager at the Observer wrote this of Clare: He is thought very highly of by this department and by all his customers. He is personable, ambitious, courteous, honest… He was one of the best boys on our list of carriers.

In 1939-1940 Clare worked as a messenger and clerk for Ligett’s Drug Store in Sarnia. In 1940 he was employed as an assistant manager and clerk at the National Club Building (Harris Brothers – Tobaccos, Confections, 168 North Front Street), where he worked until he enlisted.

On May 17, 1941, Clare Thain served as best man at his older brother Jack’s wedding. Twenty-two-year-old Jack married Miss Rhoda Leona Westlake in Wyoming, Ontario. Ten months earlier, in July 1940, Jack had joined the RCAF. The wedding was held at the home of the bride’s mother, Mrs. W.J. Westlake, in Wyoming, and following the ceremony, a wedding dinner was held at the Wyoming Hotel for 25 guests.

On May 28, 1941, only 11 days after serving as his brother’s best man, Clare Thain, age 20, enlisted in the Royal Canadian Air Force in London, Ontario. He stood five feet six inches tall, had hazel eyes and brown hair, was single, and was residing at home with his father on Bright Street at the time. Clare requested flying duties, specifically wanting to be a pilot. His post-war ambition was to enter the field of commercial advertising. The Recruiting Officer wrote this of Clare: Calm, painstaking, pleasing personality and appearance, courteous, honest and ambitious. Already has a brother in the R.C.A.F. as an Observer and is most anxious to join the same service.

From the Recruiting Centre in London and #1 Manning Depot in Toronto, Clare received air force training at #1 Technical Training School (TTS) in St. Thomas; at #1 Initial Training School (ITS) in Toronto; at #1 Wireless

School (WS) in Montreal; and at #1 Bombing and Gunnery School (B&GS) in Jarvis. He was awarded his Air

Gunners Badge on March 30, 1942, at B&GS at Jarvis. The Chief Instructor and Commanding Officer at B&GS described Clare as A bright, enthusiastic student, can be relied upon to carry any job through, and A pleasant chap, good humoured at all times. Very popular with his classmates.

Clare then received a 15-day pre-embarkation leave, before being posted to #1 Y Depot in Halifax. Clare Thain embarked overseas from Halifax bound for the United Kingdom on April 30, 1942.

Initially posted to #3 Personnel Reception Centre, Clare continued his training in the U.K. at #4 Signals School (SS) at RAF Madley, and then at #3 Radio Direction Finding (RDF) School at RAF Prestwick. In June 1942, while in Scotland, Clare unexpectedly met his brother. Clare had just arrived at an unnamed railway station terminal with a detachment of R.C.A.F. men en route to the south of England when outside the coach window, he saw standing on the station platform his brother Jack. Jack was waiting on the platform for another train and Clare was fortunate enough to hail Jack from the train window. The two brothers were able to meet up for a happy reunion during a 10-minute stop.

On August 18, 1942, Clare became a member of #1 (Coastal) Operational Training Unit (OTU) at RAF Silloth. Two months later, on October 25, 1942, Clare was transferred to RAF Eastern Air Command in India. He was initially a member of RAF #217 Squadron. He received a 14-day leave during the first two weeks of April 1943. In mid-July 1943, Clare became a member of RAF #194 Squadron “Surrigere colligere” (To arise and to pick up), with the rank of Flying Officer-Wireless Operator/Air Gunner. Clare became very popular with the men of his squadron, who affectionately nicknamed him “Tarzan”.

No. 194 Squadron was formed in October 1942 based at Lahore, India. It began its existence as a Transport Squadron equipped with Lockheed Hudson aircraft. Its role was to provide mail and passenger flights in India with destinations including Lahore, Colombo, Cairo, Chittagong, Bombay, Delhi, Calcutta, and Columbo (Ceylon). In May 1943, the squadron began to convert to Douglas Dakotas, a twin-engine transport aircraft. In September 1943, the squadron was reclassified as an Airborne Forces Squadron. RAF #194 operated from a number of bases over the course of the war including at RAF Lahore, Palam, Basal, Comilla, and Agartala.

In June 1943, John Thain in Sarnia received news that his eldest son, Flying Officer Jack Thain, was reported missing during air operations overseas. Two months later, in August 1943, John received a cable informing him that his middle son Sgt. Clare Thain had been promoted to Pilot Officer, and in March 1944, John was informed that Clare had been given the promotion to Flying Officer from Pilot Officer. It was soon after that RCAF officials declared that his eldest son Jack, who had been previously reported missing after air operations, was now for official purposes presumed dead overseas.

For Clare, in January 1944, RAF #194 Squadron moved to the Burma front. The Burma Campaign had begun in December 1941 when the Japanese moved through Thailand and invaded the British colony of Burma. The Japanese saw Burma as a stepping-stone to India as well as protection for their troops fighting in the Malayan peninsula and in Singapore. It would be one of the longest campaigns of the war, fought primarily by British Commonwealth, Chinese, and U.S. forces against the forces of Imperial Japan and their allies.

The campaign had a number of notable features that included dense jungles, mountainous terrain, lack of roads for transport, prevalent disease, and challenging weather conditions that included severe heat and monsoon seasons. Approximately 8,000 Canadians, including Sarnians, served in the Burma Campaign. Many of them were part of RAF squadrons carrying out duties that included reconnaissance, convoy protection, dropping supplies and troops, escort operations, patrol and bombing missions, as well as being part of fighter squadrons.

In February 1944, the Japanese began their last major offensive in Burma—the attack led to the battles of Kohima and Imphal. RAF #194 Squadron immediately switched to the role of Air Support, dropping supplies and paratroopers into battle zones (often behind enemy lines) and carrying casualties out. Most of the sorties in February were flown over the Arakan, but in March the squadron played a major part in the Allied victory at Imphal. In April the squadron flew fighter aircraft and supplies into Imphal and casualties out.

On the night of May 5/6th, 1944, Clare Thain, along with three other crew members, were aboard Dakota III aircraft FZ599 that was on an operation transporting troops and equipment behind the Japanese lines in India. The Dakota took off from her base at Agartala at 8:00 p.m. to drop supplies on her way to Broadway airstrip in Burma where she was tasked with picking up men, equipment and mules and evacuating them back to Chandina. She reached Broadway and took off from that airstrip in Burma at 23.40 hours en route to Chandina. Along with the four crew members, 10 army passengers and four mules were on board. There was a storm on the return flight and after she had taken off from base, no further signal was received from the aircraft and she failed to return.

Five weeks after her disappearance, the remains of the aircraft were located in a remote, hilly area near Ampi, Assam, India. The wreckage was scattered over a wide area: the wings had been torn off; one engine, the undercarriage, and both propellers had fallen elsewhere; the bulk of the fuselage and tail portion lay 25 yards below that; the nose and cabin were a mass of fused and torn metal; and everything was torn, buckled, twisted and burnt. The remains of nine bodies were also located.

Investigators could not determine the cause of the crash, but assumed that on this dark and stormy night, the starboard wing of the aircraft struck a tree that snapped off the undercarriage and engine probably broke away. The aircraft then swung and crashed into a gulley. The bodies of the crew and passengers were likely thrown out by the force of the shock. Death would have been instantaneous.

Crew members perishing with F/O Clare Thain were F/L Peter William Wood, Sgt. Robert Roberts (RAF) and W/O Ross Wilson Jefferies (AUS).

In mid-May 1944, John Thain in Sarnia received an official announcement informing them that his son FLYING OFFICER CLARE THAIN HAS BEEN REPORTED MISSING IN ACTION SINCE MAY 5.The last word the family had from him was from India and they presumed he was flying in Burma. At the time, John was still dealing with the news of his eldest son Jack Thain, who was reported missing in early June of 1943 over the Bay of Biscay and had since been reported presumed dead. His other son, LAC Donald Thain, was stationed at Paulson, Manitoba at the time.

            In late May 1944, John received the following letter from the Squadron Leader, Commanding No. 194 Squadron, South East, Asia:

Dear Mr. Thain,

            Before you receive this airgraph you will have been informed by R.C.A.F. Headquarters, Ottawa that your son has been reported missing as the result of air operations.

            Clare, or Tarzan as he was affectionately known to all the Squadron and his crew were engaged in landing the personnel and equipment of the late General Wingate’s forces far behind the Jap lines in Burma. It was from a trip of this nature on the night 5/6th May that Tarzan and his crew failed to return. Every effort has been made and is

still being made to obtain some definite information and you may rest assured that any further information that may

be received will be passed on to you immediately.

            The absence of Tarzan and his crew is a sad blow to the Squadron. Tarzan was extremely popular with everyone and is greatly missed in the Officer’s Mess. His personal effects have been carefully gathered together and forwarded to the R.A.F. Central Depository, and in due course you will receive a further communication concerning these from the Administrator of Estates, Ottawa.

            May I now express the great sympathy which all of us feel with you in your great anxiety and I should like to assure you how greatly we, his comrades in the Royal Air Force admire Tarzan’s gallant sacrifice made so far from home in the service of the British Commonwealth of Nations. By his continued absence I feel I have lost one of my most valuable Air Gunners, a fine Officer, and a good friend.

In June 1944, five weeks after the crash, a party of officers from RAF #194 Squadron Air Command, South East Asia, visited the site of the crashed aircraft presumed to be Dakota aircraft FZ.599. Their purpose was to identify the remains of the personnel killed in the crash; to bring away the remains for interment; and to salvage any small useable parts. The crash site was in an isolated and remote area near Ampi, Tripura. The terrain was both hilly—featuring peaks ranging in height from 3,000 feet to 6,000 feet—and covered by jungles. The RAF officers required the aid of local police, a guide, four bearers for their gear, and an interpreter to make the long arduous trek.

Following are portions of the RAF officers report on their findings:

It is a complete wreck. The wings had been torn off; the outer portion of the starboard wing, one engine and undercarriage, and both propellers had fallen elsewhere and could not be found. The bulk of the fuselage lay at the head of a gulley. The tail portion from the aft of the main door was laying some 25 yards below… Fire had destroyed all the fabric, even on the tail Unit. The nose and the cabin was a mass of fused and torn metal. The starboard wing centre section lay a little way from the fuselage on the right. To the left were the port wing and undercarriage and near them the port engine. Everything was torn, buckled, twisted and burnt.

