Bill Hillman Presents
Forces: Land ~ Air ~ Sea ~ Home
Compiled by Bill Hillman
FLASH. . . Editor and Webmaster: Bill Hillman:
JUNE 2007


In April, Members, Ted Hackett and Svend Jensen, gave your Editor a tour of the Edmonton Aircraft Meuseum. When we retired to the coffee shop, I was introduced to a volunteer busy filling coffee filters and getting ready for the coffee break crowd, a Mr. Cedric “Ced” Mah. To make conversation, Ced asked me what types of aircraft I flew in. I said that my first operational aircraft was the Blackburn Shark on pontoons, out of Prince Rupert, B.C. Ced looked at me and said, “we used to watch you take off and land in the harbour. We thought they were the biggest aircraft.” 

Cedric "Ced" Mah  and your Editor
 In front of Marie "Nipper" Wright's Anson

In those days Prince Rupert was a small town and I immediately felt a bond between us. As I’m an incorigable line-shooter, I launched into stories about the old Sharks. What  I didn’t know, but learned later, I was shooting a line to Cedric “Ced” Mah, US Air Medal, D.F.C., China National Aviation Corporation, who had completed 337 missions over the Burma Hump, supplying aid to Chinese forces. Warning, before shooting a line make sure you know at whom you are shooting.

We thank CNAC Web Director, Tom O. Moore Jr. for granting us permission to publish a few highlights from Ced’s wartime experiences gleaned from Web site   . 

Cedric Mah US Air Medal,  D.F.C

General Albert C. Wedemeyer, American chief of staff to Chinese Nationalist leader Chiang Kai-shek, said, "flying the hump was the foremost and by far the most dangerous, difficult and historic achievement of the entire war." After the Burma road fell into enemy hands in the spring of 1942, the China National Aviation Corporation (CNAC), formed by American aircraft manufacturer Curtiss-Wright in association with the Chinese Government, was charged with flying supplies over the Hump into occupied China. A tour of duty officially comprised 80 such missions. Two Canadian brothers, Albert and Cedric Mah, made 420 and 337 round trips respectively.

At age 17 Cedric Mah enrolled at the California Flyer’s Aviation College and later took advanced instrument rating courses at Fort Worth , Texas. In 1944 Ced left for Dinjan in India’s Assam Province to join his brother, Captain Albert Mah who was already serving with CNAC. Aircraft flown were the Dakota and Curtis C46.

Curtis C46

When flying the Hump, sudden strong gusts could rip off a wing or flip big aircraft on their backs. On one crossing Mah’s load of lead ingots was bouncing up and down like corks in the ocean. The ingots tore holes in the roof of the aircraft and then embedded themselves in the floor. They hauled ammunition, petrol, gunpowder, and TNT, as well as millions of dollars in Chinese currency, printed in the USA. On the return trip out of China they carried cargoes such as mercury, tin, lead, zinc, wolframite and hog bristles in their hard-worked aircraft.

The Hump Route soon became known as the "graveyard of the air." It was extremely  dangerous flying in the high mountains, battling variable weather conditions, cumulo-nimbus clouds, jet streams, and Japanese fighters. At flight altitude pilots ran into 100–200 m.p.h. winds. If they crashed in the jungles there were head hunters or enemy soldiers to finish them off. The US Government offered highly prized bags of salt for every downed airman returned alive to his base.

In August 1945 Cedric Mah’s most memorable adventure came when he had to jettison $866 million in Chinese currency. The money, minted in USA for the National Government, was destined for the Bank of China in Chongjing, to replace worthless Japanese currency should VJ-Day arrive. When he was transporting the money, his C-46 ran into trouble. Ice started to build up on the wings and a hydraulic line sprung a leak, causing part of the undercarriage to drop, creating considerable drag. Then one of the two engines stopped.

As the aircraft plummeted from 22,000 to 12,000 ft. Mah fought his way to the cargo hold and jettisoned 48 of the 52 bundles of currency. Four bundles were held back in case they had to make a forced landing, and if they survived, the money might buy their freedom.

At 10,000 feet Mah tried to restart the dead engine. It popped, backfired, and miraculously started. The jettisoned money was never found. Cedric wrote to his brother, “we traded $866 million for a $300,000 aircraft and our lives; a fair price.”

