This Page is dedicated to the Dakota C-47, Transport Command’s
Gooney Bird, Work Horse, and the crews who flew her, with no armament,
in hostile skies over enemy territory.
D-DAY DAKOTA KG 395, 48 SQUADRON
Part One – Wartime service
We thank Clarence Dixon (Air Gunner’s Association #237) for this material
on a famous Dakota that still graces the skies today.
Clarence writes: I have recently received this literature from
a friend in Holland. Mr. VanHees wrote a book called Green On all about
the invasion of Arnhem. My crew was with 48 Squadron and took part in Operation
Market Garden, also took gliders and paratroops in on D-Day.
This aircraft KG395 was used on 48 Squadron and my crew flew it many
times, carrying in supplies, dropping paratroops, towing gliders and. bringing
back wounded. It still amazes me that this Dakota is still flying.
My son has contacted Mr. Don Brooks and at present he is installing
a new motor and re-doing the cockpit. Doug Brooks, with Dak KG395, attends
airshows in the Southern States. We have contacted the people involved
with the Saskatooon Air Show to see if it would be possible to have this
Dakota and Mr. Brooks attend the Saskatoon Air show in August. They seem
to think this would be quite expensive and doubt very much if this could
I still get news letters from the Down Ampney Assn. Where 48 Squadron
This is a photo of our crew when we were on our first tour at Gibrraltar.
I am the only survivor of the crew.
I put in my first tour on Hudsons and my second tour on Dakotas.
Pilot F/L Loades RAF
Nav. F/L Palin RAF
WAG F/O Dixon RCAF
WAG Sgt. Todd RCAF
Dakota. The Saga of KG395
By Kevin S. Tanner
With today's Warbird movement, it's not uncomon for groups or individuals
to pour millions of dollars into a restoration project. There are numerous
shops around the world that specialize in such endeavours. However there
is one thing which no shop or craftsmen can produce nor money can buy –
a true combat history. This is, perhaps, one of the most sought after characteristic
of todays restoration projects. Individuals comb the jungles, oceans and
mountain sides to find relics which long ago saw combat against the enemy.
One such aircraft exists in Douglas Georgia. This aircraft was not removed
from the depths or retrieved from a perch on some mountain side. Instead,
like the many crews who flew in her, she was able to complete her missions
and return home safely. If asked then, many of its wartime crews would
probably have laughed at the possibility that it would still be flying
62 years later. The aircraft to which we are referring is Don Brooks’s
veteran C47 Dakota.
United States Army Air Force C-47A s/n 44-92606/N99FS rolled off the
assembly line at DouglasAircraft’s Oklahoma City factory during January
1944. The aircraft was assigned the manufacturers construction number 12425.
After the Lend Lease act was passed in 1941, many United States-built military
aircraft were made available to Allied nations to oppose the Axis threat.
As part of this Act, this C-47 was assigned to the Royal Air Force as a
Dakota III. The British assigned the aircraft the serial KG395 and the
Dakota was flown to Dorval, in Canada, on 10th. Of February 1944, where
it was turned over to RAF Ferry Command for its flight to the United Kingdom.
On the 19th. Of February, the aircraft was then ferried to Down Ampney,
Gloucestershire, England, and was assigned to 48 Squadron, 46 Group.
Airborne Forces Grouip 46 was formed under the Royal Air Force Transport
Command in January 1944. The Group was made up of five Squadrons, which
comprised 150 Dakotas. With the invasion of Festung Europe fast approaching,
KG395 was flown on numerous training missions towing British Horsa gliders
and dropping Airborne troops and supplies. On 3 May, Pilot F/L F.W. Smith
and his crew flew a three hour training mission to perfect the use of the
primary radio navigation system they would be using during the Normandy
invasion. Later that month the same crew flew KG395 on a glider formation
cross country exercise.
KG359 today with D-Day USAAF markings.
The “Black Cat” Catalina in the background.
