Sergeant William John Anderson "Bill" Dunning—Accidentally Killed February 15, 1945

 William John Anderson “Bill” Dunning was born in Heart’s Content, Newfoundland, on November 19, 1915, to John Carmichael and Jessie Emma (Cook) Dunning. Bill’s father John was a native Kilbarchan, Renfrewshire, Scotland, born on September 1, 1882, the son of William Dunning and Janet Carmichael.

Sergeant William John Anderson "Bill" Dunning

John C. Dunning arrived in Newfoundland in 1901 to work as a telegraphist at the Anglo-American Telegraph Company’s Heart’s Content cable station. The steam vessel Great Eastern had brought the first successful trans-Atlantic cable ashore in the small Newfoundland community on July 27, 1866.

The Anglo-American Telegraph Company established a cable operation in Heart’s Content that expanded to include more than 200 telegraphists and support staff. In 1912, Western Union Telegraph Company acquired the Anglo-American Telegraph Company and integrated its assets into its communication network.

Bill’s mother, Jessie Emma Cook, was born in Heart’s Content on January 14, 1887, the daughter of John and Emma Amelia Cook. John was employed as a telegraphist at the local cable station. His presence there likely explains how his daughter Jessie and John Dunning made one another’s acquaintance. The couple married in Heart’s Content on September 20, 1905.

By the time of their marriage, John had relocated to the Commercial Cable Company’s telegraph station in Hazel Hill, Guysborough County. The newlyweds took up residence in the community, where their first child, Jean Carmichael, was born on June 20, 1906. A second daughter, Mary Elizabeth, joined the family on July 30, 1910. For unknown reasons, Jessie was in Heart’s Content, Newfoundland, at the time of Bill’s November 1915 birth. John and Jessie’s youngest child, Margaret, was born in Hazel Hill on July 30, 1918.

Bill Dunning commenced public school in Hazel Hill in 1920 and completed high school in nearby Canso in the spring of 1934. The following year, he obtained a position as a salesman with Mutual Life Assurance Company, a general insurance agency. He also did “general construction and repair work” at the Commercial Cable Company station. A later letter in Bill’s military service file, written by a former Superintendent, provided this assessment of his work there:

“I engaged [Bill] on several occasions to assist the Chief Engineer and found him upright, honest and a willing worker. He learned quite a lot about running gas engines under expert tuition. As he is mechanically inclined I have no hesitation in recommending him for a position where a knowledge of mechanics is required.”

By September 1939, Bill’s mechanical interests prompted him to relocate to Halifax, NS, where he landed a job “servicing… cars” at Hubley’s Imperial Service Station, Spring Garden Road. During the winter of 1939-40, he completed “short courses on Diesel Engines, Welding, machine tool operations and electricity” at Nova Scotia Technical College (NSTC), Halifax.

On February 5, 1940, Bill applied for admission to the Royal Canadian Air Force (RCAF). He described himself as “mechanically inclined. Have had practical experience in car mechanics” and specifically requested consideration for “ground duties.” Several recommendations, including the former Commercial Cable Company Superintendent’s letter, accompanied his application. Correspondence from one of his NSTC professors described Bill as “industrious and a good worker, with a great keenness for machinery.”

Following an April 25, 1940, interview, an RCAF recruitment officer described Bill as “keen…[and] intelligent,” and recommended that he be accepted for “Machinist or Armourer training.” A second comment stated that he might make a suitable Instructor at a later date and recommended him for acceptance as a “Standard Trainee.”

On July 22, 1940, Bill Dunning attested with the RCAF at Halifax, NS, commencing service with the rank of Aircraftman Class 2 (AC2). While awaiting training, he was assigned to “temporary duty” at RCAF Station Dartmouth, NS, on August 16. One month later, he reported to Military District No. 1 Toronto. On September 28, Bill was posted to the Canadian Air Armament School (CAAS), Trenton, ON, where he commenced Armourer training three days later.

RCAF “Armourers” were responsible for the overall maintenance and repair of aircraft, including armaments, weapons systems and communication equipment. In a general sense, their primary duty was to ensure that planes under their supervision were “mission ready,” whatever their assigned task.

Bill spent almost three months at CAAS. An assessment document in his service file, dated December  23, 1940, states that he achieved an overall grade of 66.5 % in the School’s No. 22 Armourers Course, placing 23rd in a class of 42 participants. A comment on the evaluation form noted, “He has worked well, but [is] especially good at workshops. He will be a good Flight Armourer.”

On December 26, 1940, Bill was transferred to No. 9 Standard Flight Training School, Summerside, PEI, for further training. The facility officially opened the following month. Following the outbreak of widespread German U-boat activity in the North Atlantic in 1941, the base transitioned to a “General Reconnaissance School,” training personnel for coastal air patrols.

Bill worked with ground crew at the Summerside base for seven months. During that time, he advanced to the rank of Leading Aircraftman (LAC) on April 1, 1941. In early August 1941, he was transferred to No. 10 Air Observer School, Chatham, NB. The facility had also recently commenced operation, training Air Navigators aboard Avro Anson aircraft.

Within a month of his arrival in Chatham, Bill was promoted to the rank of Acting Corporal, the first indication that his performance had impressed his supervisors. A note in his file provided this assessment: “His armour training and experience warrants promotion…. This airman [is] responsible and diligent to a marked degree. Deportment good.”

During Bill’s time in New Brunswick, he continued to progress through the non-commissioned ranks . On November 14, 1941, he was recommended for advancement to the rank of Temporary Sergeant: “This NCO is hard-working, steady, and deserving of promotion…. Recommended for training as a Senior Armament Instructor.” A second recommendation, dated April 30, 1942, stated: “This NCO takes a great deal of interest in his work, assumes responsibility easily, and is deserving of promotion.” The following day, Bill was awarded the rank of Temporary Sergeant.

On July 7, 1942, Bill was posted to No. 2 Operational Training Unit (OTU), Pennfield Ridge, NB. Located in southwestern New Brunswick, close to the village of St. George, the site included the British Commonwealth Air Training Plan’s standard three runways, laid out in triangular formation.

The variety of aircraft operating out of Pennfield Ridge provided an excellent training environment for Armourers. At various times, No. 2 OTU personnel flew the British single-engine Westland Lysander, the twin-engine Avro Anson and Bristol Bolingbroke. Several American models—the twin-engine Lockheed Ventura and Douglas Dakota, and the four-engine B-24 Liberator—were also part of its fleet at various times.

On August 10, 1942, Bill was transferred to RCAF Station Sydney, NS. Located on the site of the present-day airport, the base was established in 1937 and became No. 8 (Bomber Reconnaissance) Squadron’s initial station after the outbreak of war. Its personnel operated Bristol Bolingbroke two-engine aircraft while conducting anti-submarine duty off the eastern Canadian coast.

