February 27, 1945: Gunner Lawrence Arthur Rudolph

 Lawrence Arthur Rudolph was born in Little Liscomb, Guysborough County, on December 31, 1923. Lawrence’s mother, Elsie Walters, was a native of Warwickshire, a West Midlands county southeast of Birmingham, UK. His father, Basil Melbourne Rudolph, was born in Liscomb on February 8, 1895, the son of Abraham and Melinda (Kintewater) Rudolph.

Gunner Lawrence Arthur Rudolph

Basil Rudolph entered adulthood as the First World War was raging overseas. The majority of Canadian Expeditionary Force (CEF) personnel were born in the early 1890s. It is thus not surprising that Basil was one of many young Nova Scotians to volunteer for overseas service, enlisting with the 23rd Composite Battalion at Halifax, NS, on June 12, 1915. He arrived in the United Kingdom in late August 1915 and was immediately assigned to the 13th Battalion (Royal Highlanders of Canada). On September 4, 1915, Basil joined the unit in the trenches of Belgium.

The Royal Highlanders of Canada (RHC) is the country’s oldest Highland regiment. Established in Montreal, QC, in 1862, the unit later affiliated with Scotland’s famous Black Watch. As a result, the unit carried the title throughout its First and Second World War service. During the First World War, the Regiment raised three infantry units for service—the 13th, 42nd, and 73rd Battalions. The 13th was part of the First Canadian Contingent that departed for overseas in September 1914. Its personnel entered the trenches of Belgium’s Ypres Salient in April 1915 as part of the 1st Canadian Division’s 3rd Brigade.

At the time of Basil’s transfer, the 13th Battalion was still deployed in Belgium. Basil spent the autumn and winter of 1915-16 in the trenches with the experienced unit. On March 31, 1916, its personnel relieved a British unit in trenches at Hill 60, south of Zillebeke, Belgium. One year previously, a major confrontation had taken place in the same location as part of the Second Battle of Ypres. 

During the first few days of April 1916, both sides exchanged daily small arms and artillery fire. Shelling was particularly severe “between the hours of 10.15 and 4.25 pm [April 3], the enemy [firing] about 80 shells, 30 of which were Howitzer, the others were mostly shrapnel and small H. E. [high explosive] Percussion shells.”

The 13th’s daily war diary reported two casualties as a result of the April 3 shelling. One of the injured soldiers was “No. 89022 Pte. B. M. Rudolph - wounded by H. E. shell between Johnson Street [trench] and [a] cutting.” Basil received shrapnel wounds to his left arm, side, leg and ankle, and was transported to No. 10 Casualty Clearing Station the following day. On May 13, he was evacuated to No. 24 General Hospital Étaples, France, where medical staff performed two surgeries to remove pieces of shrapnel from his left side.

On June 20, Basil was invalided to the United Kingdom aboard the hospital ship Brighton. The following day, he was admitted to the Dundee Red Cross War Hospital, Scotland. A note in his service file, dated June 29, 1916, stated that he was “much better… [but] is rather lame.” Discharged to King’s Convalescent Hospital, Bushey Park, on July 12, Basil moved on to the Canadian Convalescent Hospital, Woodcote Park, Epsom, two weeks later. At the time of his arrival there, staff noted that he still had a “few fragments of shrapnel left in [his] arm and leg.”

Once Basil had recovered to the point where he no longer required medical treatment, he received 10 days’ leave on October 28, 1916. Upon returning to duty, he was assigned to Military Police patrol at Hastings, a position he held throughout the winter of 1916-17. During that time, a November 26, 1916, Medical Board recommended that Basil be placed in Category C—fit for duty in England only. A comment in the Board’s report stated: “There are numerous healed wounds all over [Basil’s] left arm and leg. History states many of the fragments remain; pain when wearing puttees or marching.”

On May 1, 1917, Basil reported to the 1st Quebec Regimental Depot. At mid-month, he was transferred to the Canadian Railway Troops Depot, Purfleet. He remained there for only one week before moving on to Ontario Military Hospital, Orpington, Kent, where he was assigned to orderly duty. Basil spent the remainder of his overseas service in this role. During that time, he contracted diphtheria in late April 1918 and spent one month in hospital. For the remainder of the year, his health was fragile, resulting in hospitalization for influenza in August and December 1918.