The O.C. Police told me that the bones of eight human bodies had been found in a heap at a point near the port wing and another some five yards away. He said the bodies had been buried in the hillside by Tripura State Levies… We erected a cross made of bamboo, on the place where the remains had been buried and F/O. Forrester offered an appropriate prayer to the departed.

It was impossible to determine the cause of the crash, but the following assumption was made. The starboard wing struck a tree, the wing breaking off and falling onto another hill, the undercarriage and engine probably breaking away. The aircraft swung and crashed into the gulley, the port wing breaking off with the undercarriage

and the engine fell out. From the thickness of the remaining stump of the tree which was struck it was probably 60 to 70 feet tall. Fire followed the crash, trees all around being scorched.

The tail portion was broken away by the impact and fell lower down the gulley. The bodies of the crew and passengers were either thrown out by the force of the shock which also ripped open the side of the fuselage or hillmen may have removed the bones and placed them outside. The latter was not admitted and since natives are loath to handle dead bodies it must be assumed that they were thrown out. Death must have been instantaneous.

The hillmen at the tiny village of Milchi declare that they neither heard nor saw anything of the crash or

ensuing fire at the time, and did not discover the crash until some days after the incident. Since the aircraft was missing after the storm on the night of May 5th, this is understandable, as storms in these hills are very heavy. Our party reached the crash about five weeks after it occurred and mud was already covering parts of it. There is a perpendicular wall to the gulley going straight up from the aircraft for a further 15 feet which is crumbling away and it is likely that this, encouraged by the rains, will soon fall and completely bury the aircraft and the site of the grave.

The extreme damage which the aircraft has sustained, the absence of all land communications during and after the rain, the difficult river journey with many complete blockages across narrow places and the difficult terrain in the country around the crash makes me venture to suggest that no further effort be made to visit this crash as such journeys entail some considerable risk of injury and even loss of life except those intimately acquainted with the hill country.

In late July 1944, John received a letter from the R.C.A.F. Casualty Officer, for Chief of the Air Staff in Ottawa. Following is a portion of that letter:

Dear Mr. Thain:

            Further to my letter of June 22nd a reply has now been received to my inquiry despatched Overseas

regarding the other members in your son’s crew. We are listing their names and next-of-kin below and you may address correspondence as shown in the example… You may be assured that as soon as further information becomes available regarding your son it will be forwarded to you immediately. May I express my sincere sympathy in this very anxious time.

In mid-March 1945, the RCAF completed an internal investigation into the circumstances of the downed aircraft. Following is a portion of the findings:

1. B.P.O. Bombay reported that Dakota FZ.599, with a crew of four and ten army passengers, failed to return from air operations. It was detailed to evacuate equipment from Central Burma to India, after which no further news was received.

2. Later information received from Personnel Bombay, stated that a search party found Dakota aircraft FZ.599, in the hills near Ampi, Tripura, India. The bodies of eight human remains were found in a heap near the aircraft, and another some five yards away. Two revolvers were recovered from the wreckage and were identified as the property of P/O Thain and F/Lt. Wood (RAF)…

3. The crash occurred in Allied territory, and as far as is known the aircraft was never over enemy territory, which eliminates the possibility of the occupants being taken Prisoners of War, had they bailed out…

In the early part of 1946, John Thain had still not received any further information about the fate of Clare. Frustrated and anxious, he wrote a letter to J.W. Murphy, the local M.P. at the House of Commons in Ottawa, asking if he could use his influence in helping him obtain some information about his son. John wrote a similar letter to the Wing Commander, R.C.A.F. Casualties Officer. Following is a portion of the Wing Commander’s response:

Dear Mr. Thain:

            I wish to acknowledge your letter concerning your son… and I regret indeed that no further information has been received than was conveyed to you in previous correspondence.

            I can well understand the distress that you and the members of your family have undergone but difficulties were experienced in the Far East owing to the Japanese Government not observing the Geneva Agreement in communicating to the International Red Cross Committee information that might be known to them to our personnel who were missing and on that account the Air Ministry deferred all action to officially presume the death of personnel reported missing in Japanese occupied territory. As in practically all instances Royal Canadian Air Force personnel were attached to the Royal Air Force, it was necessary for this Service to observe the same procedure and the Royal Australian Air Force and Royal New Zealand Air Force also followed the same procedure.

            It was obvious that after the cessation of hostilities with the Japanese some information would be received

and a certain amount has been received, but it is far from complete. The Royal Air Force, Royal Australian Air Force and Royal New Zealand Air Force, as well as this Service, have in all thousands missing in the Far East and this matter has received the greatest possible attention, but it is still felt that until all available sources of information have been tried and exhausted, official Presumption of Death should be deferred. There may be information disclosed from Japanese casualty records and there may be isolated cases of survival in scattered islands brought to light and when all available documents have been examined and all sources of information available exhausted, authorities on the spot in the Far East are being consulted as to the possibility of survival of any personnel still unaccounted for.

            The investigations that I have noted are in process and have been for some time, and it is altogether likely that these investigations will be completed in the not too far distant future, when those who are to be officially presumed to have died will then, unhappily, be actioned.

            While I must regretfully advise you that there is no information that would indicate that your boy may have survived, I do trust that you will appreciate the extreme care and caution that is being taken… I would like to express my sincere sympathy in the anxiety that has been yours for so long.

Clare Thain’s death was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (India).

In November 1946, widowed-father John Thain received a War Service Gratuity of $686.35 for the loss of Clare, his second son to die in the war. In mid-March 1947, he received the following letter from the Wing Commander for Chief of the Air Staff in Ottawa:

Dear Mr. Thain:

            It is a privilege to have the opportunity of sending you the Operational Wings and Certificate in recognition of the gallant services rendered by your son, Flying Officer C.K. Thain. I realize there is little which may be said or

done to lessen your sorrow, but it is my hope that these “Wings”, indicative of operations against the enemy, will be a treasured memento of a young life offered on the altar of freedom in defence of his Home and Country.

Clare Thain, 23, has no known grave. His name is inscribed on the Singapore War Memorial, Malaya, Column 443.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Jack Thain was born in Sarnia, on September 20, 1918, the eldest son of John and Isabella (nee Miller) Thain. Born in Birmingham, England, John Thain married Belfast-born Isabella Miller in Toronto on October 17, 1914. John and Isabella had four children together: daughter Myrtle (later Myrtle James), and sons Jack, Clare Kenneth (born June 1920, see above), and Donald B. John supported his family by working as a bricklayer with Imperial Oil in Sarnia, and the Thains lived at 464 Devine Street, and later 200 Bright Street. All three Thain brothers were newspaper carriers for the Canadian Observer in Sarnia for a time. In 1934, when Jack was 16 years old, his mother, Isabella, died at the age of 45 from cancer.  

All three Thain brothers served during the war and all three were members of the RCAF. At the time of Jack’s death, middle brother Flying Officer Clare Thain, a Wireless Operator/Air Gunner, was serving in Europe. Clare lost his life later on an operation transporting troops and equipment behind enemy lines in India. Jack’s younger brother, Flight Sergeant Donald Thain, had enlisted in the R.C.A.F. on August 2, 1943, and trained at Toronto, Winnipeg, and Paulson, Manitoba, where he received his wings in June of 1944.

Donald’s graduation in 1944 was a bittersweet moment for his widowed-father. John was proud of Donald’s success, yet his other two sons, also R.C.A.F. flying officers, were already casualties of war at the time. Donald was stationed at Patricia, Vancouver Island, for a time and returned to Sarnia in September 1946, after serving in the RCAF in Newfoundland. Like Jack, he was also involved in anti-submarine warfare. After the death of the two Thain boys, the RCAF would not allow Donald to serve overseas.  

Jack Thain was educated at Devine Street Public School from September 1923 to June 1930; at Wellington Street Public School from September 1930 to June 1931; and then at Sarnia Collegiate from September 1931 to June

1936. His Upper School Honour courses included English Composition and Literature, trigonometry, biology, physics, and chemistry. He was very active in gymnastics (a member of the Dominion Championship team); wrestling (he won the 125 lb. championship at the Assault at Arms); weightlifting, boxing, swimming, and rugby. His hobbies were reading and physiology.

Jack also completed Cadet training for four years. He worked for the Canadian Sarnia Observer as a paper carrier and press-worker from August 1936 to February 1937, and then at the Canadian Bank of Commerce in Sarnia as a clerk from February 1937 to October 1938. He worked as an instructor of physical training at the Kiwanis Boys Club in Sarnia during evenings from October 1937 to March 1938, and again from October 1938 to March 1939. After leaving the Bank of Commerce, he was employed as a salesman and manager at the United Cigar Store at

Lochiel and Christina Streets in Sarnia from October 1938 until October 1940.

On July 1, Jack Thain, age 21, enlisted in the Royal Canadian Air Force in London, Ontario. He stood five feet seven inches tall, had brown eyes and light brown hair, was single, and was residing at 136 North Front Street in Sarnia at the time. He requested flying duties, specifically wanting to be a pilot or observer. The Recruiting Officer recorded that Jack Thain was Excellent material. This boy has everything, splendid physique, keen mind, smart, alert, very strong personality, the determined aggressive type. Will make good in any classification. Recommended for Pilot or Observer.

In early October 1940, Jack Thain completed his RCAF Attestation Papers and underwent his medical examination in London, Ontario. From #1 Manning Depot in Toronto and then after a stint in Trenton, Jack received his air training at #1 Initial Training School (ITS) in Toronto; at #12 Elementary Flying Training School (EFTS) in Goderich; and at #2 Service Flying Training School (SFTS) in Uplands, Ontario. In late April 1941, he was posted again to #1 Manning Depot in Toronto.

While in Toronto, he obtained permission from the military, for a brief leave to do something special that spring.

On May 17, 1941, Jack married Miss Rhoda Leona Westlake (born in Exeter, Ontario), the eldest

daughter of Mrs. W.J. Westlake and the late Mr. Westlake of Wyoming, Ontario. The wedding was held at the home

of the bride’s mother in Wyoming and was officiated by Rev. D.M. Guest. The bride was given in marriage by her uncle, Mr. A. Parsons. Serving as bridesmaid was Miss Wilma Westlake, the sister of the bride, and serving as best man was Jack’s younger brother, Clare. Following the ceremony, a wedding dinner was held at the Wyoming Hotel for 25 guests. After the reception, the newlywed couple left for points east on a wedding trip. On their return, Jack and Rhoda resided at 136 North Front Street, Sarnia. Later, when Jack went overseas as a member of the RCAF, his wife resided with her mother in Wyoming.

