Franklyn Richard Samuel “Frank” Pye was born at Ecum Secum Bridge, Halifax County, on December 5, 1916, to Archibald Alexander and Margaret Jane Florence (Jewers) Pye. Both of Frank’s parents were Ecum Secum natives. Archibald was the son of Samuel Pye and Emily Pace, while Margaret was the daughter of Isaac and Sarah Jewers.
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| Pilot Officer Franklyn Richard Pye |
Archibald and Margaret married at Ecum Secum on November 11, 1914. Sadly, their first child—a son, Archibald Isaac—died shortly after birth in September 1915. Frank was their oldest surviving child and was joined in subsequent years by two sisters—Patricia Emily (October 8, 1918) and Dorthy Pearl (c. 1922)—and one brother, Percy George (January 1921).
Frank attended Ecum Secum Bridge Public School from 1923 to 1933. Upon completing his Grade XI year, he found work cutting pulpwood with Scotia Lumber Co., Sherbrooke. He moved on to identical positions with D. J. Turner, Moose River, and William Lowe, Sheet Harbour, before landing a job as an “edgerman and general mill work[er]” with the Sheet Harbour Lumber Co. in 1936. Two years later, Frank went to work for Anson Lively at his Sheet Harbour sawmill.
In May 1940, Frank relocated to Truro, where he continued to work as an “edgerman” in a sawmill owned and operated by William Taylor. In mid-August 1940, he submitted an application to the Royal Canadian Air Force (RCAF) and continued to work at the mill until December, when he received word of his acceptance.
On December 16, 1940, Frank attested for service with the RCAF at Halifax, NS, and commenced his military training with the rank of Aircraftman Class 2. Two days later, he reported to No. 1 Military District, Toronto, ON. On January 8, 1941, he was temporarily assigned to CFB Picton, ON. At month’s end, Frank received a transfer to Camp Borden, where he completed basic training.
Frank’s aviation instruction commenced at No. 1 Initial Training School, Toronto, ON, on April 22. For a young man from a small, rural Nova Scotia community, he performed remarkably well in his classroom courses, achieving an overall grade of 88 % and placing first in a class of 10 observer trainees. Instructors quickly recognized his potential:
“Very quiet, cool, methodical airman who appears to be very mature and… steady… appears to be excellent observer type. Will apply himself and give his best at all times on any job. Steady, reliable airman who is very serious about his work.”
Upon completing the ITS program, Frank was promoted to the rank of Leading Aircraftman in the Aircrew Observer trade. Assigned to No. 1 Air Observers School, Malton, ON, he logged 70.05 hours aboard an Avro Anson aircraft. His performance continued to be impressive—Frank placed “1st out of 39 [trainees]. An excellent man in the air, keeps busy and rarely makes a mistake. Has almost perfect plotting technique and keeps a neat log.”
In his ground training, Frank continued to perform well, achieving an overall grade of 83.6 % and placing fifth in a class of 39 trainees. Instructors commented that he was a “very high calibre student, [the] result obtained being as much due to hard work as brilliance.” Described as “reliable and conscientious,” Frank achieved an “excellent” rating in both air observer and air navigator assessments.
On August 17, Frank reported to No. 1 Bombing & Gunnery School, Jarvis, ON, for the next phase of training. Over the next six weeks, he logged 35.15 hours air time in a Fairey Battle aircraft. His bomb aiming results were rated “above average,” while he received an “average” assessment for his air gunner performance. Frank achieved a grade of 77.8 % in his course work, placing 10th in a class of 40 trainees.
Instructors commented that, despite a limited educational background, “he has been near the top in all subjects. He is most reliable and may be counted upon to carry out an assignment to the letter.” Furthermore, for the first time since his enlistment, instructors noted Frank’s leadership potential: “Further association in the service will no doubt improve him as a leader[,] in which event he will become fine officer material.”
Having completed the requirements for Air Observer Special, Frank received his badge and was promoted to the rank of temporary Sergeant with pay on September 27. He then proceeded to No. 2 Air Navigation School, Pennfield Ridge, NB, for an “advanced observers’ training” course. Frank logged a total of 30.55 hours flying time as an air navigator and placed 11th in a class of 42 trainees in his course work. Described by his instructors as a “good man, neat and concise,” Frank received an “Above Average” rating as an air navigator. Other comments described him as a “keen[,] hard worker” with “above average ability.”
