ÿþ<html> <head> <meta http-equiv="Content-Type" content="text/html; charset=windows-1252"> <meta name="Author" content="G Christian Larsen"> <meta name="GENERATOR" content="Microsoft FrontPage 4.0"> <meta name="ProgId" content="FrontPage.Editor.Document"> <title>Adolphe Antoine Henri Jules Noel André DUCHESNAY (1922-2008)</title> </head> <body background="graphics/bgCanvas.jpg"> <div align="center"> <center> <table border="5" width="80%" bordercolor="#008080"> <tr> <td width="33%"><p align="center"><img border="0" src="graphics/Canada3DFlag1.gif" width="84" height="57"></td> <td width="33%" bgcolor="#FFFFFF"><p align="center"><img border="0" src="graphics/RCAFbadge.jpg" width="190" height="216"></td> <td width="34%"><p align="center"><img border="0" src="graphics/LestWeForget.gif" width="69" height="80"></td> </tr> </table> </center> </div> <p>&nbsp; <div align="center"> <center> <table border="5" width="80%" bordercolor="#008080"> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Name:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial"><b>DUCHESNAY, Adolphe Antoine Henri Jules Noel André, DFC and bar</b></font></td> </tr> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Nationality:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial">Canadian</font></td> </tr> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Regiment/Service:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial">Royal Canadian Air Force</font></td> </tr> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Rank:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial">Flight Lieutenant</font></td> </tr> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Service No.:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial">J/11502</font></td> </tr> </center> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Unit Text:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial">No.10 Squadron/ No.426 Squadron</font></td> </tr> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Date of Birth:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial">19 December 1922 - Chicoutimi, PQ</font> </td> </tr> <tr> <td width="25%" bgcolor="#008080"><p align="right"><font face="Arial"><b>Date of Death:</b></font></td> <td width="75%" bgcolor="#FFFFFF"><font face="Arial">08 August 2008 - Pointe-Claire, PQ</font></td> </tr> </table> </div> <p align="justify"><font face="Arial"><img border="0" src="photos-military/penn8b2Duchesnay_AAAH1.jpg" align="left" width="172" height="245"> DUCHESNAY, F/O Adolphe Antoine Henri Jules Noel André (J11502) - <b>Distinguished Flying Cross</b> - No.10 Squadron - Award effective 22 September 1944 as per <i>London Gazette</i> of that date and AFRO 2274/44 dated 20 October 1944. Born 19 December 1922 in Chicoutimi; home in Quebec; enlisted there 17 March 1941 following service with Royal Rifles of Canada and Quebec Artillery. To No.No.3 ITS, 27 May 1941; graduated 2 July 1941, promoted LAC and posted that day to No.21 EFTS; graduated 1 September 1941 and posted to No.9 SFTS. Ceased pilot training on 18 October 1941. To No.8 AOS, 9 November 1941; to No.4 BGS, 11 February 1942; promoted Sergeant, 28 March 1942 and posted that date to No.2 ANS. Graduated and commissioned 27 April 1942. To &quot;Y&quot; Depot, 28 April 1942. To No.31 OTU, 12 May 1942. To RAF Ferry Command, 1 June 1942. To RAF overseas, 15 February 1943. Further trained at No.10 OTU (Abingdon) and No.1658 Conversion Unit (Riccall). Reported to No.3 PRC, Bournemoith, 27 September 1944 for non-operational duties overseas. Repatriated 14 May 1945. Released 14 August 1945, settling in Sherbrooke. Died at Pointe-Claire, Quebec, 8 August 2008. Reported to have written his war memoirs, <i>&quot;Les anges gardiens de la guerre&quot;</i>, published 19 March 2008 by Carte Blanche. NOTE: Christian names also given as &quot;Adolphe Antoine Henri Jules Noel Andre&quot;.</font></p> <div align="center"> <center> <table border="0" width="70%" cellspacing="0" cellpadding="0"> <tr> <td width="100%"> <p align="justify"><font face="Arial">In air operations this officer has displayed skill, courage and devotion to duty of the highest order.</font></td> </tr> </table> </center> </div> <p align="justify"><font face="Arial">Public Record Office Air 2/9159 has recommendation drafted 28 July 1944 when he had flown 27 sorties (172 operational hours).