In December 1941, No. 8 Squadron relocated to RCAF Station Sea Island, near Vancouver, BC, where it served with RCAF Western Air Command for the duration of the war. No. 116 (Bomber Reconnaissance) Squadron took its place, conducting anti-submarine patrols out of Dartmouth and Sydney, NS, as well as Gander, Newfoundland. No. 116’s pilots operated Consolidated PBY Catalina and Canadian-built Canso aircraft on their assignments. The Catalina was a “flying boat,” while the Canso was equipped with a retractable wheeled undercarriage, allowing it to land on both water and land.

Three months after arriving in Sydney, Bill underwent an assessment. He received “excellent” ratings in appearance and bearing, energy and persistence, accuracy and reliability, and loyalty, and “very good” ratings in mental alertness, power of expression, self-confidence, interest in station activities, initiative, leadership, service knowledge, and administrative ability. His “trade proficiency” rating was “superior.”

On February 23, 1943, Bill “proceeded on temporary duty” to Ben Eoin, NS, the first of seven such assignments over the next 15 months. Each time, he remained there for approximately four weeks before returning to RCAF Sydney. According to family sources, the RCAF had deployed targets on the Bras d’Or Lakes for bomb training and personnel were dispatched to Ben Eoin to maintain the targets.

The spring of 1943 brought another significant event in Bill’s life. On April 27, 1943, he officially requested permission to marry Eva Clara Fulton. Born in Truro, NS, on April 19, 1912, Eva was the daughter of Scott and Carrie (Knight) Fulton, Bass River, NS. After graduating from Dalhousie University, she pursued a career in education.

Sergeant Bill and Eva (Fulton) Dunning, May 10, 1943

Around 1938, Eva had arrived in Canso, where she accepted a teaching position in the local public school. Upon completing her first term of service, “she was called back to accept the position of Principal,” a capacity in which she served for three years. During her time in the community, she met Bill and their relationship progressed to a marriage proposal.

On May 10, 1943, Bill and Eva were married in a ceremony that took place in Truro, NS. Following the ceremony, Eva replaced Bill’s father John as his next of kin and established residence in Hazel Hill, while Bill returned to duty at RCAF Sydney in late May. During the summer months, Eva relocated to Sydney, where she and Bill cleaned out a chicken coop along the shoreline near Ben Eoin as a temporary residence during Bill’s tours there. The couple’s first and only child, John Scott Dunning, was born in Truro on February 17, 1944.

Sgt. Bill and Eva Dunning with son John

During the month of July 1944, Bill spent two weeks in Summerside, PEI, and a third week in Moncton, NB, before returning to Sydney. On August 3, 1944, he was officially posted to No. 116 Squadron, Sydney, with the rank of Sergeant. Bill’s duties involved directing and overseeing ground crew as they maintained the Squadron’s fleet of Canso aircraft. The base contained four large hangars, each housing four of the large planes.

With the exception of a brief hospitalization in mid-January 1945, Bill served in Sydney without incident for the next six and a half months. The morning of February 15, 1945, began quietly. As pay parade was scheduled for personnel, most were standing in line to collect their wages before reporting for duty. As a result, only an estimated 30 men were on duty in Hangar No. 4.

Each Canso in the hangar was outfitted with four bomb racks, two under each wing. Each rack held a depth charge for use during anti-submarine patrols. Shortly after 0900 hours, one of the mechanisms holding a depth charge in place approximately three metres above the floor inexplicably released. The bomb struck the concrete, bounced and detonated, creating a fire that quickly spread to the remaining three aircraft.

Within minutes, the entire structure was engulfed in flames. Gasoline from ruptured fuel tanks flowed across the floor and quickly ignited, spreading the fire to storage facilities. Small explosions continued as the fire reached rounds of gun cartridges in an ammunition room. While the Station’s fire crew quickly arrived on the scene, the force of the initial explosion completely destroyed the hangar and the resulting fire was beyond control.

The majority of the personnel in the hangar miraculously managed to escape from the burning structure. The initial explosion and fire, however, resulted in four fatalities—LAC Herbert William Collins, Belleville, ON; LAC Herbert Frederick Hicks, Buckingham, QC; LAC Roy Richard Whiteside, London, ON; and Sergeant William John Anderson Dunning, Hazel Hill, NS.

Bill’s remains were transported to Hazel Hill, where he was interred in All Saints Cemetery. He was 29 years old at the time of his death. Bill’s father John passed away at the family’s Fox Island Main cottage on October 31, 1948, and was buried near his son’s final resting place. John’s widow Jessie passed away on January 26, 1968, and was laid to rest beside him.

After her husband’s death, Eva and her son John remained in Canso, where she taught school for several years before accepting a teaching/principal position in Bass River. In 1961, Eva left the classroom to become Supervisor of Schools for Colchester-East Hants, a position she held until her 1972 retirement. After leaving Canso, Eva maintained a connection to the area, purchasing a cottage beside the Dunning summer residence in Fox Island Main. She and her son John spent their summers there until the structure was destroyed in a fire.

In 1969, Eva married widower David Keith Corbett, another Bass River native. She actively supported several charitable organizations and became a devoted grandmother to three grandchildren and their families. In 2004, Eva and Keith moved to Parkland Estates Assisted Living Facility, Truro. Eva passed away in Colchester Regional Hospital, Truro, on December 19, 2004, and was laid to rest in the United Baptist Church Cemetery, Bass River, Colchester County, NS.

A special thank you to John Dunning, Bass River, son of Sgt. Bill and Eva (Fulton) Dunning, for contributing photographs and valuable family information for this blog post.

Pilot Officer Nelson Leslie Gordon—Accidentally Killed February 1, 1945

 Nelson Leslie Gordon was born on July 10, 1924, in Bay Roberts, Newfoundland. Nelson’s father Alexander (DOB October 21, 1891) was a native of Cookney, Stonehaven, Aberdeenshire, Scotland, the son of John Forbes Gordon (1853 - 1925) and Helen Findlay (1859 - 1936). His mother, Violet Lillian Parsons (1895 - 1978), was a native of Coley’s Point, Bay Roberts, Newfoundland, the daughter of Captain Abraham “Abe” Parsons (1867 - 1958) and Frances “Fanny” Mercer (1870 - 1963).

Pilot Officer Nelson Leslie Gordon

In 1913, Western Union Cable Company built a relay station in Bay Roberts. The following year, Alexander Gordon arrived in Newfoundland to work as a cable operator/electrician at the new facility. He had previously been employed with the Commercial Cable Company in Waterville, Ireland, Liverpool, England, and New York. Sometime after relocating to Bay Roberts, Alexander met Violet Parsons. The couple were married in St. Thomas Church, St. Johns. NL, on March 4, 1916.

At the time of the 1921 Newfoundland census, Alexander and Violet were residing in Bay Roberts with their three oldest children—Margaret (DOB December 27, 1916), John Abraham “Ted” (DOB July 14, 1918), and Frances Nesbit Forbes “Frankie” (DOB December 30, 1919). Around 1923, Alexander relocated to Canso, Guysborough County, where he commenced work at the Commercial Cable Company’s Hazel Hill telegraph operation.

