Other

RCAF STATION ALLIFORD BAY

Western Air Command’s (W.A.C) plan for the defence of the west coast called for an advanced bomber reconnaissance squadron on the Queen Charlotte Islands. The BC Reconnaissance Party carried out a search in 1937 and Alliford Bay in Skidegate Inlet opposite Queen Charlotte City was chosen. RCAF Stn Alliford Bay had the distinction of being the most westerly and the most isolated of all the West Cost Flying Boat Stations but also having the reputation of being the happiest, most colourful and most self-contained station.

Construction began in 1938 but as war clouds gathered construction was speeded up through 1939. On the outbreak of war a detachment was dispatched at once to protect the base from possible damage or capture. On 27 April 1949, No. 6 (BR) Squadron, stationed at Jericho Beach, Vancouver, received orders to move to its war station at Alliford Bay and moved on 13 May 1940. The Shark aircraft on the strength of the squadron flew to the new base and the personnel were transported by the coastal steamer H.M.C.S. “Sans Peur” while work was being done on the hangar, a pier, and equipment buildings, with accommodation buildings already erected. Preparing the station and setting up the technical equipment was hard work but it molded “the spirit” as personnel accepted the hardships and worked to make the unit a good one. Dependents were not allowed to live on or near the station so Alliford Bay and other isolated locations would exchange personnel after six months in isolation. This policy was greeted with enthusiasm and improved morale.

The YMCA posted a representative who arrange entertainment for the men, mainly moved and athletics, using YMCA equipment. The closest community was a Haida village cross Skidegate Inlet and many community members were ardent baseball and soccer fans. Games were arranged and it was noted in the daily diary that the Haida won most of them.

In June 1940, the Irish Fusiliers took over ground defence with a semi-annual rotation. In February 1941, the Rocky Mountain Rangers relieved the Irish Fusiliers, who were relieved in July 1941 by the 2^nd Battalion, Canadian Scottish. In March 1942, the Edmonton Fusiliers replaced the Canadian Scottish and so on until the war’s end.

The first operational flight was carried out on 30 May 1940 when F/L Gill in Shark 524 made a reconnaissance flight around the north end of the Queen Charlotte Islands. On several occasions, the squadron assisted the island’s inhabitants by undertaking mercy flights or search missions.

The first accident occurred on 19 July 1940 when Shark 525 overturned while landing on glassy water. The crew were not injured. Another accident occurred on 27 July, this time fatal. Shark 517, piloted by F/O Robert M. Halpenny and two crew member, was carrying out dive bombing practice. It was seen to enter a steep dive, then the top wing broke off and the aircraft appeared to disintegrate, crashed into the water, burst into flams and immediately sank. The use of Sharks in dive bombing practice ended with tragic finality.

Canada entered the war wholly unprepared in first line aircraft. The best that could be said for the Stranraer Flying Boat and Shark was that they were there, and both aircrew and groundcrew did a magnificent job with what they had. The Stranraer allowed the squadron to carry out the long seaward partrols which Japan’s entry in the war made so necessary.

In December 1941, W.A.C. ordered the station to adopt Alert No. 2 on receipt of the news of the bombing of Pearl Harbour. Later that day, Alert No. 1 was adopted and a complete blackout of the area including the village and Queen Charlotte City was enforced. Patrols were intensified, Station personnel reacting swiftly with aircrews on immediate standby. Maintenance crews worked around the clock to ensure that every plane was ready for service. Air patrols were intensified, the station defences were manned, and surprise drills were called to test the men’s efficiency in dealing with gas attacks. The Squadron’s only Stranraer, which had been taken on strength in October, was on patrol throughout the days, while the Sharks waited patiently, bombed up but with nowhere to go.

BC’s Lieutenant-Governor arrived aboard the HMCS “Prince Rupert” in July 1942 to inspect the station and Sandspit. Later that summer, No. 6 (BR) Squadron took part in a search for a sub sighted and attached by 7 (BR) Squadron. On 16 November 1942, the W.A.C. ordered No. 6 (BR) Squadron to move to Bella Bella to give practice to entire squadrons in mobility in case of emergency. No. 6 (BR) remained at Bella Bella until December 1942 carrying out local operations with 9 (BR) Squadron from Bella Bella taking over duties at Alliford Bay. 1943 began tragically with the loss of Stranraer #935 and its crew. On February 14, while on a training flight, the Stranraer crashed in Skidegate Channel between Maude and Lina Islands. P/O DS MacLennan and crew were all killed. Evidence indicated that the aircraft’s four depth charges had exploded after impact.

