Illustrated
Chronicle
of Three
Generations

John G.
Fletcher
(1911 - 2002)

Chapter 14:
War Years
1939 - 1945

Throughout this biography, the reader may find it useful to refer to the following:

Chapter(s):	Title:	Period:
One	Fletchers as Celts, Scots, and Highlanders	BCE 6000 to 1800
Two	From the Highlands to Canadian Homestead	1800 to 1900

Chapter(s):	Title:	Period:

Three to Ten	James Fletcher III (my grandfather)	1878 to 1972

Chapter(s):	Title:	Period:

Eleven	John Fletcher: Early Years	1911 to 1917
Twelve	School and Adolescence	1917 to 1929
Thirteen	Depression Years	1930 to 1939
Fourteen	War Years	1939 to 1945
Fifteen	Higher Education at U of T	1945 to 1949
Sixteen	Teaching	1949 to 1965
Seventeen	Librarianship and Golf	1965 to 1973
Eighteen	Retirement and Senior Golf	1973 to 1985
Nineteen	Senior Golf and Songsheet Collecting	1985 to 1995
Twenty	The Nineteenth Hole and Cruciverbalism	1995 to 2002

Chapter(s):	Title:	Period:

Twenty-one to Fortynine	The Life of David Fletcher	born 1955

Chapter Fourteen:
War Years
(1939 to 1945)

14.1 Nazis: "The Sky is Falling" (5)
14.2 RCAF Training: Winnipeg, Toronto (1939)
14.3 Esther and Family Back Home (1939 - 1945)
14.4 General Context of War in the North Atlantic
14.5 U-Boat Search and Destroy Missions: Halifax to Bahamas
14.6 Times in the Bahamas
14.7 Playing in the RCAF Band
14.8 JGF, James Doohan, & Arthur Hailey
14.9 Blair Lang, Doc Jim, and Lasting Friendships
14.10 Murray Mackness in the Navy
14.11 Turning Point in the U-Boat War (May 1943)
14.12 Marriage to Esther Mackness (30 Dec. 1943)
14.13 Victory, Honourable Discharge, and Return Home
14.14 The Forest St. Home, Tilbury (1945)
14.15 The Move to Toronto (1945)

Chapter Fourteen:
War Years
(1939 to 1945)

14.1 Nazis: "The Sky is Falling" (5)

The catastrophe of the fascists becoming militarily aggressive is considered the fifth great incident of "the sky falling". The first had been the conquest of the Celts by Rome; the second had been the conquest of the Scots by the English (including the Highland Clearances, which had provoked my family's migration to Canada); the third had been father Jim's business catastrophe in 1929; the fourth had been the family's experience of the Great Depression since 1930.

Hitler's goal for an empire worthy of a great world power, including space for all of its citizens, began with the annexation of Austria in 1938. 'Anschluss' was completed on 12 March, 1938, when Hitler rode triumphantly into the land of his birth with crowds cheering. Next, Hitler successfully invaded Chezchoslovakia and turned his attention toward Poland. At Munich, the Allies were placated that Hitler was satisfied. But on 1 Sept. Hitler invaded Poland with a 'Blitzkrieg', or lightening war. The Molotov-Ribbentrop Pact, signed between USSR and Germany, ensured that Hitler's army could enter Poland without opposition from Stalin. While Germany occupied the Western half of Poland, the Red Army occupied the East.

France and Britain upheld their promises to Poland and give Hitler an ultimatum. By the deadline of September 2, Hitler was still continuing his attack, having by then bombed over 21 Polish cities. The following day, both countries declared war on Germany. Canada maintained its neutrality for the first week of the war, waiting until September 10 to join the Allied cause.

On the Western Front there was little fighting. The French were confident that the Maginot Line could not be broken through. The Germans had similar fortifications on their Siegfried Line, paralleling the Maginot Line. Great Britain thought its navy could successfully blockade Germany and thus starve it out of the war. Because there was so little fighting, this period on the Western battlefields was referred to as the "phony war."

The war at sea, however, was active. Germany launched a counter blockade against the British. Nazi submarines, mines, and depth bombs sank many Allied merchant and passenger ships.

In 1940 the Germans over-run Belgium and France. It became known what the Germans were doing in the territories they occupied. People believed that the Nazis fully intended to enslave the world. The Fletchers became more and more concerned for the fate of the United Kingdom and their own fates.

That September of 1939, John, intending to join the air force, paid particular attention to the air war. To prepare for the invasion of England, called "Operation Sea Lion", the German forces focused the Luftwaffe on bombing the cities of U.K. including Glascow and Edinbourough. The conflict takes place exclusively in the air as Hermann Göering's forces bomb British targets for over nine months. Only after Hitler changes tactics to start bombing during the day can the RAF claim a narrow victory. Helping the Allies along is the fact that the Luftwaffe must travel extremely long distances in order to bomb its targets. The RAF fights over their homeland, ensuring pilots can bail out and still be safe. Also, radar now guides British fighters to German aircraft. British intelligence has also been able to crack the Enigma code system. On September 17, Hitler cancels Operation Sea Lion. By May 1941, 35,000 tons of German bombs will have dropped on Britain; London itself received 18,800 tons. Hitler's decision to invade the USSR and retract Operation Sea Lion would become one of the turning points in the war.

.

.

.

14.2 John and Arch's RCAF Training: Winnipeg, Toronto (1939)

Commonwealth Training Programmes

In the 1930s, anticipating war, the British established a large pilot training facility in a remote part of one of their allies. The Nazis did the same. The British sent their young men to be trained to the steppe in Canada. The Nazis sent their young men to be trained to the steppe in the Soviet Union! Why the USSR? Because the Treaty of Versailles precluded Germany having an airforce. So the Luftwaffe began as a secret organization training in far away Siberia unbeknownst to the West.