On July 8, 1918, Basil received permission to marry Miss Elsie Walters, 120 Orchard St., Godalming, Surrey, UK. The ceremony took place in Elsie’s birthplace—Wilnecote, Tamworth, UK—on July 20. Basil continued his work at Orpington until June 12, 1919, when he was assigned to the Canadian Army Medical Corps Casualty Company, the first stage of his journey home. He moved on to the Canadian Discharge Depot, Buxton, on August 1, 1919, and departed for Canada eight days later.

Basil arrived in Quebec City, QC, aboard HMS Corsican on August 18, 1919, and was discharged from military service two days later. He returned to Nova Scotia by train and took up residence in Little Liscomb, Guysborough County, where his wife Elsie joined him shortly afterward.

Basil worked in the local fishery while operating a family farm. Over the next 15 years, Basil and Elsie welcomed seven children into their home. Their oldest child, Daisy Eleanor, was born in 1920. Over the following decade, four more children arrived—Florence Silvia (DOB March 24, 1921), Lawrence Arthur (DOB December 31, 1923), Lillian May (DOB September 26, 1925), and Robert Owen (YOC c. 1927). Two more sons—Basil Norman (DOB January 27, 1930) and Brian Theodore (YOB c. 1934)—were born in the 1930s.

Lawrence, the oldest of the four Rudolph boys, was raised on a mixed farm in Little Liscomb. After completing Grade VI, he left school at age 14 to “help his father fish.” He also worked “around home” on the farm, where he learned to handle a team of horses, and helped his father “cure” his catch. He also did chores on an uncle’s farm and  worked in the woods “driving a horse” for one winter.

In December 1942, Lawrence headed to Halifax, where he found work as a “pipe-fitter’s helper” with Royal Canadian Engineers, National Defence, Halifax. On April 21, 1943, he enlisted with the Canadian Active Service Force (CASF) at Halifax and was placed on No. 6 District Depot’s “General List.” An assessment completed at the time commented, “This young man is barely 19…. Farm life background… [with] apparent mechanical aptitudes. [He is] somewhat slight but seems to have [the] right attitude.”

Lawrence was recommended for service with a Royal Canadian Artillery (RCA) “medium artillery” unit. On April 19, he commenced basic training at No. 60 Canadian Army (Basic) Training Centre, Yarmouth, NS, and moved on to Canadian Army (A2) Training Centre, Petawawa, ON, for artillery training on July 1, 1943.

In late August, Lawrence received two week’s leave. He then returned to Petawawa to complete “Advanced Training in “RCA (Medium).” On September 30, he was deemed “suitable for overseas service.” After a month-long wait in Petatawa On November 4, Lawrence was posted to No. 1 Training Field Brigade, RCA, in Debert, NS.

Following a two-week pre-embarkation leave in early December, Lawrence briefly returned to Debert before departing for overseas on December 15, 1943. Upon landing in the United Kingdom six days later, he was posted to No. 2 Canadian Army Reinforcement Unit. On January 13, 1944, Lawrence was assigned to the 5th Anti-Tank Regiment.

The tank made its military debut during the latter stages of the First World War. Due in large part to mechanical imperfections, it was not an effective weapon at that time. Developments during the post-war years transformed the mechanical innovation into a formidable weapon that played a critical role on battlefields of the Second World War. All combatants established armoured units, deploying them in support of virtually every major infantry attack.

Similarly, each army developed weapons and trained units to counter the other side’s mobile armaments. At the time of the outbreak of war in Europe, however, Canada’s military was ill-prepared for such a task. Its meagre arsenal consisted of only 29 Bren guns, 23 anti-tank rifles, and four two-pounder anti-tank guns.

During the first two years of the war, plans to prepare the Canadian military for combat on a European battlefield gradually took shape. In January 1942, the Canadian government commenced an overhaul of its artillery resources to address the threat tanks presented to its infantry units on the battlefield. The first step was to replace its anti-tank regiments’ two-pounders with six-pounder guns. As time progressed, the units were also equipped with 17-pounder weapons.

By the time Canadian units entered combat in France in mid-1944, American self-propelled three-inch M-10 guns and some self-propelled 17-pounders were available for use on the battlefield. While some anti-tank regiments retained “towed” six- and 17-pounders throughout the war, the mobile American weapons gradually proved to be the most effective anti-tank force on the battlefield.

The 5th Anti-Tank Regiment officially mobilized at Camp Sussex, New Brunswick, on September 10, 1941, as part of the 4th Canadian Armoured Division (4th CAD). It initially consisted of three anti-tank Batteries—96th (Edmonton, AB), 65th (Grenfell, SK) and 3rd (Ganonoque, ON). Each battery contained four “troops,” outfitted with four guns. The unit trained in Sussex for nine months before travelling by train to Halifax, NS, on June 3, 1942, and departing for overseas aboard the Duchess of York the following day.