<br> <br> Flying Officer Duchesnay was posted to No.10 Squadron in July 1943 and has now completed 27 sorties comprising 172 operational hours.<br> <br> He was the navigator of a Halifax aircraft detailed to attack Dusseldorf on the night of 3<sup>rd</sup> November 1943. On the way to the target his aircraft was attacked by enemy night fighters. The Flight Engineer and Wireless Operator were seriously wounded and a fire broke out inside the aircraft. Flying Officer Duchesnay with extreme coolness altered course and with great skill navigated the severely damaged aircraft back to this country although all navigational aids were rendered unserviceable. Four members of the crew received decorations for their part during the flight.<br> <br> Flying Officer Duchesnay continued to operate with great enthusiasm and he proved himself to be a fearless and most reliable member of aircraft crew. The aircraft in which he was the navigator failed to return from operations on a certain night in April this year. This Canadian officer, however, eventually reached this country. During his particularly successful and arduous operational tour he has operated against some of the enemy s most heavily defended targets including Berlin (three times), Nuremberg, Leipzig (twice), Frankfurt (twice), Mannheim, Essen and Hanover. I regard Flying Officer Duchesnay as a navigator of outstanding skill, and strongly recommend that his superb courage, skill and outstanding devotion to duty be recognised by the immediate award of the Distinguished Flying Cross.<br> <br> Public Record Officer WO 208/3320 has MI.9 report based on interview of 11 July 1944. He had left Gibraltar on 10 July and arrived at Whitechurch on the 11<sup>th</sup>. Pilot (S/L Trobe), bomb aimer (P/O Fernyhaugh) and flight engineer (name not recalled) believed safe in Holland at the time. Others in crew included a wireless operator (name not recalled, fate unknown), Flight Sergeant Mowatt (mid-upper gunner, believed POW) and Flight Sergeant Smith (rear gunner, in German hands in hospital in Holland).<br> <br> I was a member of a Halifax III aircraft which took off from Melbourne about 2330 hours on 22 April 1944 to bomb Dusseldorf.<br> <br> We reached our target although we had trouble with the engines while crossing the target area. On the way home the engines caught fire and caused the tanks to blow up. On the orders of the pilot we baled out.<br> <br> I came down in the middle of a canalised area at Helenaven (not marked on North-West Europe 1:250,000 Sheet 3) about five kilometres northeast of Liesel (E 6515). I buried my parachute and flying kit and walked all through the night (23 April). As it was Sunday and there were very few people about I continued on in daylight. Later that morning I rested for two or three hours. In the evening while I was waiting for dark before attempting to swim across a canal near Neerkant, about six kilometres southeast of Liesel, a man came up to me and asked me who I was. He went away and returned a little later with an English-speaking man and they took me to a hiding place in the woods just south of Sevenum (E 8214). There I met three Dutchmen in hiding and also three members of the Royal Air Force - Sergeant Kevern (No.12 Squadron), Sergeant Munsell Williams and Sergeant Firth, both of No.578 Squadron, RAF. We all remained in these woods until 11 May. On that day one of the boys was cooking on an overstacked fire and the hut, which was made only of wood and straw, caught fire. There was ammunition stored in the hut, and very soon both the hut and the woods were blazing fiercely.<br> <br> During this period I had been given some civilian clothes, but when we left to go and hide in the marshes I took my uniform with me. The clothes belonging to one of the Dutchmen had been burned and I gave him my suit and wore my uniform again.<br> <br> From 12-24 May I was in the hands of helpers. I decided to go on alone on 24 May as I was told that the organisation had been broken up. I also knew that the railways had been badly disorganized by bombing. My helpers wanted me to wait with the others until the invasion.<br> <br> At Helden (E 7904) I stole a bicycle and from there I cycled along the main highway. My bicycle did not have a plaque and I cycled through Holland, Belgium and France without ever being questioned about this. People living in country villages seldom seem to worry about plaques but I believe one runs a serious risk of being arrested if cycling without one in large towns.