Flight Sergeant James Anthony Osborne "Jim" Strachan—Killed In Action October 9, 1943

 James Anthony Osborne “Jim” Strachan and his twin sister Honora “Nora” were born in Antigonish, NS, on Easter Sunday, April 4, 1920, the oldest of John Osborne and Clara (McMillan) Strachan’s seven children. Early documents record the family surname as “Strahan,” but its spelling transitioned to “Strachan” after the First World War.

Flight Sergeant James Anthony Osborne Strachan

The Guysborough Strachan family traces its roots to George Strahan, born in Scotland c. 1750. George served as a Sergeant with the 78th Highland Regiment during the American Revolutionary War. Following the war, he chose to remain in British North America, receiving a land grant of 87.5 acres at Manchester, Guysborough County, on June 2, 1785. Three years later, he married Elizabeth Taylor, a descendant of another pioneer Scottish family. The couple’s son, George Robert, was born in Manchester on November 22, 1788, and later married Sally Whitman, a native of Weymouth, Massachusetts.

George Sr. passed away around 1817. By that time, the Manchester settlers realized their land was ill-suited to agriculture. In response, many families abandoned their farms and moved elsewhere. George Sr.’s widow Elizabeth, her son George Robert and his wife Sally moved to Auld’s Cove—then known as Gut of Canso— where they were among the location’s first permanent residents.

George Robert and Sally’s son, John Ashberry “Berry” Strahan, was born in Auld’s Cove around 1818. On February 8, 1841, he married Margaret Marie McDonald, daughter of Duncan and Sally McDonald, in a ceremony held at Havre Boucher. The day prior to his marriage, church records indicate that Berry was baptized into the Roman Catholic faith.

Three of Berry and Marie’s children married into the family of Timothy McKeough, a Loyalist descendant, and his wife Mary Anne Wright, Little Tracadie (Linwood). Duncan, one of Berry and Marie Strahan’s sons, was born in Havre Boucher on April 24, 1848, and married Hannah Maria McKeough at Havre Boucher on February 10, 1874. Duncan and Maria settled in Port Mulgrave, where their oldest son, John Osborne, was born on November 16, 1874.

Seven more children joined the Strahan household over the subsequent years—Margaret Ann (1876 - 1928), Elizabeth Maria (1878 - 1882), Isabel Jane (1880 - 1956), Elizabeth (1883 - ?), Duncan James (1886 - 1977), Joseph Timothy (1888 - 1930), and Stephen Francis “Frank” (1890 - 1977). At the time of the 1901 census, Duncan, age 53, was employed as a “deck hand” on a local vessel. Also in the Strahan household were Duncan’s wife Maria, age 47, and their four youngest children—Lizzie M., age 17; Duncan J., age 14; Joseph T., age 12, and Stephen F., age 10.

The couple’s three oldest surviving children—John Osborne, Margaret Ann and Isabel Jane—had left home by that time. According to a family source, John Osborne was in the United States by the early 1900s, working aboard the Gloucester fishing schooners. His name does not appear in the 1901 or 1911 Nova Scotia census records. His younger brother, Duncan, later joined him and the pair operated their own schooner until the vessel was lost in a fire.

Sometime after 1911, John Osborne returned to Mulgrave, where he worked in the local fishery. On December 20, 1915, he enlisted with the 106th Battalion (Nova Scotia Rifles) at Antigonish, NS. While his attestation document does not include a birth year, it states that John was 39 years old. Genealogical documents suggest that he was likely two years older than his stated age at the time.

Headquartered in Truro, NS, the 106th Battalion trained in Nova Scotia throughout the winter of 1915-16 and departed for the United Kingdom on July 15, 1916. In the aftermath of significant Canadian casualties incurred at the Somme during the month of September 1916, many of the units encamped in England were disbanded and their members dispersed to battalions already in France..

The 106th was one of the units to suffer this fate. On September 27, 1916, John was transferred to the 26th Battalion (New Brunswick) and crossed the English Channel to France the following day. He joined his new comrades in the forward area on October 15 and served with the New Brunswickers in the sectors near Arras, France, throughout the winter of 1916 -17.

The 26th Battalion participated in the Canadian Corps’ historic April 9, 1917 attack on Vimy Ridge. During the fighting, John was “[struck] by a piece of shrapnel which entered the skin of the right side of [the] muscle of [his] upper [right] arm. [The] piece of shrapnel [is] thought to have been removed after receiving the wound.”

The following day, John was admitted to No. 2 Stationary Hospital, Boulogne, where he remained for four days before being invalided to the United Kingdom. He spent three months as a patient in Merry Flatts War Hospital, Govan, Glasgow, Scotland. On July 21, John was transferred to the Canadian Convalescent Hospital, Bromley, Kent, England, where he remained for two months.

On September 21, John was assigned to the 13th Reserve Battalion. After returning to duty, he began to experience soreness in his leg muscles. Diagnosed with rheumatism in January 1918, he remained in the United Kingdom for the duration of the war. A second medical examination, conducted in mid-November 1918, determined that John was suffering from “myalgia” caused by “exposure to wet and cold” during his time in the trenches.

In early December 1918, John departed for Nova Scotia aboard SS Olympic. Following a final series of examinations, he was discharged from military service as “medically unfit” on January 17, 1919, and returned home to Mulgrave.

John’s younger brother, Duncan James, returned to the Halifax area following his time in the United States. On November 14, 1911, he married Nellie H. Mills, a native of Halifax, in a ceremony held there. Duncan was employed with the “Dining Car Service ICR [Intercolonial Railroad]” at the time of his marriage.