KG395 was given the Squadron code 12 and the call sign AB (Able Baker).
On 6 June, 1944, at 18:52, KG395 took off from Down Ampeny towing a troop
laden Horsa glider. The crew for this mission was F/L R.R. Keiller, Co-Pilot
W/O R.T. Berry, Navigstor F/Sgt. S.H. Birch, and Wireless Operator
W/O J.I. Perry. Escorted by Spitfires and Mustangs, the Dakotas and their
gliders made safe landfall over France near the mouth of the Caen Canal.
KG395 released its glider over the landing area at 21:04. On the return
leg back to Down Ampney, light and heavy flak was encountered and some
light damage was sustained.
On June 27, F/L Keiller and his crew flew KG395 on a standard mission
to Hurn to pick up 19 airmen. They then proceeded to advanced landing ground
B6 in France. The passengers departed and 18 stretcher patients were loaded
for the flight back to England.
On July 8, KG395 undertook another supply mission, this time with a
different crew led by F/O G.S. Taylor. Once again, the Dakota would fly
in much-needed supplies and return with stretcher patients. In the mean
time another operation was being planned.
Operation Market Garden
Operation Market Garden was conceived by General Montgomery and was
a two-phase plan which was to strike through the Low Countries. A crossing
of the Rhine River North of the Siegfried Line was to be undertaken.
Garden was the code name for the British 2nd Army’s thrust into Germany,
while Market was the code for the airborne phase of the operation. The
Airborne troops’ mission was to secure the bridges over the Willhelmina
Canal at Eindhoven, the River Maas at Grave, the Weal at Nijmegen, and
the lower Rhine at Arnhem.
On Sept. 17. KG395 took off towing a Horsa glider chalk number 282 bound
for the landing zone at Arnhem. All the gliders were cast off and made
safe landings while the tug aircraft made it back to Down Ampney. A second
glider mission was flown to Arnhem and this time KG395 was towing chalk
The second go-around for this trip would not be as smooth. The Germans
had fortified and increased their defences and heavy flak was encountered..
Many aircraft received damage, but all made it back safely to England..
On September 19, KG395 took off on a mission with 15 other Dakotas to drop
ammunition and supplies to the First Airbourne Division. Two Dakotas were
shot down by heavy flak. The crew for this mission were S/L T.W. Smith,
C-Pilot J.R. Hemsworth, and Wireless Operator F/Sgt. J.I. Andersdon.
Memorial at Arnhem dedicated Summer of 2006.
To the memory of the Royal Air Force,
Commonwealth, and United States, Aircrew
who died on Operation Market Garden, September 1944.
Operation Varsity would be the largest and most successful single airlift
operation of the war in Europe. The Allies were ready to make the final
push into Germany by crossing the Rhine near Wessel. They learned the hard
lessons of Operation Market Garden and adjusted their strategy accordingly.
The Airborne Units were tasked with taking the high ground Northeast of
Wessel on the enemy’s side of the river. They also took and held the Issel
River bridges for advancing Allied forces. To be closer to their drop zones,
RAF Transport Command Squadrons and their gliders re-positioned to airfields
in East Anglia. One of these fields was Birch, which was home for 437 Squadron.
Birch was 8 miles Southwest of Colchester and the Dakotas and Horsars,
along with KG395 were flown there March 21.
On March 24, KG395 took off with 23 other Dakotas towing Horsa gliders
with 230 personnel crammed inside. In addition to their human cargo, the
gliders also carried jeeps, six-pounder guns and ammunition. The crew for
this mission was Pilot F/O J.H. Sinbad Phillips, Co-Pilot F/Sgt.
R.W. Green, Navigator F/O W.J. Hughs, and Wireless Operator, F/Sgt. R.E.
Frank. The aircraft dropped their heavily loaded gliders 20 miles across
the Rhine. KG395 received some bullet holes in the port wing, but fortunately,
no structural damage.