<br> <br> I crossed the Dutch-Belgian frontier at Ittervort that day (24 May). I side-tracked across some lanes and across the fields, and when I had passed the customs house I got back on the main road. I stopped at a farm at Diepenbeek (K 35) and after I had been given a meal I was allowed to sleep in a barn.<br> <br> The next morning (25 May) I cycled through Charleroi (J 60) and about five miles north of Beaumont I again stopped at a farm and asked for a meal and a bed. Before leaving Holland on my bicycle I had been given a suit of civilian clothes, and when I stopped at French farms I always had to ask three or four times before I was taken in. I speak fluent French and had great difficulty in convincing the farmers that I was not a German agent.<br> <br> The next day (26 May) I crossed the French-Belgian frontier somewhere near Beaumont in the same way that I had crossed the Dutch-Belgian frontier. That day I cycled on through La Capelle (O 2660). When I reached Vervins (Sheet 5, O 24) I stopped at a farm and was allowed to sleep in a barn. These farmers gave me some money and some bread coupons, and the next morning they took me to the railway station at Vervins. I had decided to abandon my bicycle as it was beginning to give me trouble. I went by rail to Laon (O 01) and during the journey we were machine gunned from the air.<br> <br> At Laon I found that the town had been badly bombed and I decided that it would be useless to try to find someone to put me up. I therefore went back to the station and spent the night there. There were about 200 Germans also spending the night in the station and during the night we had two alerts and had to go down to the shelters.<br> <br> The next day (28 May) I took the train to Tergnier (N 7928). While getting on the train I saw a woman with a small baby and a lot of luggage. I helped her with the child and luggage and travelled in the same compartment. At first I did not tell the woman who I was. When we came to Terngier we found that the trains had been stopped, and we therefore walked eight kilometres to Chauny (N 7423). After we had had a meal we caught a train in the afternoon for Paris. On the way I decided to tell this woman who I was and she said that she would do what she could to help me. She gave me some food coupons and I gave her my uniform, which I was still carrying, to put in her suitcase. In Paris she made an appointment to meet me the next day and told me to spend the night either in the station or in a hostel for bombed-out people.<br> <br> I spent that night (28 May) in the station and the next day I wandered round Paris. I did not meet the woman again. In the afternoon I tried to buy a ticket for Toulouse. I had some trouble at the booking office as I was told that all seats on the train had been booked for several days. I therefore told the woman that I was an escaped French POW, whereupon she gave me a ticket without further questions.<br> <br> I left Paris about 2000 hours, arriving in Toulouse the next day (30 May). On the train I spoke to a man in civilian clothes who, I thought, looked the  right type . I told him who I was and asked him if he could give me any help or advice. He told me that he had been a Sergeant in the French Air Force and when we arrived in Toulouse he took me to his flat. I stayed with this man (name and address not known) until 8 June and during this time he tried to find someone who would help me. Eventually I was put in touch with an organisation and the remainder of my journey, which I made with Lieutenant-Colonel Stephens (S.P.G. [G] 997) was arranged for me.</font></p> <p align="justify"><font face="Arial">DUCHESNAY, F/L Adolphe Antoine Henri Jules Noel Andre, DFC (J11502) - <b>Bar to Distinguished Flying Cross</b> - No.426 Squadron - Award effective 8 September 1945 as per London Gazette dated 21 September 1945 and AFRO 1704/45 dated 9 November 1945. Navigator to F/O A.C. Davies.</font></p> <div align="center"> <center> <table border="0" width="90%" cellspacing="0" cellpadding="0"> <tr> <td width="100%"><p align="justify"><font face="Arial">Flight Lieutenant Duchesnay has recently completed his second tour of operations and has proved himself to be an outstanding navigator of exceptional skill and courage. The extreme accuracy of the bombing done by his crew on many occasions has been largely due to this officer's navigational ability and his close co-operation with the other members of his crew.