Duncan also served overseas during the First World War. On November 4, 1915, he enlisted with No. 7 Stationary Hospital (Dalhousie Unit) at Halifax, and served with the unit in France from June 1916 to March 1919, returning home the following month. Duncan passed away in New Brunswick in 1947.

On June 16, 1919, John Osborne Strachan married Clara McMillan, daughter of James and Catherine McMillan, Mulgrave. Jim and Nora, their first-born, arrived the following spring. In subsequent years, five more children joined the household—Duncan J. (1922 - 1988); Walter Alphonse (1924 - 1940); twins Mary (Sr. Mary Strachan, CND, 1926 - 2012) and John Coleman “Buddy” (1926 - 2006);  and Claire Louise (1928 - ).

Throughout Jim’s early years, his younger brother Duncan was a constant companion. The siblings shared a love of sports. Jim attended school in Mulgrave from 1927 to 1938, leaving after completing Grade X. Following a year of unemployment, he was hired for “extra section work” with Canadian National Railways in 1939. Two years later, he landed a position as “car man.” During that time, Jim was “called for [compulsory] military training,” a month-long program for young men of military service age implemented under the National Resources Mobilization Act (1940).

Jim Strachan in civilian life

On July 14, 1941, Jim completed an application to the Royal Canadian Air Force. In his submission, he requested “ground duties” and expressed a particular interest in developing “welder acetylene” skills. A later Employment History form also mentioned “welding work” as a possible career after his time in uniform.

Jim attested with the RCAF at Halifax on August 13, and commenced service with the rank of Aircraftman Class 2. Initially, he was assigned to the “SGD” (Security Guard)  stream. A comment in his file noted that he “wanted aircrew… but did not want to wait for it.” Jim commenced training at KTS (Composite Training School) Trenton, ON, in late August, before moving on to No. 5 Bomber & Gunnery School, Dafoe, MB, on September 21. Promoted to the rank of Aircraftman Class 1 on November 13, he was briefly hospitalized for treatment of an unspecified illness at month’s end.

Jim advanced to the rank of Leading Aircraftman on February 13, 1942, and received a two-week leave before returning to duty. At some point during the following months, his military path took a different direction. On June 12, Jim reported to No. 2 Service Flying Training School, Saskatoon, SK. The following day, he applied to “re-muster” as an “Air Gunner.” Supervisors made several complimentary remarks on his application: “Satisfactory type. Keen to fly. Fairly alert…. Polite, mannerly, pleasant, neat appearance. Fit [for] full aircrew.”

On July 20, Jim received his certification as a Security Guard. That same day, he reported to No. 5 Bombing & Gunnery School, Dafoe, MB, where he logged 15.5 hours of daytime flying in a Fairey Battle aircraft while training in a Bristol turret. Described by an instructor as the “quiet, persistent type… who should do very well in aircrew,” Jim placed 18th in a class of 27 cadets.

Jim was promoted to the rank of Temporary Sergeant and awarded his Air Gunner’s badge on October 9. The following day, he commenced the standard two-week pre-embarkation leave. Jim departed for overseas on October 28 and disembarked in the United Kingdom one week later. After reporting to the RCAF Personnel Reception Center, Bournemouth, on November 6, he awaited orders to commence the final stage of training.

On December 8, Jim was assigned to No. 82 Operational Training Unit. OTUs provided new personnel with the first opportunity to train in actual combat aircraft. Air crews were also assembled at this stage, allowing the men to become acquainted and learn to work as a team. Formed at RAF Ossington in June 1943, No. 82 OTU trained night bombing crews aboard Vickers Wellington aircraft.

During his time with No. 82 OTU, Jim sent several letters to people at home. A December 28, 1942, letter to a female acquaintance named “Dot” described his first Christmas overseas:

“I went to Bournemouth in the south of England. It is very nice there. Some of my pals were there so I spent Christmas with them rather than go to London[,] where I know nobody and everything is strange and I would be lost I am afraid. Anyway[,] I had a good time and had turkey for dinner. Not so bad hey.

“Canadians are very popular here[,] especially with the girls. They are very nice and friendly but are much too serious. Their [sic] in love with you before you know it, but I don’t think I’ll be saying ‘I do’ for awhile, ha!”

Winter weather in the UK was quite different from his native Nova Scotia: “…it is very damp and cold here and… at the present time has been quite cold at night with ground and puddles frozen in the morning. It reminds me of the fall of year at home.”

On January 10, 1943, Jim wrote to his parents, describing a recent visit to London:

“I spent some time at the Beaver Club[,] which is a swell place. You can get some good feeds [sic] there and they cook them like they do in Canada…. The club… is down near the Parliament buildings and is just opposite Trafalgar Square. Pop [John] I bet knows where that is. Westminster Abbey is about five minutes walk away from there. It’s a very large city and the buildings are all old and ancient[,] although there are many modern buildings. It is so big a city that it would take three days to see everything about the city. I wouldn’t want to live there.”

Jim also mentioned visits to Derby and Nottingham in the Midlands. The latter was of particular interest, as it had an “ice rink” that “much to my disappointment… [was] not open.”  Throughout his correspondence, Jim frequently commented on winter sports, particularly hockey, an activity that he dearly missed. He also inquired about local sports results and was delighted when Dot sent him several collections of “hockey clippings” from local newspapers.