War, September, 1939

In 1939 and 1940 it seemed as thought marching Nazis were taking over the world. As opposed to war as the Fletchers were, it was obvious that someone had to stop them. 10 September, 1939 was the first time Canada declared war, and it remains the only time Canada has ever declared war.

John and Arch Volunteer

Both John and brother Arch volunteered and joined the RCAF. John's service number was J46835. They were sent to Canadian Forces Base (RCAF Station) at Paulson near Winnipeg, Manitoba, to be trained as Pilots Officers and Flight Lieutenants. This was part of the British Commonwealth Air Training Plan (BCATP), the RCAF's major undertaking on the home front in World War II. Without this training program, the Allies could not have matched the massive air power of the Luftwaffe.

Signing up was an unlimited contract with the government. Servicemen could be required to do anything, including give up their own lives.

Arch's Letters to John

Throughout the war, John and Arch were separated, but they corresponded regularly. In one letter, Arch reveals one of his great disappointments at this time. It was that he was not able to drive the car which he had passed the 1930s saving for. He had finally bought his dream car in 1939, just before war broke out. In his letters to John, he expresses the depths with which he misses the Ford coup (a model 91), going on about it's horsepower (30) generated by the eight cylinder engine, and its other attributes. He also mentions that he misses his wife Edith and how it sucks that he is not around to see his new baby daughter.

Arch and Edith in Manitoba

When stationed in Manitoba, Edith was able to live near by in Rivers, Manitoba. Whenever Arch got a "48" (a 48 hour leave) they would go to Winnipeg and let loose at a night spot dance hall called "the Cave".

Arch and Edith Married and Living in Aylmer

In 1940, Arch was sent to Aylmer where we taught at the ground school called ITS (Instrument Training). After a three month engagement, Arch and Edith married on ___________. In his letter to John, dated 22 February, 1941, Arch invites John to visit during his next leave. Arch wrote that he and Edith had "...a spare bed and a smart girl next door. What more do you need?" On a more serious note, he ends the letter with a desire to see John because it may be their last chance to see each other before they are shipped off.

Training in Manitoba

In Rivers, Manitoba, John also took his A.O.S. training. He was instructed in bombing using 20 lb smoke bombs. John brought one of these back home with him on one leave, and this bomb was always a presence in the basement of 51 Beaufort Road.

John's training at B and G school also included Browning machine gun training.

Arch advises John in a 1940 letter that only the top third in class will be commissioned. To be commissioned though was worth the effort. Getting one's "wings" meant getting "flight pay" which Arch wrote: "it ain't hay."

John additionally took navigator's training. A photo of John in his flight suit, is shown below.

.

.

.

.

.

.

.

.

.

.

Comparison with Ancient Celt Warrior

The clothes that Canadian air force combatants such as John wore to go into battle are shown above. Flight suit to fight the cold. Parachute in case they had to bail. Side arms. Behind John his airplane can be seen. His plane and arnaments will be described below. All of these can be compared with what the ancient Celtic warriors had. These distant relatives wore only a torque around the neck (-it bears repeating: ONLY a torque), and fought with a sword, as shown below:

So while clearly the ecoutrements of battle had changed in 2,000 years, the enemy had not. Celts were still fighting Teutons and Romans (now Germans and Italians) just as they had 2,000 years ago. Note that the image above is of a dying Celt. This reflects another difference between the ancient times and mid-twentieth century: this time the Celts won. While this Celt was killed in battle; John was not.

Training in Toronto

John also received some training in Toronto. At this time, John would receive leaves and on each "48" he would go and visit Esther, friends, and family back home. Interestingly, people in the military were paid so poorly that even the train fare for such trips was too much for John. He would buy a ticket from Toronto to London, and then hitch hike from there the rest of the way.

Decision: to Teach Flight School or Go Overseas, 1941

Being teachers before the war, both Arch and John had a choice available to them which others did not. They could chose to be sent overseas or they could stay at home and be instructors at an ITS (Instructional Training School) -- flight school. This decision was discussed in a series of letters between John and Arch. Initially they seemed to be considering both options. Of course, mother Ada was all for teaching. She stressed the value of using their teaching skills and urged them both to do this. In one letter from Arch, dated 8 August, 1941, Arch made the case for going overseas. He did not appeal to patriotism or duty, but rather wrote about the adventure and advantage to be had by going overseas. Soon thereafter, they were both adament about going overseas. They agree that going overseas is better than being a "Joe at an ITS".

Arch Sent Overseas

Arch was sent to the Midlands in England. From there he flew bombing runs over Germany. During this period Arch and Edith, and John and Esther all corresponded with each other. One very sad letter followed the Dieppe raid of 19 August, 1942. Arch asks John if he has seen the casualty lists. Arch knew eleven collegues who died there. He wrote: "What a bloody show."

Edith Gives Birth to Judith Ann, 1942

On 11 November, 1942, John received a telegram informing him of the news which he eagerly awaited. The telegram was "from" the newly born baby named Judith Ann Fletcher, and said simply "Arrived safely. Your niece." She had been born the day before. I can only guess that Arch received a similar telegram. In several letters, Arch promises that his daughter "will have opportunities which we were practically denied."

Arch Receives His "Wing", 1943

After completing the last of the many requirements, night flying time, Arch recieved his promotion to Flight Leutenant, called a "wing", on 9 July, 1943. Arch's letters then took on a more serious tone, commenting upon the number of friends that they have lost. He wrote about getting up at 0400 for the daytime bombing runs over Germany. He did this four times per week. He wrote on 27 April, 1945: "enough of this bunk".