</font></td> </tr> </table> </center> </div> <p align=Justify"><font face="Arial">DHH file181.009 D.4431 (Library and Archives Canada RG.24 Volume 20649) has original recommendation drafted by W/C C.M. Black, 31 March 1945 when he had flown a total of 46 sorties (296 hours 40 minutes) of which 20 sorties (127 hours 50 minutes) had been since previous award; second sortie list and submission as follows; see also award to F/L A.C. Davies:<br> <b>FIRST TOUR:</b> <div align="center"> <center> <table border="0" width="90%" cellspacing="0" cellpadding="0"> <tr> <td width="20%"><font face="Arial">09 Aug. 1943</font></td> <td width="30%"><font face="Arial">Mannheim (7.45)</font></td> <td width="20%"><font face="Arial">19 November 1943</font></td> <td width="30%"><font face="Arial">Leverkussen (6.30)</font></td> </tr> <tr> <td width="20%"><font face="Arial">10 August 1943</font></td> <td width="30%"><font face="Arial">Berlin (6.55)</font></td> <td width="20%"><font face="Arial">03 December 1943</font></td> <td width="30%"><font face="Arial">Leipzig (8.30)</font></td> </tr> <tr> <td width="20%"><font face="Arial">12 August 1943</font></td> <td width="30%"><font face="Arial">Milan (8.50)</font></td> <td width="20%"><font face="Arial">20 January 1944</font></td> <td width="30%"><font face="Arial">Berlin (7.30)</font></td> </tr> <tr> <td width="20%"><font face="Arial">22 August 1943</font></td> <td width="30%"><font face="Arial">N. Cologne (6.10)</font></td> <td width="20%"><font face="Arial">03 February 1944</font></td> <td width="30%"><font face="Arial">Mining, Kiel Bay (5.35)</font></td> </tr> <tr> <td width="20%"><font face="Arial">27 August 1943</font></td> <td width="30%"><font face="Arial">Nuremberg (8.00)</font></td> <td width="20%"><font face="Arial">19 February 1944</font></td> <td width="30%"><font face="Arial">Leipzig (7.15)</font></td> </tr> <tr> <td width="20%"><font face="Arial">31 August 1943</font></td> <td width="30%"><font face="Arial">Berlin (8.40)</font></td> <td width="20%"><font face="Arial">02 March 1944</font></td> <td width="30%"><font face="Arial">Meulan les Mureaux (5.00)</font></td> </tr> <tr> <td width="20%"><font face="Arial">15 September 1943</font></td> <td width="30%"><font face="Arial">Montlucon (6.20)</font></td> <td width="20%"><font face="Arial">06 March 1944</font></td> <td width="30%"><font face="Arial">Trappes (4.45)</font></td> </tr> <tr> <td width="20%"><font face="Arial">16 September 1943</font></td> <td width="30%"><font face="Arial">Mudane (8.20)</font></td> <td width="20%"><font face="Arial">22 March 1944</font></td> <td width="30%"><font face="Arial">Frankfurt (6.10)</font></td> </tr> <tr> <td width="20%"><font face="Arial">16 September 1943</font></td> <td width="30%"><font face="Arial">Mudane (8.20)</font></td> <td width="20%"><font face="Arial">22 March 1944</font></td> <td width="30%"><font face="Arial">Frankfurt (6.10)</font></td> </tr> <tr> <td width="20%"><font face="Arial">04 October 1943</font></td> <td width="30%"><font face="Arial">Mining, Baltic (5.30)</font></td> <td width="20%"><font face="Arial">26 March 1944</font></td> <td width="30%"><font face="Arial">Essen (5.00)</font></td> </tr> <tr> <td width="20%"><font face="Arial">04 October 1943</font></td> <td width="30%"><font face="Arial">Mining, Baltic (5.30)</font></td> <td width="20%"><font face="Arial">26 March 1944</font></td> <td width="30%"><font face="Arial">Essen (5.00)</font></td> </tr> <tr> <td width="20%"><font face="Arial">07 October 1943</font></td> <td width="30%"><font face="Arial">Frankfurt (7.35)</font></td> <td width="20%"><font face="Arial">26 March 1944</font></td> <td width="30%"><font face="Arial">Essen (5.00)</font></td> </tr> <tr> <td width="20%"><font face="Arial">13 October 1943</font></td> <td width="30%"><font face="Arial">Hanover (5.30)</font></td> <td width="20%"><font face="Arial">10 April 1944</font></td> <td width="30%"><font face="Arial">Osnabruck (4.55)</font></td> </tr> <tr> <td width="20%"><font face="Arial">13 October 1943</font></td> <td width="30%"><font face="Arial">Hanover (5.30)</font></td> <td width="20%"><font face="Arial">10 April 1944</font></td> <td width="30%"><font face="Arial">Osnabruck (4.55)</font></td> </tr> <tr> <td width="20%"><font face="Arial">03 November 