“Kwana,” a tiny deer of that species peculiar to the Queen Charlotte Islands, became the station pet and was incorporated into the official Station crest. She was absolutely without fear as there are no predatory animals on the islands. In January, 1944, Kwana ran into barbed wire accidentally charged by downed power lines and died.

During April 1943, the first Canso aircraft arrived with two more Cansos delivered in July bringing the aircraft up to three Stranraers and three Cansos. This allowed the station to carry out longer patrols and training more consistent with modern operational requirements. Alliford Bay was very important in the scheme of defence for Canada’s west coast, able to fulfill its service responsibility with proper equipment. By March 1944, there were seven Catalinas, two Canso “A”s and one Stranraer on strength. In April 1944, No. 6 (BR) Sqn was ordered to move to Coal Harbour in Holberg Inlet on the north end of Vancouver Island and 7 (BR) moved from Prince Rupert to Alliford Bay to replace No. 6 as Prince Rupert was no longer operational.

During their years at the Station, the Squadron aircrews set several records. On 14 June 1944, a fisherman reported sighting a submarine surfaced off Zayas Island in Dixon Entrance. Four patrols were made from 0425 hrs to 2300 hrs. Although the anti-sub equipment on one of the patrolling aircraft reacted once, the fog was too thick to make visual contact. One patrol lasted 18.10 hrs, the longest made in W.A.C. to that point. Then on June 24, a Canso completed a night patrol of 20 hours and 40 minutes – the longest patrol in W.A.C. records.

29 August 1944 was a red letter day and one to be remembered: S/O D.G. Gratton-Smith and Cpl R.M. Harrison of the advance party of the Women’s Division arrived! Number 7 (BR) Squadron completed its last mission on July 14, 1945 when F/O Craddock and crew flew Canso A 10070 on an anti-submarine patrol. The Squadron was disbanded on July 24, 1945 and the Station was reeducated to care & maintenance basis. The site was eventually sold and became a dry land sort.

May 2016

RCAF Stranraer 935

Crashed Valentine’s Day (February 14) 1943

935 Crew List
P/O DS MacLennen (J13672) Pilot (Captain), Montreal, Que
P/O LG Thompson (J13697) Second Pilot, Chance Harbour, NB
P/O FW McConkey (J13153) WAG, Calgary, Alta
Sgt JO Gilmour (R50322) AFM Crewman, Vancouver, BC
Cpl JP Sperling (R64622) AEM Crewman, Chamberlain, Sask
F/L CWT Field (C3378) Passenger (Accounts Officer), Edmonton, Alta

P/Os MacLennan and Thompson were scheduled for a training flight to practice takeoffs and landings with a loaded and armed aircraft in the RCAF Alliford Bay landing area which is approximately 1 ½ miles to the west of this cairn. At 1553hrs 935 was given take-off clearance. The aircraft took off and at 1625hrs requested permission to land. Landing clearance was given and the aircraft made a normal landing. The aircraft took off and at approximately 1635hrs 935 again requested permission to land. Permission was granted and while attempting to land 935 made five bounces with the last bounce throwing the aircraft approximately 80 feet in the air. The aircraft then swerved sharply to port and dropped the port wing. After the aircraft hit the water it appeared that both the port upper and lower mainplanes broke off downwards from the wing roots. After the aircraft came to rest it started to sink immediately and within two minutes it was completely out of sight. Approximately two minutes after the aircraft sank a large volume of water rose to height of 8-10 feet. Almost immediately smoke and flame appeared on the surface of the water, the smoke rising nearly 1000 feet and the flames to a height of approximately twenty feet. The four 250 lb depth charges had detonated. Only the wing float was found and P/O McLennan’s body was eventually recovered.

