Leading Aircraftman Marshall Douglas Fleming—Accidentally Killed November 3, 1942

 Marshall Douglas Fleming was born at Wine Harbour, Guysborough County, on September 24, 1920, to David Charles and Eva May (Langille) Fleming. Douglas’s father David was born at Wine Harbour January 16, 1898, the son of Archibald J. “Archie” and Phoebe (Rood) Fleming. According to her marriage license, Eva was born at Port Hilford, the daughter of Zeba and Mary (McKenzie) Langille. 

LAC Marshall Douglas Fleming's headstone

 

David and Eva married at Port Hilford on December 10, 1918. Their first child—a daughter, Mabel Florence—was born the following year. Douglas was their second child and oldest son. At the time of the 1921 Canadian census, the Flemings were residing at Port Hilford with Eva’s parents, Zeba and Mary Langille. David’s occupation was listed as “lumberman in woods.”

Sometime after the 1921 census, David and Eva welcome a third child, Russell Charles. Around 1925, the family relocated to St. Catharines, ON, where David eventually secured employment as a machine operator with General Motors Canada, a position he held for 32 years. Douglas attended Robertson Public School, completing his “high school entrance” in 1935-36. He then commenced a “machine shop” program at St. Catharines Collegiate, but left to enter the work force after one year.

From 1937 to 1939, Douglas drove a truck for Ivan D. Buchanan, who operated a fruit-growing operation in the St. Catharines area. He then landed a job as an “operator” at Specks Service Station, a position more in keeping with his interest in auto mechanics. In 1940, he returned to his previous occupation, working as a truck driver with Standard Ice & Coal Co.

On July 29, 1941, Douglas applied for admission to the Royal Canadian Air Force. He cited mechanics experience as a relevant skill and requested consideration for a “Ground Duties” position. He formally enlisted at Hamilton, ON, on August 18 and commenced service with the rank of Aircraftman 2nd Class.

The day following his enlistment, Douglas completed a “Driver (2) Std.” course. He then reported to No. 6 Standard Flying Training School (SFTS), Dunnville, ON, where he commenced training for ground crew duty. Located on the shores of the Grand River, a short distance inland from Port Maitland and Lake Erie, the community was also close to his home, only 50 kilometres from St. Catharines.

Promoted to the rank of Aircraftman 1st Class on November 18, 1941, Douglas completed his training  at Dunnville during the winter of 1941-42. He advanced to the rank of Leading Aircraftman (LAC) on February 18, 1942, and commenced regular grounds crew duty at the busy RCAF airfield.

No. 6 SFTS was one of 28 similar “standard flying” facilities established across Canada during the Second World War as part of the British Commonwealth Air Training Plan (BCATP). The safe air space allowed personnel from Canada, New Zealand and Australia to develop the required skills before proceeding overseas for active service. The Dunnville facility was a “single engine” school that opened its doors on November 25, 1940, and operated for four years. A total of 2,436 British Commonwealth airmen trained at its airfield during that time.

As with most BCATP bases, Dunnville’s airfield and hangars were located in a rural area with a small population, close to rail and road services, with a small town nearby. Similar facilities were scattered across southern Ontario, providing ample opportunity for landing if a mechanical problem occurred or a novice pilot became lost. It also made for considerable air traffic at times.

A Standard Flying Training School represented an “intermediate” step in the training process, located between the Elementary Flying Training School (EFTS) that provided basic instruction and an Operational Training Unit (OTU) overseas that focused on advanced training in the aircraft in which personnel would actually serve. Cadets at an SFTS received instruction in a variety of advanced techniques—formation and low altitude flight, bombing and gunnery, night-time and instrument flying, and radio work. Classroom sessions focused on aircraft operation and maintenance.

Initially, recruits spent nine weeks at an SFTS. By 1943, instruction time had expanded to 16 weeks. At its peak of operation in 1943, the Dunnville facility hosted approximately 1,500 cadets, instructors and ground crew. Its air fleet consisted of 64 Harvard Mk II, 36 Harvard Mk. IIB, and eight Mk. II Anson aircraft, with an additional six Harvards in storage. A total of 47 lives were lost during its operations—25 trainees, 18 instructors and four other personnel.

Douglas commenced regular ground crew duties at Dunnville in mid-February 1942. With the exception of leaves in mid-March, early June and September, and one week’s sick leave in mid-April, he remained on duty into the autumn of the year. On October 27, his superiors completed documentation for a promotion to the rank of Acting Corporal, an action that indicated considerable satisfaction with his performance.

On the evening of November 3, 1942, Douglas was on duty as a “runner” on Runway No. 3, under the direction of Pilot Officer (PO) Richard B. Klintworth. During that time, pilot trainees completed “night circuits,” taking off and landing after flying a short designated route. To guide pilots onto the runways at night-time, a flare path consisting of electric lights was installed along each side of the landing strip.

As the exercise continued, PO Klintworth instructed Douglas to assist him in repairing a light on the flare path. The pair walked along the side of the runway as aircraft continued to take off and land. At 2130 hours [7:30 pm], a Harvard Wasp operated by Flight Instructor Pilot Officer J. B. Nall and pupil LAC N. J. MacLean was preparing for take-off when the aircraft swerved to the left. Its wing struck Douglas and PO Klintworth in the head and neck area, “causing death to both.”

Neither of the pilots were injured in the incident, nor were they held responsible for the mishap. A Court of Inquiry held at No. 6 SFTS the following day identified the cause as the “failure of PO Klintworth to stop all aircraft traffic on [the] runway whilst repairs were being made to the flare path.” The report recommended that, while any future repairs were underway, “landing permission is to be cancelled by the Control Officer, unless he is sure that all obstructions or aircraft on the ground are at least 100 yards clear of the landing runway, or have been clearly marked and are not such as to constitute a hazard to landing aircraft.”

Victoria Lawn Cemetery, St. Catharines, ON (CWGC photo)

 

LAC Marshall Douglas Fleming’s remains were transported to St. Catharines, where he was laid to rest in Victoria Lawn Cemetery. His parents spent their remaining days in the Ontario community. David retired from General Motors in 1966 and passed away at Hotel Dieu Hospital, St. Catharines, on April 2, 1977, after a three-week illness. Eva outlived her two remaining children, passing away at Hotel Dieu Hospital on April 29, 1997, in her 96th year. Both parents were laid to rest in Victoria Lawn Cemetery, near their beloved son.

Photograph of LAC Marshall Douglas Fleming's headstone courtesy of Jo-Ann Johnston Wilson, Welland, ON.