1943</font></td> <td width="30%"><font face="Arial">Dusseldorf (5.10)</font></td> <td width="20%"><font face="Arial">20 April 1944</font></td> <td width="30%"><font face="Arial">Ottignies (3.40)</font></td> </tr> <tr> <td width="20%"><font face="Arial">18 November 1943</font></td> <td width="30%"><font face="Arial">Ludwigshaven (6.50)</font></td> <td width="20%"><font face="Arial">22 April 1944</font></td> <td width="30%"><font face="Arial">Dusseldorf (4.00)</font></td> </tr> </table> </center> </div> <b>SECOND TOUR:</b> <div align="center"> <center> <table border="0" width="90%" cellspacing="0" cellpadding="0"> <tr> <td width="20%"><font face="Arial">05 January 1945</font></td> <td width="30%"><font face="Arial">Hanover (5.50)</font></td> <td width="20%"><font face="Arial">08 March 1945</font></td> <td width="30%"><font face="Arial">Hamburg (6.25)</font></td> </tr> <tr> <td width="20%"><font face="Arial">06 January 1945</font></td> <td width="30%"><font face="Arial">Hanau (7.00)</font></td> <td width="20%"><font face="Arial">11 March 1945</font></td> <td width="30%"><font face="Arial">Essen (5.50)</font></td> </tr> <tr> <td width="20%"><font face="Arial">28 January 1945</font></td> <td width="30%"><font face="Arial">Stuttgart (6.45)</font></td> <td width="20%"><font face="Arial">14 March 1945</font></td> <td width="30%"><font face="Arial">Zweibrucken (6.25)</font></td> </tr> <tr> <td width="20%"><font face="Arial">02 February 1945</font></td> <td width="30%"><font face="Arial">Wanne Eickel (5.50)</font></td> <td width="20%"><font face="Arial">15 March 1945</font></td> <td width="30%"><font face="Arial">Castrop Rauxel (6.10)</font></td> </tr> <tr> <td width="20%"><font face="Arial">04 February 1945</font></td> <td width="30%"><font face="Arial">Bonn (5.40)</font></td> <td width="20%"><font face="Arial">18 March 1945</font></td> <td width="30%"><font face="Arial">Witten (6.50)</font></td> </tr> <tr> <td width="20%"><font face="Arial">12 February 1945</font></td> <td width="30%"><font face="Arial">Chemnitz (8.35)</font></td> <td width="20%"><font face="Arial">21 March 1945</font></td> <td width="30%"><font face="Arial">Rheine (5.15)</font></td> </tr> <tr> <td width="20%"><font face="Arial">17 February 1945</font></td> <td width="30%"><font face="Arial">Wesel (6.30)</font></td> <td width="20%"><font face="Arial">22 March 1945</font></td> <td width="30%"><font face="Arial">Dorsten (4.35)</font></td> </tr> <tr> <td width="20%"><font face="Arial">20 February 1945</font></td> <td width="30%"><font face="Arial">Monheim (7.20)</font></td> <td width="20%"><font face="Arial">22 March 1945</font></td> <td width="30%"><font face="Arial">Dorsten (4.35)</font></td> </tr> <tr> <td width="20%"><font face="Arial">21 February 1945</font></td> <td width="30%"><font face="Arial">Worms (6.20)</font></td> <td width="20%"><font face="Arial">22 March 1945</font></td> <td width="30%"><font face="Arial">Dorsten (4.35)</font></td> </tr> <tr> <td width="20%"><font face="Arial">23 February 1945</font></td> <td width="30%"><font face="Arial">Essen (6.05)</font></td> <td width="20%"><font face="Arial">24 March 1945</font></td> <td width="30%"><font face="Arial">Gladbeck (6.05)</font></td> </tr> <tr> <td width="20%"><font face="Arial">05 March 1945</font></td> <td width="30%"><font face="Arial">Chemnitz (8.40)</font></td> <td width="20%"><font face="Arial">25 March 1945</font></td> <td width="30%"><font face="Arial">Munster (4.45)</font></td> </tr> </table> </center> </div> <p align="justify"><font face="Arial">Flight Lieutenant Duchesnay is an outstanding navigator and his second tour of operations recently completed with this squadron has been marked by an excellent display of navigational skill on every mission. On the 24th March 1945 his captain acted as  Gaggle Leader on a highly successful daylight attack on Gladbeck. This attack turned out to be one of the most successful daylight raids and the entire accuracy of the bombing done was in no small measure due to the navigational ability of this officer and the cooperation of the other members of his crew.<br> <br> This officer has displayed a commendable attitude towards operational flying throughout his second tour and has shown a spirit of aggressiveness that has been an inspiration to the other members of his squadron. Such devotion to duty and determination to attack the enemy should not go unrecognozed and I therefore strongly recommend that he be awarded the immediate Bar to the Distinguished Flying Cross.