Upon landing in Liverpool nine days later, 5th Anti-Tank travelled by train to Dudley Hill, Surrey, where it established its initial camp. Following the overseas arrival of 4th CAD’s Headquarters, the unit relocated to Camp Bramshott, Liphook, UK, on October 1, 1942, training there throughout the autumn and early winter. 

On February 1, 1943, personnel moved to Fleet, Hants, where they entered accommodations in “requisitioned houses.” The following month, the unit established a new battery—the 14th—after a decision at Command level to expand each Ani-Tank Regiment to four batteries. The new sub-unit drew its personnel from all five Canadian Divisions, resulting in the nickname “Rainbow Battery,” a reference to the Divisions’ different colour patches.

Over the course of the year, 5th Anti-Tank participated in several major exercises. In mid-August 1943, two of its four Batteries—14th and 96th—were converted to “self-propelled” units, operating American M-10s outfitted with three inch guns and powered by diesel engines. Before year’s end, the unit’s other two Batteries—3rd and 65th—converted from six-pounder to 17-pounder guns. The rest of the unit’s M-10s also arrived during that time.

On November 5, 1943, 5th Anti-Tank relocated to Sheffield Park, Sussex, where it trained until its departure for France. Gunner Lawrence Arthur Rudolph joining its ranks during its time there and was assigned to its 14th Battery, one of the two sub-units equipped with M-10s. Preparations for deployment in Western Europe continued through the spring and into early summer. 4th CAD was not part of the June 6,1944, D-Day landings, its personnel remaining in the UK with the 2nd Canadian Infantry Division. During the second week of July, units from both Divisions began making their way across the English Channel to the Normandy beach-head.

On July 18, 1844, 5th Anti-Tank moved out to Tilbury Docks, located on the River Thames, 40 kilometers east of London. Over the next several days, personnel boarded ships while equipment was loaded aboard vessels. Once ready for departure, ships joined a convoy gradually assembled at South End, near the mouth of the Thames. After several delays due to poor weather and a shortage of landing craft, the flotilla departed for France, 5th Anti-Tank personnel coming ashore in Normandy on the morning of July 23, 1944.

It was several days before all equipment was unloaded and ready for service. On July 29, 5th Anti-Tank, “less two batteries,” entered a section of the front line south of Caen, France. Over the next several days. 4th CAD units relieved 3rd Canadian Division and 7th British Armoured Division personnel who had been in the line since D-Day.

5th Anti-Tank’s 3rd Battery was the first to experience “serious action.” While deployed near Ifs, south of Caen, its personnel endured significant mortar and artillery fire, resulting in the unit’s first combat casualties. On July 31, one of its gun Troops supported an unsuccessful Calgary Highlanders attack on Tilly-la-Campagne, atop Verrières Ridge. That same day, 96th Battery entered positions near Ifs, while the 65th deployed in nearby Grentheville and Soliers. 14th Battery remained in the artillery gun area, where its personnel were subjected to hostile artillery fire.

During the second week of August, Allied forces launched two major offensives along the main highway running southward from Caen to Falaise. 4th CAD units participated in the second phase of “Operation Totalize,” which commenced on August 8. All four 5th Anti-Tank Batteries took part in the opening stage of “Operation Tractable,” launched on August 14. During the initial advance, one of 14th Battery’s Troops entered a German “trap” at Quesnay Wood. Only one of its four gun crews managing to escape as enemy fire destroyed all four of their M-10s. Five more gunners later managed to return to the unit, while seven were killed in action and another four listed as “missing.”

By the third week of August, the remnants of German units in Normandy began a rapid retreat northward toward the Seine River, Allied forces following in pursuit. 5th Anti-Tank’s Batteries crossed the famous French watercourse near Pont-de-L’Arche on August 29 and 30. While the 2nd and 3rd Canadian Infantry Divisions swung northwest to clear German forces from the “Channel ports,” 4th CAD units began a rapid advance northward toward the Belgian frontier.

5th Anti-Tank crossed the Somme River at Pont Remi, the 14th Battery’s M-10s providing support for the South Alberta Regiment’s tanks, which encountered German “rear guard” forces along the way. As the speed of the advance soon exceeded the reach of Allied supply lines, units paused north of the Somme for several days of rest and equipment maintenance.