Eight months after Japan’s official surrender aboard the Battleship USS Missouri September 2, 1945, Ced took a short vacation home, but returned to fly with CATC for the next three years supplying the Nationalist troops, until China finally fell to the Communists.

On one occasion, Ced landed at an airstrip in Tuanuan just as enemy shells fell within range. He left one engine running while ground crews unloaded the aircraft, and dived for a dugout to avoid the shrapnel. When the aircraft was ready for take off, he raced from the dugout and jumped in. He started the aircraft down the runway while cutting in the second engine.

Following the Communist take-over in China, Ced came home, having logged 6000 flying hours, and became a bush pilot on the West Coast.

Official recognition did not come for members of the American Volunteer Group, the Flying Tigers, until 1991, and for the former CNAC pilots until 1995. In 1997 the US Government belatedly acknowledged the Mah brothers for their service in China during the Second World War. They finally received an honourable discharge, the US Air Medal, and the highest American air award, the Distinguished Flying Cross. Earlier the Chinese Government had awarded them the Hump Victory Medal.

Ced Mah says, “for those who died flying the Hump, the most dangerous air route in the world, we must pause and reflect. Their bones lie white and shimmering in the vastness of the Trans-Himalayas. We who winged beside you shall not forget.”

If you are ever at the Edmonton Air Museum be sure to look up Ced. Also check out his web site at
Just don’t shoot any lines, or ask him if he remembers where he dropped the money.

D-Day Dakota KG395 continued from May /07 Short Bursts Page

From Goose Bay the Dak was ferried to Ottawa, assigned the Canadian Government call sign VCDHL, assigned to the RCAF, serial No. 12919. The Dak was used as an instrumental aircraft until being declared surplus to the Canadian Air Force needs in 1970

Enter Don Brooks.
In 1973 Crown Assets Disposal Corporation sold the Dakota to Owen Wilson of Calgary. The Dakota never received Canadian registration (Wilson obtained the registration CZCR but it was not taken up) and was eventually sold to Energy Incorporated of Corpus Cristi, Texas, in July 1985 after being parked for some time in Themopolis, Wyoming. During July 1986, after being Basler Flight Service purchased the aircraft and registered it N99FS. That same year Basler sold the plane to Flight Service Incorporated of Panama City, Florida. Current owner Don Brooks of Douglas, Georgia, purchased the Dakota in March 1989.

The Greenland Expedition
During 1942, Operation Bolero began as a massive build up and movement of aircraft and supplies to Europe as the United States entered the war. On 15 July 1942, six P38 Lightnings and two B17 Flying Fortresses were flying the perilous Northern ferry route when bad weather forced the fuel starved formation to crash land on the Greenland ice cap. This route took aircraft to England via Canada, Greenland, and Iceland. Ironically, this was the same route flown by KG395 in 1944 on her way to war. Nearly 50 years later – in 1989, 1990, and 19922 – N99FS was utilized by the Greenland Expeditionary Society to help recover one of the P 38s from 268 ft. of ice, which had entombed the fighter since its crash landing.

Don obtained military surplus skis from an operator at Yellow Knife, Northwest Territories, and fitted them to his Dakota for landing on the snow and ice. The Dakota received a coat of highly visible paint to help spotters find the aircraft if they had to put down.

Don with his highly visible Gooney Bird in Greenland
The P38 was recovered and is flying in better than new condition today.

Return to Normandy
In 1994 Don had his Dakota made ready for a return trip to Normandy, France, for the 50th. Anniversary celebration of D-Day, which included 26 Normandy Veterans jumping from KG395. The Gooney Bird’s high visibility paint disappeared under a fresh coat of Olive Drab and Neutral Grey camouflage. The Dakota was put back in its original markings it carried during wartime, including the serial KG395 and D-Day invasion stripes. A static jump line was installed to original specifications.

There was a delay at Gander Newfoundland due to a blown engine however, with the help of Basler Flight Services, a replacement engine was flown in and installed, and Dakota KG395 continued on to Glasgow, Scotland.