On April 9, 1943, Jim was promoted to the rank of Temporary Flight Sergeant. Five days earlier, he once again wrote to John and Clara, describing the early arrival of spring overseas:

“It is very nice here and everything is beginning to blossom. Even potatoes are coming up already. It would be good weather for trout fishing if I was home. Mom, that’s what I often think about as I walk along the road on fine days.”

A second letter, written on April 28, describes Jim’s memories of springtime in Mulgrave:

“Has the ice gone out yet, Mom? The lobster fishery will be soon starting and it makes me think of when I would wake up in the morning and you could hear all the motor boats in the Strait. How I used to like that sound.”

In mid-May, Jim’s crew was assigned to No. 1662 Heavy Conversion Unit (HCU), where airmen made the transition to four-engine aircraft. Established in January 1943, 1662 HCU operated out of RAF Blyton, providing training aboard four-engine Avro Lancaster and Handley Page Halifax bombers.

Jim spent one month training aboard 1662 HCU’s aircraft  before his crew was assigned for duty with No. 12 Squadron on June 17. Initially formed as a Royal Flying Corps fighter squadron in February 1915, the unit re-formed as a bomber squadron at RAF Northolt, West London, on April 1 1923. Following the May 12, 1940 German invasion of France, Belgium and the Netherlands, its personnel moved to France, where they flew Fairey Battle aircraft in bombing raids against invading German forces.

The squadron returned to RAF Binbrook, Lincolnshire, in June 1940, as German forces overran the Low Countries and forced French forces to surrender. Before year’s end, personnel transitioned to Vickers Wellington bombers. After relocating to RAF Wickensby in 1942, No. 12 Squadron commenced flying four-engine Avro Lancaster aircraft.

After a one-week leave in late June 1943, Jim’s crew was attached to No. 1656 HCU, RAF Lindholme, for additional training. It was common for crews to fly combat missions at HCUs, so the young airmen may have seen action during their time aboard No. 1656’s Lancaster bombers. Unfortunately, details of the crew’s service at 1656 HCU are not available online.

During his time at Lindholme, Jim and his mates received one week’s leave at the end of each summer month. As the only Canadian on a crew with six Royal Air Force recruits, Jim couldn’t visit family during these breaks. In response, one of his mates, William G. “Bill” Adamson, took Jim to his parents’ home at Hazlerigg, Newcastle-upon-Tyne.

In an August 18 letter home, Jim asked his parents to pick up a Royal Canadian Air Force crest for Bill, who “would like to have one.” He also mentions Bill’s parents,  who “have been so good to me that I would like to give them something in return.” Bill suggested a pipe for Mr. Adamson, “as he smokes a lot,” and stockings for his wife, as “she tells me they have a hard time getting them.” Unbeknownst to Jim and his parents, the relationship that he established with the Adamsons later became an important channel of information for John and Clara.

During the month of August 1943, Jim flew several missions as rear gunner with No. 12 Squadron crews. On the night of August 2/3, he departed on a bombing mission to Hamburg, Germany. “Static conditions and icing” forced the crew to jettison their bombs “to regain control as A/C [aircraft] got into a dive.” The Lancaster, piloted by Flight Sergeant H. A. Adams, managed to safely return to base.

One week later, Jim departed on a mission to Mannheim, Germany, with another crew. The pilot, Flight Sergeant F. S. Smitheringale, described the assignment as “an uneventful trip and a good attack.” On the night of August 15/16, Jim was once again in the rear gunner’s seat as the Smitheringale crew completed a bombing mission to Milan, Italy.

After a week’s leave in late August, Jim returned to duty on September 3. Two days previously, his crew’s pilot, Flight Sergeant R. A. Collins, reported for duty with No. 22 Squadron. Partly due to weather conditions, the squadron did not fly any missions until September 21. During that time, its personnel participated in a variety of training activities. While the Squadron’s “Summary of Operations” record indicates that the unit completed five bombing raids before month’s end, none included Collins in the list of participating pilots.

The names of Jim’s crew—pilot Sgt. Ronald Alfred Collins, navigator Sgt. William G. “Bill” Adamson, wireless operator Sgt. Peter Maurice Adams, bomb aimer Sgt. D. J. Bemrose, flight engineer Sgt. Samuel Black Watson, mid/upper gunner Sgt. Ernest Mallin, and rear gunner James Anthony Strachan—first appear in No. 12 Squadron’s operations log on the night of October 1/2, 1943. At 18:33 hours, the crew departed for Hagen, Germany, aboard a Lancaster aircraft, as part of a 16-plane bombing mission.

In a brief report following the mission, Sgt. Collins described “a nice glow under the cloud and a big… blue flash at 21:04 hours. Cloud obscured [the] target[,] making observation impossible.” All aircraft returned safely to base, Jim’s aircraft landing at 00:44 hours October 2. Collins’ brief remarks make no reference to what was actually a harrowing experience for the young crew.

In a letter to his brother Duncan, dated October 6, 1943, Jim described his recent flying experience:

“I have been busy this last week…. Bomber Command has been very busy operating and in the last week I have operated four times. And tonight I was on opps [sic - operations] again but it was scrubbed about six o’clock this evening much to everyone’s delight.

“I went to the Ruhr twice[,] going to Bochum and Hagen besides going to Kassel [and] Frankfurt. We had a shaky time at Hagen in the Ruhr. As you know[,] the Ruhr is the hottest place in Germany. Well[,] at Hagen we got a taste of their flak. We got shot up by flak making holes in the wing of the kite (plane) and hitting the mid-upper turret[,] going through the Persplex [transparent, thermoplastic polymer similar to plexiglas] and smashing one of the guns.