On September 4, 5th Anti-Tank’s Batteries assembled southeast of Abbeville and moved out two days later. Personnel reached Saint-Omer, 30 kilometers east of the Belgian border, at dawn September 7. The unit then swung eastward to avoid high velocity German guns at Dunkirk and crossed into Belgium at Oost-Cappel, where personnel once again paused for rest and maintenance.

Despite covering 160 kilometers in less than two days, the men were rested and in good spirits, ready to move at short notice. Belgium’s clean, paved highways replaced France’s muddy roads, making travel much easier. 5th Anti-Tank continued to advance northeastward toward Bruges, 4th Canadian Armoured Brigade’s infantry and tank units reaching the Belgian city on September 11.

Meanwhile, 5th Anti-Tank personnel encamped in a wooded area at Jabbeke, 15 kilometres west of Bruges, for another period of rest and maintenance. By this point in the war, the unit was 15 to 20 % under-strength, due to losses incurred since its arrival on the continent. The disbandment of a Light Anti-Aircraft Regiment deemed no longer necessary provided 50 much-needed trained artillery reinforcements. 

By mid-September, 5th Anti-Tank’s Batteries were deployed in various roles in the Bruges area. 3rd Battery supported 10th Infantry Brigade units fighting German forces near Eeklo, 30 kilometers east of Bruges. 14th Battery’s M-10s supported the Lake Superior Regiment’s tanks in defensive positions along the Leopold Canal, with their 65th Battery comrades deployed to their left.

4th CAD’s initial task was to prevent German forces north of Ghent from retreating eastward. During the third week of September, its armoured units crossed the Ghent Canal at Moerbrugge, south of Bruges, and pushed eastward through Maldegem and Eeklo. The units then turned northward toward the Braakman Inlet, located on the southern coast of the West Scheldt estuary. 

Earlier in the month, Allied forces had secured the Belgian port city of Antwerp. Their immediate goal was to clear German forces from the northern and southern banks of the West Scheldt estuary that connected the strategic port to the North Sea. Once the areas north of Bruges, Ghent and Antwerp were secured, the Allies could use the undamaged port facilities as a much-needed a supply line for units deployed in Belgium and later in the Netherlands.

While 4th CAD units pushed northward toward the West Scheldt, the 1st Polish Armoured Division on their right flank cleared enemy forces north of a highway running from Ghent to Antwerp. By September 20, Polish units reached the estuary’s southern banks. That same day, 4th CAD’s Algonquin Regiment and 22nd Canadian Armoured Regiment advanced to Isabella Polder, located at the southern tip of Braakman Inlet. The following day—September 21—4th CAD’s Argyll and Sutherland Highlanders reached Terneuzen, east of the inlet, completing a defensive line that prevented German forces north of Bruges and Ghent from retreating eastward.

German units now found themselves trapped in what became known as the “Breskens pocket,” an area along the West Scheldt estuary stretching from Zeebrugge, north of Bruges, Belgium, to the Braakman Inlet, Netherlands. The area consisted of reclaimed agricultural land called “polders,” surrounded by dykes. As the geography and soft conditions were not suitable for armoured units, the 2nd and 3rd Canadian Infantry Divisions focused on clearing the area, while 4th CAD guarded the eastern boundary.

While 2nd and 3rd Division infantry units commenced the Scheldt campaign in early October, 4th CAD units gathered near Eeklo for a period of rest, training and maintenance, their first extended break since landing in France. On October 16, the unit moved out to a 4th CAD assembly area east of Antwerp. Three days later, the Division commenced an advance to the north-northwest, protecting the flank of an infantry advance toward Woensdrecht.

On October 21, 4th CAD units reached Eschen, approximately 15 kilometers west of Woensdrecht. Four days later, personnel crossed the border into the Netherlands, clearing German forces from Bergen-Op-Zoom before month’s end. The advance continued northward, reaching an estuary connected to the Maas River by November 4. Throughout the operation, 5th Anti-Tank Batteries supported specific infantry units as they attacked and cleared enemy positions.

5th Anti-Tank remained in Bergen-Op-Zoom until November 8, when 4th CAD relocated to an area along the Maas River, east of Tilburg. After relieving a British Division, personnel occupied an eight-kilometre section of the line, where they fulfilled an infantry role, conducting regular night-time patrols. 5th Anti-Tank’s Batteries rotated in and out of the line in pairs, patrolling an area along the Maas near Lith.

During the last week of November, 4th CAD units entered reserve, gathering in the villages of Poppel and Weelde, Belgium, for a planned two-week rest period. On December 4, however, personnel returned to sectors along the Maas for duty, amid growing concerns of a German attack across the river. As cold weather set in, fuel was scarce as personnel resumed regular patrols in uncomfortable conditions.