Available documents suggest that Alexander’s young wife and children remained in Bay Roberts for a period of time. In late May 1923, Violet and the three Gordon children arrived in Halifax on their way to visit Alexander. It appears that they remained in Canso for several months before returning to Newfoundland. The following summer, Violet gave birth to the couple’s fourth child, Nelson Leslie, in Bay Roberts on July 10, 1924.

Two weeks after Nelson’s birth, Violet and the Gordon children permanently relocated to Nova Scotia. The family established residence in Canso town, while Alexander worked in nearby Hazel Hill. Nelson enrolled in the local public school in 1928 and completed his Grade XI studies in the spring of 1939. A later comment in his service file stated that he “missed Senior Matriculation [in] 1940 because of laziness.” A note in his service file commented that he was particularly “good at Maths.”

As his age prevented him from enlisting for military service upon leaving school, Nelson “worked in a bank [Junior Clerk, Bank of Montreal, Halifax] for one year [1941 - 42] while waiting to [join the Royal Canadian] Air Force.” On April 18, 1942, to obtain some military experience, he enlisted with the Halifax Rifles, a Canadian reserve militia unit. Ten days later, Nelson underwent a medical examination as part of an application to join the Royal Canadian Air Force (RCAF). On the form’s last page, the Medical Officer provided these impressions of the young prospective recruit:

“Intelligent, alert boy with a good deal of curiosity about things around him. Immature, over-confident, but promises to make a good man. Enthusiastic about flying, is not yet 18. Good qualities of endurance. Physical condition good.”

On June 23, 1942, Nelson enlisted with the Canadian Active Service Force (CASF). The day after his eighteenth birthday—July 11, 1942—he attested with the RCAF at Halifax and commenced service at No. 5 Manning Depot, Lachine, QC, with the rank of Aircraftman Class 2 (AC2).

On August 20, Nelson reported to No. 9 Service Flight Training School, Centralia, ON, for basic air crew training. Two months later, he moved on to No. 1 Initial Training School [ITS], Eglinton Hunt Club, Toronto, ON. A second medical examination completed shortly after his arrival included this assessment: “Choice pilot, bombardier, WAG [wireless air gunner], Navigator. Motivation good, has 20 hours passenger—never sick….Physically fit [and] enthusiastic….”

Upon completing No. 1 ITS’s program, Nelson was promoted to the rank of Leading Aircraftman (LAC) on December 30, 1942. Two weeks later, he received one week’s leave. Shortly after returning to duty, he was transferred to No. 12 Elementary Flight Training School [EFTS], Goderich, ON, on January 27, 1943, for the first stage of pilot instruction.

In early April, Nelson was posted to No. 1 Service Flight Training School (SFTS), Camp Borden, ON. During his time there, he was briefly hospitalized on two occasions for unidentified health issues. On July 23, he earned his Pilot’s badge and advanced to the rank of Temporary Sergeant. He also received two week’s leave before commencing the next phase of training.

During his time at Goderich and Camp Borden, Nelson was able to visit relatives by marriage in nearby Newmarket, ON. His older sister Frances had married Joseph George Gladman, a telegraphist with the Royal Canadian Navy, in Halifax on November 29, 1941. Joe was a native of Newmarket and Nelson spent time with his family while stationed in the area. On one occasion, when Joe and Frances travelled to the Gladman family home with their newborn daughter Pat, Nelson joined them for the occasion.

P/O Nelson Gordon (left), Herbert Malcolm Gladman (center) and Joe Gladman, Newmarket ON

On August 7, Nelson reported to No. 1 Operational Training Unit (OTU), Bagotville, QC. Opened on July 20, 1942, No. 1 OTU provided SFTS graduates with advanced training, often in aircraft in which they would later serve. The base’s fleet included: the Bristol Bolingbroke, a twin engine marine patrol aircraft; the single-engine Harvard advanced trainer, the Westland Lysander, a single-engine British plane; and the Hawker Hurricane, a single-seat British fighter.

During his next two months at Bagotville, Nelson logged 87 hours aboard a Harvard trainer and 94 hours at the controls of a Hurricane. Upon completing the OTU’s program. he received the standard 14-day pre-embarkation leave on October 10. It is likely that he returned home to Canso, as afterward he reported to 1 Y Depot, Halifax.

Pilot Officer Nelson Leslie Gordon on the wing of a Harvard trainer

Nelson departed for overseas on November 1 and landed in the United Kingdom after an eight day crossing. As with all RCAF trainees, he immediately reported to No. 3 Personnel Reception Centre, Bournemouth. On December 3, 1943, Nelson was attached to 50 Group (Pool) Headquarters. Two and a half weeks later, he was posted to No. 53 Operational Training Unit.

No. 53 OTU was established at RAF Heston in February 1941 for the purpose of training Spitfire pilots for Fighter Command. At the time of Gordon’s arrival, the unit was operating out of RAF Kirton-in-Lindsey, Lincolnshire, UK, where pilots initially trained on Miles Master aircraft before transitioning to Spitfires.

Nelson spent three months training with No. 53 OTU. After two weeks’ leave in late March and early April 1944, he reported to No. 3 Tactical Engineering Unit (TEU), RAF Honiley, Warwickshire, for the final stage of his training. The unit’s pilots flew Hawker Typhoons, British single-engine, single-seat fighter-bombers initially equipped with four 20mm Hispano auto-cannons.

First employed as a “night-time intruder” and long-range fighter, adaptations implemented in late 1942 allowed Typhoons to carry up to two 450 kilogram or four 225 kilogram bombs. After the addition of RP-3 rockets in late 1943, the plane became the war’s most successful ground-attack aircraft. By the time of the Normandy landings, 18 Typhoon squadrons were available to support Allied ground operations via communication with radio-equipped vehicles travelling with infantry units close to the front lines.

Nelson trained aboard No. 3 TEU’s Typhoons for two months. During that time, he was promoted to the rank of Temporary Flight Sergeant. On May 30, he was posted to No. 83 Group Support Unit, a “holding unit” for pilots awaiting assignment to active operational squadrons. One week later, he was assigned to No. 440 Squadron, RCAF.

Formed in Canada as No. 111 (Fighter) Squadron in November 1941, the unit was one of six RCAF squadrons transferred overseas prior to the Allied invasion of Western Europe. It was re-designated No. 440 (Fighter Bomber) Squadron at Ayr, Scotland, on February 8, 1944, and flew Hawker Typhoon MK.IB aircraft over German-occupied France, striking key targets prior to D-Day. Immediately after the Normandy invasion, the Squadron’s aircraft provided close support for ground forces, dive-bombing and strafing strong points, bridges, railway and road infrastructure and traffic.

At the time of Nelson’s June 7, 1944 transfer, No. 440 Squadron was operating out of an airfield near Hurn, Christchurch, not far from Bournemouth. Nelson logged his first mission in the early morning hours of June 11, when a group of the Squadron’s Typhoons dropped 225 kilogram bombs on German infantry and vehicles in woods near Carpiquet, France. The following day, he completed a second bombing mission on a road running from Varaville to Périers-en-Auge, Normandy.