Doc Jim Sent Overseas

In July, 1943, John's best friend, Doctor Jim Richardson was also sent overseas.

Canadian Forces in the Air

Canadian graduates of the British Commonwealth Air Training program numbered 72,835 by the end of the war.

Over 232,500 men and 17,000 women served in the RCAF for the duration of the Second World War. This made Canada's RCAF the fourth largest air force in the world at the time.

Nazi Forces in U-Boats

Over _______ men served on 1,120 U-Boats during the war. This was the largest submarine fleet in the world. Most of these U-boats hunted ships in the North Atlantic.

.

.

John and Arch ______________ John's war service identification number was "J4685".

7 December, 1941, "The Day of Imfamy" Japanese forces attack the US forces at Pearl Harbor. By air and by sea, they manage to almost completely obliterate the Pacific fleet. The next day the U.S. declares war on Japan and becomes an Allied force. War rages in the Pacific. Within a few hours, Japan attacks Guam, Pearl Harbor, Hong Kong, Manila, Thailand, Singapore, Malaya and many other strategic locations.

.

.

.

.

History of World War Two websites

History

.

.

.

14.3 Esther and Family Back Home (1939 - 1945)

Esther

John was granted a leave (furlow) for the Christmas holidays, December, 1939. He took Esther out to the premiere of "Gone With the Wind".

During the war years, letters to John from collegues were sent to 68 Selkirk St. Chatham, Ontario.

Esther's Brother Murray in the Navy

John's Sister Marjorie Nursing

During the war years, sister Marjorie worked as a nurse at Victoria Hospital.

Arch Marries Edith, 1941

On a brief leave, Arch returned home and married Edith Early (born 1918).

Death of Grandmother, Isabella, 1942

John's grandmother, Isabella, died on 24 May, 1942, at the age of 94. Had she lived one more month, Isabella and John II would have celebrated their 70th wedding anniversary.

Death of Aunt Grace, 1943

While the death of his mother was not a complete shock because of her advanced years and failing health, the death of aunt Grace on 26 May, 1943 was indeed a disappointing surprise.

Death of Uncle Jack, 1943

A letter from Jim to son John (dated 14 June, 1943) recounts the story of the death of uncle Jack Williams in the mid-air collision of two RCAF planes during practice of close formation flying. These letters were written from McDonalds Corners.

Sister-in-law Edith's Letters to John

Edith wrote many letters to John. For example, in July, 1943, she asks when John and Esther will marry.

Father Jim's Letters to John

I have read a whole series of letters from father Jim to son John, and I imagine there must have been comparable letters from Jim to son Arch.

July 1943 Jim wrote: "Your card posted from Bermuda gave me quite a thrill and I would certainly have liked to have taken the trip with you. You are getting a great experience that very few can have either through age or other handicaps." This optimism masked the fact that Jim feared deeply for the life of his two sons in the war.

Edith Gives Birth to Judith Ann

As mentioned above, on 10 November, 1942, Arch's wife Edith gave birth to their first child, Judith Ann Fletcher. Telegrams were sent to John and Edith saying simply "Arrived safely."

Death of Grandfather, John II, 1943

A few months later, on __ November, 1943, Jim's father, John II, died at the age of 98 years and eight months. Jim writes that his father's mind was clear right up until the end, which came quickly: "...a hearty man up to the last." All three were buried in the Stewart Cemetary. With John II's passing, this ended, what I call in my Fletcher Family Tree the "third generation before me".

1940s Hard on Father Jim

So many deaths weighed very heavily on father Jim. He had been away from home working for all of these deaths --and this is a terrible thing for a Highland Scot. He feared that he would also be away and receive word in this way of addtional deaths. And so he resolved that he would rather go without income than be away from home. He started the process of moving back to Tilbury in the Fall of 1943 and by 1944 all at Macdonalds Corners was closed. After the summer of 1944 he would never again willingly leave Tilbury for any extended period.

The photo at right, shows John and Arch on one of their furlows back home. Marjorie is between them. This is 1941.

John's Engagement to Esther

John would soon follow Arch's lead, and become engaged to Esther Beartrice Mackness in the summer of 1943.

One reference to this engagement is in a letter from Jim, still in McDonalds Corners, to John dated 5 July, 1943. He is just closing down the mill and says he hopes to be home around 23 July and "I hope you havn't the date set for your wedding before this date as I couldn't very well get away before this date."

John's Marriage to Esther

John's leave to marry did not come until December. He travelled from Halifax, Esther (with Ada, Marjorie, and Mrs Maude Mackness) from Chatham, and they met in Ottawa. John and Esther were married 30 Dec. 1943 (see section 13 below).

.

.

.

14.4 General Context of War in the North Atlantic

Issue of Conscription

The general context of the war in 1941 and 1942 was that it was not going well at all. It seemed that many more men would need to be pressed into service. But Prime Minister Mackenzie King had promised not to introduce conscription, in order not to alienate Quebec. And so the Liberals held a national plebiscite to release the government from this promise. The vote went in their favour, but King adopted the policy of "not necessarily conscription, but conscription if necessary." By successfully avoiding another conscription crisis, King won re-election in 1945.

The Importance of the North Atlantic in Supplying Britain

Winston Churchill, after the war was over, would say:

"The Battle of the Atlantic was the dominating factor all through the war. Never for one moment could we forget that everything happening elsewhere, on land, at sea, or in the air, depended ultimately on its outcome, and amid all other cares we viewed its changing fortunes day by day with hope and apprehension."