On June 3rd. they were scheduled to fly to Caen, France for a rehearsal flight over the drop zone at Sainte-Mere-Eglise. KG395 was once more back in its element as she crossed the English Channel and headed over Utah Beach en route to Caen. A dry run was made over the drop zone while US Army Rangers inspected the static line and got a feel for the aeroplane

On June 4th.  The ceiling was low and the winds were gusting to 50 kns. The army had set a limit of 3400 ft. minimum. After questionable weather the day before, fate smiled on the mission again and June 5th. Dawned with calm winds and occasional cumulus clouds. The 27 Veteran D-Day jumpers met the crew at the Dakota, and their excitement was evident as they were instantly transformed back into their younger days. Once airborne with Pat Epps and Bob Harless at the controls, they were obviously overcome with various emotions as the Dakota mumbling along, brought back many memories.

Veterans preparing for the jump.

After two passes over the drop zone, all the jumpers had departed the Dakota , completing their historic mission once again. This particular flight set a world record of age for one flight, totalling 1875.46 total years, averaging 72.13 years of age each! The mission was a huge success and the whole world watched and read about it. Don had achieved what he had set out to do, honour his father, who was a Gunner on a B-17 Flying Fortress, as well as all other Veterans who fought in WW II.

Currently, the Dakota can be seen resting on the Ramp at Douglas. She still sports her Olive Drab and D-Day stripes, although the humid Georgia weather has somewhat taken its toll on the paint. Don hopes to have the aircraft refinished in the near future. The static line and jump seats are still installed, and the plane still frequents air shows around the country. It is certainly a flying time capsule and is quite popular with WW II re-enactors.

Don probably could not have picked a more historic Gooney Bird to purchase, although he has also forged quite an interesting civilian history with this aircraft.

The following web site contains excellent material on DC 47 aircraft.

Photo by Max Haynes -

"Probably the most memorable thing about the [Dakota] was the smell. The odour of the leather mixed with hydraulic fluid made a perfume second to none. [The plane] always treated me well, unlike some of the other birds I've flown, and my memories of it are all good." 
~ Tex Gehman, Winnipeg, Canada

  • Gooney Bird; Super DC-3 (R4D-8); 
  • Skytrooper; 
  • Biscuit Bomber; 
  • Tabby (NATO code name for the Showa L2D); 
  • Cab (NATO code name for Lisunov Li-2); 
  • Dumbo (SC-47 Search-and Rescue variant); 
  • Sister Gabby/Bullshit Bomber (EC-47 dispensing propaganda-leaflets in Vietnam); 
  • Spooky/Puff the Magic Dragon (AC-47 Gunship); 
  • Dowager Dutchess; 
  • Old Methuselah; 
  • The Placid Plodder; 
  • Dizzy Three; 
  • Old Bucket Seats; 
  • Duck; 
  • Dak; 
  • Dakleton (South African C-47s which replaced their Avro Shackletons), 
  • Vomit Comet (Nickname used by US Army paratroops during the Normandy invasion.)


Dear Mr. Moyles,

Through Mr. Clarence Dixon I received a printed version of "Short Bursts", the newsletter of the Ex Air Gunners. I noticed the web address and just also visited your excellent airmuseum website.

Please allow me to introduce myself. My name is Arie-Jan van Hees, 47 years 'old', amateur historian concentrating on the involvement of the RAF in Operation "Market Garden", and Club Secretary of the RAF Association, Amsterdam Branch / Club Limburg.

In 2000 I privately published my first book Tugs and Gliders to Arnhem (now sold out), followed in 2004 by Green On! The Story of Arnhem Re-supply, September 1944. (400 pages / 600 photographs). Out of a 1000 copies printed some 600 have now been sold of this book.

In addition to this, together with Mr. Alan Hartley (chairman of the Down Ampney Association) and the Market Garden foundation, I am one of the three-man team who took the initiative to have the Arnhem Aircrew Memorial raised and unveilded in the grounds of the Airborne Museum Hartenstein in Arnhem/Oosterbeek on 15 September 2006.

As Clarence mentioned on page 2 of your newsletter I supplied him with the info on Dakota KG395. This article was again supplied to me by one of the members of the Royal Netherlands Historical Flight who piloted one of the Harvards while flying next to C-47 "Drag 'Em Oot" during the 15 September 2006 flypast over the Arnhem Aircrew Memorial. It's a small world....