After this successful operation, KG395 was relegated to a busy flying
schedule hauling supplies to the front and and bringing back the wounded.
Transport also performed a somewhat humanitarian role, flying refugees
from the Belsen concentration camp in Germany to hospitals in Belgium.
KG395 then flew the Berlin Corridor in July 1945 to deliver food
from Denmark to the participants in the Potsdam Conference.
After ten days of preparation, which included the fitting of extra
fuel tanks in the fuselage for its long trip to Canada, the Dakota departed
Oldham on June 16, 1946, and headed for Goose Bay.
In June Page we will record the post-war history of Dakota KG395
and introduce you to Don Brooks the Daks present day owner. Stay tuned.
Commemorative Issue 1983 – 1993 Page 77
Transport and Army Air Support Squadrons
Murray Conrad, Wireless Air Gunner 269, 233, 437, 287 Squadrons.
There were many
jobs involved in the Transport flying area e.g. Ferry Command, VIP Transport,
Army Air Support, Transport of Army Personnel, Transport of wounded, ex-PoWs
etc. My experience in Transport Command with 233 (RAF) Squadron and 437
(RCAF) Squadron was in the Army Air Support role.
Dakota Squadrons were put together using experienced personnel from
Coastal Command Squadrons broken up in 1944 before the Second Front invasion.
They were to receive extensive training in preparation for the invasion
June 6, 1944. The heavy schedule of night and day training included aircrew,
glider personnel, especially pilots and paratroopers. Many exercises were
carried out in the months preceding the night of June 5th. All personnel
were well prepared, including WAAF nurses assigned to aircrew, training
to care for the many wounded transported from the battle areas to the UK.
The Dakota crew consisted of a Pilot, Navigator, and WAG. Sometimes
a “Second Dickie” was carried. The WAG always acted as the ‘dispatcher’
during the ‘drop’. His job was to see that all the troops got out of the
aircraft as fast as possible. So they would land close together. This was
not always the case – the DZ (dropping zones) were quite often illusive!
The WAG was hitched to the static line (a line running from front
to rear of the aircraft) along with all the other paratroopers. The paratroops
had a hitching line leading from the parachute to the aircraft static line.
About 26 feet from the aircraft the hitching line pulled the parachute
cover off and, hopefully, the parachute opened. And a safe landing happened.
The 20 covers attached to the lines had to be pulled back into the aircraft
by the WAG – a tough job at the best of times. I recall on the Normandy
drop I had a heck of a time bringing in the lines and the covers. I only
managed to do so with the help of the Navigator., otherwise I would have
Assisting with the Paratroopers and glider pilots was a great
experience for me. I found they were the bravest of the brave. On the night
of June 5th, when we dropped our 6th Airborne, these men landed in pitch
darkness into the unknown, and they succeeded in what they had to do –
fight the enemy on the ground while we flew back to comfortable quarters
at our base in England.
Entries from my Log Book give a clearer picture.
June 5/6, 1944. -Carried 6th. Airborne Division paratroopers who were
the first to land in Normandy as an Allied invasion force. We dropped them
at 00:50 D-Day. Fuselage holed by flak. Bombs and 5 containers dropped.
Dropped supplies to Airborne Division troops. Carried 4 army dispatchers,
petrol, bedding, gun cotton, and hand grenades. Plenty of flak in the area.
Auxiliary and main tanks holed, also fuselage.
Sept. 17,’44 – Invasion of Holland – towed glider to Arnhem – largest
airborne ‘do’ so far
Sept. 21, ’44 – Re-supply to 1st. Airborne Division at Arnhem – plenty
of flak – attacked by Me 109 and FW 190 – escaped in cloud cover.
(Day) 5:30 hrs.
Sept. 23, ’44 – Re-supply to 1st. Airborne Division at Arnhem. Plenty
of flak – good fighter escort. (Day) 5:15 hrs.