Allied Shipping

Shipping between North America and Britain was a critical aspect of supporting the defence of Britain. And if Britain were to fall to the Nazis, then the Allies would not have a European bridgehead. They would not have been able to invade Europe from North America. After 1943, shipping was important not just to support Britian, but also to build up men and material in England in preparation for the invasion planned for the summer of 1944. Before this build-up would be possible, the Allies had to first secure the Atlantic. And the Atlantic in the early 1940s was anything but secure. In the period between ______ and _____ , ____ ships were sunk ( with the loss of ___ men and ____ tons).

There was heated debate between the Royal Navy and Coastal Command on the one hand and Bomber Command (under Air Marshall Harris) on the other over whether long range bombers should be used for the strategic bombing offensive on Germany or for keeping the Atlantic open. The decision was taken at the Allied Casablanca Conference in January of 1943, the task of securing the Atlantic was assigned top priority. By February, 1943, two squadrons of B-24Ds (Liberator IIIs) were re-assigned from Bomber Command to anti-submarine patrol. Despite these new planes on patrol, losses were still increasing. Losses peaked in March, 1943, with a million tons lost.

The lion's share (over 70%) of the damage done to allied troop ships and merchant shipping was due to German U-boats. Therefore, the U-boat fleet became one of the prime target of the war.

U-Boats

At the beginning of the war, submarines on both sides of the conflict were more like submersible motor torpedo boats than true submarines (in the modern nuclear sense). They did not have very sophisticated snorkle systems for running their diesel engines while submerged. Therefore they could only run under the surface for short periods, then had to re-surface to run their diesel engines and re-charge their batteries. For long distances, they relied on moving while surfaced.

But once snorkles were developed and brought into service in 1942, the U-boats could stay under longer and effectively move while submerged. As a result they became more aggressive and ventured closer to the ports and convoys. Their primary targets were the troop transport ships ferrying soldiers from Halifax to England.

Sub Search and Destroy

The largest single cause of damage to the U-boat fleet was shore-based allied aircraft. 35% of all U-boats sunk were sunk by planes flying out of places such as Yarmouth, Nova Scotia.

The RCAF

The wartime RCAF consisted of three main parts. The first two of which were based in Canada: The British Commonwealth Air Training Plan and the Home War Establishment. The latter was to deploy thirty-seven squadrons for coastal defence, protection of shipping, air defence, and other duties in the western hemisphere. The third part of the RCAF had its headquarters in London, England, and was called the Overseas War Establishment. By the end of the war it had forty-eight squadrons serving with the Royal Air Force in Western Europe, the Mediterranean and the Far East.

On the first of January 1944 the RCAF reached its peak wartime strength of 215,200. This total included all ranks --and also included 15,153 women. 104,000 were in the British Commonwealth Air Training Plan, 64,928 were serving at home and 46,272 were serving overseas. There were 78 squadrons in service: 35 overseas, 43 at home (of which six had been ordered overseas and were in the process of moving when the war ended). Information about some of these veterans can be found in the website of the Canadian Virtual War Museum.

Arch in Bomber Command

Younger brother Arch served overseas, in Bomber Command No. 6 (RCAF) Group. This group included 14 Bomber Squadrons and was under the command of the RAF Bomber Command.

John in Coastal Command

John was assigned to Coastal Command, Number 5 Squadron, and flew out of RCAF stations at Dartmouth and Yarmouth, near Halifax, Nova Scotia, on a patrol down to Bahamas. Their symbol is shown at right. See Orders of Battle. This group ran search and destroy over the New England coast, looking primarily for German U boats.

Operational History of 5th "Gannet" Squadron

VOLANDO VINCIMUS - "By Flying We Conquer"

This squadron flew 3,848 sorties logging 27,117 operational flying hours, and 8,197 non-operational flying hours. Crews of this squdron engaged enemy U-boats 17 times. Of these 17 attacks, one led to a victory. A crew of this squdron sank a U-Boat on 4 May, 1943, flying in a Canso A 9747 'W'. Their mission was to fly from Gander and provide close convoy support. The U-boak they sunk was number U-630, and this was the fourth that Eastern Air Command had sunk. This squadron suffered no operational casualties. Three aircraft were lost during Non-Operational flights, killing 11 aircrew.

There were several squadrons other assigned to "Coastal Command". By 1943 there were seven squadrons -including air and ground crews. The East Coast Air Command had four squadrons, numbers 407, 415, 413, and 423. The latter two were equipped with flying boat aircraft. The West Coast Air Command had three squandrons, numbers 404, 422 and 162. See Squdrons.

In 1942, Donitz had 400 operational U-boats with 100 on active duty in the North Atlantic at any one time. And this total number of operational submarines was increasing. The German war machine was producing new U-boats faster than the Allies were sinking them. They travelled in predatory packs of between 6 and 12 U-boats. They were called "Wolf Packs".

During this period, 1941 to 1943, it was tough going. But in 1943, there was not an increase in the number of planes, but also allied planes were equiped with a new stronger radar system. It was a High Frequency Direction Finding (HF-DF or "Huff-Duff" set) operating at a wavelength of 10 cm. This made the U-boats easier to find, thereby denying them their essential freedom to maneuver at will.

At this time, there was also a change in tactics. Up until March, 1943, secret German information intercepted using "Enigma" code-breaking efforts was used to direct convoys away from the Wolf Packs. Starting in March, the Enigma code intel was used to direct planes in pursuing and trapping the U-boats. By May, 1943, the combination of numbers, technology, and tactics was successful in turning the tide. That month alone, 41 U-boats were sunk. With the decline in the number of U-boats, shipping losses also fell off.