As a "Thank you" for all my actions over the past years my son Jeroen of 9 years old, myself and my friend Frans Ammerlaan of the Market Garden Foundation (have a look at their Digital Monument on were given a flight in Mr. Paddy Green's C-47 "Drag 'Em Oot" (in WWII colours). This took place on a historic date, 17 September (2006) while the Remembrance Service was going on at the Airborne Cemetery in Oosterbeek, where so many commonwealth aircrew are buried. 

It was quite an experience to be in this historic aircraft while it flew at treetop height giving a salute to all attendants of the service, and of course, to our fallen  heroes who died for our freedom.

I have attached a few photographs for you. Please feel free to use them for your website or newsletter. If you would like to have some more do let me know.

Please feel free to publish my name, address and website to your readers. 

I will only be too pleased to answer any questions with regard to the involvement of the Royal Air Forces in Operation Market. I would love to hear from veterans on their experiences. In the future, when I will cease my research activities, my complete files will be deposited at the Royal Netherlands Military History Institute. So readers of "Short Bursts" please do not hesitate to send me your reader's questions or stories.

Information on my book "Green On!" can be found at

This website will be updated shortly, including material on the Arnhem Aircrew Memorial and including a large article on the Arnhem re-supply operations which will soon be published in a forthcoming issue of Britain's top selling aviation monthly "FlyPast".

I trust to have been of service to you with the enclosed information and look forward to hear from you.

Yours sincerely,

Arie-Jan van Hees 
Club Secretary of the RAF Association, Amsterdam Branch / Club Limburg
Courtpendu 7
6245 PE
The Netherlands
Phone: 00-31-43-4092279

Dakotas were used in Canada, post war, 
doing Profile Recording. 
Here is one of our Members, 
a young, handsome, camera operator, 
Ted Hackett doing profile recording in Dak. KN277 
borrowed from 412 Squadron, 1954. 
Ted also flew in 
Dakotas KG441, KG455, KG634. 
At Cold Lake he flew in 
10917, KK160, KG973, KN427, and 656. 
Could any of our readers tell us 
to what wartime squadrons these a/c belonged? 
Ted is most likely saying, 
“damn, it is way past my coffee break.”

Search Pattern

Does anyone know this RCAF WAG?
The only information we have is as follows.
His Christian name may be George. 
He was from Ontario.
In 1945 he was stationed at RAF Melksham,
a wireless training school in the UK.
If you have any information on this gentleman, 
please contact your Editor at: 

John Moyles,
435 Froom Cres.
Regina, Sk. 
 (306) 949-6112

Dear Mr Moyles,

I am writing an article about an Australian airman, A. Heymanson,  who  trained as a Wireless/Air gunner at Mossbank -Saskatchwan, Canada as part of the  British Commonwealth Air Training Plan in 1943. 

Could I please ask for your help. I am looking not for the history of the gunnery school but the actual mechanics of the training. Windage, fall of shot, deflection etc. In other words, how to shoot. Sgt A. Heymanson eventually joined 195 Sqn as a top turret gunner in a Lancaster.

May I please ask if you can direct me to an internet site or any other source where I might find the relevant information. Any assistance you can give will be most appreciated.

Kindest regards,
 Ken Wright.

Ed. I’ve wracked my brain – what little I have left – and cannot recall a manual covering this at #2 B&G Mossbank, during November 1941.  All I can remember is trying not to throw up in the Fairie Battle, and not to lose my hat to the slipstream while firing at the drogue, as we didn’t have enough helmets to go around. Can anyone help Ken?

Letter  to our Web Master, Bill Hillman.
Hi William:

I was very interested in the photo of the Blackburn Shark in your Oct 2001 "Short Bursts" online newsletter.

I believe that the pilot in the photo is my Uncle Gerald McKenna. His flight log indicates that he flew Shark # 523 (indicated on the tail of the aircraft) on Sept  26th and 27th, 1942 with F/S Hankinson and F/S Moyles as shown in the photo. Gerald also flew with Sgt. Cousins ( the photographer is Tommy Cousins) on 3 flights in March 1942. I've attached a scan of the relevant page of his flight log.

Gerald was killed in a crash in a Canso in Iceland on Dec. 19th, 1944.
 Do you have any more information about the photo?