“A close shave for us. I never saw so much flak in my life. It was coming up everywhere for miles and… the only way out was [to] fly through the stuff. There was a lot of cloud below us and that kept the search lights from getting at us. And there was [sic] hundreds of them. But the cloud didn’t keep the flak from coming up at us. The other trips were quite good and we didn’t have any trouble. Saw a few poor fellows getting shot down in flames over the target but you see that on every target.”

Jim also provided Duncan with a brief overview of the crew’s strenuous schedule:

“These trips are all about six hours and after one of these one is about all done in. We get back late and it’s two or three in the morning before getting to bed and we sleep until noon the next day. When we are operating[,] we don’t get much time to write.”

The correspondence with Duncan conveys a real sense of the dangers that Jim and his mates faced on every mission. Perhaps there was a sense of anticipation on Jim’s part as to what was about to transpire in the skies over Germany.

On the night of October 7/8, Jim’s crew logged its second mission of the month, participating in a 19-aircraft raid on Stuttgart, Germany. The Lancaster bomber departed at 20:40 hours and reached its target at 00:15 hours. Sgt. Collins described “[scattered] fires… in two main concentrations. Route good but attack appeared scattered.” The crew landed safely at 04:04 hours October 8. Once again, all squadron aircraft safely returned to base.

The following night—October 8/9, 1943—Jim’s crew was back in the air on the way to Hanover, Germany, as part of a 16-plane mission. On this occasion, two bombers failed to return to the squadron’s base, while a third was badly damaged by flak and suffered the loss of one of its gunners.

Sgt. Collins’ aircraft was one of the two missing aircraft. For several months, there was no word as to Jim’s fate. On April 25, 1944, RCAF officials informed his father John that Air Gunner James Anthony Osborne Strachan, “previously reported missing 9 - Oct - 43 after air operations… (over Hanover, Germany) and subsequently ‘missing believed killed,’ [was] now ‘presumed dead’ 9 - Oct - 43 for official purposes.”

After the end of hostilities in Europe in early May 1945, the fate of missing RAF air crews became a major priority. In some cases, crew members had managed to exit the aircraft, only to be captured by German forces. That was the fate of Sgt. Peter Bemrose, one of Jim’s crew mates. Released from a prisoner of war camp shortly after Germany’s surrender, Sgt. Bemrose wrote to James and Henrietta Adamson, Bill’s parents, describing the events that unfolded in the skies over Hanover, Germany.

On May 25, 1945, Henrietta Adamson wrote to Clara, conveying her feelings before sharing the information she had received from Sgt. Bemrose:

“My thoughts have been with you all, since the finish of the Germans. I thank God for the victory, but it is with mixed feelings. I felt very sad indeed. If our dear boys had only been spared, to rejoice too, it would have put a great joy into our hearts. It was a great shock to me yesterday when I received a letter from Peter Bemrose, and he said our boys hadn’t a chance….

“Bemrose in his letter said, ‘The story of our last operation is short and simple. We went all the way, to Hanover, without incident, bombed successfully at 20,000 feet, and climbed off the target. We had run the short south-westerly leg and set course for base at 22,000 feet, when the aircraft was hit by cannon shells [from a German aircraft]. After diving sharply, the pilot pulled her out, but we were hit again and the starboard [engine] caught fire. After I left the aircraft[,] I saw the aircraft descend in flames, and burn on the ground, and when I landed it couldn’t have been more than 200 yards away. The boys didn’t have a chance.

“ ‘When Ron said, ‘You’d better get out boys,’ the kite [aircraft] was nose down, and the wind was beginning to scream, so I knew we were in a pretty steep dive. I had my chute pack on and my hand on the emergency exit catch, and even then the terrific dive seemed to freeze me when I tried to abandon. What it was like in a less favourable position I hate to imagine, but it is possible some of the boys were spared those last moments of anguish.’

“…Well dear I hope that God will give us all the strength, to bear our Cross, as it feels very heavy now.”

Following the cessation of hostilities, the RAF dispatched numerous investigation teams to the continent, in search of its missing airmen. On March 4 1946, John received a letter from a Royal Canadian Air Force Casualty Officer, providing him with an update on the search for Jim:

“A report has now been received from a Graves Registration Unit on the Continent, which gives information contained in captured German documents concerning the place of burial of yours, Flight Sergeant James Anthony Osborne Strachan.

“According to this report, your son is buried in grave no. K. G. F. A.14, along with Sergeant [Ernest] Mallin, a Royal Air Force member of your son’s crew, in the Military Cemetery at Hamelin, Germany…. Already eminent architects are at work, planning the construction of beautiful cemeteries, and each individual grave will be supported and sustained by the nations of the Empire.”

On August 8, 1947, Flight Sergeant James Anthony Osborne Strachan’s remains and those of his crew mates were re-interred in Limmer British Cemetery, Hanover, Germany.

Special thanks to Rhonda Strachan, Mulgrave, and Wendy Callahan, Halifax, for contributing photos of their uncle Jim Strachan. Wendy also provided copies of Jim's letters home. Thanks as well to Dan Fougere, Havre Boucher, for providing valuable genealogical information on the Strachan family.

Sergeant William Ira Giffin—Died of Illness October 6, 1943

 William Ira Giffin was born in Halifax, NS, on February 8, 1916, the second child and eldest son of Edgar Ethelbert and Maud Isabel (Weatherdon) Giffin. Edgar was the son of Captain Ira P. Giffin, Isaac’s Harbour, and his wife, Abigail Coumans Pride, was a native of Port Medway, NS. Edgar’s grandfather, Simon Giffin, was born in Shelburne, NS, in 1794 and later settled at Isaac’s Harbour. Simon and his wife Thursa Langley raised a family of 13 children—eight sons and five daughters—leaving numerous descendants in the Isaac’s Harbour area.