Frank finished his course work at Pennfield on October 27, placing 8th overall in his class, with a grade of 81 %. Promoted to the rank of Pilot Officer, he was recommended for a commissioned rank following completion of his combat service: “Good officer material, will be a good man in Aircrew.” Having completed his training, he received three weeks’ embarkation leave and likely returned home for a visit before returning to duty.
On November 21, Frank reported to No. 31 Operational Training Unit (OTU), Debert, NS. During his brief stay there, he completed an application for a commission with the RCAF. On December 8, Frank proceeded to No. 1 “Y” Depot, Halifax, and departed for the United Kingdom. Upon arriving overseas 10 days later, he report to No. 3 Personnel Recruitment Centre, Bournemouth, and awaited further orders.
Frank was initially assigned to No. 2 (Observers) Advanced Flying Unit (AFU), Millom, Cumbria, Scotland, for additional training. He remained there for almost three months before receiving a transfer to No. 25 Operational Training Unit (OTU) on March 17, 1942. OTUs were the final stage in aircrew members’ preparation, providing them with the first opportunity to train in the actual aircraft in which they would serve active combat missions.
Established at Finningley, UK, in March 1941, No. 25 OTU initially trained night bomber crews aboard Handley Page Hampden aircraft. In April 1942, the unit transitioned to training aboard Vickers Wellington aircraft, a twin-engine, long-range medium bomber, and actually carried out several operational raids before year’s end. Frank spent five months with the unit before being assigned to No. 142 Squadron, Royal Air Force (RAF), on August 21.
No. 142 Squadron traced its roots to the First World War. Formed at Ismailia, Egypt, in early 1918 as part of the Royal Flying Corps, its personnel operated a combination of reconnaissance and bomber aircraft. Following the formation of the Royal Air Force on April 1, 1918, the Squadron transitioned to RAF ranks, operating in Palestine and the Suez until it was disbanded on February 1, 1920.
Re-established at RAF Netheravon on June 1, 1934, the squadron initially operated Fairey Battle light bomber aircraft and was deployed to France following the outbreak of war on the continent in September 1939. During the German invasion of Belgium and France in May 1940, No. 142 provided support to the British Expeditionary Force, but suffered heavy losses.
Upon returning to Britain after the Dunkirk evacuation, the squadron was reorganized and began the process of converting to the Vickers Wellington heavy bomber in November 1940. Throughout the next two years, its personnel flew night bombing missions over Germany and occupied Western Europe from several locations in England. In early July 1942, the squadron relocated to Grimsby, where it remained throughout the summer and autumn months.
On August 20, No. 142 Squadron’s operational records book recorded the arrival of Pilot Officer Franklyn Richard Samuel Pye (Air Observer) from No. 25 OTU, in the company of his crew mates—Pilot Officer Alfred Henry Paget (pilot), Sgt. Eric Tupholme (Air Bomber), Sgt. James Bellinger (Wireless Operator/Air Gunner), and Sgt. F. C. Weighill (Air Gunner). At the time of the crew’s arrival, the squadron “was stood down from operations” for several days while its personnel participated in flying and gunnery training, along with “all types of training for new crews.” Simultaneously, ground crews “were busily engaged endeavouring to obtain 100 % serviceability” for the squadron’s aircraft.
Regular operations resumed on August 24, when 12 aircraft participated in a bombing attack on Frankfurt, Germany. One crew returned early “owing to technical trouble,” while the remaining 11 bombers successfully executed the mission and return safely to base. Over the following two days. the squadron “stood by for operations” that were cancelled for unspecified reasons, while normal flying training and local night flying took place.
On August 27, the squadron received orders to attack Kassel, Germany. A total of 15 aircraft participated in the operation, one of which returned early “owing to starboard engine trouble.” Among the 14 planes that continued to the target was Wellington Z-1338, logging its first mission with the squadron. Aboard the aircraft were Pilot A. H. Paget, bomber Eric Tupholme, wireless operator/air gunner James Bellinger, air observer Frank Pye and air gunner F. C. Weighill.