Stefan McKenna

56 Spadina Ave.,
Ottawa, Ontario
K1Y 2B6

Ed. Stefan Mckenna has just come into possession of his Uncle’s log book. I have written Stefan and given him names and phone numbers of WAGS who are mentioned in the log book as well as information regarding 7BR Squadron during the time his uncle, Gerald McKenna, flew with the Squadron. If any of our readers knew Gerald McKenna, Pilot, 7BR and 162 Squadrons, give Stefan a call.

Another Odd Bomb Story

I enjoyed the "odd bombs" stories in your April issue of Short Bursts. Here's another one, from Art Crighton of Edmonton....

Art Crighton, who marks his 90th birthday on D-Day, June 6, 2007, provided the following "odd bomb" story. Art was a Wellington pilot during the war, shot down and spent over three years in Stalag Luft III. There he put his musical background to work, teaching music and conducting an airmen's orchestra. Following the war, he took a degree in music and began teaching at the University of Alberta. 

In the years following, he completed a master's degree and then a doctorate in music, retiring as a professor at the U of A. I first met Art in 1956 when I joined the U of A RCAF Squadron as a Flight Cadet in the URTP program, having spent two years in high school as an airman in aero engine mechanics with 418 City of Edmonton Reserve Squadron. Art was an officer with university squadron, eventually reaching the rank of Lt. Col. and was the last commanding officer when the squadron disbanded in the 1960s.

I hadn't seen Art for some 43 years, until I was invited to attend a regular monthly lunch meeting of an Edmonton group of RCAF veterans who are former PoW's, escapees or evaders from the Second World War. I was invited after my story of my uncle and all crew lost with RAF 101 Squadron appeared in the Edmonton Journal. That story is on the internet at

Since then I have joined this great group of veterans many times at their lunch meetings and have been pleased to be their guest speaker on some occasions, talking about the RCAF and aviation research I am doing. Over the past three and a half years, Art has become a good friend, someone I know far better now than I did when I was a Flight Cadet and he was an officer in my university squadron!

In the Spring 2007 issue of Airforce magazine, Art contributed an article about his views of war and some of his prison camp experiences, entitled "A Kriegie Remembers."

Here is his "odd bomb" story...

My "odd bomb" story is perhaps just an odd event. It developed from my father's effort to ease my loneliness from home -- the Saturday edition of the Calgary Herald. He was concerned about my journey to England to join a squadron of ill-fated Wellington bombers threatening the Third Reich. Hitler had turned his attention from the dismal Isle of Britain to engage the forces of Russia. My duty as second pilot in a wavering Wimpy was to distribute leaflets to the peasants below. This assumed management of the bomber's flare chute. Not a challenging assignment after one has learned to "extend the chute" so that leaflets will go down, not up to plaster the walls of the Wimpy!

Duty accomplished on frequent occasions when I delivered a western Canadian view of the war -- the latest Saturday edition of the Calgary Herald -- generously supplied by my father. "Odd bombs away!"

Art Crighton lives at 8903 - 180 St. NW, Edmonton AB  T5T 0Y3

John Chalmers, 

Our good contributor to Short Bursts, Ross Hamilton, requested we insert a blurb asking for information on PRU Units, World War II.

John, a favour from you. 

In the current issue of "Airforce" Mag. there is an article having to do with the PRU Sqdns. in the RCAF. The writer has been in touch, and is being encouraged to proceed with a book he has started on this topic-- particularly as regards the RCAF- PRU's which, until now have been ignored. I met up with some post-war, but have lost track. 

Can you send out a "Mayday" to all & sundry who may still have contact with any old PRU pilots.. (Spitfires & Mustangs) We need Sqdn. numbers, contacts, e-mail addresses-- anything to help the chap get this thing under way. He is the author of the "Airforce" article, and has already done much initial work, but now needs some "First-hand" input from those who were there.  Many thanks. 
 Per Ardua.
 Ross & Evelyn

Ed. Showing my ignorance, which is not hard, I asked Ross the meaning of PRU. PMUs I understand .
Here is Ross’s caustic reply:

Hi John and Doreen. Thanks for yours of today. (Why didn’t you ask Doreene? She knows what PRUs are!)
In the event, it is "Photo Reconnaissance Units".. the guys flying Spitfires  and Mustangs photographing the enemy positions et al. Particularly prior to D-Day. While the RAF instituted their own PR units, the RCAF also created one or two, but they were never recognized for the great work they did.