After D-Day we were engaged in taking supplies to airfields in France
and Belgium. On return we carried wounded, mainly stretcher cases.
There were three RCAF Squadrons in the Army Air Support role, 435, 436,
and 437. Both 435 and 436 operated in Burma (my brother was a pilot (F/L)
on 436. As far as I know only 437 was on operations in the UK. W/C Sproule
was the first CO of 437 Squadron.
It is appropriate that we re-publish the following pictures from the
late Allan Coggon’s book
FROM WINGS PARADE TO MANDALAY
(see book review February 2006 http://www.airmuseum.ca/mag/0602.html
showing the Dakota crews carrying out Army support duties, in this
case over the Jungles of Burma.
When the war ended most of our crew seemed to be in a terrible rush
to get back home, get married, and see dear old Mom. Me? I thought I could
do with some more adventure (even after two tours hunting subs), signed
up for the interim air force, and stayed overseas.
Eventually I was crewed up with a pilot on 435 Squadron flying Dakotas,
flipping around Europe from Oslo to Naples, and up to our ears in the black
market, cigarettes, coffee beans, and white bread. On a trip to Buckeburg
in Germany, BAFO HQ, we were billeted in the Kaiser’s Palace, and were
told that a good place for cigarette sales was in a town called Minden,
about 15 miles away. There one could get two marks for a cigarette.
Hitchhiking was no problem and we were soon there, each with a carton.
Contact was soon made, a woman who said we were to follow her. We came
to a boarded up ground floor room of what was left of a bombed out house.
There were two other middle-aged ladies there, and a boy of about 15 years
studying in a corner at a school desk lit by a small candle.
The transaction was handled smoothly and, with pockets laden with marks,
we turned to leave. My Pilot waved a gesture of good-bye, whereupon the
ladies, standing in a row, clicked their heels and gave us the Nazi salute.
As we were walking towards the edge of town, my Pilot started walking faster,
and said, “come on Red, lets get out of here.” An American Jeep picked
us up and we were soon back in Buckeburg.
When settled down I asked him what all the rush was about back in Minden.
His explanation was as follows. He had done ops. as a Mosquito bomber Pilot
and one night he could not locate the target. Returning home with bombs
on board, he saw a town through a break in the cloud and dumped his load
across it. He said, “I did that, wrecked all those houses. The mess we
saw back there on both sides of the street, and what I had done to those
people, I couldn’t take it. I had to get out of there!”
A short time later we were over night in Prague and we were held up
by weather. My Pilot got too well acquainted with one of the female Chec.
Students who were part of our passenger load back to the UK. To make matters
more complicated we took off with a fine looking police dog in the a/c
Over Croydon airfield we were stacked up in the seventh level but eventually
got down to level four in high turbulence. We continued to orbit waiting
to land. The Pilot asked me to go back and see how the young ladies were
taking it. When I went back they all jumped up into the isle and started
chattering in a language I could not understand. Right then my old bugaboo,
airsickness, hit me. I reached for a sick bag over a window where they
were stowed, and let go. The ladies all did the same. We all up-heaved
the nice lunches we had been given in Prague.
We landed rather late at Croydon. No runway lighting. At the end of
the runway, the dog was spirited away, but something happened to the scheme,
I never heard what. In a very short time, the Pilot was riding the bounding
main back to Canada, whether he wanted to get married, see his old Mom,
I never did find out if dogs got airsick. From then on I flew with Pilots
who had been instructors.
From: Halifax 57 Rescue (Canada)
To: John Moyles
Sent: Sunday, April 22, 2007 10:53 AM
Subject: New Progress Report 18
Dear John, Please note that the newest and most important Progress
Report 18 is out on our website. http://www.57rescuecanada.com/ProgressReports/PReport18.htm
if we get the funding we need now we may be able to find LW170 this
Hope to hear from you soon. Cheers, Karl
57 RESCUE (CANADA)
Progress Report No.18 (In Part)
April 7, 2007
Registered Charity 84586 5740 RR0001
As Halifax 57 Rescue (Canada) starts into our third full season I look
back and think of our journey together in our quest to find and recover
RCAF Halifax LW170. We are closer than you think to a major breakthrough
and so we must press on with renewed determination towards our ultimate
goal. We are at a vital juncture in the Halifax Project and we need your
support more than ever before, in these next few weeks.