While ths new radar and improved tactics helped, the situation was confounded by two factors. First, the Germans were also introducing new technologies into the U-boats --in addition to the snorkels mentioned above. Number 10 "North Atlantic Squadron", which flew out of Yarmouth. The squadron was formed as a Bomber unit at Halifax, Nova Scotia on 5 September 1939. Mobilized on the 10th, and redesignated Bomber Reconnaissance on 31 October, the squadron flew Wapiti, Digby, and Liberator aircraft on East Coast anti-submarine duty. It established a record with attacks on 22 U-boats, including 3 sinkings, and won the proud but unofficial, title "North Atlantic Squadron." The squadron was disbanded at Torbay, Newfoundland on 15 August 1945.

Airplanes John Flew

John flew several different planes.

The Canso
One of the planes John flew in anti-Uboat patrols was the Canso (see below). There were 224 Cansos in the RCAF and it was one of the most successful Canadian aircraft built. It was similar to the American Consolidated Catalina flying boat, which was amphibian.

The Digby
One was the Douglas Digby, shown at right. It was known to Americans as a B-18 "Bolo".
The Liberator
Another plane he flew was the huge "Liberator". This was similar to but larger than the big four-engine Halifax. The later was a common plane in the war. It was produced by Lockhead in the U.S. and the Americans called it the B-25 "Hudson".

The Lancaster
The largest plane he flew was an Avro Lancaster, shown below:

Convoy Escort

In addition to the regular "recon" route to the Bahamas, sometimes they would perform convoy escort. Instead of hovering over a convoy, the planes flew ahead and to either side of the route. This prevented the formation of Wolf Pack lines laying in wait for the convoy. This Squadron flew sorties 3,414 during the war. logging 30,331 operational and 7,976 non-operational flying hours.

Victories

This squdron recorded three victories:

U-Boat 30 October 1942, Digby 747 "X" from Gander with F/L D.F. Raymes and crew - returning from patrol of convoy ON140, sank U-520 with four 250-pound depth charges at 4747N 495OW. This was the squadron's seventh attack and Eastern Air Command's third kill.
19 September 1943, Liberator 586 "A" from Gander with F/L R.F. Fisher and crew - returning to Gander from Iceland after escorting Prime Minister Churchill (returning in HMS Ronown from the Quebec Conference ONS18) sank U-341 at 584ON 253OW, Eastern Air Command's fifth kill.
26 October 19431 Liberator 586 "A" from Gander with F/L R.M. Aldwinkle and crew - convoy escort: sank U-420 at 5049N 4101W after an hour-long engagement, Eastern Air Command's sixth and last kill.'

The Squadron suffered casualties as follows:

Operational:
- 7 aircraft;
- 25 aircrew, of whom 24 were killed or missing, 1 wounded.
Non-operational:
- 27 fatal (including 3 drowned), 6 non-fatal.

14.4 Snapshot of B-25 Mitchel or "Hudson", John, and flight crew.

14.4 Snapshot of both flight crew and ground crew.

Web sites on WWII pilots and planes

The main mission of John during the war was to fly maritime reconnaissance between Halifax and Bermuda.

John and his crew of four others flew an American B-25 Mitchel Bomber (called a "Hudson" by Canadians). See at right. They ran search and destroy missions looking for German U-boats. These planes came to the RCAF under the U.S. "Lend-Lease" program, which started 23 October, 1941. The photo below shows what the interior looked like.

.

.

.

14.5 U-Boat Search and Destroy Missions

Maritime reconnaissance and anti-submarine patrols consisted of days and weeks of flying over the North Atlantic without seeing anything at all. But still, the plane crew had to be vigilant and always on high alert because when a sub was spotted, the action was fast and furious. Their prey appeared from up close as shown below, but of course, in practice they were searching for dots on the horizon.

Bomb Attack on U-Boat
An encounter with a submarine would proceed as follows. Immediately upon sighting it, the pilot opened up the throttle and dived, taking a course straight in the direction of the target. The maximum dive angle was 10 degrees. Any more than this and they would be unable to pull out of the dive. This maximum dive angle, and visibility condition, determined the optimal flying height. They wanted to be at just the right altitude when they first sighted the sub, that they would be just above the water by the time they arrived over the sub. The intention here was to dive at the sub as quickly as possible to give them too little time to submerge. Once below the surface the sub was impossible to find. The idea too was to give them the minimum of time to prepare their defences. But the Germans were usually quite well prepared, and they started shooting even before the plane came into range. This served as confirmation that it was indeed a U-boat and not an Allied sub. An Allied sub would not fire on a plane because there were no German planes in this part of the Atlantic. The sub's guns were larger than the plane's with a larger range. And therefore the sub always started firing before the plane started.

Because the U-boats hunted in packs, sightings generally meant coming upon two or three subs at one time. Each would have a dozen Germans on the deck and each would be firing at the plane. Their guns fired 20 mm tracer shells. They knew that the plane would have to come very low and very close to do any damage to them. They started shooting early, because the odd shell would make it's way all the way to the plane. Each shell would punch a hole in the plane about 3 inches in diameter. When this happened the whole plane shook with great force. Some shells would come right through the windshield just missing the pilot or co-pilot. Each shell would send debris flying throughout the plane. The debris included red-hot jagged bits of metal, broken glass, etc. And of course, the odd shell would kill or seriously injure someone on board. More often than not, however, the shrapnel was small and nothing more than bothersome. It would puncture the flight suit and cause some bleeding, but nothing that would prevent the airman from doing his job. As they approached the sub, the firing got more accurate and more and more shells would hit.