Sergeant William Ira Giffin

Edgar Giffin spent his formative years in the small Guysborough community before heading to the United States in his early 20s. At the time of the 1900 US census, he was living in Somerville, MA, with Fred Barnaby, and his wife Althea, a sister to his mother. The document states that Edgar had arrived in the US the previous year and was employed as a carpenter at the time.

At some point during the following decade, Edgar returned to Nova Scotia. Canadian militia records indicate that he served for 12 days with the 63rd Regiment, Halifax Rifles, during 1907. On May 8, 1909, Edgar married Maud Isabel Weatherdon, daughter of William and Annie (Snow) Weatherdon, in a Baptist ceremony that took place in Halifax. Born in St. Johns, Newfoundland and Labrador, Maud had arrived in Nova Scotia with her parents in 1895.

Following his marriage, its appears that Edgar returned to the United States—perhaps periodically—for employment. The 1913 city directory for Worcester, MA, lists Edgar as a carpenter, living at 92 Piedmont St. His brother, Otho L., also resided in the city. Later that year, Edgar and Maud’s first child, Nina Edna, was born in Halifax on December 5, 1913.

From that year forward, it appears that Edgar did not return to the US for several years. By 1921, the Giffin’s Halifax household consisted of Nina Edna, age seven, William Ira, age five,  Fred Cyril, age one year, and Myrtle Marguerite, age one month. A fifth child, Bernard Edgar “Bert,” arrived in early 1923. Later that year, Edgar Sr. returned to the United States for the first time since 1913, crossing the border on June 19.

US immigration records indicate that Edgar was once again destined for Worcester, MA, where his younger brother Otho still resided and he planned to work as a carpenter. Six weeks later, Maud and her five children crossed the border on their way to Worcester. The family, it seemed, had decided to relocate to Massachusetts.

Before years’ end, unexpected tragedy struck the household. On December 31, 1923, Edgar passed away at Worcester, the result of broncho-pneumonia. Maud was pregnant with the couple’s sixth child at the time of her husband’s death. She gave birth to her fourth son, Otho Lebaron, on May 7, 1924. Maud and her children eventually returned to Halifax, where she married James Leavey Day, a native of Jeddore, Halifax County, on September 22, 1927.

Seven years old at the time of his father’s sudden passing, William Ira Giffin spent the remainder of his childhood years in Halifax. His military service file mentions civilian employment as a “clerk” and “salesman” for Coca-Cola Ltd. Like his father, William volunteered for militia service, joining the ranks of the Halifax Rifles on October 23, 1931. The experience may have piqued William’s interest in a military career. On November 4, 1935, he enlisted with the Royal Canadian Regiment (RCR) at Halifax. William listed his mother, Mrs. J. L. (Maud) Day, 46  Gottingen St., as his next of kin.

Following the First World war, the Royal Canadian Regiment became one of five military units that constituted Canada’s “permanent force establishment.” The unit maintained several detachments in various locations across Canada, one of which was Wellington Barracks, Halifax.

On the third anniversary of his enlistment—November 4, 1938—William “re-engaged” with the RCR. Within a year, events in Europe significantly impacted the course of his military career. Britain’s September 3, 1939 declaration of war on Nazi Germany prompted William to re-attest for active service with the RCR three days later. After the Canadian government’s September 10 declaration of war, the unit relocated to Camp Valcartier, QC, in preparation for its overseas departure. While encamped there, William was promoted to the rank of Lance Corporal on November 15, 1939.

One month after William’s promotion, the RCR departed for the United Kingdom. On December 30, 1939, William and his companions disembarked at Gourock, Scotland, and made their way by train to Camp Aldershot shortly afterward. Three days after arriving in the UK, William was promoted to the rank of Acting Corporal with pay.

As there was no active combat at the time of the RCR’s overseas arrival, personnel focused on training throughout the early months of 1940. The situation on the continent changed dramatically on May 10, 1940, when German forces launched an invasion of the Netherlands, Belgium, Luxembourg and France. While British, Dutch, Belgian and French units valiantly resisted, German forces advanced rapidly through the “Low Countries,” resulting in the surrender of Dutch and Belgian forces before month’s end.

While British and French soldiers trapped in Belgium and northern France were hastily evacuated from Dunkirk in late May and June, German forces continued their advance toward the Channel ports and the French capital of Paris. French resistance prompted the British to order the 1st Canadian Infantry Brigade, stationed in southern England, across the English Channel in support of their efforts.

On June 13, 1940, the first wave of Canadian soldiers—an “advance guard”—landed in Brest, France. That same day, the Royal Canadian Regiment departed Plymouth, UK and disembarked in Brest on June 14. While advance units moved inland by train toward Le Mans, French resistance to the north crumbled as German units rapidly advanced southward. When German troops entered Paris on June 17, the French government requested an armistice.

In response, British authorities ordered the Canadian 1st Infantry Brigade’s immediate withdrawal. Two days before the French armistice request, the RCR’s soldiers boarded vessels at Brest, and disembarked at Plymouth, UK, as German soldiers entered the French capital. While the Brigade left behind most of its vehicles, its artillery units managed to evacuate their guns, despite a general order from authorities to abandon all equipment.