On May 28, 1941, eleven days after serving as Jack’s best man, his younger brother Clare, age 20, enlisted in the Royal Canadian Air Force.

The newly married Jack Thain continued his air training in late May 1941 at #1 Air Observers School (AOS) in Malton, Ontario, and then at #1 Bombing and Gunnery School (B&GS) in Jarvis, Ontario, where he was awarded his Air Observer’s Badge on September 27, 1941. He then attended an advanced air navigation course at #2 Air

Navigational School (ANS) at Pennfield Ridge, New Brunswick, and graduated second in the class.

He received a three-week pre-embarkation leave until November 21, 1941, and was then posted to #31 Operational Training Unit (OTU) in Halifax, Nova Scotia. In early December 1941, he was posted to #1 Y Depot in Halifax. On December 8, 1941, Pilot Officer Jack Thain, married less than seven months, embarked overseas from Halifax bound for the United Kingdom.

Disembarking in the U.K. on December 18, 1941, Jack was initially posted to #3 Personnel Reception Centre. He continued his training as an RCAF officer in the U.K., and in March 1942, was transferred to #1 (Coastal) Operational Training Unit (OTU). In late May 1942, he became a member of RCAF #407 (Demon) Squadron, part of RAF Coastal Command.

RCAF # 407 Squadron’s wartime history is divided into two parts: from mid-1941 to January 1943, it was equipped with Lockheed Hudson twin-engine light bombers, and operated as a “strike” (bombing) squadron that attacked enemy shipping; and in late January 1943, operating Vickers Wellington aircraft, twin-engine medium bombers, it was re-designated #407 General Reconnaissance Squadron that protected friendly shipping from the U-boat threat. 

In June 1942, while in the U.K., Jack unexpectedly met his brother, Clare. Jack was standing on an unnamed station terminal in Scotland waiting for a train. While waiting on the station platform, Jack was hailed from a troop train window by Clare. Clare had just arrived at the Scotland station en route to the south of England with a detachment of R.C.A.F. men. The two brothers were able to meet up for a happy reunion during a 10-minute stop.

Later that month, Jack was in the Sarnia Observer news for his part in a Nazi raid. The Observer report described how, as part of the “Demon Squadron” of the R.C.A.F., Pilot Officer Jack Thain and his fellow crew members on Coastal Command had bombed a medium-sized enemy vessel in the face of “heavy opposition”, but they brought their Hudson bomber home unscathed.

In the latter part of 1942, John in Sarnia was informed that his son, Jack, had been promoted to Flying Officer while overseas.  

On April 14, 1943, Jack Thain became a member of RAF #58 Squadron “Alis Nocturnis” (On the wings of the night), with the rank of Flying Officer-Navigator/Bomb Aimer. At the start of the war, #58 Squadron was part of RAF Bomber Command, equipped with Whitley bombers. In April 1942, the squadron was transferred permanently to RAF Coastal Command. Like RCAF #407 Squadron, RAF #58 Squadron as part of Coastal Commandplayed a pivotal role in the Allied war effort, most notably against U-boats during the Battle of the Atlantic. They also sank

enemy warships and merchant vessels; protected Allied shipping from aerial attacks; and carried out reconnaissance and air-sea rescue.

In April 1942, RAF #58 Squadron was based at RAF St. Eval, tasked primarily with anti-submarine duties over the Western Approaches. Later that year, the squadron converted to Handley Page Halifax aircraft—four-engine heavy bombers.

On June 1, 1943, Jack Thain was part of a 7-man crew aboard Halifax aircraft BB257 that took off from RAF Station St. Eval at 15:18 hours on an anti-submarine patrol. At 19:11 hours, a signal was received from the Halifax that she was being attacked by enemy aircraft. No further signals were received, and at 23:30 hours, the estimated time of arrival back at base, “overdue action” was taken, but without result. The aircraft failed to return from operations and was reported missing over the Bay of Biscay.

Perishing with Flying Officer Jack Thain were Pilot Officer Joseph Roy Bickerton and Sgt. Laurence Edward Daw (RCAF); F/Lt. F.W. Gilmore, and Sgts. C.W.H. Makin and B.W. Wyatt (RAF); and F/Sgt. S.F. Miller (RAAF). 

A few days later, John on Bright Street in Sarnia and Jack’s wife, Rhoda, in Wyoming, received the news that FLYING OFFICER JACK THAIN HAS BEEN OFFICIALLY REPORTED MISSING SINCE JUNE 2 DURING AIR OPERATIONS OVERSEAS.

Jack Thain’s death was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas.

In January 1944, Rhoda received the following letter from the Air Marshal, Chief of the Air Staff:

Dear Mrs. Thain:

            I have learned with deep regret that your husband, Flying Officer Jack Alexander Thain, is now for official purposes presumed to have died on Active Service Overseas on June 1st, 1943. I wish to offer you and the members of your family my sincere and heartfelt sympathy.

            It is most lamentable that a promising career should be thus terminated and I would like you to know that his loss is greatly deplored by all those with whom your husband was serving.

In February 1945, Rhoda received a War Service Gratuity of $584.83 for the loss of her husband of two years.

In mid-August 1946, Rhoda received the following letter from the R.C.A.F. Records Officer in Ottawa:

Dear Mrs. Thain:

            It is a privilege to have the opportunity of sending you the Operational Wings and Certificate in recognition of the gallant services rendered by your husband Flying Officer J.A. Thain. I realize there is little which may be said or done to lessen your sorrow, but it is my hope that these “Wings”, indicative of operations against the enemy, will be a treasured memento of a young life offered on the altar of freedom in defence of his Home and Country.

Years later, Rhoda re-married, becoming Rhoda Davidson, who resided in Wyoming, Ontario.

Less than a year after the loss of his eldest son, widowed-father John Thain would lose another son, Clare, in May 1944, a Flying Officer with the R.C.A.F.

In February 1952, John received the following letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff:

Dear Mr. Thain:

            It is with reluctance that after so long an interval, I must refer to the loss of your son, Flying Officer Jack Alexander Thain, but due to the lack of any information concerning him since he was reported missing, it must be regretfully accepted and officially recorded that he does not have a “known” grave.

            Due to the extreme hazards attending air operations there are, unhappily, many thousands of British aircrew boys who do not have “known” graves and all will be commemorated on General Memorials that will be erected at a number of locations by the Imperial War Graves Commission (of which Canada is a member), each Memorial representative of a theatre of operations. One of these Memorials will be erected at Runnymede, England and the name of your son will appear on that Memorial.

            I realize that this is an extremely distressing letter and that there is no manner of conveying such information to you that would not add to your heartaches. I am fully aware that nothing I may say will lessen your great sorrow, but I would like to express to you and the members of your family my deepest sympathy.

Jack Thain, 24, has no known grave. His name is inscribed on the Runnymede War Memorial, Surrey, United Kingdom, Panel 175.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Arthur Cameron Thompson was born in Sarnia, on July 22, 1921, the son of Howard Bell (born 1886 in Picton, Ontario) and Minnie Margaret (nee McDonald, born 1895 in Embro, Ontario) Thompson. Howard and Margaret were married on March 15, 1916, in York, Ontario, and had four sons together: the eldest Howard Fraser, born December 1918, who also served in the RCAF (see below); Arthur Cameron, born July 1921; Charles McDonald, born April 1923; and the youngest son, Robert Brock (born 1929). Howard supported his family by working on the staff of Sarnia Refinery Engineering Department as a Mechanical and Electrical Engineer. The Thompson family lived at 292 North MacKenzie Street. Tragedy struck the Thompson family on August 8, 1933, when Charles (Buster) McDonald Thompson passed away suddenly in Sarnia. He was only 10 years old.  

Arthur attended Lochiel Public School from 1926 to 1934 and then Sarnia Collegiate from 1934 to 1937, and again from 1939 to 1940. In 1937-1938, he attended Pickering College in Newmarket, Ontario, and in 1938-1939, he

attended Assumption College. Arthur was very active in football and hockey, and also participated in swimming, golf, and skiing. He also found time to build model aircrafts, his favourite hobby.

On June 4, 1940, eighteen-year-old Arthur became the first Thompson boy to join the war when he enlisted with the Royal Canadian Air Force in London, Ontario. At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19.

His older brother, Howard Fraser, enlisted three months later.

At his enlistment, Arthur stood five feet nine-and-a-quarter inches tall, had blue eyes and dark brown hair, was single, and was still a student at Sarnia Collegiate. He was residing at home with his parents on MacKenzie Street at the time. He requested flying duties, with a preference to be an air gunner.

The Recruiting Officer recorded the following about Arthur: Very good appearing young man. Well spoken, good athlete, very likeable. Manly. From #1 Manning Depot in Toronto, Arthur received his air training at #1 Initial Training School (ITS) in Toronto; at #2 Air Observer School (AOS) in Edmonton, Alberta; at #2 Bombing and Gunnery School (B&GS) in Mossbank, Saskatchewan; and at #1 Air Navigation School (ANS) in Rivers, Manitoba. Arthur was awarded his Air Observer’s Badge on December 9, 1940, in Rivers, Manitoba.

In late January 1941, Arthur was posted to #3 Manning Depot in Rockcliffe, Ontario. On February 15, 1941, he embarked overseas from Halifax bound for the United Kingdom. Later that month, parents Howard and Margaret in Sarnia received a cablegram from Arthur, informing them that he had arrived safely in England. Arthur was initially posted to #3 Personnel Reception Centre at Uxbridge before being transferred in early March 1941 to #3 (Coastal) Operational Training Unit (OTU) at RAF Chivenor.

In late April 1941, he became a member of RAF #217 Squadron, part of Coastal Command, an anti-shipping squadron based at St. Eval. In February 1942, the squadron was split with most of its aircraft at St. Eval, while a detachment was at RAF Thorney Island. In May 1942, the squadron moved to Malta where it carried out attacks on enemy shipping across a wide section of the Mediterranean. After two months, the squadron then moved to Ceylon where it carried out anti-submarine patrols.