To have any chance at all, the plane had to fly right into the source of the firing. Evasive manuevers would do some good, but not much. The dive run would take perhaps two minutes, during which time they were constantly under fire. During this time, the radio operator would give the precise location of the sub, just in case this first attack went in favour of the Germans. The pilot bottomed out the dive at 50 feet. From this distance, the men could see each others' faces and even eyes. When they finally reached the U-boat, the bomber, John, would let go a depth charge. He would only get one crack per dive and so it was critical. No one on board liked the idea, if he missed, of having to circle around and repeat the dive attack. When this happened, the Germans had time to reload and were always ready for them. Each dive run resulted in the plane being shot up pretty badly and brought into question whether they would be able to make it back home. More than one attack on a sub was virtually suicidal.

14.6 Times in the Bahamas and Bermuda

Bermuda

After the war was over, John wrote an essay based on the rought notes that he made about his 1941 first impressions of Bermuda. The text of this essay is as follows:

We circled Kindley Field at the east end of the Bermudas. We could identify from our air maps the five principal islands, namely, Main Island, with the smaller islands of St. George and St. David to the east, and farther away to the west the islands of Somerset and Ireland. There were numerous little islets in the group; I should say at least one for every day of the year. The view was one of exquisite beauty; more beauty to the square foot than any other part of the world. Down there were the quaint little white houses contrasting with the green of the hillsides. Surrounding this paradise lay the beautiful iridescent ocean with its shades of turquoise blue and lavender. It was truly a sight to defy the artist's brush!

We landed on Kindley Field, which is located on the island of St. David. R.A.F. officers met us, gave us a hearty welcome and drove us a mile or so in a jeep to "ops" office. From here we boarded a little gasoline ferry to cross over to St. George. A good many of the passengers were coloured. They impressed me as being very good natured and contented. In conversations I found them to be polite and intelligent, moreso, I should say, than the average darkie of an American city, say Detroit. From one native Bermudian I learned that Bermuda's school system was unique. There were no government schools, no denominational schools except Mount St. Agnes Academy, no free schools, and no mixed schools of white and coloured. The system is one of private schools aided by government grants.

In a few minutes we had crossed the harbour to the ancient town of St. George, named in honour of Bermuda's first settler, Admiral George Somers. Most of the passengers rode away on bicycles. It seemed strange to see no cars! The narrow streets brought to mind scenes of the Holy Land. They are lined with quaint white buildings made of pure white coral sandstone. The roofs are immaculately white-washed to purify the rainfall, for rain is the only fresh water supply on the islands. Masses of oleander, hibiscus, and royal poinciana bordering the lanes give a delightfully bright contrast to the dark green of the cedars.

On route to the U.S.O. St. George Hotel we read such odd street names as Old Maids' Alley, Featherbed Alley, and one Gun Alley. We had to go up several steps to reach our hotel on Rose Hill. Beneath the terrace of the hotel lay King's Square, with the blue sea on one side and a pink-coloured inn on the other. On the corner is White Horse Tavern where they serve fish chowder made with rum and sherry.

After checking in at the St. George a friend and I decided to stroll through the town and see its points of interest. Rose Hill has an attraction because of its association with poet Thomas Moore. His "Odes to Nea" have formed part of the warp and woof of local tradition. Here lived Hester Louise Tucker, the young wife of William Tucker. Tom Moore met the young bride at Walsingham and soon the poet was calling her "Nea" and writing love verses of this order:

Nay, tempt me not to love again,

     There was a time when love was sweet;

Dear Nea! had I known thee then,

     Our souls had not been slow to meet."

The amorous tone, needless to say, was not appreciated by "Nea's" husband who would never allow a volume of Moore's poetry into his house. On the other hand, two of William Tucker's great grand-daughters were named "Nea".

We stroll down York Street past the taverns and shops to St. Peter's Church, the "Mother Church" of Bermuda. The first English church in the western world was built here. It has blown down several times and the present St. Peters's is not nearly as old as people would have you believe. Even so, it is interesting. Inside are the beautiful communion vessels and the christening bowl that King William III sent to his people. As we left St. Peter's we wandered through the quiet graveyard. Here we saw "Nea's" tomb and many others in honour of the famous Tucker family.

From here we went down Featherbed Alley to Somers' Gardens, where a collection of rare tropical and semi-tropical plants attracts many tourists. Of outstanding botanical interest is the group of ancient date palms. We found Somers' monument and tomb of great interest. The monument erected to commemorate three hundred years settlement of the islands is a shaft of native limestone with a bronze tablet showing in relief the stranded "Sea Venture". The tomb is the reputed burial place of Sir George's heart. On the way back to the hotel we mused on the Bermudians' love of tradition.

The next morning we rented bicycles and set out westward for Bermuda's Caves. On our way we crossed the Causeway linking St. George's Island to Main Island. We are now in the land of many caves, but will only have time to see the most spectacular of all, the Crystal Caves. Down, down, down we go, one hundred and fifty feet into a fairyland beneath the earth. Limestone stalagmites reach up to meet the stalactites above. The guide points out, among other fantastic shapes, the Palace of the Fairy Queen. At the bottom of the cave lies Lake Cahow which we cross on a pontoon bridge. We enjoyed this unique experience but welcomed the friendly sunshine outside.

From the Caves we continued westward along North Shore Road toward Hamilton. As is the practice of most tourists, we stopped at the Aquarium to see the strange fish. A few I remember are the trepangs, indolent objects that look like mountainous caterpillars, and pink angel fish floating among violet coral. There are fish as blue as bluebirds and fish as red as tanagers. Adjoining the Aquarium are the penguins, always amusing, and especially so when they break into a trot. Across from the Aquarium is the Fiddlewood perfume factory and farther on is the Lili factory where they extract oils from Easter lilies, jasmine, and oleanders.