The object here, John, is to try and locate some of these pilots. As mentioned, the author of the article in "Airforce" is writing a book about our RCAF guys primarily, and needs much input from any who are still with us, simply what I had in my e-mail to you. A "Shot In The Dark", but perhaps we can get the story told at long last. O.K.?

Personally, I knew two PRU pilots post-war... one S/L Jack Watts DSO, whom I have long lost contact with, and a second chap who was with my firm, one F/L Ralph Ritchie who, sadly, passed away at age 59. A good friend of many years. He flew Spitfire MK-X1Vs and Mustangs with one of the Squadrons -- 414, RCAF. 

 As mentioned, the detail in my (first) e-mail is about all that is needed. (Doreen will know!)  Per Ardua, Ross & Evelyn 

If any reader can throw light on the history of RCAF PRU units, give Ross a shout.

Book Review
By Joe O’Loughlin

Nonsuch Publishing Limited
73 Lower Leeson Street
Dublin 2, Ireland.

ISBN 1 84588 526 0
9” x 6 ½” Soft cover 94 pgs.
52 pictures.  Price 11.49 pounds

At the outbreak of WW II the British asked Eamond DeValera to grant them permission to use the West Coast ports of the Irish Free State. He refused, as he did not want to violate their neutrality. However, DeValera did agree to Allied aircraft flying over a narrow strip of County Donegal, to give the Coastal Command Squadrons direct Westerly access to the Atlantic convoy routes.

This flyway became known as The Donegal Corridor. DeValera also approved of an RAF rescue launch to operate off the West Coast of the Corridor, on the understanding that the craft should be fitted out like a fishing vessel and the crew should wear civilian clothing.

Joe O’Louglin was only a boy during the war but, living in County Fermanagh, he watched the air traffic of Coastal Command Squadrons stationed in Northern Ireland as they flew the Donegal Corridor, and witnessed some of the crashes. 

Joe has put together a documentary that gives the reader information and circumstances regarding aircrew who were killed in Northern Ireland, and memorial cairns he helped sponsor on crash sites. But the main theme of this work is the locating of relatives and loved ones of those lost so many years ago, so meaningful ceremonies could be conducted. In many cases the families had only received an official telegram from the War Ministry, or a letter from a Squadron Commander or Padre, but they were never told the circumstances surrounding the death of their loved ones.

The following is only one example of how the author brought the complete story and closure to one family.
Norman Muffitt, who has been a contributor to Short Bursts, was only one year and five months old when his father, Ted Muffitt, Captain of Catalina FP130, was killed when their aircraft failed to return from a mission off the West Coast of Donegal, in November 1943. Only the telegram of regret was received.

Sixty years later, through much research, and confirmed by another crew, it was determined that, when Captain Muffitt released the depth charges 50’ above the target, they exploded on contact with the water destroying aircraft and crew. Depth charges were supposed to sink 20 feet into the water before detonating, however, due to faulty (or improperly set) detonators, the charges exploded prematurely on contact.

F/L Ted Muffitt , front centre, and Crew.
Their names are inscribed on 
the Runnmede War Memorial, 
Englefield Green, Egham, Surry, England,
for those casualties with no known grave

Hester Muffitt with Monda and Norman 1944
In his introduction Joe states, in part,
"I have compiled a ‘Roll of Honour’ of the 330 service men, giving details of the crashes they died in, that is; date, location, type of aircraft, base, and their Squadron. Naturally there were many families who lost loved ones in the crashes.  Breege McCuster and I of Irvinestown have had memorial stones placed on a number of crash sites. Gary Pentland and Jimmy Mc Laughlin of County Tyrone have been engaged in similar work on many other sites."
One of the memorial stones.
January 23, 1944 a Halifax crashed on the cliff at Tullan Strand, Bundoran, County Donegal. 

F/O Fred Dawson and F/O Valdmir Adamic, both from Alberta, Canada, are buried in the War Graves in Irvinestown. Fred’s wife, Maureen, later remarried and became Maureen Murphy

Louise Williams, sister of Valdmir 
Adamic And Maureen Murphy at the crash site memorial.