Approximately one year after arriving in the U.K., on February 28, 1942, Arthur married an English girl—Edwina Joyce Toms (of Cornwall, England) in the Parish Church of St. Merryn, Cornwall, England.

Sadly, for Arthur, four months later in late June 1942, he learned that his older brother (Howard) Fraser was reported missing on operational duties. A few months after that, Fraser Thompson was reported to have lost his life after his body was recovered.

In the early part of 1943, Arthur was scheduled for a leave to return to Canada, but because his wife was pregnant, he had it cancelled. On March 13, 1943, Arthur and Edwina Thompson were blessed with the birth of their son, whom they named Richard Fraser Thompson. Arthur, Edwina, and Richard resided near Padstow, Cornwall, and later Three Banks Terrace, Croft, near Darlington, Durham, England.

On December 5, 1942, Arthur Thompson became a member of RCAF #431 (Iroquois) Squadron, part of Bomber Command.

In March 1943, his father Howard in Sarnia wrote a letter to Honourable Charles Power, Minister of National Defence for Air in Ottawa. Following is a portion of that letter:

Dear Sir,

            On behalf of Mrs. Thompson and myself I wish to thank you for your words of sympathy and gratitude on the loss of my oldest and dearest son Fraser R68407 RCAF who was missing and lost in the Middle East Bomber Command. His loss is dearly felt by us all here but I trust that his life so freely given has not been sacrificed in vain.

            I hesitate to make a request but as you no doubt know my second son Flt Sgt. A Cameron Thompson RCAF has been in the Air Force since June 1940 when he enlisted and took his training in Canada going overseas in Jan 1941 and arrived in England early in February. He was immediately connected with the R.A.F. Coastal Command and after some training there was stationed at St. Eval…

            He married a young fine English girl in Cornwall and now just recently has been connected with No. 431 Squadron located in Yorkshire England. Early this year he was posted to be returned to Canada but on account of his young wife’s condition he had it cancelled. He is an Observer in the Command and I am writing you that you may have this before you and to request that he be posted for Canada within the next two or three months when conditions are favourable.

            It would be a great boost and relief to Cameron’s mother who has been ailing a great deal particularly since Fraser’s loss. Also I feel that he has done a real service to his country with the ten or 12 months of actual operational flying and now he should have sufficient experience so that he would be valuable as an instructor in Canada.

            If I am not asking too much may this humble request have your consideration.

On July 1, 1943, Arthur became a member of RAF #22 Operational Training Unit (OTU) based at RAF Wellesbourne.

In August 1943, Ross W. Gray, the Member of Parliament for Lambton West, made a written request in regard to his nephew, Arthur Thompson, to the Wing Commander (James Sharpe), Air Secretary in Ottawa. Following is a portion of that request:

I am taking this opportunity of writing you in regard to one of my nephews who has been in England since 1940, being on coastal command, bombing operations, grounded due to sinus trouble, hospitalized and operated on for sinus, acted as warrant officer, married in England with one baby and wife to take care of, now, I understand, in the North of Scotland taking a further course…

…He is a brother of Fraser Thompson who was reported missing in Egypt and whose body was later found there and buried by the Royal Engineers.

It would appear to me that seeing that leaves are in order for a great number of the Air Force boys that this young fellow might be given an opportunity of returning to Canada to visit his parents.

This airman’s mother has not been well for several months and the loss of her son Fraser has affected her health greatly.

In view of the above may we be advised as early as possible whether consideration has been given to the possibility of this N.C.O. being repatriated for employment in Canada and if so, the approximate date he might be expected to arrive.

Ross Gray was unsuccessful in arranging Arthur Thompson’s return to Canada.

In mid-September 1943, Arthur was transferred again, becoming a member of #1664 Heavy Conversion Unit (HCU) at RAF Croft. One month later, on October 18, 1943, he returned to RCAF #431 Iroquois Squadron “The Hatiten Ronteriios” (Warriors of the Air), part of Bomber Command, with the rank of Pilot Officer-Bomb Aimer.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

RCAF #431 Squadron had formed in Britain in November 1942, based at RAF Burn, and was equipped with Vickers Wellington aircraft. In July 1943, it moved to RAF Tholthorpe and converted to Handley Page Halifax aircraft—four-engine heavy bombers. In December 1943, the squadron moved again, this time to RAF Croft. The squadron remained at Croft for the remainder of the war, and in October 1944 began to convert to Avro Lancasters.

On the night of January 28/29, 1944, Arthur Thompson was a member of a 7-man crew aboard Halifax V aircraft LL181 (markings SE-Q) that was on a night operation targeting Berlin, Germany. It was the third day of a heavy aerial offensive on Germany. Just after midnight, at approximately 00.12 hours, the aircraft took off from 431 Squadron’s Croft base, part of a group of 677 aircraft involved in the raid.

No news was received from Halifax LL181 after take-off and she failed to return to base.

It was learned later that Pilot Officer-Bomb Aimer Arthur Thompson and the crew of Halifax LL181 were shot down by a German night fighter. The aircraft crashed in a field east of the village of Zinndorf, Germany, near their target Berlin, Germany. It was believed that the bomber was still carrying its full bomb load as on crashing there was a terrific explosion; consequently, wreckage and even limbs etc. of several crew members were strewn over a wide area.

The following morning, a Luftwaffe detachment and the Fire Brigade from Straussberg airfield collected all the remains of the crew and the aircraft. The members of the crew could not be individually identified and were laid to rest in multiple graves. They were given a military funeral.

Perishing with Pilot Officer Arthur Cameron Thompson were Flying Officer Roy MacLean, Pilot Officer William Russell Hewetson, and Sgt. Norman Andrew Bell (all RCAF), and F/S George Thomas Moody, and Sgts. George Frederick Carter and James McIver (all RAF).

There were 46 aircraft lost in this raid.

Several days later, Howard and Margaret Thompson in Sarnia received a telegram from Ottawa informing them that their son SGT ARTHUR CAMERON THOMPSON HAS BEEN REPORTED MISSING FOLLOWING

AN ALLIED RAID OVER BERLIN.

Another set of Sarnia parents, John and Mary Ellen McKeown, received the same information on the same day about their son, Victor Herbert McKeown, who was also listed as missing in the same bombing raid over Berlin (his story is included in this Project).

Arthur’s wife, Edwina Joyce Thompson, and their 10-month-old son, Richard Fraser, were in England at the time of Arthur’s death.

For parents Howard and Margaret Thompson, Arthur was their second son they had lost to war. Approximately one year earlier, on New Year’s Day 1943, they had received news that their eldest son, Howard Fraser Thompson of the RCAF, previously reported missing overseas, was now reported to have lost his life after his body was recovered.

In early-February 1944, Edwina, residing in Croft, Durham, England, received the following letter from the Wing Commander, for Air Officer Commanding-in-Chief, R.C.A.F. Overseas:

Dear Mrs. Thompson,

            It is with deep regret that I must confirm the communication you have recently received which stated that your husband, Sergeant Arthur Cameron Thompson, was reported missing as a result of air operations on the 28th/29th January, 1944.

            Your husband was a member of the crew of a Halifax aircraft, which took off for an attack on Berlin and failed to return. This does not necessarily mean that he has been killed or wounded as it is possible he may be a prisoner of war or even free, which I hope may prove to be the case.

            The request that no information be given to the press is made in order that your husband’s chances of escape will not be jeopardized, by undue publicity, if he is still at large. This does not mean that information is available concerning him but is a precaution adopted in the case of all personnel reported missing.

            I can assure you that enquiries are being made through every available source and any information which may be forthcoming will be communicated to you at once. Please accept my sympathy with you in your great anxiety.

In mid-February 1944, Howard received a letter from the Squadron Leader, R.C.A.F. Casualties Officer, for Chief of the Air Staff. Following is a portion of that letter:

Dear Mr. Thompson:

            It is my painful duty to confirm the telegram recently received by you which informed you that your son, Sergeant Arthur Cameron Thompson, is reported missing on Active Service.

            Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your son was a member of the crew of an aircraft which failed to return to its base after a bombing raid over Berlin, Germany, on the night of January 28th and the early morning of January 29th, 1944. There were three other members of the Royal Canadian Air Force in the crew and they also have been reported missing. Since you may wish to know their names and next-of-kin, we are listing them below….

This does not necessarily mean that your son has been killed or wounded. He may have landed in enemy territory and might be a Prisoner of War. Enquiries have been made through the International Red Cross Society and all other appropriate sources and you may be assured that any further information received will be communicated to you immediately.

            Your son’s name will not appear on the official casualty list for five weeks. You may, however, release to the Press or Radio the fact that he is reported missing but not disclosing the date, place, or his unit. May I join with you and the members of your family in the hope that better news will be forthcoming in the near future.

Also in mid-February 1944, Howard received the following letter from the Wing Commander, Commanding RCAF No. 431 Squadron, Overseas:

Dear Mr. Thompson,

            Before you receive this letter, you will have had a signal informing you that your son R63728 Sergeant Arthur Cameron Thompson is missing as a result of air operations.

            At approximately 12:30 P.M. on the night of the 28th January, Tommy, and members of his crew took off from this aerodrome to carry out operations over BERLIN, but unfortunately failed to return. He, and his crew were

due back at this aerodrome on completion of the sortie, but no news has been received from either the crew or

aircraft since the time of take-off.

            There is always the possibility that your son may be a prisoner of war, in which case, you will either hear from him direct, or through Air Ministry, who will receive advice from the International Red Cross Society. To be a prisoner of war is not the happiest thought in one’s mind, particularly for you, who are so fond of your son, but on the other hand, I hope you will bear with me that it carries a certain gratifying thought in knowing that our loved ones are alive, and well, and will some day return home safely.

            May I offer my most sincere sympathies as well as those of my Officers, and men in your anxiety.

In late May 1944, Howard and Margaret Thompson were advised by R.C.A.F. Headquarters at Ottawa that their son Flight Sergeant Arthur Cameron Thompson, had been promoted to pilot officer as of January 25, 1944. This was the first word from Ottawa about their son since he had been reported missing on January 28, 1944.

