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Jack Shaw

Jack was posted to the US Army Aviation Test Board (USAATB) to the best of my memory in either late Aug or early Sep 1964. He was to replace me upon my posting back to Canada in the summer of 1965. Most of the 1964 fall was devoted to getting Jack fully qualified on the UH-1 A,B & D models, the CH-47 Chinook, and current on other aircraft such as the H-23 and L-19.

 I believe that Jack’s Chinook was a standard A model. The early Test Board CH-47’s were JCH or YCH -47s. The J/Y preceding the normal CH indicates a non standard airframe usually used in development or certification test flights. All early Chinooks were not configured the same because of test/production requirements. For example one of the Test Board’s CH-47 had an emergency audio warning system (It was the same one used on the B-58 Hustler but adapted for the Chinook) installed for test and evaluation. One aspect of the evaluation was the voice was female and data was being collected to determine if pilots reacted faster to hearing a woman’s voice. (No female military pilots in those days).  A standard model is designated when a series of aircraft are built or modified to the same configuration. The standard A was not approved until sometime in either late 1964 or the beginning of 1965. I well remember the drive to get the standard A designation as the 11th Air Assault Test Division, Fort Benning, Ga  was to be renamed the 1st Cavalry Air Mobile Div and sent to Vietnam in mid 1965. It was imperative that the A designation be given before deployment. I believe that the Div’s Chinook unit was the 228th Aviation Bn. This unit was a major source of time expired dynamic parts that were used in the project to increase the Time Between Overhaul (TBO) on fleet helicopter components. Jack’s flight was a normal 3hr profile to put additional flying time on components used in the project.                    

As best as I recall, the crash occurred sometime in the late afternoon of 17 Mar 1965. I had taken a week’s leave to study for the Lt-Capt promotion exams that were scheduled for the latter part of Mar. I was at home studying when I got a phone call from Maj (RCASC) Bob Jones, the Canadian Army Liaison Officer Fort Rucker, telling me of the accident and that all aircrew died in the crash. He also told me that the gruesome task to positively identify Jack’s body fell to him. The other pilot was Mr Richard (Dick) Daniels a civilian CS-13 or 14. Dick and I flew together on a number of test missions. I do not recall the name of the crew chief.

The cause of the crash was traced to the loss of a forward rotor blade in flight. A blade broke off in the area where the blade is attached to the rotor head. When being assembled the rotor blade root, which is threaded on the outside, is screwed into the split cuff which is threaded on the inside. The lead/lag and flapping hinge assembly is where the cuff is mated to the rotor head. The blade root is screwed into the cuff and then the blade incident angle is set. When the incident angle is verified a hole is drilled through the one side of the cuff, through the blade root and through the other side of the cuff, then everything is disassembled and all drill holes are supposedly deburred. The blade and cuff are reassembled; the locking pin is inserted and safety wired locking the incident angle, then the split cuff is clamped tight via a bolt through the ears on each side of the cuff split.

 Somehow during production the drill out of the locking pin hole it was not properly deburred. A burr (as best as I can recall) about 1/8 in long was found. Anyway the improper/no deburring created a stress riser. This stress riser changed the stress force distribution pattern in the blade root and cuff causing abnormal concentration of forces about the incident locking pin. Eventually this caused the blade root/cuff to fail.

Jack was a good officer, and a fine pilot, who was liked and respected by all at the Test Board. He also caught the eye of many single young women about Fort Rucker and Panama City. Mary still has a fond memory of the day Jack came to our PMQ to show her his new car, a Ford Edsel and taking her and our daughter Carol for a ride. Periodically a memory of Jack will pop into Mary’s or my mind. Had I not been preparing for the exams I could just as well have been scheduled for that flight.

Regards;
Bud

 

The photos, memorabilia and newspaper clippings were provided by Army Pilot and Signals Officer John Dicker who trained at the CJATC in the 1960's. Above left he is pictured with fellow Army Pilot and good friend 2nd Lieutenant John W. Shaw. Sadly Shaw was killed shortly after while on assignment in the United States. I have included this story ( below and right ) because it reminds us that sadly soldiers also die in preparing for war and in non-combat roles all the time. They too sacrificed their lives so that others may live. John Dicker would go on to take part in peacekeeping operations in Cyprus and in Egypt. Again, peacekeeping roles were also extremely dangerous and many died performing their duty as part of these operations as well.

Robert Hill

Army Pilots Wing and Memorabilia from the CJATC.

Control tower at the CJATC in the 1960's.