The launch of a major German counter-offensive through the Ardennes forest on December 16 prompted Allied commanders to order 4th CAD to gather in the area of Vught, Boxtel, Best and Tilburg. 5th Anti-Tank arrived on the outskirts of Tilburg on December 21. Three days later, 4th CAD received notice to prepare to move out within 24 hours.

At 1420 hours December 25, the Division’s units followed a circuitous route to an area south of Breda, with instructions to counter any German attack launched from the north toward Antwerp. Despite the circumstances, personnel gathered for a Christmas dinner later in the day. After a tense 24 hours, the threat receded. On December 27, 5th Anti-Tank moved into Breda, where they remained into the New Year, training and participating in several recreational events.

On January 8, 1945, 5th Anti-Tank returned to duty with their 4th CAD comrades along the Maas near Lith. Personnel received white coveralls for use during winter patrolling. During the first week of February, Allied aircraft conducted intensive patrols north of the Maas, while 4th CAD personnel constructed “dummy” batteries along the river. Supporting artillery guns also fired rounds across the Maas, actions designed to create the impression of an impending Allied offensive across the river.

Persuaded that an attack was imminent, German forces destroyed dykes in the area, causing water levels to rise almost two meters overnight. When the Allied offensive was launched on February 8, 1945, however, it took place east of Nijmegen, where British units launched an invasion of German territory between the Rhine and Maas Rivers.

While 2nd and 3rd Canadian Infantry Division units soon joined the Allied advance into the Rhineland. 4th CAD remained in its positions along the Maas for the first 10 days of the offensive, On February 19, 1945, 5th Anti-Tank moved out to a concentration area near Helvoirt and Vught, where battle groups assembled for an upcoming operation south of Kleve, Germany.

“Operation Blockbuster” commenced in “abominable weather” at dawn February 26. Heavy rains resulted in muddy conditions that made it impossible for 5th Anti-Tank to transport and operate its 17-pounder guns. Fortunately, British command provided its “assaulting formation” with several dozen Crusader Tower gun tractors and drivers. The large vehicles “did outstanding work… as armoured troop carriers to get infantry through heavy fire on their objectives, and then… to move casualties and supplies.” Several were lost due to direct hits, while others were disabled by mines. A total of 16 survived the day’s advance without damage.

During the operation’s initial stage, 5th Anti-Tank’s 14th Battery was placed under the command of 4th CAD’s 10th Infantry Brigade. Two of its Troops moved out to a concentration area in convoy formation at 0745 hours February 26. The “cross country route [was] very tough going [and the] forward concentration area [was] shelled occasionally by enemy.” Fortunately, the Troops suffered no casualties.

At 1800 hours, 14th Battery moved out with the South Alberta Regiment, travelling for approximately two kilometers before digging in for the night. The Battery’s war diary reported “very heavy gun fire all night - mostly outgoing” as the unit’s guns targeted enemy positions.

The morning February 27, 1945, was cloudy and overcast, with fair visibility. 14th Battery’s Headquarters and two Troops “proceeded forward” to an area near Keppeln, approximately four kilometers north of Uedem, Germany. The Battery’s war diary summarized the events that took place that morning:

“On route to battery area convoy fire on by snipers…. Gunner Rudolph # 52353 was killed and died instantly. Bombardier Lawhead was wounded and taken to Casualty Clearing Station. Battery arrived [in] designated area, but [was] forced to move several times by enemy shelling.”

Gunner Lawrence Arthur Rudolph was initially interred in a temporary cemetery along the Kappeln - Kalkar road, Germany. On March 7, 1946, his remains were re-interred in Groesbeek Canadian War Cemetery, 10 kilometers southeast of Nijmegen, Netherlands. Lawrence’s death was the second tragedy to impact the Rudolph family during the winter of 1944 - 45. On December 4, 1944, Lawrence’s 14-year-old brother, Basil Norman, had died in Little Liscomb, the result of an “accidental discharge of [a] gun containing shot.”

According to several Ancestry family trees, Basil Rudolph died in Little Liscomb around 1975. No further details are available on his death or final resting place. Elsie (Walters) Rudolph passed away in Herring Cove, Halifax County, on December 17, 1987, and was laid to rest in St. Luke’s Anglican Cemetery, Liscomb.

Photograph of Gunner Lawrence Arthur Rudolph courtesy of Irvin Hartling, Liscomb, NS. 

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.