ON TO BUSINESS, THESE ARE THE HALI-FACTS
In our last progress report I told you of the exciting news that the
Irish national television network – RTE invited myself to Dublin
to tell about the Halifax Project on their variety show “Seoige and O’Shea”
on Feb.22. I traveled over to Dublin by air on Feb. 22 (after working my
Air Canada flight all night from Toronto!) and was on the air just after
The interview was short at only 10 minutes but it was broadcast live
all across Ireland. I was able to tell all about out past recoveries of
Halifaxes NA337 and LW682 with historic video of NA337 images as colourful
background to our interview. I then told them of our revelation of the
11 Irish Nationals killed-in-action on RCAF Halifaxes along with our proposed
Halifax Project details including a dedication to the unknown “RCAF Irish”.
To date we have had over 2000 hits from Ireland on our website because
of the TV program. In fact we now have a Mr. and Mrs. Lacey in Dublin
researching to find the families of these RCAF Irish for us and the nephew
of Sgt. Dinnen, killed-in-action on a RCAF Halifax, has been in touch
with us with information about his uncle.
Later on I was given a DVD copy of this television interview which we
hope to share with our members soon, subject to the permission of RTE and
Jim Blondeau to set up a website location to see the interview on the internet.
RTE definitely wants to follow up with us on the Halifax Project and possibly
cover the location and recovery events of the Halifax Project in the near
Further to this, I was able to meet with the deep sea exploration group
to give a technical briefing on the proposed Phase 1 – Sonar survey of
RCAF Halifax LW170 and discuss the possibility of this group helping us
locate our Halifax. We talked about the feasibility of attaching the Halifax
sonar survey, as a historical effort, onto a scientific survey. There are
several scientific surveys done in the deep water near LW170 each year
so we must find out which surveys are being planned and hopefully we can
“piggyback” our historic survey on to one of these scientific expeditions.
With the positive reception by this scientific group to our request
for sonar survey assistance to find LW170 we have rallied all our high
level Canadian officials to provide letters of support and reference for
the Halifax Project which will be going to this scientific group and influential
officials who can assist us. If we can get high level approval for the
Halifax Project with these people, just as our Canadian officials have
supported us, then I think we will be able to get the Halifax sonar survey
done without major costings. By this I mean we could save (60 to 90%) of
the sonar surveys costs which I have estimated to complete would be ($
I apologize for withholding names and groups but until we have an agreement
in principle and fact, which will be forthcoming in the next few weeks,
I do not want to announce any premature agreements or partnerships for
the Halifax Project until all is in place. There are several reasons for
this but the priority is to make the Halifax Project a success.
To this end, I must now speak frankly to all of you about the financial
situation of Halifax 57 Rescue (Canada). Thanks to our individual members
and the sales of the Halifax prints, Halifax CD-ROMS, memberships renewals,
and donations we are doing OK from month to month. You have seen over the
past 36 months the good work we have done (on a very tight budget) to promote
and build up the Halifax Project. I was hoping to find a major sponsorship
with the government or corporate world for the Halifax Project to sponsor
all or part of the cost of Phase 1 of the Halifax Project. We have found
no major sponsor to date but we will keep trying. If we can get the
critical sonar image of Halifax LW170, just as we got the sonar image of
NA337 in 1995, we can sell our project to all the possible major supporters
who right now are “sitting on the fence”. That sonar image of LW170 is
Here we have a golden opportunity to work with a top-line deep water
exploration group which could sponsor and underwrite our Phase 1 to acquire
the image of LW170 using their high tech research vessel. This group has
indicated to me that the deep water sonar they use is a lease-rental and
they would like Halifax 57 Rescue (Canada) to pay for the costs of this
high tech sonar on their vessel. This would mean that we would need to
be ready to pay, in the next several weeks, in the order of ($ 25,000 to
$30,000) for our share of a sonar survey. Considering that the cost of
the vessel is the main cost of the sonar survey we are getting this opportunity
for about (90%) off the entire sonar survey expedition cost.