Reqiescat en Pace Fratres

November 18, 2011

[cairn/tumulus]
IN MEMORY OF
CPL PHILIP YOUNG
A SEARCH AND RESCUE SPECIALIST
killed in the crash of Rescue 311,
a 442 Squadron LABRADOR Helicopter
involved in the search for two lost hikers

30 April 1992

THIS WE DO
"THAT OTHERS MAY LIVE"

[cedar pole]
CPL PHILLIP YOUNG
442
SQUADRON

[on map/sur la carte]

Major Hart River

[on map/sur la carte]

Triquet Island

SHARK 517
Crashed
July 27, 1940

Flight Crew
F/O ROBERT M HALPENNY, Pilot C1296 Vancouver, BC
F/L ALLAN SIMPSON, Signals Officer, C1127, Vancouver, BC
LAC ROBERT L RICHARDSON, Wireless Tech, P4056 Vancouver

On 27 July 1940 F/L A. Simpson, the Signals Officer for #6 (B.R.) Squadron in Alliford Bay requested a flight test for a new wireless set and the modified crate (rack) for the shark. That afternoon after Shark 517 aircraft was modified F/O Halpenny requested that he be tasked to fly it. He was briefed to carry out diving tests and tight turns as the crate had to be tested under dive bombing conditions. He was instructed to get plenty of height and put some stress on the new gear. F/L Simpson the Signals Officer and LAC Richardson a wireless tech went with him to operate the equipment. The weather was clear with some scattered to broken cloud at 5,000’, winds were westerly at 10-12 mph.

The aircraft took off at 1555 and climbed to altitude over Skidigate and did one dive then climbed back up to 5,000’ and started another dive over Bush Island. This one was steeper than normal and the pitch increased to nearly vertical and the power was at max. When he tried to pull out at 1,000’ parts of the aircraft fell off and the aircraft plunged into the water and burst into flames. All occupants were killed instantly. Witnesses were unanimous in stating the dive was much steeper and the speed much higher than normal and the engine was at or near full power all the way down. The starboard aileron and elevator were found some distance from the crash and there was a tear on the left-wing fabric with indications that the left wing broke off before the crash. The stabilizer was set to full nose down, the throttle was wide open and the airspeed indicator had broken at 300 knots when the aircraft crashed at 1620. It had been airborne 25 minutes.

Following the accident dive bombing was no longer authorized, the maximum speed permitted for the Shark was restricted to 150 mph and the wings were strengthened.

REQIESCAT EN PACE FRATRES

CANADIAN RANGERS

AIR FORCE ASSOC. OF CANADA
R.C.A.F 101 SQUADRON N.I.
"On Se Souvien"

PER ARDVA RD ASTRA
ROYAL CANADIAN AIR FORCE

September 2013

[top plaque/plaque supérieure]

FLIGHT 324 MEMORIAL

[left plaque/plaque gauche]

IN MEMORY OF THE
36 AMERICAN SERVICE
PERSONNEL AND NORTHWEST
ORIENT FLIGHT CREW,
RETURNING FROM KOREA, THAT DIED
AFTER THE CRASH OF FLIGHT 324 ON
THE NIGHT OF 18 JANUARY 1952.

IN OUR DREAMS WE ARE ABLE TO FLY...
AND THAT IS A REMEMBERING OF HOW
WE WERE MEANT TO BE.....

[right plaque/plaque droite]

WE WILL REMEMBER THE
CANADIAN MILITARY
PERSONNEL, MERCHANT
MARINE, PEACE KEEPERS,
AND CIVILIANS WHO LOST THEIR LIVES
TO PRESERVE OUR PEACE AND FREEDOM.

.....NEVER IN THE FIELD OF HUMAN
CONFLICT WAS SO MUCH OWED,
BY SO MANY, TO SO FEW...
WINSTON CHURCHILL

RCAF STATION MASSET

NOVEMBER 1943-OCTOBER 1945

Located at the northern end of Graham Island, the small village of Masset is the largest town on Haida Gwaii. The gateway to North Beach and Naikoon Provincial Park, the community was incorporated in 1961 and is the oldest municipality on Haida Gwaii. The town site was originally named Graham City after the president of the Graham Steamship owned by the Coal and Lumber Company and Benjamin Graham. When the township plan was registered in 1907, it was deposited under the name of Masset. Government officials were unaware of the settlement two miles north, Haida Masset, and accepted the transfer. The name Masset was adopted and Graham City dropped. During 1940-41, RCAF Western Air Command (WAC) was looking for a suitable location within the vicinity of Prince Rupert for an airfield upon which defensive land-based fighters and bomber reconnaissance aircraft could be stationed. No suitable location could be found, so they were forced to locate their land-based forces at USAAF Annette Island, Alaska. However, on September 8, 1942, the Commanding Officer of 118(F) Fighter Squadron, based at RCAF Detachment Annette Island, discovered that he could land on the hard packed sand east of Masset. WAC dispatched a survey party to the area and confirmed that the area was indeed suitable for a steel mat runway. Masset was then included in the list of stations to be built on the west coast. With war moving closer, the RCAF made the decision in the spring and summer of 1943 to begin constructing land-based air stations on the west coast. This task was given to No. 9 Construction Maintenance Unit (CMU) to begin the construction of RCAF Stations Comox, Port Hardy, Tofino, Sandspit, and Masset.