The ACH-47A was originally known as the Armed/Armored CH-47A (or A/ACH-47A). It was officially designated ACH-47A by U.S. Army Attack Cargo Helicopter and unofficially Guns A Go-Go. Four CH-47A helicopters were converted to gunships by Boeing Vertol in late 1965. Three were assigned to the 53rd Aviation Detachment in South Vietnam for testing, with the remaining one retained in the U.S. for weapons testing. By 1966, the 53rd was redesignated the 1st Aviation Detachment (Provisional) and attached to the 228th Assault Support Helicopter Battalion of the 1st Cavalry Division (Airmobile). By 1968, only one gunship remained, and logistical concerns prevented more conversions. It was returned to the United States, and the program stopped.

The ACH-47A carried five M60D 7.62 × 51 mm machine guns or M2HB .50 caliber machine guns, provided by the XM32 and XM33 armament subsystems, two M24A1 20 mm cannons, two XM159B/XM159C 19-Tube 2.75-inch (70 mm) rocket launchers or sometimes two M18/M18A1 7.62 × 51 mm gun pods, and a single M75 40 mm grenade launcher in the XM5/M5 armament subsystem (more commonly seen on the UH-1 series of helicopters). The surviving aircraft, Easy Money, has been restored and is on display at Redstone Arsenal, Alabama. Courtesy Wikipedia

Lt. Jack Shaw RCASC and Lt. John Dicker RCCS at the CJATC while taking the Tactical Helicopter Advance Course AATTS Fall 1963.

Above: Training photos of Gnr John Rowden. John (arrow) parachute qualified with the 1st Light Battery (Para) in 1950 and then volunteered to serve in Korea with the Royal Canadian Horse Artillery.

Canadian Army Exhibit (JAS) at the Central Canada Exhibition August 1949

LAC "Z" Series Z-5826-11

The Peace River Bridge, British Columbia

LAC "Z" Series, Z-5224

LAC "PC" Series PC-832-834

                 ARCTIC AIRBORNE RESCUE

Willis Jeep with full crew inside a Waco CG4A Glider at the Ordnance Conference , Montreal 22 January 1947

Below - JOINT AIR SCHOOL - Rivers September 1947 Loading Demonstration on a US C-82 Packet Aircraft. Showing the loading of a light truck & trailer in the C-82 and a Willis Jeep & trailer in a C-47 Dakota.

Airborne Research and Development Centre, Brandon and Joint Air School, Rivers Early post war paratrooper photos. SAS Company? ( If anyone knows who this officer is please let me know. He served in Italy and N.W. Europe. Ex FSSF ? )

Personnel of the Joint Air School at Winnipeg after the evacuation of Anglican Canon John Hudspith Turner of All Saints at Aklavik in the Arctic Diocese based at Moffet Inlet on Baffin Island. Turner was a missionary who had established Mission Stations on Somerset and Baffin Island and had been working in the arctic since 1929. Turner was seriously hurt in an accident involving a rifle and required immediate medical attention. A team, under the operational name CANON, was dispatched from the JAS on 3 October 1947 which included the team leader Captain Lionel Guy D' Artois (Ex. FSSF and SOE), Medical Officer Captain Ross Willoughby and Signals Sergeants H.C. Cook and W.W. Judd. The team was dropped by parachute to a suitable area located near Moffet Inlet. However a broken radio and severe weather conditions prevented Turner and the team from being evacuated until 21 November. Flying Officer Bob Race piloted the Dakota aircraft which picked up Turner, his family and the team and transported them to Winnipeg.  Despite the heroic efforts of the team and the hospital staff at Winnipeg, Canon Turner died of his injuries on 7 December 1947.

Above Photos from LAC "Z" Series 4603-4630

                                                           Exercise Sweetbriar and Exercise Sun Dog I

    During February of 1950 two army exercises were carried out in the Canadian North. The larger, Exercise Sweetbriar, was a combined Canadian and United States exercise which took place along the Yukon-Alaska boundary.

 "The main object of the exercise was to develop doctrine and procedures for the employment of combined Canadian and U.S. forces operating in the subarctic, and to test in the field the latest developments in clothing, food, aircraft, vehicles, weapons, and other equipment and material. It also provided a most important opportunity for gaining experience in joint and combined planning and in truly integrated Canada-United States and Army-Air Force command." *

To those interested in the effects of arctic conditions on men and equipment Exercise Sun Dog I, which was carried out by an infantry company group of the Canadian Army in the Fort Churchill area, was the more important as the force was entirely self-contained and operated on the edge of the barrens for one month under severe conditions.

Exercise Sweetbriar lasted for eleven days, from February 13 to 23. Over 5000 personnel of the United States and Canadian armies and air forces took part, nearly half being Canadian.