Records indicate that the night was clear, but there was a considerable amount of ground haze over the target. Air crew later reported “many scattered fires” as the area was “well blitzed.” One plane reported “being subjected to intense heavy flak,” while several suffered damage but managed to safely return home. A total of five bombers failed to return. Wellington Z-1338 was among the missing aircraft. The operations record book commented: “This was an unfortunate night, the Squadron losing more aircraft than ever before in one operation.”
On August 29, Wing Commander D. G. Simmons, RAF Station Grimsby, wrote to Frank’s mother Margaret:
“Please accept my deepest sympathies on the sad loss of your son on the night of 27th August. We heard no more news of him after he left this aerodrome, but the target which he was attacking makes it very probable that he is safe as a prisoner of war. If I hear any new[s] to this effect[,] I will of course communicate with you immediately. Your son is a great loss to the Squadron. His vigour and enthusiasm will be hard to replace.”
A subsequent letter to Margaret from Canadian military authorities, dated September 12, 1942, confirmed that “your son, Pilot Officer Franklyn Richard Pye, is missing as the result of air operations on the night of 27th/28th August, 1942. Your son was air-observer of a Wellington aircraft which set out to bomb a town in western Germany and was not heard from again.”
The Pye family received no further news on Frank’s fate for several months. Finally, on January 5, 1943, a telegram from military officials addressed to Mrs. Archibald Pye informed her that Pilot Officer Franklyn Richard Samuel Pye, “previously reported missing 27-8-42 after air operations (overseas), and subsequently reported missing believed killed, [is] now ‘presumed dead’ 28-8-42, for official purposes.” Six weeks later, authorities dispatched a Memorial Cross to Margaret, in memory of her deceased son.
In the months following the end of the war, RAF authorities meticulously pursued the fate of hundreds of air crew members lost over occupied Europe and Germany. Some were located among the prisoners of war held in German camps. One of Frank’s crew members, F. C. “Tiny” Weighill, a native of Davidson, SK, was released from captivity in the months following the war’s end. He had survived the crash that claimed the lives of his four crew mates near Cologne [Köln], Germany. Authorities later located their remains in South Cologne [Köln] Cemetery.
As the graves of RAF and Commonwealth airmen were spread across much of western Germany, the Commonwealth War Graves Commission (CWGC) decided to consolidate their remains into several final resting places. One of the locations chosen was Rheinberg, Germany, where the present-day Rheinberg War Cemetery contains the graves of 3,326 Commonwealth airmen who were initially interred in cemeteries spread over an area between Dortmund, Dusseldorf and Köln [Cologne].
In December 1947, Canadian military authorities informed Margaret that Frank’s grave had been located and his remains exhumed for final interment in Rheinberg War Cemetery. On January 6, 1948, Margaret responded to the news:
“It is with deep sorrow that I learned through your letter… about the exhumation of my son’s body and positive identification…. I always hoped that he may yet turn up alive and well, but alas, now I know that he is really gone, as so many of our boys have.”
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| Pilot Officer Franklyn Pye's headstone, Rheinberg War Cemetery |
An April 22, 1948 CWGC Final Graves Report lists the four crew members of Wellington Z-1338 who were reinterred in adjacent graves at Rheinberg War Cemetery. Beside Pilot Officer Franklyn R. Pye’s final resting place are the graves of his three RAF crew mates—Pilot Officer A. H. Paget, Sergeant J. Bellinger and Sgt. E. Tupholme.
Franklyn’s younger brother, Percy George, was stationed at the Royal Canadian Air Force’s No. 8 Depot, Souris, MB, at the time of his death. Percy went on to serve with the RCAF in the United Kingdom. While overseas, he met Doris Wickren Renshaw, a native of North Shields, UK, on the doorstep of a local bakery. Doris had enlisted with the Royal Air Force and was a bomb trailer driver at a nearby RAF base, transporting munitions to bombers on the tarmac.
The couple were married in 1944 while overseas, and their first child, Franklyn Arthur, was born before war's end. Doris was pregnant with their second child—a son Allan—as she made her way to Canada by boat in 1946. Two daughters—Sylvia Belle Avis (1948) and Florence (1949)—joined the family after Percy and Doris settled in Ecum Secum.
After returning to civilian life, Percy initially worked in the woods. He was later employed at a Decca navigation site established in the community, part of an international communication system established after the Second World War. Percy passed away at Ecum Secum in 1986.