We have the timely and serious need to now have members and supporters
send in their donations and purchase orders to show, to our future sponsors
and those “sitting on the fence” we are serious about going ahead with
the Halifax Project - Phase 1. If we only had 30 people step up now to
donate ($ 1000.) each we would finally be ready to move into Phase 1 and
be ready for our survey.
A command decision is in order and I have decided to be the first in
this critical funding drive. I have just written a personal cheque to Halifax
57 Rescue (Canada) for $1000. I am not as concerned, as a director and
Project Manager, about the tax receipt which will certainly be a benefit
to you for the tax year 2007, but mainly about showing my serious intent
to get our historic project started at this opportune time. Please send
in soon whatever you can afford so we will be ready to go this summer!
Our aim is to make the $30,000. target. I cannot stress how important
these funds are at this time to make the Halifax Project GO !!
In other news about gaining support for our project Ken Cothliff of
Air Supply Aviation Store in Leeds, UK (whose father was a pilot in RCAF
425 Squadron and killed-in-action) made some great arrangements for us
and set up a lecture date of Mar.23 at a local hall to give a presentation
on the Halifax Projects of NA337 and LW170. Over 60 people attended the
lecture by yours truly which was enjoyed by all.
Ken has been selling INVINCIBLE ITEM for us at his shop and when the
evening was drawing to a close he presented a cheque to us for over $1500.
for print sales and proceeds from the lecture. We greatly appreciate all
of Ken’s efforts on our behalf and thanks to him and his good wife Doreen
for putting up with me for a day in Leeds. We truly have some good friends
in Leeds and Yorkshire. ( see below the cheque presentation photo by Ken
to yours truly).
I should add that while over in the UK on this lecture date I was able
to travel out to Bristol in a van to pick up an original Halifax Boulton
Paul tail turret for the Nanton Lancaster Society Air Museum. Thanks to
museum curator Bob Evans, who had been contacted by Stephen Watts the owner
of the Halifax tail turret, I was able to pick up this rare turret and
get it shipped to Canada by good old Air Canada cargo. Seeing as
how Nanton has one of the best turret collections in all of Canada and
they collecting all the Halifax artefacts they can, this certainly will
be a rare and unusual addition to their collection.
As you know prominent authors have written some very good books about
the RCAF and Bomber Command which they have kindly offered to display and
offer for sale here to help our cause. We have the unique “Bless you Brother
Irvin” by John Neal which we have had available for some time where proceeds
from the sale of the book about air force bailouts, the Caterpillar Club,
will be donated to our cause.
We also have “Flying to Glory”, by Sandra Dempsey the playwright, which
has had very good reviews as a fine story all about young airmen in the
RCAF and Bomber Command. We hope to hear from Sandra soon as she was giving
a unique reading of her book to audiences in New York at a special event.
She was also going to tell of the unknown story of our RCAF Americans as
over 120 young crew from the state of New York were killed-in-action in
Now we have
a new addition to our reading selection we wish to promote and pass on
This book is titled “Incredible Tales of the Royal Canadian Air Force”
by Cynthia J. Faryon. Not only are these stories about the unsung
heroes of World War Two but they also include an epilogue about the recovery
of RCAF Halifax LW682 in 1997 and the promotion of our Halifax Project
to recover LW170.
Also, Cynthia has used, with our blessing, the great image of our INVINCIBLE
ITEM on the cover of her book.