<br> <br> Public Record Office Air 50/180 has the following Combat Report for the action of 3/4 November 1943, Halifax HR921, D/10. Position 54 degrees North, 06 degrees 17 minutes East. Height given as 1,850 feet (must mean 18,500 feet), Indicated Air Speed 150, Time 1540 hours. Visibility good; no searchlights or flak.<br> <br> Rear gunner first saw ME.210 on port quarter below coming out of cloud at 400 yards. He immediately told captain to corkscrew to port and opened fire. Fighter also opened fire and its first burst damaged intercom and call light, then broke away at 150 yards below. At the same time an unidentified aircraft also attacked from port quarter above and opened fire at 400 yards. By this time rear turret was unserviceable and rear gunner fired one gun manually; mid-upper gunner was firing all guns. This aircraft also broke away below about 200 yards. The 210 then attacked from port quarter above and mid-upper claimed hits on enemy aircraft; flame coming from engines; this is claimed as probably destroyed. In this attack mid-upper turret was damaged and mid-upper gunner wounded. Another attack from port beam during which pilot was doing violent corkscrew was made by unidentified aircraft which broke away below and was finally lost.<br> <br> The website  Lost Bombers provides the following details of two important sorties:<br> <br> Halifax HR921 of No.10 Squadron (ZA-D), target Dusseldorf 3/4 November 1943. This was one of three 10 Squadron Halifaxes lost on this operation; the others were HX179 and JN947. Airborne at 1700 hours, 3 November 1943 from Melbourne. Badly shot about during sustained night-fighter attacks. Returned safely to base at 2210, but was declared damaged beyond economic repair. On 3 December 1943, the London Gazette published a detailed account of the courage, fortitude and skill displayed by this crew in overcoming great difficulties in order to ensure their safe return. Sergeant T.E. Bisby, who had been badly wounded, received a CGM, F/L J.H. Trobe (RAAF) gained a DFC, while DFMs were awarded to Sergeant R.C. Bridge (injured) and Sergeant W. Mowatt (RAAF, mid-upper gunner, injured). Others in crew were F/O A.Duchesney, Sergeant G.W. Ferneyhough and Sergeant D.B. Smith (rear gunner).<br> <br> Halifax LV867, No.10 Squadron (ZA-D), target Dusseldorf, 22/23 April 1944. LV867 was initially issued to No.35 Squadron. Airborne at 2225 hours, 22 April 1944 from Melbourne. Engine failure and fire. Aircraft was partially abandoned, before being force-landed 2 km southweat of Griendsveen, (Limburg) Holland, south of the rail line linking Helmond and Venlo. Flight Sergeant D.B. Smith was repatriated aboard the SS Arundel Castle, 6 February 1945. Others in crew were S/L J.H. Trobe, DFC (RAAF, evader), P/O K.F.H. Wright (evader), F/O A.A.H.J.N.A. Duchesnay (evader), P/O G.W. Fernyhough (evader), Flight Sergeant R. Gardner (evader), Flight Sergeant W. Mowatt, DFM (RAAF, POW), Flight Sergeant D.B. Smith (RAAF, injured).<br> <br> Further Note: The DNW catalogue for auction of 12 December 2012 gives a detailed account of the events of 3/4 November 1943 in the context of the sale of medals of Sergeant Ernest Thomas Bisby, Wireless Operator (CGM Flying). The citation to that award read:<br> <br> Sergeant Bisby was the Wireless Operator of a Halifax detailed to attack Dusseldorf on the night of 3 November, 1943.<br> <br> At 19.42 hours, the aircraft in which he was flying was attacked by an enemy night fighter, later identified as an Me. 210, from below on port quarter. The Rear Gunner gave instructions for his captain to take evasive action. During this attack, the following damage was sustained by our aircraft: rear turret, D.R. compass and intercom unserviceable.<br> <br> At 19.43 hours, a second attack was made by an unidentified aircraft. During this attack, hydraulics, emergency system and W./T. equipment were rendered unserviceable. During this attack, Sergeant Bisby was painfully wounded in the calf of his legs and the Flight Engineer was also wounded in the thigh.<br> <br> At 19.45 hours, a third attack was made by an Me. 210 or Ju. 88 and our aircraft had all the navigational aids rendered unserviceable, tank feeds on the port side holed and both port engines out. The port outer engine was restarted later by the Flight Engineer.