"The tactical assumption was that an Aggressor force [Soviets] had captured the airfield at Northway in Alaska, and had forced down the Northwest Highway almost the Whole three hundred and fifty miles to Whitehorse. The task of the Allied Force was to drive the Aggressor back and recapture Northway... Some idea of the size and complexity of the operation is given by the fact that more than 978 motor vehicles and 100 aircraft took part in it."

The whole of the exercise took place south of the trees under subarctic conditions. Temperatures on the whole were disappointing and were not as low as had been expected.

"Food, clothing and personal equipment, such as sleeping bags and tents, were, in general, quite satisfactory, though a good many suggestions were made for minor improvements. The weapons and equipment of the Army proved generally satisfactory, but the exercise did disclose ways in which they could be improved. There was a very general feeling that the mobility of the ground forces must be increased. This could be done by providing more and better over-snow vehicles that would be capable of operating off roads and a very much larger proportion of bulldozers to pull sleds and to make roads for wheeled vehicles. The Canadian snowmobile, or Penguin, seemed to be the best of the over snow vehicles for the conditions encountered during the exercise... "

"The longer radio links between units on the ground were not very satisfactory. This was not so much due to actual defects in signal equipment as it was to the effects of screening by mountains and the existence of unfamiliar propagation conditions. "

The experiences of the Air Force produced no new or unexpected problems. This was the first time that jet fighters had been operated in the Subarctic in large numbers on an exercise of this kind. Experience confirmed the view that the jet engine is particularly suited to arctic operation. It is simple, relatively easy to start and easily protected against the effects of cold. Even now, it is fairly easy to maintain and it is certain that future jet engines will require even less attention in the field. The overall record of 80 per cent serviceability of all aircraft engaged in the exercise is, in itself, sufficient testimony to the success of air operations.  

"In the Arctic and Subarctic, the Air Force will play an important part in nearly all operations and in many it will be the dominant factor. Aircraft can operate successfully in all parts of the Arctic and Subarctic though there is considerable room for improvement in navigational aids, methods of detection and control of aircraft, and in ground servicing, where wind chill is high."

Exercise Sweetbriar was, "primarily a test of the present state of training and equipment for subarctic conditions. It involved little novel equipment and no new weapons, and the weather conditions were not the worst that can be found in the Arctic...Probably the most important single lesson of the exercise was the renewed demonstration of the ease with which Canadians and Americans can work together in harmony."

The exercise force on Sun Dog I "consisted of a Company of the Royal Canadian Regiment, with supporting detachments from the Signal, Medical and Electrical and Mechanical Engineering Corps, totalling in all, 240 men. This force was entirely self-contained and fully mobile. It lived on the edge of the barrens, south and east of Churchill, for a month. During this period it moved across country about 250 miles, carried out carefully planned experiments with rations and equipment, and tried new tactics against an imaginary enemy [Soviets]. It encountered as severe weather conditions as can ordinarily be found even in the barrens. On the worst day, the temperature ranged from 25 to 32 degrees below zero, with a gusty wind of 25 mile s an hour."

*All quotations in this note are taken from the text of a speech given to the Empire Club of Toronto on 30 March 1950 by Dr. A. M. Solandt, Chairman of the Defence Research Board.

                                                      Exercises Sun Dog II and Sun Dog III 
     The second exercise of the Sun Dog series, Sun Dog II, was held during the second half of February and the first week of March1951. Its objects were to test the effects of arctic conditions on men and equipment and to train service staffs to meet the problems of airborne winter operations. Personnel from the 1st Battalion Royal 22nd Regiment represented a small enemy force in the barrens north of Churchill. After air and ground reconnaissance, their positions were attacked by a company of the Royal Canadian Regiment carried in R.C.A.F. Dakota aircraft and dropped by parachute in the vicinity. Exercise Sun Dog III was a joint training exercise carried out by the Canadian Army and the R.C.A.F. in the Labrador-Ungava area during the period 4-14 February 1952. A small enemy force, this time represented by elements of the 1st Battalion RCR, was assumed to have captured the Chimo airfield. The R.C.A.F. carried out reconnaissance flights, and Mitchell aircraft of 406 (Saskatoon) and 418 (Edmonton) Auxiliary Squadrons bombed with 500-lb. bombs and strafed with machine gun fire at the target area laid out some distance from the airfield to represent the runways and buildings. This was followed by a parachute drop of a force from the 1st Battalion R22R, flown from Goose Bay by 412 and 435 Transport Squadrons. The assaulting force attacked and captured the airfield. Throughout the exercise arctic winter conditions prevailed ensuring realistic training.