Published by Altitude Publishing this book is one of the great series
named Amazing Stories which are all about Canadian history. Cynthia’s father
was her personal hero as he was a decorated RCAF veteran in Bomber Command.
Well done Cynthia for another great book.
(See photo of the front cover of this new book available for only
$ 9.95 Can. )
As Project Manager of these historical projects I am starting to have
a feeling about when we should move forward and when we should press hard
in our goals and targets.
I truly feel that now is the time to press forward and take the initiative
on this most special project to save our Halifax.
Certainly we are in this for the long run and we will not be denied
our heritage and history as we locate and recover LW170 even if it is next
year or the next. I have always listened to that little voice inside me
that I have developed over the years from living and from flying. That
voice tells me that we must move now and take the first big and serious
step to find our Halifax. The high-tech assistance and partnership which
is being offered to us should be developed and solidified. I say this as
your advisor and Project Manager hoping that you will understand
the sincerity and strength of this timely financial appeal.
Halifax 57 Rescue (Canada) hopes to receive from all of you soon your
support in whatever amount you can provide.
Keep your eyes on the target.
Halifax 57 Rescue (Canada)
Phone - Eastern Canada 613 835 1748
Western Canada 403 603 8592
E. J. Chenier CD
The following is an e-mail that I sent to my member of parliament as
well as to the Ottawa War Museum.
After you've read it, if you decide that you agree with me, forward
it to your member of parliament and also to the War Museum at
If you don't agree with me, well, just delete it.
To: Mr. Rod Bruinooge
of Parliament, Winnipeg South
of Directors, Ottawa War Museum
As an officer who flew on bombing missions over Germany during WW2,
I am insulted and outraged at the wording on a plaque at the Ottawa War
Museum, which insinuates that we, both Canadians and Americans who
participated, are war criminals.
Recently, the President of the United States along with Members of Congress
and of the Senate gathered together to Honour a Fighter Squadron, composed
of strictly Black personnel, who had flown as protective escort for the
American Air Force on bombing missions over Germany during WW2. They
hailed them as heroes and gave them a "Standing Ovation". This is how Americans,
treat their Veterans.
Ironically, our Canadian Government is standing by, allowing the Ottawa
War Museum to erect a plaque that insinuates that these American veterans,
and we Canadian veterans who flew on bombing missions over Germany during
WW2 are "War Criminals".
ONLY IN CANADA . . . PITY
E. J. Chenier CD
Flight Lieutenant (Ret'd)
208-815 St. Anne's Rd
Winnipeg, MB R2N 3X6
Finally, a committee has been formed in the Senate to investigate the
controversy of the Ottawa War Museum plaque that insinuates that Air Force
veterans, like myself, who flew on bombing missions over Germany during
WW2, are "War Criminals". Good luck to these Senators and hopefully they
will convince the "Expert Historians" on the board of the museum, that
their statement is in fact not a balanced one, and should be removed.
E. J. Chenier CD
Editor. In the evening of April 21st. I was channel jumping
on the TV and accidentally landed on a documentary of the Senate Committee
for the Department of Veteran’s Affairs hearing presentations regarding
the Plaque. It lasted for approximately 30 minutes.
Mr. Donald Elliot, ex-Navigator, now a retired lawyer, made a presentation
on behalf of the Air Force Association. At 90 years of age he was excellent,
and emphatically answered all questions put to him by the Committee. There
was no representative from the War Museum. My question – to whom does the
Senate Committee report?
Thought I should keep you up to date on my anticipated trip to Nanton,
AB on August 26th to attend the Annual 'Get-together'.
I have ordered 6 tickets for my party and have been assured that, when
they are printed, I will be receiving that number.
I am hoping that those of us (Particularly those who have an "Air
Gunner" and "Handley Page Halifax connection") who may be planning to attend
this function might be able to be seated together with other of 'our kind'
- or at least at adjoining tables.