The only suitable type of runway for Masset was a Marston Mat perforated steel plate runway and it was to the be the only one of its kind in Canada at the time. During the construction of the Masset landing strip in July 1943, the unit set a record by completing construction of a 3600’X15-‘ perforated steel plate runway in 14 days. There were approximately 43,200 pierced steel sheets 15 inches by 10 feet required and they weighed nearly 1140 tons. On July 23 (Day 14), the first aircraft landed on the runway at 1700 hours carrying Air Vice-Marshal Stevenson, Air Officer Commanding Western Air Command, to congratulate them on their success. 9 CMU also constructed a prefabricated camp near the beach and an access road of Minaker Rd. Apparently their living conditions were much superior to that of their Navy neighbours and with frequent RCAF aircraft arrivals, mail, movies, and supplies became available daily. The Air Force also provided emergency transportation for civilians as well as the RCN. Fifty personnel of No. 9 CMU remained at the tent camp until the Army and an RCAF detachment arrived to begin operations in November 1943. The completed and operational emergency landing field at Masset was renamed “Gordon Field” in honour of Group Captain R.C. Gordon who had previously commanded No. 4 Group H.W. RCAF at Prince Rupert.

Effective April 1, 1944, RCAF Station Masset (Gordon Field) was reorganized as No. 22 Staging Unit and served as such until the end of WWII. In the fall of 1945, with the end of the war, the station was closed and placed in caretaker status. The lack of maintenance and winter storms soon took its toll on the steel mats on the beach at Masset, and by the mid-fifties there were few visible signs of the steel mat runway. If one visits the village of Masset today, one can see many sections of steel matting still serving as fences and other ingenious uses.

In the fall of 1942 Naval Radio Station (NRS) Masset was constructed about 3km east of the Village of Masset close the future RCAF Station. The unit was one of five such stations operating as HFDF intercept stations and rely stations for ship-to-shore communications along the BC coast during WW2. At the end of the war the station was closed and placed in caretaker status until 1949 when the Navy again returned to resume operations at the Delkatla Slough site. In 1967, with the installation of the AN/FRD-10 HFDF system, operations moved to the new site.

May 2016

[plaque]
Warriors' Pole

This pole is dedicated to the memory of the Pacific Coast Militia Rangers and the First Nation War Veterans who served in the First, Second and Korean Wars, and on Peacekeeping operations. It was carved by Yagvudlas, Ian ‘Nusi Reid in June 2013 and installed by the descendants of those who went to war who reside in the Central Coast to this day. It stands here to remind the generations to come of the sacrifices of our people who fell protecting our country and our freedom. Their courage and honour will not be forgotten.

Raven, the hero in our origin stories, is known to be mischievous and is always getting into trouble - but he is also very intelligent, just as we know him to be today. He met the Chief of Heaven and stole the sun, the moon, and the stars to give us their light. He is the great teacher and the crest of our head chief and represents the Heiltsuk and all those from here who fought in Canada’s conflicts. The human faces inside the wings of the raven represent the warriors who put their lives in danger fighting for our country.

[plaque]
We will remember them,
for our tomorrow
they gave their today.

On se souviendra d’eux,
ils ont donné leur
présent pour notre futur.

WWI  1914-1918  PGM
WWII  1939-1945  SGM
Korea  1950-1953  Corée

Canadian PeaceKeepers
Les Casques Bleus Canadiens

[plaque]
RCAF STATION BELLA BELLA

Bella Bella has a long history of aviation and was an early air force presence on the Central B.C. Coast. In July of 1923 Squadron Leader Earl Godfrey arrived and landed to refuel a Canadian Air Force Curtiss HSR2L flying boat. He was on his way from Jericho Beach at Vancouver to Prince Rupert, the first successful Canadian flight along the west coast. Previously in 1920 Lieutenant Harry Brown had attempted the first flight up the coast in his Curtis JN-4 seaplane, landing short of Bella Bella at Nalau Island with an engine failure. in July 1922 US Air Service pilot Lieutenant Roy Jones made the first successful flight up the coast from Seattle to Alaska, with a refuelling stop at Bella Bella. 