Ten months later, Howard was still waiting for more information about the fate of his son. In a November 1944 letter to the Office of Air Ministry in Ottawa, Howard wrote I thought you might give us some information as regards P.O. A.C. Thompson No. J85408 who was reported missing Jan. 28th over Berlin… We have heard very little of anything since. One of the crew, P.O. Roy MacLean, Glace Bay, N.S. body was reported to have been found and identified. Other than this very meagre information, nothing has come through to us, and as far as I know little has been received by his wife Joyce. If you could obtain any information about Cameron, I would appreciate it very much.

In early January 1945, one year after his aircraft was shot down, an R.C.A.F. casualty list was released recording that Pilot Officer Arthur Cameron Thompson was now for official purposes presumed dead, after previously being reported missing.

Arthur Thompson left behind his parents in Sarnia, Howard and Margaret (who had already lost one son in the war), his “British bride” of less than two years, Edwina Joyce, and their 10-month-old son, Richard Fraser Thompson. In late May 1945, Edwina and then two-year-old son Richard Fraser arrived in Sarnia to spend some time with Howard and Margaret Thompson. The Sarnia Observer described Edwina Thompson as a slim, blue-eyed rather shy and extremely attractive young English girl.

Edwina spoke highly of the reception given her by the Red Cross, V.A.D. nurses, and other organizations on her arrival in Canada. Her son and she had made the cross-Atlantic crossing aboard the liner Brittany (Brittanic), in the company of 600 other brides and 400 children. Edwina was the daughter of Commander E.E. Toms, Royal Navy Fleet Air Arm of Cornwall, England. She had one sister who was preparing to return to New Zealand with her serviceman husband; another, who was engaged to an Australian; and a third sister, who was to go to India with her husband on British government business. For a time during the war, Edwina and husband Arthur had resided in Portsmouth, where he was stationed, during a period when the city was under heavy and constant air raid attack.

Edwina described training schools for Canadian war brides that were set up in London and other large metropolitan areas, but were not available in the smaller centres; however, invitations to attend were sent to

prospective candidates in outlying areas. Although she was “instructed” by her husband Arthur about Canada, she found it different from what she expected. Shop windows full of clothes and shoes, the abundance of food, and the luxury of bananas and ice cream were difficult to comprehend after the sparse fare of England. She described the diet as adequate, though plain and uninteresting; and the fuel shortage of the last winter as rather grim, but they managed

somehow. Edwina said that she was quite prepared to like Canada and things Canadian and was looking forward with pleasure to becoming acquainted with her Sarnia relatives.

In August 1945, Edwina, now residing at 292 North MacKenzie Street in Sarnia, received a War Service Gratuity of $982.60 for the loss of her husband Arthur.

In July 1947 the RAF Missing Research and Enquiry Service released their findings on the investigation of the crash of Halifax aircraft LL181 on January 28/29th, 1944. Following is a portion of those results:

Herr Rothschuh, burgomaster of Zinndorf stated that on the night of the 29th Jan., 1944 a British bomber crashed in the fields, East of the village of Zinndorf, after having been shot down by a German night fighter. It was believed that the bomber was still carrying its full bomb load as on crashing there was a terrific explosion, consequently wreckage and even limbs etc. of several of the crew were strewn over a wide area.

The following morning after the crash a Luftwaffe detachment and the Fire Brigade from Straussberg collected together all the remains of the crew and the aircraft. Before the wreckage was removed, the Oberleutnant i/c Luftwaffe detachment reported that the a/c was a British four engined bomber. No positive identification was found as to type of a/c and no. However, as one of the crew of this a/c, namely J/21633 R. MacLean was identified at the scene of the crash, this a/c must be Hal. V. LL.181.

Six members of this crew were found, according to Herr Rothschuh. As stated previously several of the crew

were more or less blown to pieces, none of the six bodies were complete. The Luftwaffe detachment searched through the papers etc. found on the bodies but only one member was identified (MacLean). After having a Mil. Funeral the crew were buried in two large boxes, 3 bodies in each, in Zinndorf Gemeinde Friedhof on the 2.2.1944.

It appears that the seventh member of this crew was blown to pieces and the Luftwaffe not knowing how many airmen there were in the crew buried what little remained of the seventh crew member with another smashed deceased…

The exhumation of this crew were carried out on the 14th May, 1947… Unfortunately only one member of

the crew was identified, the navigator… F/O R. MacLean. The bodies are now reinterred in Brit. Cem. Berlin Heerstrasse.

CONCLUSION

… The aircraft concerned in this Cas. Enq. was shot down by night fighters on the night of 28/29th Jan. 1944. The aircraft crashed, exploding on impact, in the fields, East of the village of Zinndorf. The aircraft was believed to be carried a full bomb load when shot down. Naturally therefore, only small pieces of wreckage remained which was removed by a Luftwaffe detachment to Straussberg airfield…. At daybreak on the morning of the 30th Jan 44, the Luftwaffe detachment recovered six badly smashed members of this crew from the scattered wreckage. One of the six, R. MacLean was identified.

Unfortunately from the exhumations only one member of the crew can be identified, i.e. the navigator namely F/O R. MacLean. Therefore it is suggested that F/O R. MacLean have a cross erected over his grave and the remainder have a collective grave made with the six names written on one cross.

From the information given… it is reasonably certain to state that the seventh member of this crew was blown to pieces in the fierce explosion when the Halifax crashed…

The crew is now reinterred in the Brit. Mil. Cem. Heerstrasse, Berlin.

In July 1950, Edwina, then residing at Three Banks Terrace, Croft near Darlington, Durham, England, received the following letter from RAF officials:

Dear Mrs. Thompson,

            I regret having to refer again, after so long an interval, to the loss in action of your husband, Sergeant A.C. Thompson, Royal Canadian Air Force, but I am sure you will wish to know the result of investigations undertaken by the Royal Air Force Missing Research and Enquiry Service in Germany.

            These investigations have established that his aircraft was shot down near Zinndorf, south of Berlin, and the seven members of the crew, who must have been killed instantly, were buried by the Germans in the local cemetery. Unfortunately, upon exhumation, it was only possible to individually identify the navigator, Flying Officer McLean.

            Your husband and the other five crew members have been re-interred in a communal group of graves numbered 33-37, Row G, Plot 8, in the British Military Cemetery at Berlin (Heerstrasse), and these graves have been

registered collectively with the Imperial War Graves Commission in the names of all six airmen. Flying Officer MacLean lies in an adjacent grave.

            This reburial is in accordance with the policy agreed upon by His Majesty’s and the Commonwealth Governments, that our fallen should be transferred to specially selected military cemeteries, where graves will be maintained, for all time, by the Imperial War Graves Commission.

            I am sorry that owing to the formidable task of our search teams it has not been possible to let you have this information earlier, but I do hope this news, belated as it is, will afford you a small measure of comfort in your sad loss.

In August 1950, Howard of 292 N. MacKenzie Street, Sarnia, received a letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff. Following is a portion of that letter:

Dear Mrs. Thompson,

            It is with regret that I refer to the loss of your son, Pilot Officer Arthur Cameron Thompson. A report has however been received from our Missing Research and Enquiry Service concerning your son and the members of his crew.

            Our Investigating Officers on visiting Zinndorf were informed by the Burgomaster that your son’s aircraft had crashed in a field just east of the village after being shot down by a German night fighter. The remains of the crew were recovered from the wreckage by a German Air Force Detachment and the fire brigade from Strausberg which is situated 5 ½ miles north of Zinndorf. They were given a military funeral and buried in Zinndorf Cemetery. The burial details conveyed to you in our letter of 20th October, 1945 which were obtained from captured German

documents were incorrect and apparently a German clerical error. Although German documents have on the whole been of great assistance in locating missing airmen they often proved inaccurate. One can appreciate that even with a desire to be accurate, the chaotic conditions which existed in those days could easily lead to inaccuracies. Exhumation was carried out but unhappily, Flying Officer MacLean was the only one who could be individually identified….

            In accordance with the agreed policy of the Nations of the British Commonwealth that all British aircrew buried in Germany would be moved to British Military Cemeteries located in Germany, your son and the members of

his crew were moved to the permanent British Military Cemetery in Berlin. The cemetery is known as the Berlin (Heerstrasse) British Military Cemetery. Your son and the other five members of the crew who could not be individually identified were laid to rest in multiple graves 33/37 in Row G, Plot 8 and these graves will be registered collectively with their names. Flying Officer MacLean was laid to rest in Grave No. 32.

            This British Military Cemetery and the graves will be reverently cared for and maintained in perpetuity by the Imperial War Graves Commission (of which Canada is a member). The Commission will also erect a permanent headstone at your son’s resting place.

            It is my earnest hope that you will be comforted with the knowledge that your son’s resting place is known, and that it will be permanently maintained, and I would like to take this opportunity of expressing to you and the members of your family my deepest sympathy in the loss of your gallant son.

Almost nine years after the war ended, in early February 1954, Howard and Margaret Thompson, then residing on Highland Road in London, Ontario, wrote a letter to the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff in Ottawa. They informed him that in the spring, they were hoping to visit their son Arthur’s grave in Berlin, and possibly Howard Fraser’s grave in Egypt. They were seeking his advice on whom to contact and on possible safety matters in these parts of the world. Following is a portion of the response letter from the Wing Commander:

Dear Mr. Thompson,

            I wish to acknowledge your letter of February 11, and note your intended visit to Europe this coming spring, and the possible visit to the resting place of your son, Pilot Officer Arthur Cameron Thompson. Since my letter of August 15, 1950, the name of the cemetery has been changed from Berlin (Heerstrasse) British Military Cemetery to the Berlin 1939-1945 War Cemetery.

            As far as I am aware there is no difficulty in going to Berlin. Your travel agent can advise you, passports are necessary and can be secured through the Department of External Affairs… You should also write to the Imperial War Graves Commission… informing them of your visit and asking for full information…

            I had the privilege of visiting the Berlin 1939-1945 War Cemetery last October. The first permanent headstones 250 had arrived and the foundations for the stones were underway… The cemetery is in a beautiful

location and of course with construction going on, was not at its best when I was there, as all flowers and shrubs had

been removed to make way for the Headstones. The flowers and shrubs will be replaced when the stones are erected,

so I hope that by the time of your visit many of the stones will be erected and the blooms back in their regular places… I trust that your visit to the resting place of your gallant son, will be of comfort and solace.