Source:  Arctic Circular Vol. III, No. 3 Oct/50 and Vol V No. 1Jan/52 Published by the Arctic Circle, Ottawa, Ontario, Canada. 

 

    Far left and right, Lieutenant Donald Bruchu  PPCLI at Edmonton January 1949. LAC, WC-1587

BELOW - Over the 6-7 August 1949 the newly airborne converted battalion of the PPCLI took part in the repulse of a simulated Soviet invasion in EXERCISE EAGLE which occupied the Fort St. John Airfield and the Peace River Bridge in British Columbia. Exercise Eagle tested the Battalion's newly acquired parachute, air landing and air transportability skills.  

  No. 3 Airborne Signals Squadron at Gagetown July 1959 preparing for a jump. EC-8417

EC 8280 Members of 2nd Bn. RCR cleaning weapons during Ex. Eastern Star. Left to right, Pte. Bruce Lewis, Pte. William Blais, L/Cpl.  George Manugh,  Pte. Phil Miners, Pte. Howard Taylor and Pte. Jim Power.

EC 8544 Sgt. O.A. Young of the 2nd Bn. RCR taking Pte. Bolduc prisoner. Unfortunately the 32 men of the R22R landed in a forest on top of the RCR. Most became entangled in the trees.

EC-8275 Pte. Laurent Bolduc R22R slides down a tree into the hands of the good guys (2nd Bn. RCR) Exercise Eastern Star

EC 8274 Exercise Eastern Star 27 July to 1 August 1957. These are members of the R22R which represent the enemy force onboard a C-119 Flying Boxcar.

  1 Airborne Signal Squadron at Gagetown circa 1956/57. From left to right,    Lt. George Simpson, Sgmn. John Anderson, Cpl. Murray Bulmer, Sgmn. Ray Masygan, Sgmn. Charles Veno and Cpl. Ron Halal. EC-8178

1 Airborne Signal Squadron at Camp Gagetown sometime in 1956/57. Soldiers from left to right, Maj. Bill Holmes, L/Cpl. Don Smith and Lt. Howie Cook. EC-8115

Captain Ken Arril at CJATC 8 May 1956

Members of the PPCLI Parachute Company before emplaning on 23 February 1950 for Exercise Sweetbriar which began on 8 February 1950 LAC "WC" Series WC-2083.

The CJATC display at the Canadian National Exhibition at Toronto on   22 August 1955. LAC "CC" Series CC-8375>

Below: 1st Battalion PPCLI Airborne Hockey Team at Calgary/Vernon 3 February 1951 just before Exercise Sun Dog II. They did not take part in the Exercise.  

  BELOW : New T-10 and T-7 Parachutes at Rivers October/September 1954. LAC "PC" Series PC-6075

At the beginning of 1953, the MSF took part in several exercises to test their airborne proficiency. First there was Exercise Hotdog on 5 January and then Exercise Bullship on 2 - 6 February which culminated in Exercise Bulldog on 14/15 to 25 February 1953. The photos below are of the PPCLI taking part in Bulldog.

One of several US CG-4A Waco Gliders used to resupply Exercise Musk Ox 29 April 1946.

M-29 C Amphibious Weasel used during Exercise Musk Ox.

Note that this Lieutenant wears a US Riddell Football helmet with a camouflage net over it. These helmets were brought to Canada from Fort Benning, Georgia in 1943.

Note that this ex member of the 1st Canadian Parachute Bn. wears the scarce private purchase English made embroidered shoulder titles. 


Exercise Musk Ox began on 15 February 1946 and tested army and air force cooperation in maintaining an expedition of 45 men and 12 vehicles from Churchill, Manitoba, in a semi-circuitous navigation of the Canadian Arctic ending at Edmonton, Alberta. The exercise was not tactical in nature but tested vehicles, equipment, clothing, rations and training for arctic travel and survival.  The expedition utilized the final design of the PLOUGH vehicle, the armoured and amphibious M-29 Weasel. It was developed during WW II for the 1st Special Service Force. They also used Canadian Bombardier designs such as the Canadian Snowmobile Armoured Mk 1 built towards the end of the war at the Ferand and Delmorme Ltd. plant in Montreal. American, British and Canadian scientists and observers also took part.  Since the expedition was travelling across inhospitable and unpopulated areas of northern Canada, they required aircraft of the Royal Canadian Air Force and personnel and equipment of the No.1 Airborne Research and Development Center at Brandon to supply them from the air. This meant supply by parachute and glider.  Covering almost 3000 miles and proving that the arctic tundra could be crossed using various types of mechanized snow vehicles supplied from the air, the expedition was completed in Edmonton, Alberta on 6 May 1946. (Note: Thrasher, Kenneth Mendel. Exercise Musk Ox: Lost Opportunities, 20 March 1998.)