<br> <br> At 19.46 hours, the aircraft was attacked for the fourth time by an unidentified aircraft and the elevators were shot away on the port side. Another fire started inside the fuselage during this encounter, which was extinguished by the Mid-Upper Gunner with the assistance of the Flight Engineer.<br> <br> During all these encounters, Sergeant Bisby, although badly wounded in the legs and working under terrific strain, succeeded in temporarily repairing the wireless set. After the aircraft set course for base, Sergeant Bisby obtained a W./T. fix which was the only navigational aid for the whole of the return journey and passed a message to Group. Shortly afterwards, the equipment broke down again and, although he was on the point of collapse, he continued with his job of repairing the damaged W./T. equipment.<br> <br> As all the R./T. equipment was rendered unserviceable during these encounters, the only means of getting permission to land at Woolfox Lodge was by the flashing of an Aldis lamp and Sergeant Bisby, although needing assistance to stand up, obtained permission by this means.<br> <br> Sergeant Bisby, although wounded and in great pain, never once complained to his captain and through his skill and magnificent courage, enabled his captain to return to this country and make a successful landing at Woolfox Lodge. This is undoubtedly a case of exceptional airmanship and devotion to duty and I strongly recommend that he be awarded the Conspicuous Gallantry Medal for his outstanding gallantry.<br> <br> Of Bisby, the catalogue read:<br> <br> Ernest Thomas  Tom Bisby, a native of Darfield, Sheffield, was working in the laboratory of the Houghton Main Colliery on the outbreak of hostilities.<br> <br> Having qualified as a Wireless Operator back in August 1941, he was posted to No. 10 (Blackburn s Own) Squadron, a Halifax unit operating out of Melbourne, Yorkshire, in June 1943. and first went operational in August, when his crew comprised:<br> <br> Pilot: Flying Officer Jack Trobe, an Australian<br> Navigator: Flying Officer Andre Duchesnay, a Canadian<br> Bomb Aimer: Sergeant George Fernyhough, an Englishman<br> Flight Engineer: Sergeant Bob Bridge, an Englishman<br> Mid-Upper Gunner: Sergeant Bill Mowatt, an Australian<br> Rear Gunner: Sergeant Doug Smith, an Australian.<br> <br> They flew their first operational sortie on 9 August, against Mannheim, followed by Nuremburg on the 10th, Milan on the 12th, Leverkusen on the 22nd, Nuremburg again on the 28th and, on the last day of the month, Berlin. Of this trip George Fernyhough, the Bomb Aimer, recalled how they were all horrified by the sheer scale of flak and searchlight activity, not least when one engine was hit - though Bisby felt somewhat cheated by having to stay at his wireless behind a curtain and miss all the action. He later had a word with George Fernyhough to say in future would he give him notice so that he could go up front to the Bomb Aimer s  office and enjoy the view. Fernyhough takes up the story (accompanying typescript refers):<br> <br>  On a raid over Germany some time later, I opened Tom s curtain and called him to his  office in the nose. At the time flak was rising and exploding all around the aircraft, searchlights were arcing around and the target was obvious by the exploding bombs, Path Finder flares and markers and incendiaries. Within two seconds flat, Tom had fled to his curtained cubby-hole and said,  Don t ever let me see that again! I ll stick to my set (Wireless). <br> <br> September saw Bisby and his crew detailed to attack Montlucon on the 15th and Modane on the 16th, while in October the targets included Frankfurt on the 4th and Hanover on the 8th. Next up was Dusseldorf on the 03 November - undoubtedly his most memorable sortie. Fernyhough takes up the story:<br> <br>  We took off at 1645 hours and headed eastward. A fairly clear and safe run into the target area and a straight bombing run and it was 'Bombs Gone!' Almost immediately the Rear Gunner Aussie Doug Smith called over the inter-com to the Skipper that there was a Me, 210 following just out of range of his guns and had switched on its nose lights. The Skipper said \"Keep him in sight and watch him.