In the spring of 1954, Howard and Margaret Thompson travelled to Western Europe to visit the grave of Arthur Cameron. Howard Thompson passed away in 1983, and five years later in 1988, Margaret Thompson passed away. They are both buried in Lakeview Cemetery in Sarnia.

Arthur Thompson, 22, is buried in the Berlin 1939-1945 War Cemetery, Germany, Coll. Grave 8.G.33-37. On his headstone are inscribed the following words: NEVER HAVE SO FEW GIVEN SO MUCH FOR SO MANY, TO THE UTMOST, TO THE END.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Howard Fraser Thompson, who went by “Fraser” most of his life, was born in Sarnia on December 16, 1918,

the eldest son Howard Bell (born 1886 in Picton, Ontario) and Minnie Margaret (nee McDonald, born 1895 in Embro, Ontario) Thompson. Howard and Margaret were married on March 15, 1916, in York, Ontario, and had four sons together: Fraser, born December 1918; Arthur Cameron, born July 1921, who also served in the RCAF (see above); Charles McDonald, born April 1923; and the youngest son, Robert Brock, who was age 13 at the time of Fraser’s death. Howard supported his family by working on the staff of Sarnia Refinery Engineering Department as a Mechanical and Electrical Engineer. The Thompson family lived at 292 North MacKenzie Street. Tragedy struck the Thompson family on August 8, 1933, when Charles (Buster) McDonald Thompson passed away suddenly in Sarnia. He was only 10 years old.      

Fraser attended Lochiel Street Public School from 1925 to 1932 and then Sarnia Collegiate School from

September 1932 to June 1936. Like many other young men and women, he had a variety of interests that grabbed his

attention. Fraser was active in sports, including track, hockey, rugby, swimming, and fencing; his hobby was wood carving; and he was a member of St. Andrew’s Presbyterian Church. He then attended Pickering Collegiate in Newmarket from September 1936 to June 1938.

In September 1938, he attended the University of Western, and at the end of the 1938-39 session, he had secured credit in six-and-a-half credits of the first year College of Arts Chemistry program. While at Western, he also attended Canadian Officer Training Corps (C.O.T.C.) from September 1938 to June 1939. In a reference letter written by the Dean of Western University to the RCAF Recruiting Office on behalf of Fraser, the Dean wrote There is absolutely nothing that for which we can criticize Mr. Thompson’s character, personality, initiative, ability to mix with his fellows. His personality rating would be high.

Beginning in September 1939, Fraser was employed by Imperial Oil Limited in Sarnia as an assistant in the Technical and Research Laboratories. The Chief Research Chemist at Imperial Oil, R.K. Stratford, wrote a reference letter to the RCAF Recruiting Officer on behalf of Fraser. His comments included that Fraser has shown himself to be conscientious and capable in all classes of routine testing that have been assigned to him. The young men who work in this department as laboratory assistants are all very carefully chosen before being employed, and we feel confident that providing they pass their medical examination they will be above the average for their age and experience. We, therefore, have great pleasure in recommending this young man.

Major W.P. Doohan, Canadian Officers Reserve, who supervised Fraser at Imperial, also wrote a reference letter on behalf of Fraser. Major Doohan wrote of Fraser that I have always found him a painstaking and dependable assistant. I can recommend this man as suitable for enlistment, he has initiative and a keen sense of duty, and should make as efficient soldier.

On September 12, 1940, Fraser Thompson, age 21, enlisted in the Royal Canadian Air Force in London, Ontario. Only three months earlier, his younger brother Arthur, age 18, had enlisted.

At his enlistment, Fraser stood five feet six-and-a-half inches tall, had brown eyes and dark brown hair, was single, and was residing at home with his parents on North MacKenzie Street. He requested flying duties, with a desire to be a pilot. His plan for after the war was to return to college with the intent of becoming a geologist.

From #2 Manning Depot in Brandon and then #2 Training Command in Winnipeg, Manitoba, Fraser received his air training at #2 Initial Training School (ITS) in Regina; and then at #5 Elementary Flying Training School (EFTS) in Lethbridge, Alberta. In February 1941, he returned to #2 Manning Depot in Brandon, before continuing his training in April 1941 at #3 Air Observer School (AOS) in Regina; and then at #5 Bombing and Gunnery School (B&GS) in Dafoe, Saskatchewan.

Sergeant-Observer Fraser Thompson was awarded his Air Observers Badge on September 1, 1941, along with two other Sarnians, Sergeant-Pilot Wesley K. McDermid and Sergeant-Pilot Robert A. McCallum (McCallum’s story is included in this Project).

In September 1941, Fraser continued his training at #1 Air Navigation School (ANS) in Rivers, Manitoba. On October 1, 1941, he was posted to #1 Y Depot in Halifax.  

On October 20, 1941, Fraser embarked overseas from Halifax bound for the United Kingdom. Initially posted to #3 Personnel Reception Centre at Bournemouth, he continued his training with #20 Operational Training Unit (OTU); and in February 1942 with #15 Operational Training Unit (OTU).

At some point during his time in England, Fraser met Amy Bapty at a Royal Air Force base in the country’s south. They fell in love and had a daughter together, Marlene Weaver, who was born on December 16, the same date as Fraser. Sadly, Marlene would never get to know her father.

After training and serving in Britain for some time, in early June 1942, Fraser Thompson was transferred to the Middle East Command, with #2 Middle East Training School (METS), Royal Air Force. He became a member of RAF #40 Squadron “Hostem A Coelo Expellere” (To drive the enemy from the sky), part of Bomber Command, with the rank of Flight Sergeant-Navigator.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

RAF #40 Squadron had begun the war as part of the Advanced Air Striking Force, one of the first squadrons to be sent to France. In November 1940, the squadron converted to Vickers Wellington aircraft—twin-engine, long-range medium bombers—and spent the next two years operating as a night bomber squadron with Bomber Command. In October 1941, the squadron moved to Malta, where they operated against targets in Italy and North Africa until May 1942. The surviving aircraft were then transferred to Egypt. There, it began to fly operations against the Axis forces in North Africa. In December 1943, the squadron moved to Italy where it carried out Bomber Command duties during the Italian Campaign.

As part of #40 Squadron, Fraser took part in the North African Campaign. The campaign had begun in June 1940 and continued for almost three years, as Allied and Axis forces pushed one another back and forth across the desert. Battles between British Commonwealth, U.S., and French forces against Italian-German Axis and Vichy France forces took place across Libya, Egypt, Morocco, Algeria, and Tunisia. Canadians fought as part of British army units, as members of the Royal Air Force or the Royal Canadian Air Force, and as members of the Royal Canadian Navy.

Fraser’s parents, Howard and Margaret in Sarnia, received two cables from him not long before he was lost in action. In the first cable, dated June 10, 1942, he informed them of his safe arrival by air in Gibraltar. In the second cable, dated June 22, 1942, he informed them that he had been sent to the headquarters of the Middle East Command.

Only days after arriving in the Middle East and becoming a member of RAF #40 Squadron, Flight-Sergeant Fraser Thompson lost his life near Hohalfa, Egypt.

On June 27, 1942, he was the navigator of a six-man crew aboard Wellington aircraft Z9028 on a bombing mission during the North African Campaign. His RCAF station received the last word from Wellington Z9028 at 4:05 a.m. The Wellington failed to return from her operational flight over enemy territory because she crashed just south-east of the Siwa Road near the railway line at El Alamein, Egypt.

Perishing with Flight Sergeant-Navigator Fraser Thompson were Sgt. Stanley Gregory (RCAF), F/S Orville Martin Kileen (RCAF), Sgt. Stanley Hearne Gunn (RNZAF), Sgt. Henry James Morgan (RAF), and Sgt. Peter Thornton Halstead (RAF).

In his report following the crash, the Wing Commander of RAF #40 Squadron wrote that Fraser Thompson was only on the strength of this Unit for three days. During that time, however, his qualifications, character and general conduct appeared to be eminently satisfactory.

Fraser Thompson was reported Missing on operational duties on June 27, 1942, by military officials.

More than a week later, his parents received a cable from the Chief of Air Staff in Ottawa, informing them that their eldest son Fraser had been REPORTED MISSING FOLLOWING A FLIGHT PRESUMABLY IN LIBYA.

His remains were later found and initially buried on December 28, 1942, at a location recorded on the Burial Return Card as “Missing 27th June 1942. Body found by 58 R.S.U. and identified by papers on his body. Buried on the spot. Exact location of grave Latitude 30 degrees, 39 minutes, 40 seconds North, Longitude 29 degrees, 8 minutes, 30 seconds East.”

On New Year’s Day, January 1943, Howard and Margaret Thompson received a telegram from the R.C.A.F. Casualties Officer in Ottawa that read DEEPLY REGRET TO INFORM YOU FURTHER ADVICE HAS BEEN RECEIVED FROM THE ROYAL CANADIAN AIR FORCE CASUALTIES OFFICER OVERSEAS THAT YOUR SON FLIGHT SERGEANT HOWARD FRASER THOMPSON PREVIOUSLY REPORTED MISSING ON ACTIVE SERVICE ON JUNE 27 1942 IS NOW REPORTED TO HAVE LOST HIS LIFE HIS BODY HAVING BEEN RECOVERED. ACCEPT MY PROFOUND SYMPATHY. LETTER FOLLOWING.

Fraser Thompson’s death was later officially recorded as Killed during air operations, overseas.

In January 1943, St. Andrew’s Church in Sarnia held a memorial service for three parishioners, all members of the Royal Canadian Air Force, who had paid the supreme sacrifice in the previous year—George William Knowles, Donald Cameron MacGregor, and Howard Fraser Thompson. The service was arranged at the request of family members with Rev. Dr. J.M. Macgillivray officiating. In his brief address, Dr. Macgillivray’s words expressed the sentiment of many at the time:

These men, as well as others like them, went forth possessed, perhaps, of a spirit of adventure not unnatural in young men. But it was not only the call of adventure that led them to the King’s service in the clouds. There was a deeper motive than that. They had a vision of a new and better world; a world free of tyranny, oppression, injustice and fear. They knew that the only way to secure such a world was by overthrowing forever the forces of evil now threatening mankind; and to that holy task they dedicated their lives. They have entered into the larger life; and to God’s keeping we commend them in the Easter hope of a final resurrection to eternal life.