There were no airports on the BC coast until almost the end of World War Two, hence the need for the five Flying Boat Stations to protect the western entrance to North America. The Royal Canadian Air Force determined quite early that the community of Bella Bella was strategic to its needs, and with war clouds on the horizon it established a detachment here in 1938. It was soon decided that the best location of the station would be on Denny Island adjacent to Klik-Tso­ Atli Harbour with the station to be constructed behind Shearwaterlsland. 

In June 1940 construction began on a full sized RCAF Station including two full size flying boat hangars with ramps for beaching aircraft, as well as accommodations for up to 1,000 men, a hospital, and administration and messing facilities. By November 1941 twenty-one buildings were ready for use. The Coast Construction Company of Vancouver accomplished the actual construction with considerable help from native Hetltsuk workers, including the future chief, Vivian Wilson.

On December 7, 1941 the station received notification that a state of war existed with Japan after that country had attacked Pearl Harbor in the Hawaiian Islands. On December 8, 1941 Squadron Leader Fred. S. Carpenter arrived at the station with two Supermarine Stranraerflying boats from Patricia Bay at Victoria, #949 and #936. Carpenter immediately assumed command of No9 (BR) Bomber Reconnaissance Squadron. Operational patrols commenced immediately with the two Stranraer flying boats responding to the sighting of a Japanese submarine in Queen Charlotte Strait north of Vancouver Island. On their return they were both refuelled to capacity from a tender carrying 45- gallon drums. Aircraft patrols continued from the station day and night in most weather conditions searching for the nine enemy submarines that were sinking boats travelling the coast. 

By February 1942 455 personnel crowded into the unfinished barrack buildings. The off-duty airmen used their time efficiently, building the Santa Bella Trail from the RCAF station to the B.C Packers store and post office on the opposite side of Denny Island. In December 1942 the station received its first Consolidated PBY-5A Canso aircraft, which allowed 9BR Squadron to extend its patrols out over the Pacific for up to 28 hours. 

In April 1943 the station Commanding Officer S/L Galloway ordered a control tower be built on Shearwater Island but the tower operators found that the island's trees obscured their view. Galloway responding by ordering his Armaments Officer to top the trees with machine gun fire. That worked fine but an army detachment across the bay had to take cover as their position was being peppered by the gunfire!

By the end of July 1944 the station's strength including army personnel was 750. The Japanese had suffered major defeats by then and the threat of an invasion on the west coast of North America had diminished. For economic reasons as well as the difficulty of supplying these remote stations a decision was made to disband No 9 (BR) Squadron. RCAF Station Bella Bella was closed effective September 1, 1944. The last entry in the Station's diary sums up the unsung heroism on the Bella Bella Station:

"The reports of the presence of enemy craft in our waters are investigated thoroughly and, no matter how inaccurate the report may seem to be, the squadron personnel embark on the searches with enthusiasm and keenness. The fact that the West Coast stations saw little action is in part due to their unceasing vigilance. They made the waters of the Pacific adjacent to the coast a most unhealthy and unproductive locality for the enemy. Theirs was not a glamorous job. They received no applause from the people and none from the Service. They had a dirty, dangerous, monotonous job to do and they did it. That was their reward"

[plaque]
During the buildup of the war effort on the West Coast many new remote early warning radar units were built and maintained. The RCAF requisitioned tugs and fishing craft that were then attached to the Marine Section to service these otherwise inaccessible stations. These vessels were the "work horses" that plied back and forth on their unscheduled runs moving construction crews, material, and heavy equipment up and down the coast of British Columbia. To help keep these radar units existence and location secret radio silence was enforced on these runs and all information regarding the movement of this type of marine vessel was classified adn all communications were coded.

On 23 July, 1943, M 427 BC Star was scheduled for one ofthese runs. She departed Bella Bella with her 10 man crew five No. 9 CMU personnel assigned to the construction project and a cargo of 43 tons of gravel and cement. They were bound for the new radar site at Cape St. James in the Queen Charlotte Islands. No. 28 (RU) Cape St James had no way of knowing that the supply boat was on its way as they had not yet received the necessary cypher equipment to decode the movement message. Radio silence was enforced on the ship and no one missed her until 3 August when construction crews queried when their supplies were to arrive.