For those of you who flew out of Northern Island, Voices of The Donegal Corridor should have a prominent place in your library. We owe a debt of gratitude to Joe O'Loughin and his associates for the work they have done.

If you wish to thank Joe for his efforts he can be located at:

CANNON, Arthur James, #1092, MOOSE JAW, SK: Born December 9th, 1922, Art passed away May 2nd, 2007 at the age of 84.  He enlisted in the RCAF as R192435, October 1942 and attended #2 Manning Depot, Brandon where he was selected for Air Gunner training which took place at #3 B&G, Mont Joli, PQ.

Posted overseas he served with #428 Squadron in 6 Group.  After completing 33 Missions as a Tail Gunner he was promoted to the rank of Flying Officer J89081 and discharged in 1945.

The mid-upper in his crew was a devout Anglican, and wrote to his mother saying - "don't worry about me Mother, we have a Cannon in the tail turret!"

Bruce Hurley sent extracts from the Paulson Post, #7 B&G Station paper. We will use some of these in future Short Bursts.

Also received from Alan Hartley, founder of the Down Ampney Association, a history of the Association and assorted materials on Army Support Squadrons. The May, D-Day Dakota KG359, article touched a nerve.

We realize there is always room for improvement to our publication and would appreciate your comments.

July and August are busy months so the next publication of Short Bursts will be September 1, 2007.

Keep well, and take time to smell the roses.

John and Doreene.

Regional Meetings

Southern Ontario Chapter
Royal Canadian Legion
Wilson Branch 527
948 Sheppard Avenue West
We meet the first Wednesday of each month at the Legion hall 1:00 pm. 
No meetings July, August, September.
Contact persons: 
Ken Hill  ~ President ~  905.789.1912
Bill Milne,  Secretary,
392 St. Clements Ave., 
Toronto, Ont. M5M 1M1 

Location - Royal Canadian Legion Br.#4 St. James Legion.
Date - Third Thursday of each month.
Time - Luncheon meeting (provide your own lunch).
Contact Member - Charlie Yule Ph. (204) 254-6264.

Northern Saskatchewan
Location - Lynx Wing Ave. C North, Saskatoon.
Date - Third Monday of the month.
Time - Luncheon meetings.
Contact Member:
Harry Thompson, 702 Mckercher Dr., Saskatoon, SK  S7H 3W7 Phone: (306) 374-6036

Northern Alberta Branch
Location - Norwood Branch 178, 11150 – 82 Street, Edmonton, AB
Date -  The first Thursday of each month.
Time - 12:00 hours.
Contact Members - E. H. "Ted" Hackett (780)962-2904
or Sven Jensen (780)465-7344.

Southern Alberta
Location - Royal Canadian Legion  #264 
Kensington, Calgary
Date: Second Monday of each month.
Time - 11:30 hours.
October meeting time moved to third Monday. 
Also there are no meetings in July and August, however, 
a Barbecue is usually held  at Larry Robinson's ranch in Okatoks during that time.

Contact Person and President
Larry Robinson 
Box 179
Okotoks, AB   T0L 1T0
(403) 938-4105

British Columbia Branch 
Meeting time and local: 2nd Tuesday of each month at 11:30 
Firefighters Social & Athletic Club, 
6515 Bonsor Avenue, 
Burnaby, B.C. V5H 3E8 
Super eating facilities 
Contact person - Dave Sutherland       Ph. 604-431-0085 

Members across the Country are encouraged to 
send current information regarding 
regular meeting places, dates, and Contact Members, to

John and Doreene Moyles, 
435 Froom Crescent
 Regina, Sk.  S4N 1T5
Ph. (306) 949-6112


Members are requested to send their experiences, articles, anecdotes, pictures, etc., to John Moyles and I will forward them to our Web Master in Brandon. Articles and Last Post items will be deleted from the page each month after the designated Member in each region has had an opportunity to copy the material for their Members. Notices of deceased Members are to be sent to Charlie Yule who is still our 'Keeper of the Rolls'. 

This is your SHORT BURSTS with no printing or mailing costs, and no deadlines! 
We thank our Web Master, Bill Hillman, for his volunteer time and expertise.

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