On June 15, Nelson logged two missions targeting a double bridge across the Orne River near Caen. Over the next week and a half, he completed two reconnaissance—“recce”—flights, one in search of German shipping near Cherbourg and a second an armed recce of railway and road movement in the area of Laval.

The Squadron proceeded by airlift from the UK to Lantheuil, northwest of Caen, France, on June 27. A group of 15 pilots flew Squadron Typhoons, while three remained behind awaiting replacement aircraft for planes deemed “unserviceable.” According to the Squadron’s daily operational log, “All personnel arrived safely and in good health; no casualties were sustained.”

On July 5, Nelson departed on his first mission from Lantheuil airfield, a routine bombing sortie. Engine problems over enemy territory forced him to jettison his payload off the coast and return to base. He then completed three test flights before departing on his second mission on July 10. According to Nelson’s pilot log, it was a “good trip [with] bombs [dropped] in large area. Lots of light flak down low. No [Squadron] losses.”

During the remainder of the month, Nelson completed two fighter escort flights and four more bombing missions, one of which turned into a harrowing experience. In the early evening hours of July 26, Nelson successfully dropped his bombs on the target but was “hit three times by flak. [His aircraft was] set on fire and [its] controls stiffened. Bailed out north of Caen. Down OK.” Within two hours, Nelson was “back to base uninjured.” Four days later, he was back in the air. At month’s end, he was officially promoted to the rank of Pilot Officer (P/O).

Squadron activity intensified in August 1944, as a combined British/Canadian force pushed its way southeast along the Caen - Falaise road, part of an Allied operation to encircle German units in Normandy. During the month, Nelson flew a total of 24 missions, the majority of which were bombing runs. In the first two weeks, targets included German Headquarters, tanks and armament, infantry positions, artillery gun positions and bridges.

During the second half of the month, German units began to retreat northward toward the Seine River as Allied forces gradually closed the “Falaise gap.” In response, 440 Squadron focused on tugs and barges hauling supplies along the famous water course and targeted road traffic near Orbec.

In early September, the Squadron was on the move, relocating in several stages to Brussels, Belgium. On September 9, Nelson’s Typhoon was part of a group that departed at 1235 hours on an armed recce north of the Albert Canal. Shortly after take-off, his plane “had a glycol leak and crash landed. The aircraft was Category E [damaged beyond use] but [Nelson] was uninjured.”

Two days later, Nelson was back in the air, carrying out an armed reconnaissance flight in southeastern Netherlands. Over the next two weeks, he completed 11 bombing and armed recce missions over Dutch and German territory. On one occasion, he was forced to return early due to mechanical issues. All other flights were completed without incident.

On September 27, the Squadron relocated to Eindhoven, Netherlands. The move was particularly fortuitous for Nelson, as his older brother John Abraham “Ted” was stationed nearby. Ted had also completed his early schooling in Canso before moving on to Dalhousie University, where he earned a Bachelor of Science degree. He then enrolled in McGill University, where he completed Bachelor of Engineering studies. Sometime after graduating, he enlisted with the Royal Canadian Engineers.

In mid-May 1944, Canadian military authorities established the Corps of Royal Canadian Electrical and Mechanical Engineers (RCEME), combining elements of the Royal Canadian Engineers, Royal Canadian Army Service Corps and Royal Canadian Ordnance Corps into one unit. Its personnel were given the task of servicing and maintaining the mechanized equipment—regular and armoured vehicles, weapons, radio and radar sets—that had become essential to military operations in Western Europe.

Ted received a commission as Captain and was assigned to the RCEME following its formation. The unit assigned personnel to all Canadian Divisions in the field. At the time the Allied invasion of Normandy, Ted was serving with the 4th Canadian Armoured Division’s Artillery Headquarters. The Division included infantry, armoured and artillery regiments, whose operations heavily relied on mechanized equipment. 4th CAD’s Headquarters happened to be located in the vicinity of the Eindhoven airfield where 440 Squadron established operations in late September. As a result, Ted and Nelson saw one another on numerous occasions during the autumn of 1944.

Captain Ted Gordon (left) and P/O Nelson Gordon, The Netherlands, Autumn 1944

440 Squadron’s operations over Dutch and German territory continued throughout the month of October. While Nelson received one week’s leave on October 6, he logged another 13 missions during the month, mostly dive bombing attacks on railroad yards and lines. November brought another 21 missions—13 bombing, five recce and three escort/fighter cover—all of which were completed without injury or damage to his aircraft.

Two news reports printed in Canadian newspapers months later described an incident that took place during one of the Eindhoven sorties. On the morning of November 21, 1944,  Nelson’s Typhoon was part of a nine-aircraft group—seven bombers and two fighters—that left Eindhoven on a “rail-cutting” operation that targeted lines and several trains near Wesel, Germany. During the dive-bombing and strafing attack, an aircraft operated by P/O J. L. Duncan “was hit by flak” and seriously damaged.  P/O Duncan informed his comrades by radio that “he would try to fly his disabled plane back to base alone.” The news articles described what transpired:

“[Pilot Officer] Gordon, although he had no cannon ammunition left, decided to stay [with P/O Duncan]. As the damaged Typhoon, escorted by P/O Gordon, spluttered from Wesel to the River Maas, enemy guns opened up…. It was then that P/O Gordon began making passes as though attacking the gun posts with his ammunitionless cannon. His tactics were successful… in throwing the gunners off sufficiently for the low-flying disabled craft to get out of range.”

Unfortunately, P/O Duncan’s aircraft “didn’t make it all the way to Allied lands despite P/O Gordon’s help. It had to land in enemy territory.” 440 Squadron’s daily war diary also made note of the event:

“It is believed P/O Duncan made a safe landing and P/O Gordon orbited his aircraft but could not see P/O Duncan in the aircraft. It is possible he got out and ran, and it is believed he was over the bomb line when he landed.”

P/O Duncan failed to return to base and was officially reported “missing” shortly afterward. As Commonwealth War Graves records do not contain a matching fatality, it appears that he spent the remaining months of combat in a German prisoner of war camp.

On December 5, 1944, an entry in No. 440’s log reported: “P/O N. L. Gordon completed his first tour of operations with the Squadron, being grounded after 98 sorties and recommended for instructional duties in England.” Two weeks later, Nelson was granted leave to January 4, 1945. Recalled to duty one day earlier, he was posted to No. 56 Operational Training Unit for “instructional duty.”

No. 56 OTU was formed at Milfield, Wooler, UK, on December 14, 1944. The new unit absorbed the personnel of No. 1 Tactical Exercise Unit (TEU), Tealing, which had trained Hurricane pilots. No. 56 OTU provided three concurrent nine-week courses in two aircraft—Typhoon and Hawker Tempest—producing 10 qualified pilots bi-weekly for service in Western Europe.

No information is available on Nelson’s service with No. 56 OTU for most of January 1945. On the last day of the month, he flew a Typhoon from Brunton RAF Base, Northumberland, to Woodbridge Airfield, Milfield, “for the rectification of a propellor oil leak.” The following day—February 1, 1945—mechanics replaced the oil seal and the plane was ready to return to its base by late afternoon.

Weather conditions that day were poor as Nelson prepared for the flight to Brunton. When his aircraft departed at 1638 hours, witnesses later reported that its “engine failed shortly after take off.” Nelson “attempted to  “regain [the] airfield” but had to execute a “wheels up forced landing” when the plane failed to maintain altitude. The Typhoon “hit a four foot six inch high wall on impact and scattered wreckage over an area approximately 75 yards square.” Nelson was instantly killed when the aircraft struck the wall.

On February 3, Alexander Gordon received a telegram from the RCAF Casualties Officer, stating: “Deeply regret to advise that your son Flying Officer Nelson Leslie Gordon… was killed on active service overseas February 1…. Please accept my profound sympathy. Letter follows.” Shortly after the Gordon family received the tragic news, Violet sent a message to the Squadron, requesting that Nelson be interred in Springbank Cemetery, Aberdeen, Scotland.

On the morning of February 9, 1945, a funeral rite under the direction of a local Minister took place in the home of Nelson’s uncle, presumably one of his father Alexander’s brothers. A cable to the Gordon family from A. Murdoch Burtley, Group Captain Commanding, RAF Station Milfield, dated February 22, 1945, provided details on the graveside ceremony:

“Your son’s funeral took place at Aberdeen on 9th February, 1945, at 1:30 pm, the service being conducted by a Chaplain of the Royal Canadian Air Force assisted by the Station Padré, the Reverend Robert Bell, after which his body was interred in the Springbank Cemetery at Aberdeen. Owing to war operations, it was not possible to accord full Service Honours, but the coffin was carried by men of the Royal Air Force and it was covered with the Union Jack…. Although your son was with us for only a short while, he was very popular with all who came into contact with him and we feel his passing very keenly.”

P/O Nelson Leslie Gordon's grave, Springbank Cemetery, Aberdeen, Scotland

At the time of Nelson’s death, his brother Ted was still deployed in Western Europe. Prior to departing for overseas, he had married Mildred Logan Sterns, a native of Glace Bay, NS, in Montreal, QC, on December 23, 1941. Ted safely returned to Canada, established residence in Dartmouth, NS, and landed a position with Canadian General Electric as manager of its Atlantic Canadian “apparatus division.” He and Mildred raised a family that grew to include three daughters.

In late June 1951, Ted was visiting Pictou, NS, where his parents were living in retirement, when he was admitted to Sutherland Memorial Hospital with a ruptured appendix. While medical staff performed surgery, the infection triggered a liver ailment that he had contracted while serving overseas. John Abraham “Ted” Gordon died of acute hepatitis in hospital on July 2, 1951, and was interred in Haliburton Cemetery, Pictou.

Nelson and Ted’s father Alexander Gordon died in Pictou, NS, on January 23, 1964, after a lengthy illness and was buried in alongside his eldest son. Alexander’s widow Violet spent her final years with family in Brampton, ON, where she passed away on April 6, 1978. Her remains were transported to Nova Scotia for interment alongside her husband in Haliburton Cemetery.

Special thanks to Nelson Leslie Gordon "Gord" Gladman, Newcastle, ON, who provided the photographs included in this post, information on the Gordon and Gladman families, and excerpts from Nelson's flight log book.

Lieutenant Harvey Donald MacHattie—Died of Wounds January 27, 1945

 Harvey Donald MacHattie was born in Weihui, Henan, China, on June 6, 1920, the third of James Blake “J. B.” and Janet Sutherland (Macdonald) MacHattie’s five sons. Janet was the daughter of William Hugh MacDonald and Ellen Hattie, Sherbrooke, Guysborough County, while J. B. was the son of John Lauchlin Hattie and Elizabeth Sutherland, Upper Caledonia, Guysborough County.

Lieutenant Harvey Donald MacHattie

 

J. B. and Janet both traced one side of their ancestral roots to Guysborough County’s Hattie/MacHattie pioneer, Alexander MacHattie. Born around 1757 in Banffshire, Scotland. Alexander was one of three brothers who landed in Halifax, Nova Scotia, in 1786. A stonemason by trade, for unknown reasons Alexander dropped the use of “Mac” in his surname sometime after arriving in the colony. One brother, William, settled in Barney’s River, Pictou County, and never married. A second brother, George, established residence in Newport, Hants County, where he raised a family of four daughters.

Alexander initially joined his brother William in the Barney’s River area. In 1795, he relocated to West River, Pictou County, before moving on to East River St. Mary’s, Guysborough County, in 1813. During his lifetime, Alexander was a stonemason, farmer, lumberman and mill owner, reflecting the diverse skills required in establishing a new life in an undeveloped wilderness.

In 1790, Alexander married Catherine McDonald, who was born in Scotland in 1774. The couple raised a family of 12 children—eight sons, one whom died in infancy, and four daughters. John, the second son to bear that name, was born in West River, Pictou County, on July 22, 1803, and married Annie MacQuarrie, a native of the Isle of Rùm, Small Isles, Scotland, on September 28, 1826. John and Annie initially lived in East River St. Mary’s, Guysborough County, where five of their six sons were born. In June 1840, the family relocated to Caledonia.

Daniel Hattie, one of the sons born in East River St. Mary’s, married Janet Sutherland (DOB July 28, 1832), a native of Caledonia, in a ceremony that took place in Janet’s home community on September 15, 1855. Daniel was deeded half of his father’s Caledonia property, including the family home, and later built a new house near a mill located on the property. Daniel and Janet raised a family of four daughters, one of whom was Helen Agnes Hattie, born on January 4, 1858.

Helen married William Hugh Macdonald, a Sherbrooke blacksmith, on November 4, 1879. The couple raised a family of three sons and four daughters. Janet Sutherland Macdonald, their fourth child and youngest daughter, was born in Sherbrooke on July 18, 1889. After completing her public school studies, Helen attended Dalhousie University, graduating with a Bachelor of Arts degree in the spring of 1913. On November 11, 1913, Janet departed from San Francisco, California on a passage to China, where her fiancé, James Blake “J B.” MacHattie, was a working as a Presbyterian missionary.

J. B. traced his paternal lineage to Daniel Hattie, another of Alexander “Pioneer” MacHattie’s sons. Born in West River, Pictou County, on April 6, 1810, Daniel married Mary MacQuarrie, who was born in Scotland on October 31, 1813. Mary’s sister Annie later married Daniel’s younger brother John. Daniel and Mary raised a family of 10 children—five sons and five daughters—in their Upper Caledonia home.

John Laughlin Hattie, Daniel and Mary’s second child and oldest son, was born on August 19, 1836, and married Elizabeth Sutherland, a Lower Caledonia native, on February 13, 1862. Religion played an important role in Laughlin’s life and family. He was selected as an elder in the Presbyterian Church, a position also held by three of his seven sons.

James Blake “J. B.,” Lauchlin and Elizabeth’s youngest child, was born in Upper Caledonia on December 24, 1881. J. B. went on to attend McGill University, graduating in May 1910 with a Bachelor of Science degree and an Engineering diploma. After a year’s employment in Canada, he was designated a Presbyterian missionary in Knox Church, Montreal, QC, on October 18, 1911, and departed for China as part of a Presbyterian Church of Canada mission in early 1912.

Throughout his time in Asia, J. B. put his engineering skills to work, beginning in the area of Changde, Hunan. In late November 1913, J. B.’s fiancée, Janet Sutherland Macdonald, arrived in China. The couple married in Shanghai on December 15, 1913, and then travelled to Changde. Lloyd Elliott, J.B. and Janet’s first child, was born there on January 8, 1915.

In April 1915, the family relocated to Weihui, Henan Province, China, which was located in one of several “British concessions”—numerous areas of China occupied and governed by foreign powers. J. B. oversaw the building of a school and a medical clinic, road construction and other similar projects during his time there. Contagious diseases—diphtheria, dysentery, mumps, measles, whooping cough, scarlet fever—were common in the area, impacting both the local population and missionary families at various times.

Leslie Blake, J. B. and Janet’s second son, was born in Weihui on January 29, 1917. That spring, J. B. departed for France as a commissioned officer with the Chinese Labour Corps. Recruited in the British-leased territory of Weihaiwei, China, in late 1916, its purpose was to allow men serving in British labour units to be transferred to infantry duty. J.B.’s unit, the first of many, consisted of 1,086 labourers under the command of six British officers and one Medical Officer.

James Blake "J. B." MacHattie in First World War uniform

The initial British plan called for the recruitment of 10,000 labourers, divided into approximately 20 Companies. By November 1918, approximately 195 Chinese Labour Companies containing almost 100,000 men were working in France and Belgium under the British flag. J. B.’s engineering skills and mastery of the Chinese language made him an excellent candidate for overseeing the unit’s work. It would be two and a half years before he would reunite with his wife and children.

Following J. B.’s departure, Janet, Leslie and Lloyd remained in Weihui until November 1918, when word arrived that Janet’s father, William Hugh Macdonald, was seriously ill. The trio made their way across the Pacific Ocean to British Columbia, travelled by train to Antigonish, and then by horse and sleigh to Sherbrooke, where they spent the winter of 1918-19.

William Hugh Macdonald passed away in Sherbrooke on May 1, 1919. Rather than return to China, Janet and her sons remained there until J. B.’s overseas military discharge. He arrived in Halifax on August 24, 1919, and travelled home to Caledonia for a visit. Two months later, the family commenced the long trek back to China, spending time with relatives in Toronto and British Columbia before departing from Vancouver, BC, aboard the Empress of Japan on December 18, 1919. Three weeks later—January 8, 1920—the MacHatties landed in Shanghai and returned to Weihui shortly afterward.

J. B. and Janet’s third son, Harvey Donald, was born on June 6, 1920. During her time in Weihui, Janet taught reading in the mission school and helped local women learn to read while raising her three young sons. A fourth child, Graham, joined the family in February 1923. Two and a half months later, J. B., Janet and their two youngest children returned to Changde, while the two older boys remained in Weihui, where they continued to attend the mission’s Canadian school.

J. B. and Janet’s youngest child, Lorne, was born in April 1925, during their time in Changde. The mid-1920s was a period of increasing political turmoil and instability in China. As the situation became increasingly unsafe, the missionaries and their families, now working under the auspices of the United Church of Canada, were offered the opportunity to relocate. In November 1925, the MacHattie family left China on leave and once again travelled to British Columbia, where they spent the holiday season with relatives before moving on to Martintown, near Cornwall, ON, for another family visit.

Janet and J. B. MacHattie and their five sons in China (date unknown)

The MacHatties visited Nova Scotia the summer and early autumn before relocating to Weston, ON, in November 1926. Early the following year, J. B. officially changed his surname to “MacHattie” by act of the Nova Scotia Legislature. In February 1927, he departed for China, leaving Janet and their five sons behind as the situation there was still unstable. By year’s end, the United Church of Canada decided to relocate its missionary work to Korea, where Japanese control provided stability.

In May 1928, Janet and her boys headed back to Asia, arriving in Kobe, Japan, early the following month. Janet enrolled Lloyd, Leslie and Harvey in a Canadian Academy located there and then headed for Hamhung, Korea, with her two youngest sons. Unlike China, the trains in Korea followed a regular schedule, and law and order prevailed throughout the Japanese colony.

The United Church missionaries returned to Henan Province in September 1929. While Lloyd and Leslie remained in Kobe to complete their secondary studies, Harvey returned to Weihui, where he and his two youngest siblings attended the Canadian mission school. In May 1932, the family moved to Tianjin, southeast of Beijing, where the three youngest boys enrolled in the Municipal Grammar School, which taught a British curriculum.

In autumn 1933, Lloyd, the oldest of the MacHattie boys, returned to Canada, where he commenced studies at Dalhousie University, Halifax. That same season, Harvey headed to the Canadian Academy in Kobe, Japan, with Leslie while his parents and two youngest brothers returned to Weihui. 1934 was a “furlough year,” the family first travelling to Honolulu, Hawaii, to visit a relative in mid-June and then moving on to Vancouver, BC, for another train trip across the country.

After visits to Sherbrooke and Caledonia, the family rented a house in Halifax in late summer 1934. Harvey enrolled in Halifax Academy for the school year, while Lloyd and Leslie attended Dalhousie University. In August 1935, the family prepared to return to China. Lloyd and Leslie remained in Halifax, while Harvey and Graham returned to the Canadian Academy, Kobe, to finish their secondary studies. Meanwhile, J. B., Janet and Lorne travelled to Weihui.

In July 1937, Japan launched an invasion of Chinese territory south of Beijing, the first of several military incursions into the country. Extensive flooding in Henan Province that summer and the arrival of refugees fleeing Japanese forces further complicated the situation there. The family remained in Weihui for the time being, Harvey spending his last summer in China before departing for Canada in August 1938 to join his brothers at Dalhousie University. As J. B. and Janet said goodbye to their third son, none gave a thought to the possibility that they would never see one another again.
 
Following in his father’s footsteps, Harvey Donald MacHattie completed the requirements for a Bachelor of Science degree and Civil Engineering diploma, graduating from Dalhousie University in the spring of 1942. The outbreak of war during his second year of studies prompted Harvey to enlist with the school’s Auxiliary Training Corps during the 1940-41 academic year and join Dalhousie’s Canadian Officers’ Training Corps (COTC) program during his senior year.

On May 14, 1941, Harvey formally enlisted with the Non-Permanent Active Militia of Canada at Halifax, and trained with Dalhousie and Kings Universities COTC Contingent throughout the 1941-42 academic year. On June 6, 1942, he was appointed to the commissioned rank of 2nd Lieutenant with the Canadian Army and was “taken on strength’ by No. 6 Military District, Halifax. One month later, Harvey attested with the Canadian Active Service Force (CASF) and was placed on the “General List” for service with the Royal Canadian Engineers (RCE).

On June 12, 1942, Harvey was posted to the Officers Training Centre, Brockville, ON. After five months of extensive training, he qualified for the rank of 2/Lieutenant (RCE) and was posted to A-5 Royal Canadian Engineers Training Centre, Petawawa, ON. In mid-October, he qualified as “Driver I/C [internal combustion], Class III.” On December 5, 1942, “having obtained Grade ‘C’ at course held at (A5) CETC from 14-9-42 to 5-12-42 [Harvey] qualified for the rank of Lieutenant and [was] promoted as such.”

After two weeks’ leave, Harvey returned to Petawawa. In mid-January 1943, he was posted to the Advanced Driving and Maintenance School, Woodstock, ON, for a course in “Wheeled Vehicles.” Upon completing the requirements for “Driver IC [internal combustion] Class II, [and] M/C [motorcycle] Grade II,” he returned to Petawawa on February 12, 1943. Six weeks later, Harvey “proceeded overseas,” arriving in the United Kingdom (UK) on April 5.

Harvey was initially assigned to No. 1 Canadian Engineers Reinforcement Unit (CERU), where he awaited further orders. On August 9, he was transferred to No. 9 Field Squadron, Royal Canadian Engineers (RCE). Initially organized at Camp Petawawa in September 1940, the unit had arrived in the UK in June 1942 and spent the two years there, building Bailey bridges, learning to deploy and defuse personnel mines and booby traps, and building various fortifications. Personnel also assisted in clearing damage caused by German bombing raids.

Breaking into the officers’ ranks of engineering units stationed in the UK for a lengthy period while awaiting deployment in Western Europe was not an easy task. Harvey spent two months training with No. 9 Field Company before returning to No. 1 CERU for the remainder of the year. In early 1944, he was assigned to No. 9 Field Squadron’s “Rear Party” before returning to its regular ranks in early May.

In late July 1944, Harvey returned to No. 1 CERU, where he remained for the summer. On September 2, he was “struck off strength” and commenced a six-week “Officers Conversion” course for service with an infantry unit. Comments on his assessments describe Harvey as having “good initiative” and showing “plenty of leadership. “Cool-headed [and] reliable,” he “grasp[ed] new ideas fairly quickly” and “with more practical experience should make a good platoon commander.”

On October 14, 1944, Harvey was formally transferred to the Canadian Infantry Corps and assigned to No. 4 Canadian Infantry Reinforcement Unit (CIRU). Two weeks later, he was transferred to No. 1 CIRU, a sign that a posting to an active was imminent. On November 3, Harvey left the UK for the Mediterranean theatre. Two weeks later, he disembarked in Italy and was placed on the general reinforcement list. On December 8, he was assigned to the West Nova Scotia Regiment and joined the unit in northern Italy one week later.

The West Nova Scotia Regiment was created in 1936 when the Lunenburg and Annapolis Regiments amalgamated to form one militia unit. The battalion officially mobilized for service on September 1, 1939, and departed for overseas before year’s end. After arriving in the United Kingdom, the “West Novas” were assigned to the 1st Canadian Division’s 3rd Canadian Infantry Brigade (3rd CIB), where they served alongside the Carleton & York Regiment (New Brunswick) and the Royal 22e Régiment (Quebec’s “VanDoos”).

The 1st Canadian Division was part of an Allied force that invaded Sicily in early July 1943 and crossed the Strait of Messina to the Italian peninsula’s southern tip two months later. After advancing northward through the mainland’s mountainous central region, the Division spent the winter of 1943-44 in sectors north of Ortona, a historic town located on Italy’s Adriatic coast.

The following spring, the 1st Canadian Division participated in the Liri Valley campaign during the month of May 1944, after which its units retired to reserve for several months of training. In late August 1944, the Division returned to duty in sectors south of Rimini, a town on northern Italy’s Adriatic coast. Three months of hard fighting followed as Allied forces pushed northwestward toward the Lombardy plain beyond Bologna, suffering significant casualties during several hard-fought operations.

At the time of Harvey’s arrival, the West Novas were in reserve positions near the village of Russi, west of the coastal town of Ravenna. In mid-December, the unit’s Commanding Officer was informed that German forces were in the process of retreating northward across the Senio River, and “it is expected that he will withdraw from this area very shortly.”

The following day, the West Novas relieved the Seaforth Highlanders of Canada in positions along the Canale Naviglio, near Bagnacavallo. Fighting in the area settled into a “static” phase as both sides prepared for winter. A similar lull had occurred during the previous year, resulting in a return to a pattern of regular “recce”—reconnaissance—and fighting patrols in the forward area. The “No Man’s Land” separating the two sides was particularly active at night-time, each army probing the other’s defences, often in search of prisoners of war for interrogation.

By December 21, it was apparent that the “enemy has withdrawn to [the] far side of [the] Senio River.” The exception was a small crescent of land between the Canale Naviglio and a bend in the Savio River north of Bagnacavallo. Both sides were dug into an area that Thomas Raddall, the renowned Nova Scotian author, described in his regimental history of the West Nova Scotia Regiment as:

“…an expanse of muddy fields and vineyards laid off in neat squares by a series of parallel farm lanes, some running north-east along the inner curve of the Senio, others crossing them at right angles toward the south-east. The usual shattered farmhouses, barns and sheds were dotted along these lanes, each a potential strong-point and each a target for the opposing mortars and artillery…. [I]n winter, when the leaves were gone and the [grape] vines cut back for next year’s growing, the landscape was a monotony of bare poles and wires staggering across the flat wet fields, of naked pollard trees standing like worn-out shaving brushes along the muddy lanes, and in the distance the long steep dikes [along] the Senio like a Roman wall barring the way [to the northwest].”

On December 23, the West Novas retired from the line. Two days later, “a very fine Christmas dinner was enjoyed by all ranks of the unit.” After a four-day break, personnel relieved the 48th Highlanders of Canada near Granarolo. The unit immediately commenced recce patrols along the Canale Naviglio, as German forces still occupied its northern bank. The routine continued into the New Year, the West Novas’ 3rd Brigade holding positions close to the canal while its 2nd Brigade comrades occupied nearby Granarolo.

During the first days of January 1945, Allied commanders formulated plans for an operation across the canal, with the goal of pushing German forces back across the Senio River. On the morning of January 4, the West Novas’ D Company moved forward with artillery and mortar support. Once the soldiers had established a firm position, A Company passed through their comrades’ line and reached its objective by 1300 hours. Heavy retaliatory machine gun fire, however, forced the soldiers to retreat within an hour.

The West Novas regrouped and launched a second attack at 2000 hours. On this occasion, the two attacking Companies succeeded in reaching the banks of the Senio River and set about consolidating their positions. Simultaneously, the Carleton and York Regiment (New Brunswick) secured the banks opposite the village of Cotignola, on the West Novas’ right flank.

Reece patrols immediately resumed to determine the exact location of German forces across the river. Having advanced into new positions, the West Novas also set about reinforcing their defensive line. Much of the task was the responsibility of the unit’s “pioneers,” under the direction of its RCE officer, Lieutenant Harvey MacHattie. Work took place at night and involved placing anti-personnel mines and wiring in front of all forward positions.

At 0210 hours January 8, Harvey notified Battalion Headquarters that the “mining job” in front of B Company’s positions had been completed. The pioneers finished the same task along D Company’s section by 2345 hours that evening. Work continued over the next several days. Wiring and mining in front of an outpost near a railroad bridge across the river was completed at 0130 hours January 10.

That same night, mines were also placed on the river side of the dike in front of A and D Company’s positions, a particularly hazardous task as enemy forces occupied the opposite bank. The West Novas’ war diary commented: “Great credit is due to the Pioneer Officer [Lt. Harvey MacHattie] and his Sergeant who carried out this difficult task under the very nose of the enemy.”

In the early morning of January 11, work in front of B Company’s position was halted “for a short while” at 0530 hours “due to enemy mortar fire.” Later that day, the 48th Highlanders relieved the West Novas and its personnel retired to Russi for a brief rest. Five days later, the unit move to a reserve area at Mezzano, located along the eastern flank of the Canadian sector. Personnel trained there for several days before relieving the Loyal Edmonton Regiment in front of the town of Bagnacavallo during the evening hours of January 19.

Recce patrols immediately resumed while the West Novas established several new forward outposts in its sector over the ensuing days. With German forces still in close proximity across the river, the possibility of attack was always present. At 0225 hours January 26, a large enemy patrol of 15 to 20 men wearing white suits attacked C Company’s forward outpost. Its camouflage meant that the party was not noticed until very close to the West Nova position.

The attacking force opened fire, forcing its occupants to abandon the post and retreat to C Company’s main area. Officers immediately called in artillery and machine gun fire on the enemy party, forcing them to retreat. By 0710 hours, C Company personnel had re-established the post. The incident was a reminder of the dangers the soldiers faced while occupying front line positions.

Later that evening. German machine gun fire disrupted a wiring party in front of A Company’s position around 2230 hours. Retaliatory machine gun and mortar quickly extinguished the threat and work resumed. According to Raddall’s regimental history, “a flood of moonlight illumined the battlefield and most patrol activities had to be cancelled in response. The West Nova pioneers under Lieut. H. D. MacHattie continued their perilous work of mining and wiring the front of ‘A’ Company in spite of [the danger].”

At 0050 hours January 27, an exploding enemy mortar shell wounded one pioneer. Two hours later, the wiring party was forced to discontinue its work due to “the brightness of the moon.” At 0320 hours, Battalion Headquarters received word that the “Pioneer officer had been wounded in A Company area while supervising mining and wiring.”

Harvey was immediately rushed to a nearby field ambulance for initial treatment of a penetrating gunshot wound to his left chest. He was then evacuated to the Regimental Aid Post (RAP), arriving at 0400 hours. Notes on his hospital field card describe his respiration as “a bit fast. No pain in chest. Condition fair.” Within an hour, however, his condition worsened. Lieutenant Harvey Donald MacHattie “died of wounds” in the RAP at 0510 hours January 27, 1945.

An entry in the unit’s war diary, made at 1800 hours that day, reported: “This HQ has been informed that Lt H D MacHattie, pioneer officer, who was wounded last night while on a working party with A Company, has died as a result of his wounds.” Randall’s regimental history described Harvey as “a courageous and skilful officer who had been transferred from the RCE to the West Novas early in the winter fighting… [H]is death was a great loss to the Regiment.”

Harvey’s parents were in China during much of Harvey’s time in uniform. In March 1943, J. B. and Janet left on furlough, flying to Calcutta [Kolkata], India, before travelling by train to Bombay [Mumbai], where they boarded a Norwegian freighter destined for Canada. To avoid sections of the Pacific made hazardous by wartime conditions, the vessel sailed south of Australia and across the ocean to the west coast of South America. The ship then headed north along the west coast, passing through the Panama Canal and sailing northward along the Central American coast. J. B. and Janet disembarked in New York, NY, on June 6, 1943, after a 77-day journey.

The couple then travelled by train to Toronto, where they rented a house. After a summer visit to Nova Scotia, they returned to Ontario. In September 1943, Harvey’s younger brother Lorne commenced post-secondary studies at the University of Toronto. Graham had suspended his studies at the same institution to enlist in the Royal Canadian Air Force and was stationed in Toronto while training.

During the first week of February 1945, J. B. and Janet received a telegram, informing them of Harvey’s death in northern Italy. He was initially buried in a small cemetery near the Regimental Aid Post where he died. On March 6, 1946, Harvey’s remains were re-interred in Ravenna British Empire Cemetery, Ravenna, Italy. He was the second Hattie/MacHattie fatality of the war. Harvey’s cousin, Bert McIntosh Hattie, was killed in action in Italy on May 20, 1944, while serving with the West Nova Scotia Regiment. Bert’s story is also available on this blog.

Lt. Harvey Donald MacHattie's headstone, Ravenna British War Cemetery

At the end of February 1945, J. B. departed for China, enduring another arduous trek. He first travelled by train to Galveston, Texas, where he boarded a freighter for a journey across the Atlantic. The ship made its way through the Mediterranean Sea and Suez Canal to Calcutta, India. J. B. then travelled to Chungking, China, by air. He worked in a hospital there until early October before setting out for Henan Province, finally arriving at his destination on November 1. The following spring, Janet left Vancouver and arrived in Shanghai on May 14, 1946. She rejoined her husband in Weihui shortly afterward.

During the following year, China slid deeper into war. The conflict between Nationalist forces led by Chiang Kai-shek and Communist forces under Mao Zedong had been underway since the mid-1920s and broke out into a full-fledged war after Japan’s August 1945 defeat. As Communist units approached Henan Province in early 1947, J. B. and Janet travelled west to Changte, then moved on to Zhengzhou in the summer. In late September, 1947, they relocated to Chongqing, where they resumed missionary work.

Finally, in early December 1949, Communist forces assumed control of the area where J. B. and Janet were living. The transition was relatively peaceful, although all “foreigners” residing in the country had to register with the government and complete a lengthy questionnaire before receiving a one-year residential permit.

The following year, J. B. and Janet were eligible for furlough. The new Communist government, however, required all foreign citizens to apply for “exit permits,” a process that involved considerable “red tape.” Eventually, the permits arrived and the couple made their way to Hong Kong, where they boarded an American cargo ship on July 3, 1950, and left Chinese soil for the last time.

The freighter made several stops in Japan before sailing out of Yokohama Harbour on July 12, 1950, destined for North America. J. B. and Janet arrived in San Francisco, California, after a 10-day passage and made their way to Toronto, where they settled into retirement. James Blake MacHattie passed away there on January 21, 1975, and was interred in Mount Pleasant Cemetery. His widow Janet died in Beamsville, Ontario, on February 17, 1977, and was laid to rest beside him.

Information on the MacHattie family's time in China and images included in this post obtained from Janet Sutherland MacHattie's memoir, "Family Chronicles of MacHatties in China," available online at Amazon.ca .