The RCR’s return to Aldershot marked the beginning of a lengthy period of training and home defence assignments. British authorities were well aware of the possibility of a German invasion and Canadian units would prove valuable if such an event occurred. In the meantime, in early July 1940, German forces commenced the “Battle of Britain,” an aerial bombardment campaign that lasted almost four months.

While the German Luftwaffe initially focused on shipping convoys and coastal radar installations, its attention shifted to airfields and radar stations in mid-August. Before month’s end, attacks expanded to include bombing raids on towns and cities across England’s south coast, Midlands and northeast regions. Air raids continued until the end of October, when Germany reluctantly admitted its failure to establish air superiority over Britain and ended the Luftwaffe’s attacks.

Over the ensuing months, William continued his advance through the non-commissioned ranks. On May 1, 1941, he was promoted to Acting Lance Sergeant. During the summer of 1941, he completed a mortar training course. On November 1, William advanced to the rank of Acting Sergeant. Later that month, he completed a second mortar training course.

On February 2, 1942, William was confirmed in the rank of Sergeant. Later that month, he was attached to the 1st Canadian Infantry Brigade’s No. 1 LAD [Light Aid Detachment] for a “camouflage course.” Over the next three months, he received nine-day and seven-day leaves before settling in for another summer of training.

William’s training was interrupted on August 10, 1942, when he was admitted to No. 4 Field Ambulance for unspecified reasons and immediately transferred to No. 5 Casualty Clearing Station. Four days later, he was admitted to No. 14 General Hospital, where he remained for six weeks. In late September, William was assigned to No. 1 NETD [Non-Effective Transit Depot]. Throughout this time, he remained in hospital with a classification of Category “E”—unfit for service, awaiting discharge. His service file contains no explanation for his overseas hospitalization

On October 2, 1942, William departed for Canada and was admitted to hospital at Halifax upon arriving home. A Medical Board evaluation, dated December 7, 1942, officially placed him in Category “E” and noted that “accordingly [he] is under consideration for discharge.” William was officially released from military service on January 12, 1943. A comment on his discharge papers described his character as “exemplary.”

William remained under medical care throughout the months following his discharge. On a date not specified in his service file, he was transferred to Christie St., Hospital, Toronto, ON, where he passed away on October 6, 1943. Only after William’s death did his service file identify the nature of his illness.

Documents describe the cause of death as “myocarditis [inflammation of the heart muscle], degenerative with failure. Infarction [blockage in blood flow to the heart muscle]. Death was due to service.” Sergeant William Ira Giffin’s remains were transported to Nova Scotia, where he was laid to rest in Camp Hill Cemetery, Halifax.

William was survived by his mother, maternal grandmother, and all five of his siblings. At the time of his death, Nina Edna (Mrs. Arthur Hatt) was living in Beech Hill, Lunenburg County, while Myrtle Marguerite (Mrs. Harold Jackson) resided in Spryfield and Frederick Cyril “Fred” was living on Creighton St., Halifax. William’s two remaining brothers were both in uniform—Otho LeBaron was stationed at Camp Debert, while Bernard Edgar “Bert” was serving overseas with the Canadian Army.

William’s mother Maud passed away at Halifax on January 22, 1952, at age 62, the result of heart disease. His maternal grandmother, Annie Weatherdon, died at Beech Hill, Lunenburg County, on June 17, 1957, at 93 years of age. Both Maud and Annie were interred in Camp Hill Cemetery, Halifax.

Flight Sergeant Lawrence Fabian Joseph Power—Killed in Action August 18, 1943

 Lawrence Fabian Joseph Power was born in Mulgrave, Guysborough County, on January 16, 1916, the son of Rose (O’Neill) and William Patrick Power. Fabian had Irish roots on both sides of his family. His mother’s patrilineal O’Neill ancestors traced their roots to Henry O’Neill, born at Lisnafudy—now known as Lisnafeedy—Armagh, Ireland. Henry and his Irish wife, Rosanna Donnelly, immigrated to Nova Scotia at an unknown date. The couple settled in the Strait of Canso area, where they raised a family of 11 children—five boys and six girls—all of whom are believed to have been born in Nova Scotia.

Flight Sergeant Fabian Power

Henry and Rosanna’s youngest son, Joseph, was born at Auld’s Cove on August 17, 1852, and married Elizabeth Jane O’Neill, daughter of Samuel Joseph and Mary (Fraser) O’Neill, at St. Lawrence Church, Mulgrave, on January 30, 1873. Samuel Joseph’s grandfather, William O’Neill, was born in Wexford, Ireland, around 1805 and had immigrated to Nova Scotia at an unknown date.

In 1827, William obtained a 100-acre grant at Morristown, Antigonish County. He married Elizabeth Mahoney, an Antigonish County native, and spent at least a decade at Morristown before relocating to Grosvenor, Guysborough County, before 1841. One of William and Elizabeth’s sons, Samuel C., was born at Morristown around 1831 and married Mary Fraser. Samuel and Mary’s oldest child, Elizabeth Jane, was born in Grosvenor on May 29, 1852, and married Joseph, son of Henry and Rosanna O’Neill, thus connecting two separate O’Neill lineages. The first of Joseph and Elizabeth’s 13 children—a daughter, Rose, Fabian’s mother—was born at Cape Porcupine on December 18, 1873.

On his father William Patrick’s side, Fabian was a descendant of David B. Power, born in County Waterford, Ireland, around 1795. David immigrated to Nova Scotia at an unknown date and married Isabella Anderson, a native of Morristown, Antigonish County, in a ceremony held at Arisaig around 1820. The couple followed Isabella’s brother, James Anderson, and her nephew, Donald Daniel Anderson, to Havre Boucher, where the Anderson clan established mercantile, hotel and shipping businesses over the subsequent years.