On 4 August a Stranraer from 9 BR Squadron Bella Bella started the search. On 5 August Norseman #2470 was sent from Bella Bella to search the area and on 8 August a search was carried out by the M 536 SKEENA MAID. An intense sea and air search covered a wide area for several weeks with two bodies and some wreckage to being found. On 3 September an unidentified air man's body was found on Price Island. A tombstone was erected at the Meadow Island Cemetery, Bella Bella, BC to remember the unknown airman.

Rumours circulated about the vessel being attacked by a Japanese submarine, and this information was enhanced by crewmembers aboard another RCAF marine vessel inbound to Alliford Bay. They reported that they were listening to a Ketchikan Alaska radio station when its program was interrupted by a strange and unidentified transmission "Star out of bread and water. Alliford repeat message. Thank you. Good Afternoon" However, no conclusive evidence ever came to light that explained why the Star went down. Possibly the hull had simply opened up under the weight of her cargo and M-427 sank so quickly that no life boats were launched and no distress signals were sent. This mission resulted in the largest loss of life in the history of the RCAF Marine Branch. After the loss, marine craft procedures were revised to ensure prompt reporting of arrivals and departures.

The men are commemorated on panel two of the Commonwealth Air Froces Ottawa Memorial dedicated to air force personnel lost without trace in Canada,the U.S. and neighbouring lands and seas during the Second World War.

The crew/passenger list for the BC Star on the 23 July 1943 listed the following personnel;
+ R128864 Cpl Charles Gordon Glover
+ R186865 LAC Harold Fredrick Dakenfold
+ R173910 LAC George Thornton Stead
+ R213870 ACl Titus Vollhoffer
+ R220368 AC2 Maurice Daniel Onuski
+ R58625 Sgt Philip Eric Olsen
+ R87823 LAC Clarence James Sherlock
+ P4319 FSgt Roy Henry Drouillard
+ R146033 Sgt Jack Douglas Hearfield
+ R220720 AC2 Gilbert Campbell McFadyen
+ R151826 FSgt William Ernest Mitchell
+ R128695 Sgt Jonathan Charles Slater
+ R255739 AC2 Arthur Garnet Davies
+ R124630 Sgt William Murray MacNeill
+ R56918 Cpl Tadeusz Ledwig Polee

[plaque]
On the 30 July 1943 a sub had been sighted earlier and Canso 9879 was sent on an urgent patrol. The weather was 800’ and three miles with light drizzle , the sea was calm. The aircraft became airborne at 0552 after an abnormally long run and circled while climbing to 700’. Seaforth Channel to the west was closed so they headed south via Lama Passage. The ceiling lowered and they descended to stay under cloud, but fog closed in and the pilot attempted to return to base on a reciprocal course. Altitude could not be maintained in the 35 degree turn. The aircraft was leveled off after turning through 120 degrees and put into a steep climbing position. The speed had dropped to 70 kts when the pilot saw a wooded ridge and was down to 50kts on impact, 100’ short of 800’ ridge. They had been airborne five minutes. On impact the a/c caught fire. The crew escaped from the aircraft but could not find Sgt Cowman. They headed down the hill to Alarm Cove where they saw a Fire Ranger in a rowboat which three of them took and set off for Bella Bella. A fishing boat picked them up and dropped them off at Bella Bella store to the station. The search crew found Sgt Cowman’s body. He had been killed in a crash.

CANSO 9879
Crashed ~ 30 July, 1943
Flight Crew of 9879 9 BR Squardon Bella Bella

Pilot - PO JA Joseph J23027 - slight injury
2nd Pilot - Fsgt KL Brown R122924- slight injury
1st Nav WO1 - LR Travis R91892 - slight injury
2nd Nav PO - JL Jones 27441 - serious burns
1st WAG FO - RB Shirra J13152 - serious burns
2nd WAG - Sgt HAS Rawlinson R140236 - uninjured
WM SGT - EA Kershsaw R72192 - slight injury
1st FE Sgt - JA Cowman R75569 - killed
2nd FE LAC - WJ Johnston R118425 - serious burns

REQIESCAT EN PACE FRATRES

Veterans Affairs Canada
The Denny Island Community Development Association