At Hamilton we saw the House of Parliament, which is, incidentally, one of the oldest in the Empire. Here in the Assembly ist four members from each of the nine parishes. I was impressed with the number of fine churches in Hamilton. In the centre of the city is the Bermuda Cathedral built in the shape of a cross. As far as I could see the only lodge represented was the Masonic Order. On Front Street we were impressed by the vast number of people on bicycles and riding in horse-drawn carriages. The sounds of the horses' hoofs on the dry pavement, and the delightful warmth of the breeze from Hamilton harbour is a far cry from the January we know in Canada. If one is interested in trees, the finest specimen of rubber tree on the island will be found at the beautiful Par la Ville. This is out of our way and we must catch the ferry to cross the harbour.

In about fifteen minutes we landed at the Belmont Dock in Warwich parish. One of the island's finest hotels, the Belmont Manor, is located close by. We went up the winding paths to the hotel. On a later visit we had the privilege of staying at this fine hotel and time to enjoy its swimming pool and golf course. I was impressed by the large rooms and high ceilings. The unusual width of the doors was due the fact that John Wainwright, who built the oldest portion of the hotel, was crippled with rheumatism. He designed them so that his horse could be brought through the hall into his chamber where he mounted it from his bed.

We left the Belmont in a southerly direction toward what is known as the Middle Road. The drive from the hotel to this road is lined with the most beautiful natural arbor of oleanders in Bermuda. Across the road is Christ Church and farther to the west is Gibb's Hill and lighthouse, which we would like to see if we had the time. Our visit is short so we must now peddle eastward towards St. George. At St. Paul's Church we reach the South Shore Road. It is beautifully lined with towering royal palms. We passed several banana orchards and the most gorgeous fields of white Easter Lilies. We followed this road back past Neptune's Grotto where there is a subterranean passage between cave and ocean. At Walsingham we saw Tom Moore's place where it is customary to have a swizzle of rum. We crossed the Causeway and arrived at St. George, tired and ready for bed.

Next day we took off inour flying boat for Canada bringing impressions that will last for many years to come: impressions of little houses covered with violet bouganvillea, and groves of poinciana, and most important of all, the feeling of a better understanding of the delightful, natural, and unaffected people of Bermuda.

Bahamas

Golf in the Bahamas
While staying over at the Southern terminus of his search and destroy route, the Bahamas, John found the time to fit in some golf.

The Bahamas
He also took advantage of this, his first time travelling, to learn about this new culture of the Bahamas. The Bahamas, a colony of the United Kingdom, was prosperous at this time. It was made up of about 700 islands and islets covered with greenery.

The largest concentration of Bahamians dwell on New Providence Island, site of Nassau, the capital. Some residents claim descent from early English colonists, loyalists who fled North America during the American Revolution.

Britain had established two air force bases on the islands: one Royal Air Force bomber base to ferry new airplanes to European combat zones and another RCAF base to operate anti-submarine search and destroy operations.

The Duke of Windsor Becomes King Edward VIII
At this time there was great controversy over a man named Edward Albert Christian George Andrew Patrick David Saxe-Coburg-Gotha(23 June 1894 - 28 May 1972) known to the public as the Duke of Windsor, but who called himself David. In 1917 the British Royals had changed both the dynastic name and personal surnames of the family members from "Saxe-Coburg-Gotha" to "Windsor" to distance themselves from the German origin of their name. On January 20, 1936, Edward's father, King George V died, and Edward was proclaimed King Edward VIII.

King Edward VIII: Potential Quizling?

Edward was determined to marry his love, a married American named Mrs. Wallace Simpson. They had become lovers at a time in 1934 when his mistress Lady Furness was abroad on holiday. He attempted to gain the royal family's acceptance of the relationship. However, Edward's family, Prime Minister Stanley Baldwin, and British political leaders were absolutely opposed because of her Nazi connections. They were not blinded by her charms and saw her intentions as being highly suspect. It seems that she sought out relations with the heir to the British throne expecting the Nazis to be victorious in the coming war. She was believed to already be passing secrets on to the Nazis at this time, and was actively trying to prepare the King to become a Quizling for the Nazis.

Wallace Simpson
They needed to protect reputations, however, and announced instead that their opposition was because of her being a divorcee. He was head of the Church of England, which prohibited remarriage after divorce. She had already been divorced twice. Furthermore, they sincerely disliked her. Investigations revealed that, during the abdication crisis, as well as King Edward, Mrs. Simpson had at least two other regular lovers, one a car salesman, the other Edward FitzGerald, 7th Duke of Leinster, a close friend of the King. In addition Simpson was thought to have worked in a brothel in her youth.

Abdication Crisis
Through government pressure on the press, the relationship was kept secret from the British public until December 2, when the entire matter was revealed. Cries for abdication began the next day. Edward gave his family and the government an ultimatum to accept her or he would abdicate. They called his bluff and Edward submitted his abdication on December 10, 1936, and announced it to the public during a radio address the next evening, saying "I have found it impossible to carry on the heavy burden of responsibility and to discharge the duties of King as I would wish to do without the help and support of the woman I love."

On December 12, after Edward had already departed for Austria to stay with friends, his brother, now King George VI, named him the Duke of Windsor.

Marriage and Governorship of Bahamas
Mrs. Simpson's divorce became final several months later, and the two were married on June 3, 1937. They lived in France until the outbreak of World War II, at which time Edward accepted the governorship of the Bahamas offered to him by Winston Churchill. Edward remained in the Bahamas until the end of the war.

It was rumoured that Simpson was a Nazi and the Duke was at least a fascist sympathizer during World War II and was kept in the Bahamas to minimize his opportunities to act on those feelings. It is known that Hitler actively sought to install the Duke as a figure head in Britain if it was conquered.

Reports recently released showed that the FBI had bluntly stated in a secret memo in September 1940 that the duchess had been in constant contact with the German Ambassador to Britain (and later German foreign minister) and her lover, Joachim von Ribbentrop, and was leaking secrets to him. President Roosevelt had ordered covert surveillance on the duke and duchess starting in 1941. These reports also indicate that the Nazi agents she gave information to, were also her lovers. (Source: BBC)
.
.
.
.

.
.
.
.

.
.
.
.
.
.
.
.

.
.
.
.
.
.

.
.

.

.

.

B-25 Mitchell (Hudson)	vs	Nazi U-boat
	vs	.
	vs
crew of 5	.	crew of 50
Armnament: two to eighteen .50 cal M2 Colt-Browning machine guns and up to 3,200 lbs. of bombs or depth charges	.	Armnament:
Specifications: Type: medium bomber Manufacturer: North American Designation: B-25 Length: 52' 11" (16.13 m) Height: 16' 4" (4.80 m) Wingspan: 67' 7" (20.60 m) Weights: Empty 19,530 lbs Gross 28460 lbs Maximum 35,000 lbs	.	Specifications: Length: Height: Width: Gross Weight:
Propulsion: No. of Engines: 2 Powerplant: Wright "Cyclone" R-2600-92 12 cylinder air-cooled radial engine Horsepower: 1700 each engine	.	Propulsion: No. of engines: Powerplant: Horsepower:
Performance: Normal Range: 1,350 miles (2,172 km) with 3,000 lbs of bombs Maximum Range: 2,200 miles (3,540 km) with minimal bombs and ferry tanks Cruise Speed: 230 mph (370 km/h) Max Speed: 285 mph (458 km/h) at 15,000 feet Service Ceiling: 25000 ft (7619.6 m) (generally low, hunting)	.	Performance: Range: 1200 miles (1932 km) Cruise Speed: ... mph (370 km/h) Max Speed: ... mph (458 km/h) at Max Depth: 25000 ft (7619.6 m) (generally on surface, hunting)
Time from sighting sub to attack dive and dropping depth charge: 2 minutes	.	Time required for U-boat to submerge to safe depth: 4 minutes
Number of planes in North Atlantic hunting U-boats: ___	.	Number of U-boats hunting shipping: 1,120
Total Number of RCAF airmen hunting U-boats: ___	.	Total Number of U-boat sailors hunting shipping: 39,000
Of these planes, losses were: 7 bombers were shot down; 25 aircrew, of whom 24 were killed or missing, 1 wounded, in battle operations; another 27 fatal (including 3 drowned), 6 non-fatal, in non-operational flight;	.	Of these 1,120 U-boats: 250 sunk from the air; of these 250, 3 were sunk by John's squadron; 264 sunk by ships; 37 sunk by the combined efforts of ships and aircraft; 25 sunk by friendly (German) fire; 55 sunk, recorded as "missing in action"; 43 sunk in port by air raids; 35 sunk by mines; 3 were captured; 242 scuttled; 155 surrendered at end of War.
Of those lost, number shot down by U-boats: __ shot down by U-boats;	.	Of those U-boats sunk, 50 were sunk by Canadians, and of these 50, 17 were sunk by RCAF.
	.
	.
	.
	.
	.
	.
	.
	.
	.
	.
	.

IllustratedChronicle of ThreeGenerationsJohn G. Fletcher(1911 - 2002)Chapter 14: War Years1939 - 1945

Chapter Fourteen: War Years (1939 to 1945)

Chapter Fourteen: War Years (1939 to 1945)

14.1 Nazis: "The Sky is Falling" (5)

14.2 John and Arch's RCAF Training: Winnipeg, Toronto (1939)

Commonwealth Training Programmes

War, September, 1939

John and Arch Volunteer

Arch's Letters to John

Arch and Edith in Manitoba

Arch and Edith Married and Living in Aylmer

Training in Manitoba

Comparison with Ancient Celt Warrior

Training in Toronto

Decision: to Teach Flight School or Go Overseas, 1941

Arch Sent Overseas

Edith Gives Birth to Judith Ann, 1942

Arch Receives His "Wing", 1943

Doc Jim Sent Overseas

Canadian Forces in the Air

Nazi Forces in U-Boats

History of World War Two websites

14.3 Esther and Family Back Home (1939 - 1945)

Esther

Esther's Brother Murray in the Navy

John's Sister Marjorie Nursing

Arch Marries Edith, 1941

Death of Grandmother, Isabella, 1942

Death of Aunt Grace, 1943

Death of Uncle Jack, 1943

Sister-in-law Edith's Letters to John

Father Jim's Letters to John

Edith Gives Birth to Judith Ann

Death of Grandfather, John II, 1943

1940s Hard on Father Jim

John's Engagement to Esther

John's Marriage to Esther

14.4 General Context of War in the North Atlantic

Issue of Conscription

The Importance of the North Atlantic in Supplying Britain

Allied Shipping

U-Boats

Sub Search and Destroy

The RCAF

Arch in Bomber Command

John in Coastal Command

Operational History of 5th "Gannet" Squadron

Airplanes John Flew

Convoy Escort

Victories

14.5 U-Boat Search and Destroy Missions

See also:

B-25 Mitchell (Hudson)

vs

Nazi U-boat

vs

vs

14.6 Times in the Bahamas and Bermuda

Bermuda

Bahamas

King Edward VIII: Potential Quizling?

Next chapter Chapter 15: 1945 - 1949

Illustrated
Chronicle
of Three
Generations

John G.
Fletcher
(1911 - 2002)

Chapter 14:
War Years
1939 - 1945

Chapter Fourteen:
War Years
(1939 to 1945)

Chapter Fourteen:
War Years
(1939 to 1945)

Next chapter
Chapter 15:
1945 - 1949