It is my personal conviction that they are not now far away from us, and I read to you as suggestive and appropriate some words written by a French soldier killed in 1915 during the First Great War: ‘I believe the dead live close to the living, invisible but present; and perhaps it is they whom God sends to us in answer to our prayers, so that their spirit, which is His, may continue to guide us and inspire us.’

Note: The stories of George Knowles and Donald MacGregor are included in this Project.

In August 1945, Howard and Margaret Thompson received a War Service Gratuity of $262.70 for the loss of their son Fraser.

Fraser’s younger brother, RCAF Flight-Sergeant Arthur Cameron Thompson, had seen two years of service at the time of Fraser’s death. About a year-and-a-half after Fraser’s death, Pilot Officer Arthur Thompson of RCAF #431 Squadron lost his life, shot down over Germany.

Parents Howard and Margaret Thompson in Sarnia lost two of their four sons in the war. Howard Thompson passed away in 1983, and five years later in 1988, Margaret Thompson passed away. They are both buried in Lakeview Cemetery in Sarnia.

Howard Fraser Thompson, 23, was initially buried near the Hohalfa Railway Station and later exhumed and reburied in the Halfaya Sollum War Cemetery, Egypt, Coll. Grave 15. B. 2-3. On his headstone are inscribed the following words: GIVING ALL, DARING ALL TO THE UTMOST, TO THE END, HE DIED THAT WE MIGHT LIVE.

His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

On the Sarnia cenotaph, Howard Fraser Thompson’s name is inscribed as F.F. Thompson.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Jack Alvin Thurlow was born April 25, 1918, in St. Catharines, Ontario, the eldest son of Alfred Andrew and Olive Blanche (nee Davis) Thurlow. Alfred Thurlow and Olive Davis were married on July 3, 1912, in Woodstock,

Ontario, where they resided and raised their one daughter and two sons. Their first child was daughter Irene Elizabeth, born in January 1914. Tragically, she passed away in Woodstock on March 5, 1914, at only two months of age, the result of the bacterial infection erysipelas. The two boys were Jack Alvin, born April 1918, and Robert Charles Thurlow, born in April 1924.

Tragedy struck the Thurlow family again when Jack was only seven years old. On July 30, 1925, Alfred, the patriarch of the family and a machinist by trade, passed away at the age of 33 in Woodstock.

Olive Thurlow later remarried, to R.A. Heymes, and they had one child together, Ronald Heymes, a half-brother for Jack.

Jack attended Woodstock Public Schools from 1925-31 and then Woodstock Collegiate from September 1931 to June 1935. He left school at the age of 17 and then went to work, employed at Thomas Organ and Piano Company in Woodstock as a finisher and doing office work from 1935-39.

In 1939, Jack Thurlow moved to Sarnia, where he was employed as a pipefitter and did construction at Imperial Oil Limited. He worked at Imperial for 2 ½ years. While in Sarnia, he gained some military experience as a gunner with the 26th Reserve Field Battery, Royal Canadian Artillery from August 1940 to June 1941. For a time, Jack also played football with the Sarnia Imperials.

On June 27, 1941, Jack Thurlow, age 23, enlisted with the Royal Canadian Air Force at the RCAF Recruiting Centre in London, Ontario. He stood six feet three inches tall, had an athletic build of just over 200 pounds, had brown eyes and brown hair, was single, and was residing at 150 Crawford Street in Sarnia at the time. He was active in rugby, baseball, basketball, swimming, and track and field, and recorded his hobby as physical training. His plan for after the war was to remain in the RCAF.

Jack Thurlow received his air force training at #3 Initial Training School (ITS) in Victoriaville (Quebec); at #4 Elementary Flying Training School (EFTS) in Windsor Mill (Quebec); at #13 Service Flying Training School in St. Hubert (Quebec); and then at #4 Bombing and Gunnery School (BG&S) in Fingal (Ontario).

He was awarded his Pilot Flying Badge on June 5, 1942. When Air Commander Billy Bishop, V.C., pinned on Jack Thurlow’s wings, he asked for a box to stand on to reach the chest of the six-foot, three-inch, 200-pound-plus airman.

From #1 “Y” Depot in Halifax, he embarked overseas bound for the United Kingdom on November 16, 1943. After arriving, from #3 Personnel Reception Centre, he continued his training at #18 (Pilot) Advanced Flying Unit (AFU) at Church Lanford; and #12 Operational Training Unit (OTU) at Chipping Wardley; and then at #1657 Heavy Conversion Unit (CU) at Stradishall. On November 13, 1944, Flight Lieutenant Jack Thurlow became a member of RAF 199 Squadron (Let Tyrants Tremble), part of No. 100 Group with Bomber Command.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

RAF No. 199 Squadron was formed on November 7, 1942 as a standard night bomber squadron within Bomber Command. It was based at RAF Blyton and was equipped with Vickers Wellington aircraft. By July 1943, the squadron was based at RAF Lakenheath, and was re-equipped with Short Stirling III four-engine heavy bombers. In May 1944 the squadron was transferred to No. 100 Group to become a radio counter-measures group, based at RAF North Creake. The squadron aircraft were equipped with advanced radar jamming equipment to disrupt the German air defences that supported the heavy bomber raids over Germany.

Thurlow was well-liked and being a big man, was fondly nicknamed “Tiny” by members of No. 199 Squadron.

On the night of March 5, 1945, F/L Jack Thurlow was the pilot and captain aboard Stirling III aircraft LJ617 (markings EX-E) with seven other crew members aboard. His aircraft was one of several bombers from 199 squadron that were tasked with providing support for a night bombing mission to an unknown location in Germany.

Thurlow’s aircraft took off towards France from RAF North Creake, Norfolk, at 16:42 hours, during a continuous light drizzle and low cloud mist. As part of a Bomber Support Operation, LJ617 was tasked with orbiting a specific position over France for a period from 18:55 hours to 20:50 hours at no less than 15,000 feet. Their goal was to create a Mandrel Screen—a type of jammer used to jam and swamp German early warning ground radar. That night, there were clouds up to and above this height, and the majority of aircraft in the vicinity, including Thurlow’s Stirling LJ617, flew at approximately 18,000 feet.

After completing four orbits, Jack’s aircraft was on her fifth orbit when, at approximately 19:30 hours, she was hit by anti-aircraft gunfire (90 mm guns). The starboard outer engine was hit and fire spread along the mainplane. Jack, the captain and pilot of the aircraft, ordered the crew to bail out.

All of the crew, with the exception of the Captain Thurlow, obtained their parachutes. They were in the process of abandoning the aircraft when she exploded and disintegrated in mid-air, thrusting seven members of the crew from the bomber. Thurlow had stayed at his station to allow the other members of the crew to bail out, and he was unable to put on his parachute before the explosion took place.

No escape hatch had been opened and the time from the first hit to the final disintegration was approximately 20 seconds. None of the airmen escaped out of the hatches—all were blown out when the aircraft exploded and disintegrated in mid-air. Seven airmen parachuted safely to the ground and landed in friendly territory approximately 15 miles in front of the German lines. The aircraft crashed to the ground in the vicinity of Thionville, France, where parts were scattered far and wide in the midst of a large forest. The remnants of the aircraft burned for four hours.

No traces of F/L Jack Thurlow were ever found. Surviving crew members were F/Os R.G. Noonward and R.A. Twaddle; P/O J.R. Nichols; F/Sgts. J.G.A.G. Evans and L.G. Phillips; F/Lt F. Fenning; and Sgt. A. Plumtree.

Days later, the Mid Upper Gunner, F/L F. Fenning, recalled his final moments in the aircraft: The starboard outer burst into flames and a large hole was also made in the centre of the mainplane between the outer and inner engines. Captain Thurlow immediately ordered ‘Bale out’. I vacated my turret, donned parachute, retained helmet on and made for the rear escape hatch. The Special W/AIR was immediately in front of me and the rear gunner was coming from his turret and dropping on his knees preparatory to opening the hatch. I plugged in the intercom at the hatch in order to advise the captain that three had gone out of the rear exit. Immediately on plugging in I heard the captain say ‘Quick give me my chute’ almost simultaneously a tremendous explosion occurred behind me and I opened my eyes to find I was descending and that my parachute was open. I should mention that there was a very pronounced smell of petrol inside the aircraft… I have since verified with the Bomb Aimer that he got as far as getting his hands on the captain’s parachute when the explosion took place.

An ensuing investigation determined that Thurlow’s Stirling LJ617 aircraft had been hit by a U.S. Army anti-aircraft (AA) shell. Investigators concluded the American A.A. Battery had made a serious mistake. The following day after the crash, Lt.-Col. Sam C. Russell of the 38th American Anti-aircraft Artillery (38th A.A.A.) Brigade, A.P.O. 403 US Army, called the hospital and expressed his deepest sympathy with the crew at what he termed a regrettable accident which should never have taken place.

In expressing regret and accepting responsibility at the mistake the Americans made, Brigadier C. Hines, Commander of the 38th A.A.A. Brigade wrote the following in a letter to the Air Officer Commanding No. 100 Group: I wish to express my deepest sympathy for an avoidable (sic) loss of an aircraft of your Command, and the probable loss of one of the crew. Units of this Brigade have been extremely proud of their record since 1^st August, 1944, and have been particularly careful in their I.A.Z. duties. This unfortunate misunderstanding of a message by our battalion is regretted.

One of the other conclusions of the RAF investigation into the accident was that Once again it is proved that pilots of heavy bomber type aircraft should be equipped with parachute that can be worn permanently in the cockpit.

The October 1945 Official RCAF Casualty Notification recorded Pilot Jack Alvin Thurlow as Previously reported “missing” 5-March-45 after air operations (overseas). Aircraft abandoned near Thionville France and subsequently reported “missing believed killed” (Bomb aimer could find no trace amongst aircraft wreckage). Now “presumed dead” 5-March-45 for official purposes.

In March 1945, the Wing Commander of 199 Squadron wrote to Jack’s mother, Mrs. Olive Heymes at 584 George Street in Woodstock: Tiny was one of the most popular members of the Squadron, held in high esteem by all. Always cheerful and happy-go-lucky, he was one of our best pilots. He is greatly missed by his comrades and his loss is deeply regretted by all of us.