David Power passed away in Mulgrave on June 21, 1861, while Isabella died in the same community on July 6, 1874. The couple’s second son, William, was born in Havre Boucher on March 15, 1827, and married Mary Sarah Higlan—also spelled “Highland” and “Hyland”—daughter of Bridget (Farrell) and Pierce “Pierre” Highland, at St. Paul’s Church, Havre Boucher, around 1851.

Land records indicate that William and Mary purchased a house and five acres of land at Havre Boucher shortly after their marriage. On April 8, 1862, the couple acquired a second parcel of land at Melford—later known as Mulgrave—from a Thomas and Mary Power. Oral family history claims that Thomas and William were related, but the exact nature of the connection is unknown.

The 1871 Canadian census lists William and Mary, both 44 years of age and natives of Nova Scotia, living in the Melford district of Guysborough County, where William worked as a “fisherman.” At that time, the Power home included eight children—John J., age 17, fisherman; Mary Ann, age 15; Bridget, age 13; William Patrick, age 12; Lawrence B., age nine; Michael J., age seven; Sarah, age four; and Walter, age one.

A decade later, the five youngest children still resided in the Power family’s North Melford home. By 1891, William Sr.’s occupation was listed as “Hotel and Store Keeper.” Still part of the household were sons William Patrick, age 30, and Michael, age 23, both “fishermen” by occupation, and their younger sister Sarah, age 21.

On January 15, 1896, William Patrick Power married Rose O’Neill in a ceremony held at St. Lawrence Roman Catholic Church, Mulgrave. At the time of the 1901 Canadian census, two children—a daughter Mary Elizabeth “Blanche,” age three (DOB September 15, 1897), and a son William Joseph, age one (DOB September 12, 1899)—had joined the family.

Over the ensuing decade, another six children arrived—Francis John “Frank” (DOB January 1902); Samuel Sylvester (DOB October 1903); Bernard Ambrose (DOB January 1905); Margaret Loretta (DOB December 1907); Catherine Clotilda (DOB October 1909); and John O’Neil (DOB April 1911). Also in the home at the time of the 1911 Canadian census was William Patrick’s mother Mary, age 87. His father, William Sr., had passed away at Mulgrave on March 23, 1903.

Three more sons joined the Power household after 1911—Michael William (June 15, 1914); Lawrence Fabian Joseph (January 16, 1916); and Charles Patrick “Pat” (c. 1919). A fourth son, Donald, died in childhood prior to 1921. During these years, William Patrick worked as a carpenter with Canadian National Railways, one of Mulgrave’s main employers. The family also accommodated boarders. On April 13, 1916, William Patrick’s mother Mary passed away at Mulgrave and was laid to rest alongside her husband in St. Lawrence Roman Catholic Cemetery.

Fabian attended Loggie St. School from September 1921 to June 1929. He then moved on to Mulgrave High School, where he completed a year’s studies before leaving in December 1930, midway through his Grade 10 year. It was a difficult time to enter the work world, as the impact of the Great Depression resulted in few employment opportunities. Fabian worked at odd jobs in the community and helped out at home.

Finally, in October 1937, Fabian found work as a miner at the Chester Basin Facey Gold Mine. The following spring, he relocated to a mining operation at Seal Harbour. In September 1938, he was hired as a “rough carpenter” by the “Work Services” branch of the Royal Canadian Engineers. The unit was busy constructing and repairing defensive structures along the Strait of Canso, in anticipation of the outbreak of war in Europe.

The position allowed Fabian to return to the Mulgrave area, where he once again resided with his parents. Following the outbreak of war in Europe in September 1939, he began to contemplate enlistment. Finally, in early March 1940, Fabian submitted an application to the Royal Canadian Air Force (RCAF) at Halifax, NS. After a wait of almost eight months, he attested for service with the RCAF on October 26, 1940.

Fabian was initially recommended for “Standard General Duties” and received the rank of Aircraftman Class 2. One month after enlistment, he was assigned to No. 5 Bomber & Gunnery School, Charlottetown, for guard duty. On January 26, 1941, Fabian was promoted to Aircraftman Class 1. In late March, he was attached to No. 17 Elementary Flight Training School, Stanley, NS, for duty. While serving there, Fabian was promoted to Leading Aircraftman (LAC) on April 26, 1941.

On June 4, 1941, Fabian was transferred to No. 2 Air Navigation School, Pennfield Ridge, NB. Three months later, he was promoted to the rank of Acting Corporal with pay. It appears that while serving at these various locations, Fabian was also engaged in training. On November 23, 1941, he qualified as  Security Guard Class C.

Throughout the winter of 1942 - 43, Fabian remained on duty at the Pennfield Ridge facility. In the spring of 1942, the trajectory of his military service took a different direction. On May 27, 1942, Fabian was assigned to a Flying Instructor’s Course at No. 34 Operational Training Unit (OTU), Pennfield Ridge. During his time there, he completed more than 90 hours of solo and almost 80 hours of dual flight training aboard Harvard and Moth aircraft.

While instructors commented that he “lacks confidence,” they were certain that “experience should overcome this…. This NCO [non-commissioned officer] will make a steady and conscientious instructor. He has a thorough knowledge of sequence and only needs experience to polish his technique.”

Fabian remained in New Brunswick until October 26, 1942, at which time he was posted to No. 9 Bombing & Gunnery School, Mont Joli, QC. While his service record provides no details, it appears that he was no longer a candidate for flying instructor. Two weeks later, he re-mustered as an “Air Gunner Standard.” The change meant that Fabian now commenced training for active combat duty at Mont Joli.

Over the next three months, Fabian logged 12 hours of flying time as an Air Gunner while completing ground training courses. He placed 21st in a class of 73 cadets, achieving an average of 71.4 % in his course work. On February 5, 1943, Fabian received his Air Gunner’s Badge and was promoted to the rank of Temporary Sergeant. Instructors noted that he was a “good student, co-operative, hard worker, popular, neat in appearance.”

After a two-week embarkation leave, Fabian reported to 1Y Depot, Halifax, on February 20, 1943. Two weeks later, he was formally assigned to the Royal Air Force (RAF) Training Pool and departed for overseas on March 9. Upon arriving in the United Kingdom eight days later, he reported to No. 3 Personnel Reception Centre, Bournemouth.

On April 13, 1943, Fabian was assigned to No. 22 Operational Training Unit (OTU), Wellesbourne Mountford. OTUs provided airmen with the first opportunity to train aboard the aircraft on which they would fly combat missions. Formed in April 1941, No. 22 OTU trained night bomber crews aboard two-engine Vickers Wellington aircraft.

After completing the OTU’s program, Fabian proceeded to No. 1659 Heavy Conversion Unit (HCU) on June 17, 1943. HCUs were designed to transition air crew from two-engine to four-engine aircraft. Based at RAF Topcliffe, No. 1659 HCU provided training experience aboard four-engine Lancaster bombers. Fabian spent three weeks with the unit, after which he was assigned to active duty with No. 419 Squadron on July 10, 1943.

Established at Mildenhall, UK, in mid-December 1941, Fabian’s new unit was known as the “Moose” Squadron, in honour of its first Wing Commander, John “Moose” Fulton. The squadron initially flew two-engine Wellington aircraft, but began the transition to four-engine Halifax bombers in November 1942.

At the time Fabian and his crew mates reported for duty on July 15, 1943, the squadron was “in stand down” for a period of training. The novice airmen completed their maiden mission on the night of July 27/28 when their Halifax II bomber participated in a 14-aircraft raid on Hamburg, Germany. Fabian occupied the second gunner’s position in the aircraft. All planes returned safely to base, although “several sustained damage by flak.”

Two nights later, the crew participated in a second raid on Hamburg. On this occasion, the bomber’s pilot, Flight Sergeant J. M. Batterton, reported “one blinding flash seen immediately after bombing which lit up the whole surroundings.” Engine trouble forced one aircraft to return to base. The remaining 15 bombers successfully completed the mission without incident.

On the night of August 2/3, 15 aircraft once again departed for Hamburg, On this mission, poor weather conditions forced 11 crews to return to base before reaching the target. Three aircraft dropped their bombs on the German city, while one plane failed to return. Three days after his fourth operational mission—August 5, 1943—Fabian was officially promoted to the rank of Temporary Flight Sergeant.

Two weeks passed before Fabian’s crew returned to action. On the night of August 17/18, a fleet of 596 RAF bombers targeted Peenmunde, Germany, located on the Baltic coast. The mission was an attempt to destroy a secret location where Nazi scientists were developing “state of the art” rocket engines. A total of 17 aircraft from 419 Squadron participated in the massive raid.

The Halifax II bomber on which Fabian was second gunner departed from 419 Squadron’s base at 9:25 pm August 17. Also aboard the aircraft were pilot J. M. Batterton, navigator G. F. Parker, bomb aimer O. Jerome, wireless operator/air gunner D. A. Lloyd, flight engineer K. Dixon, and rear gunner Harold Urban Morris.

Fabian’s aircraft was one of three 419 Squadron bombers that failed to return following the mission. According to the unit’s operational records, “[its] last position… was when it was given a second class fix from Hull at 04.26 18/8/41 [at] position 53 [degrees] 57’ N 03 [degrees] 02’ E. Nothing further has been heard from it since that time.”

A later report indicated that the bomber was forced to ditch in the North Sea approximately 24 miles off the coast of Happisburgh, Norfolk, UK. Its circumstances at the time remain a mystery, as no trace of the seven crew members was ever found. On August 18, 1943, RCAF officials notified Rose Power by telegram that her son Fabian was officially “missing.”

Several months passed before the Power family received an update. On June 23, 1944, a second telegram informed Rose that Flight Sergeant Fabian Power was “now ‘presumed dead’ 18-Aug-43 for official purposes.” As none of the crew’s remains were recovered, their names were inscribed on the Air Forces Memorial later erected at Runnymede, UK, in memory of more than 20,000 British and Commonwealth air crew lost during the Second World War, all of whom have no known graves.

Fabian’s loss was the third tragedy to impact the Power family in less than a year. On November 27, 1942, Fabian’s father William Patrick died from injuries received when he was struck by a truck on Main St., Mulgrave, during a snow storm. He was 84 years old at the time of his death. Fabian’s older brother, Michael William, had enlisted for service with the merchant marine and was completing a training program at the Engineer Instructional School, Prescott, ON, when he was killed in a boiler explosion on June 4, 1943, only two and a half months prior to Fabian’s fatal fifth mission. Two other Power boys, John O’Neil and Samuel Sylvester, served during the Second World War and safely returned home.

Portrait of Fabian Power courtesy of his niece, Martina (MacDonald) Hatchette, Antigonish, NS. Special thanks to Dan Fougere, Havre Boucher, NS, who contributed valuable information on Fabian's Power ancestry.