\" The fighter then came in and fired at the same time as Doug Smith fired, causing the Me. to break away. The Skipper cork-screwed but we were then attacked by an unidentified fighter from above which knocked out Doug\'s turret leaving him with one serviceable gun which had to be fired manually. The Me .210 attacked again and Bill Mowatt scored hits on it and flames were seen coming from one of it's engines. There was a further fighter attack but it was fought off. The damage to the bomber and the crew by the fighters was extremely severe. Bob Bridge, the Flight Engineer, had been shot in the leg, Bill Mowatt, the Mid-Upper Gunner, had been shot in the foot and Tom Bisby the Wireless Operator, had leg wounds - the crew did not know of his wounds until later. Doug Smith reported that his guns and turret were u/s and even the belt feed mechanism had been shot up. From then on the Skipper used Doug as a messenger to various crew positions. Tom Bisby had managed to send a wireless message to Melbourne to say that we had been attacked and had wounded on board. By this time the Halifax was shaking very badly. Two of the four engines had failed, but Bob Bridge the Flight Engineer managed to restart one of them. Later he managed to extinguish a fire that had started under the Mid-Upper Gunner s position and later assisted Bill Mowatt to quell another fire in the fuselage. The Skipper was worried that the aircraft might begin to break up. Tom Bisby, despite his wounds and the pain, managed to do a temporary repair on the wireless and get a fix for base. His wireless failed again and almost on the point of passing out he continued trying to repair the wireless. There was no hydraulics and there was a huge hole in the floor of the fuselage. As we flew out of the danger area and approached coast, Jack asked the crew how they thought about baling out. It was then when they all found out that there were not two but three wounded me n on board. They all found out about Tom Bisby\'s leg wounds. Not only that, but Doug Smith's parachute was full of bullet holes. The Skipper decided to try and land at the nearest base in England, which was Woolfox Lodge near Grantham. On the final run in to the English coast I had vacated his position in the nose and was assisting the Skipper to fly the aeroplane - it was common practice for the Bomb Aimer to assist the pilot. On approach to Woolfox Lodge Tom Bisby gave a signal by Aldis Lamp to control for permission to land and the permission was given. Meanwhile I sat next to the Skipper assisting with the throttle controls. With bated breath and fingers crossed we went straight into land with no hydraulics, no flaps and no brakes. The undercarriage held up as we hit the tarmac, but with nothing to slow us down the aircraft soon reached the end of the runway, then the end of the field, then across a road into another field and then - it came to rest. I breathed a heart felt, Thank God! <br> <br> Bisby was admitted to Grantham Hospital and awarded an immediate C.G.M., while Trobe, the pilot, received a D.F.C., and the two gunners D.F.Ms. His crew, meanwhile, with the exception of Bob Bridge, again ran out of luck over Dusseldorf in April 1944, though the gallant Trobe - by then a Squadron Leader - achieved a forced-landing in Dutch territory: the two gunners were taken P.O.W. and the remainder managed to evade capture.<br> <br> Having recovered from his wounds, Bisby gallantly volunteered for a second tour of duty with his old squadron, and, with Squadron Leader Turner as his pilot, completed his first sortie - against Bochum - on 9 October 1944. And a further 20 sorties ensued in the period leading up to March 1945, with heavily-defended German targets very much the order of the day, including daylight raids on Cologne and Essen.<br> <br> Post-war, and having been commissioned in October 1944, he joined Transport Command and flew a number of missions during the Berlin Airlift in the periods July-August 1948 and June-October 1949, latterly in Hastings aircraft of No. 297 Squadron. He was placed on the Retired List as a Flight Lieutenant and died in the 1970s.</font></p> <p><font face="Arial"><i>SOURCE: Air Force Association of Canada website &amp; Hugh Halliday (July 30, 2010)</i></font></p> <p align="center"><font face="Arial" size="4"><a href="penn8b2No2ANS.htm">Return to Remembering Those Who Served Page</a><br> <a href="penn8bAirStation.htm">Return to Pennfield Ridge Air Station Page</a><br> <a href="index.htm">Return to Pennfield Parish Home Page</a></font></p> </body> </html>