In January 1946, Olive received a War Service Gratuity of $627.72 for the loss of her son. A year later, the Wing Commander for Chief of the Air Staff sent her the Operational Wings and Certificate in recognition of the gallant services rendered by her son.

Seven years after the war ended, in May 1952, she received a letter from the Wing Commander, RCAF Casualties Officer for Chief of the Air Staff. Following is a portion of that letter:

Dear Mrs. Heymes:

It is with reluctance that after so long an interval, I must refer to the loss of your son, Flight Lieutenant Jack Alvin Thurlow, but due to the lack of any information concerning him since he was reported missing, it must be regretfully accepted and officially recorded that he does not have a “known” grave…

RCAF Flight Lieutenant Jack Alvin Thurlow, 26, has no known grave. His name is inscribed on the Runnymede War Memorial in Surrey, England on Panel 278.

His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Walter Frederick Totten was born in Sarnia, on January 24, 1920, the son of Isaac and Charlotte Totten. Isaac and Charlotte were married in Norwich, Norfolk, England. At some point, the Totten family immigrated to Canada and lived at 499 George Street in Sarnia. Isaac supported his family by working in the Process Department at Plant No. 2, with the Sarnia Imperial Refinery. Isaac and Charlotte had five children together: Edward (the oldest), Walter, Clarence, and Clifford (both younger than Walter). Their fifth child, Ernest, died on April 12, 1923.

All four Totten boys served in the war. At the time of Walter’s death, his three brothers were Clarence, a private with the Canadian Army in British Columbia; Clifford, a seaman/gunner with the Royal Canadian Navy; and Edward, a gunner with the Canadian Army who was in a hospital in London, Ontario, recovering from frostbite that he had suffered while on duty in the Arctic.

Walter Totten completed his schooling at the age of 16. He worked as a farm hand for various farmers throughout Southwestern Ontario from 1936 to 1940. For a short time prior to enlisting, Walter worked as a yardman at Imperial Oil Limited in Sarnia.

On July 3, 1941, Walter Totten, age 21, enlisted in the Canadian Army in Chatham, Ontario. He stood five feet five inches tall, had blue eyes and medium brown hair, was single, and lived with his parents on George Street at the time. He recorded his occupation as farmer. He planned to return to farming after the war.

Several weeks prior to enlisting, he had joined #12 Canadian Army (Basic) Training Centre in Chatham. From #1 District Depot in London, Ontario, Walter began his army training at #12 Basic Training Centre (BTC) in Chatham. In late August 1941, he began his advanced training at A17 Canadian Machine Gun Training Center (CMGTC) in Three Rivers, Quebec. On December 13, 1941, Walter embarked overseas bound for the United Kingdom.

Disembarking in the U.K. on December 26, 1941, Walter Totten became a member of the Canadian Machine Gun Holding Unit (CMGHU). In May 1942, he became a member of the Cameron Highlanders of Ottawa (CHofO), Royal Canadian Infantry Corps (RCIC). Walter continued to train in the United Kingdom for two-and-a-half years, which included mortar training and time with a machine gun reinforcement unit. In late March 1944, he was attached to #6 Canadian Infantry Reinforcement Unit (CIRU), and in mid-May 1944, he was returned to the Cameron Highlanders.

Walter embarked from the UK and sailed across the English Channel on July 10, 1944. On July 12, 1944, one month after D-Day, Private Walter Totten disembarked in France with the Cameron Highlanders.

The Battle of Normandy began for the Canadians with the June 6, 1944, D-Day landings at Juno Beach. After breaching the “Atlantic Wall” of “Fortress Europe”, Allied armies began their breakout from the narrow Normandy bridgehead to carve out a foothold on the French mainland. To accomplish this took a whole summer of tenacious fighting that saw the Canadians pushing against fierce and ruthless German forces to advance east across France. In a brutal campaign of attrition, the Canadian army, supported by the navy and air force, faced fierce battles and vicious counterattacks as they clawed their way forward to liberate villages and towns including Bretteville, Carpiquet, Caen, and Falaise.

Only 10 days after arriving in France, on July 22, 1944, Private Walter Totten was wounded in action. He was returned to the United Kingdom on July 30, 1944, where he would recover from his wounds in an English hospital. While recovering, he was attached to the #6 Canadian Infantry Reinforcement Unit (CIRU). One month after being wounded, Walter was returned to his unit, disembarking in France on August 26, 1944.

After the Allied breakout from Normandy, in late August 1944, the Canadian forces were assigned the Long Left Flank, the less glamorous but vital tasks that included clearing coastal areas in the north of France and Belgium of German occupiers; opening the English Channel ports for supplies essential to the Allied advance; and capturing the launching sites of German V-1 rockets. In a series of stop-and-start advances against stiff resistance in fortified positions, that continued into early October, the Canadians liberated ports and villages including Rouen, Dieppe, Dunkirk, Boulogne, and Calais.

Walter Totten served with the Cameron Highlanders of Ottawa as they advanced along the “long left flank” from late August to early October 1944 towards Belgium and the Netherlands. The Cameron Highlanders had landed in Normandy on June 6, 1944, and the Regiment served as the machine gun and mortar support battalion of the 3^rd Canadian Infantry Division throughout the North-West Europe campaign. Battle Honours awarded to the Cameron Highlanders prior to Walter’s arrival include: Normandy Landing, Caen, Carpiquet, and The Orne. After Walter joined the Regiment, Battle Honours included Bourguebus Ridge, Faubourg de Vaucelles, Falaise, Quesnay Wood, The Laison, Boulogne 1944, The Scheldt, and Breskens Pocket.

In early September 1944, Allied forces captured the inland port of Antwerp, Belgium, the second greatest port in Europe at the mouth of the Scheldt River; however, German forces still controlled the 45-mile-long Scheldt estuary (the Belgian-Dutch border area) that connected the port of Antwerp to the North Sea. Beginning in early October 1944, the Canadians were entrusted with liberating the estuary.

The Battle of the Scheldt, October 1 – November 8, 1944, was one of the most gruelling struggles in the war as Canadians fought to liberate the German-controlled estuary. Taking place in northern Belgium and the Netherlands, it was the beginning of the Liberation of the Netherlands. The bitter fighting in the Scheldt estuary against a well-fortified and heavily entrenched enemy was made worse by the harsh conditions. Bitter winter temperatures in a wet and muddy quagmire proved challenging, but the Allies prevailed. The cost of victory was high—the Canadians suffered more than 6,300 casualties.

Less than two months after rejoining his unit, Private Walter Totten of “D” Company, Cameron Highlanders of Ottawa, was wounded again during the Battle of the Scheldt, while fighting at Breskens Pocket. Breskens Pocket was an area on the south shore of the Scheldt around the Dutch town of Breskens. The battle here, code named Operation Switchback, was the crucial first stage in the struggle to open the Port of Antwerp. The battle began at dawn on October 6 and was originally intended to last for four days; however, due to stubborn German resistance, it lasted four weeks until the south shore was declared liberated on November 2.

On October 18, 1944, he was wounded in action in Antwerp, Belgium, during the Battle of Breskens Pocket. Four days later, he succumbed to his injuries and lost his life on October 22, 1944. Walter was buried on October 23, 1944, at a location recorded on the Army Field Service Card as “Belgium Eccloo Notre Dame de L’Epire 087948 Plot 1-Row3-Grave 8”.

Five days after Walter’s death, on October 27, 1944, Isaac and Charlotte received information in Sarnia from Ottawa informing them that their son PTE WALTER FREDERICK TOTTEN WAS INJURED IN ACTION IN FRANCE ON OCTOBER 18. The message informed them that Walter had suffered a compound fracture of the tibia when wounded in action on October 18, 1944.

One week later, Isaac and Charlotte received a telegram from the Director of Records in Ottawa informing them that their son PRIVATE WALTER FREDERICK TOTTEN HAD SUCCUMBED TO HIS INJURIES ON OCTOBER 22.

Isaac and Charlotte later received a letter from Hon. Capt. (Rev.) Gordon Walker who officiated Walter’s funeral in the military cemetery in Eccloo, Belgium.

In mid-November 1944, Charlotte received the following letter from the Major-General, Adjutant-General:

Dear Mrs. Totten:

            It was with deep regret that I learned of the death of your son, A57816 Private Walter Frederick Totten, who gave his life in the Service of his Country in the Western European Theatre of War on the 22nd day of October, 1944.

            From official information we have received, your son died as the result of injuries received in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

Walter Totten’s death was later officially recorded as Overseas casualty, died of injuries, in the field (Belgium).

In late January 1945, Charlotte wrote a letter to the Estates Branch. She had sent her “darling son” a new watch in May 1944, and two “expensive and valuable parcels” in early September and in early October 1944. In her letter, she wrote that I would very much like to receive something of His; but realise that it takes time. I have lost a wonderful kind good loving son. But wars always take the Best only a mother knows that heart-ache believe me.

In early February 1945, Isaac and Charlotte received the following letter from Major R.G. Armstrong, the Commanding Officer of their son Walter’s unit, D Company, Cameron Highlanders of Ottawa:

On behalf of your son’s friends in this company I write you this letter. We hope that you will not grieve too much for him but rather be proud that you have had such a man as your son. To say that we are proud of him is an understatement for he was an inspiration to the rest of us. His gallantry and devotion to duty did not go unnoticed. We assure you that he will not be forgotten by those who fought beside him for so long, and it remains to us who are left to carry on his splendid work. Again may I express my regrets.

In September 1945, Isaac and Charlotte received a War Service Gratuity of $668.82 for the loss of their son. In early January 1946, Charlotte received a letter from the Colonel, Director of Records, for Adjutant-General. Following is a portion of that letter:

Dear Madam:

            Information has just been received from overseas that the remains of your son, A57816 Private Walter Frederick Totten, have been carefully exhumed from the original place of interment and reverently reburied in grave 12, row A, plot 5, of Adegem Canadian Military Cemetery, Adegem, Belgium. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

Walter Totten, 24, is buried in Adegem Canadian War Cemetery, Belgium, Grave V.A.12. On his headstone are inscribed the words GOD’S KINGDOM THE HOPE OF THE WORLD.

His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo