David Reid Cox was born at Isaac’s Harbour, Guysborough County, on August 3, 1918. His father, Harry Joseph Cox, was also an Isaac’s Harbour native, the son of Abraham Bigelow and Lorinda (Pride MacMillan) Cox. Harry married Lucetta Emma Reid, a Port Hilford native and daughter of Abner and Patience (Rood) Reid, at Isaac’s Harbour on October 3, 1917.
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| Flight Sergeant David Reid Cox |
The young couple initially resided with Harry’s parents at Isaac's Harbour, where Harry earned a living as a purser on a local steamer. He later worked as a book-keeper. David was the oldest of the couple’s two children, while another son, Robert Arnold, joined the family in 1922. David attended public school at Isaac’s Harbour from 1924 to 1937, after which he commenced work as a time-keeper at Forest Hill Gold Mines in July 1937.
When the mine ceased operations in October 1938, David completed an Elementary Book-keeping correspondence course sponsored by Nova Scotia Technical College. Upon finishing his studies in May 1938, David relocated to Halifax, where he obtained employment as a time-keeper and carpenter’s helper with W. MacFayden, a local contractor who was under contract to the Department of National Defence.
Prior to the outbreak of the Second World War, David showed an interest in military service, applying for admission to the Royal Canadian Air Force (RCAF) in February 1939 and again three months later. On both occasions, he did not receive a response. On July 15, 1940, David applied for a third time and was accepted. On August 17, 1940, he attested for service with the RCAF at Halifax and requested consideration for the trade of “Air Crew Gunner [or] Wireless [Operator].”
Following his enlistment, David departed for Brandon, MB, where he completed basic training. An interview report, dated September 23, 1940, recommended David for the role of air gunner. On October 23, David was transferred to No. 4 Service Flight Training School (SFTS), Saskatoon, SK, where he commenced his air gunner training.
In mid-November, David was re-mobilized for the trade of “Aircrew Pilot or Observer.” On December 11, he was transferred to No. 1 Initial Training School, Regina, SK, where he placed 85th in a class of 148 trainees. Promoted to the rank of Leading Aircraftman (LAC) on January 14, 1941, David was assigned to No. 8 Flight Training School, Vancouver, BC, where he commenced training for the trade of “Airman Pilot.”
During the subsequent six weeks, David completed almost 54 hours of flight training in a De Havilland Moth aircraft. Instructors described him as a “good average” pilot who was “reliable and conscientious.” On March 18, David returned to No. 4 SFTS, Saskatoon, where he completed an additional 50 hours of flying time in a Tiger Moth Crane aircraft. His ground training performance elicited a positive assessment: “Above average student; intelligent; possessing keen ability. Keen, hard worker.”
Of greater interest were instructors’ comments on his flying skills. David was rated “above average” in all categories and recommended for “heavy bomber” duty. In addition, it was suggested that he be considered for future duty as a Flying Instructor. One comment summarized his performance in the air in these words:
“An exceptionally able pilot. Very smooth on controls. He is precise in his flying and tolerates no errors. Corrections are quick and smooth. Very steady in formation, consistently good on instruments and is a good, safe pilot at night. Good air sense.”
On July 3, David officially completed the required training for “Pilot (Special Group)”, received his Flying Badge, and was promoted to the rank of Temporary Sergeant with pay. Following a 10-day embarkation leave, he reported to “M” Depot, Halifax, and awaited orders to depart from overseas. Transferred to the RAF Trainees Pool on July 23, he left Canada the following day and reported to No. 3 Personnel Centre, Bournemouth, UK, on August 12.
Four days later, David was assigned to No. 10 Operational Training Unit (OTU), Abingdon, the final phase of his pre-combat training. OTUs provided the first opportunity for air crews to train in combat aircraft prior to deployment with an active unit. No. 10 OTU prepared its personnel for night-time bombing assignments aboard Armstrong Whitworth Whitley bombers, twin-engine aircraft designed for short and medium range flights.
After two months of training with No. 10 OTU, David was assigned to No. 78 Squadron, RAF, on October 19. Based at Croft, UK, the unit had completed its first combat mission in mid-July 1940, flying the same aircraft on which David had trained. As with all new arrivals, David underwent several additional months of training. Promoted to the rank of temporary Flight Sergeant on January 3, 1942, he advanced to the rank of Flight Sergeant one month later.
On two occasions during the months of February and March 1942, David was attached to 1502 BAFT [Beam Approach Training Flight] for a total of three weeks of training on a new “guided landing” system. Based at Driffield, UK, the unit trained pilots in operating the “Beam Approach Beacon System,” an automatic radar landing system designed to replace the SBA (Standard Beam Approach) systems developed in the 1930s.
A transponder mounted in a Hillman van was placed at the end of the runway and communicated with a device installed in the aircraft. The transponder sent a signal to the plane, transmitting dots to represent one side of the runway and dashes for the other. The strength of the signal received by the aircraft’s transponder depended on its location relative to the centre of the landing strip. The device allowed the pilot to determine the plane’s position as it approached the airfield and make the adjustments required to place the aircraft in the middle of the runway.
On March 27, 1942, David was attached to Conversion Unit (CU) 1652, Marston Moor, for an additional stage of training prior to combat operations. Conversion units focused on training pilots to operate the larger, four-engine bombers employed on long-range bombing missions. Formed in January 1942, CU 1652 was equipped with Handley Page Halifax four-engine heavy bombers.
During CU 1652’s training flights, prospective bomber pilots were introduced to a variety of scenarios encountered during missions. Perhaps the most common occurrence was the loss of one or more engines, due either to mechanical failure or enemy fire. During the early evening of April 14, 1942, David and two other pilots participated in one such exercise, a daytime flight from an aerodrome one mile northeast of Wetherby, Yorkshire, in the company of a flight instructor.
A subsequent “Report on Flying Accident or Forced Landing Not Attributable to Enemy Action” described the events that unfolded during the training exercise:
“The Captain of the aircraft, an instructor of this Unit, was engaged on two-engine flying instruction. One pilot being instructed was in the left-hand seat, the other two watching. The Captain was in the right-hand seat. Dual controls were fitted. The practice involves turning off the petrol to the two port engines and demonstrating the correction of the resulting swing, feathering the port engines and maintaining height on starboard engines only.
“A phenomena of rudder over-balancing often occurs, with which instructor [sic] of this Unit are familiar. The rudder may flick hard over to one side. Firm pressure is then required to restore it to neutral, and stop the resulting spiral.
“The evidence of eye-witnesses establishes that the aircraft port engines stopped and the aircraft spun or spiralled. It recovered but was too low and struck the ground at a flat angle at the bottom of the dive. The port engines were feathered [i.e., the blades were adjusted at right angles to the air flow, eliminating any drag]. The aircraft was moving straight ahead on an even keel, but sinking rapidly when it struck the ground.”
When the plane struck the ground, David suffered a “fractured skull and multiple injuries,” resulting in death. The report also stated that the “accident was not cause by any technical failure,” and that “a minimum height of 5,000 feet has now been ordered for this exercise.”
Flight Sergeant David Reid Cox was laid to rest in Stonewall Cemetery, Wetherby Road, Harrogate, Yorkshire, UK. Eight other RAF airmen perished in the crash. Sgt. Alfred Thomas Howell, a 22-year-old native of Acton Green, Middlesex, UK, and a victim of the April 14, 1942 crash, is buried beside David.