Members of the PPCLI, R22R and RCR and others that received their Canadian Parachute Badge at the Joint Air School, Rivers, Manitoba 1948 (LAC QC & PC-Series) The PC- images are from 3 March 1948.  Unfortunately very few of the photo captions have the names of those in them.

The source for the artwork posted is LAC, RG 24, File 2-12-84/2, Badges Crests, Colours, Canadian Joint Air Training Centre RESTRICTED. 

Immediately after WW II, the A-35 Canadian Parachute Training Center was shut down. For a very short period the parachute training staff of the A-35 was moved to the No. 1 Airborne Research & Development Center (No.1 ARDC) at Brandon, Manitoba. On 15 April 1947 these airborne related assets were combined to form the Joint Air School (JAS) at R.C.A.F. Station Rivers, Manitoba. The active airborne element of the JAS was established on 9 January 1948 as the Canadian Special Air Service Company (SAS). The instructor element of the SAS was made up of WW II veterans of the A-35, 1st Canadian Parachute Battalion, 1st Special Service Force, British Special Operations Executive and even the Indian Airborne Division. It was their job to train three platoons of men mainly derived from the Royal Canadian Regiment (RCR), Royal 22nd Regiment (R22R) and the Princess Patricia's Canadian Light Infantry (PPCLI). While training the platoons that made up the Company, they assisted the JAS with experimentation and development of all aspects of airborne, air portability and air transportability capabilities. Their main focus was on operating in the harsh climate and rugged terrain of Northern Canada.

With a decision to expand Canada's airborne capability from platoons into Battalions, the Vice Chief of the Canadian General Staff announced on 9 August 1948 that the SAS Company would begin training a Battalion of the PPCLI in all things airborne. This resulted in the expansion of the JAS into the Canadian Joint Air Training Centre (CJATC) in March 1949. Over the next two years it was planned that a battalion of the  RCR and R22R would also be trained. In addition B Light Battery, 1 Royal Canadian Horse Artillery as well as other support units were trained. They ultimately formed the Mobile Striking Force (MSF). The creation of the CJATC resulted in the SAS Company being dissolved and its members absorbed into the Centre. Many of the men from the MSF and Centre volunteered to serve in Korea from 1950-1953. (The Korean War: 25 June 1950 - Ceasefire 27 July 1953)  

The sign at the top of the page existed at the entrance to the CJATC at Rivers from March-April 1949 until 1956. With the death of King George VI and the Coronation of Princess Elizabeth in June 1953, the Tudor Crown that existed on the Centre's crest was changed to Queen Elizabeth's St. Edward's Crown. This required acceptance by the Queen. After a few years of design changes before submission,(draft artwork shown at top to the left) the final design (right) was accepted by the Queen on 3 August 1956.

   Exercise MUSK OX

EXERCISE EASTERN STAR 27 JULY - 1 AUGUST 1957

                              RCR Vs. R22R

  IN  COLOUR

Colour photographs from the LAC "ZK" Series showing some of the stages in the Parachute Training Process. Those depicted appear to be from the Royal 22nd Regiment (Van Doos) May 1956.  

 Captain Ken Arril was a long-time fixture within Canada's military parachuting establishment from his days at the A-35 Canadian Parachute Training Center in 1943 (Parachute Qualified 3 October 1943), serving as CO of No.6 Platoon/"B" Companny of the 1st Canadian Parachute Battalion to his post war service at the No.1 ARDC and CJATC.

There must have been some sort of Canadian Army exercise from 26-28 July 1955 because of the photos above however the webmaster has yet to identify it. The closest is Exercise Rising Star however that, apparently, did not take place until August 1955. Members of the 1 Airborne Signals Squadron (Formed on 1 June 1953) are pictured taking part. The photo in the middle shows men dressed up as a Soviet/Chinese enemy force hence the stars on their caps. The signaller at right cranks a portable generator.  LAC "EC" Series, EC-7092-96

Members of the Signals Section using the interior of a Waco CG4A Glider as a Signals HQ at Edmonton. This system was tested should airborne operations be mounted into remote areas. This way more powerful radios could be brought along in order to maintain effective communications. 23 February 1953. LAC "WC" Series WC-4539 & 4541.

L/Cpl. Gillen has blood taken. Note the Despatch Rider helmet converted to parachute helmet. You can tell by the old DR helmet rivets closer to the front edge of the helmet. Also you can see the front pad of the DR helmet liner now at the back of the helmet.

Pte Jones and L/Cpl. Gillen ready to jump. Both are also in the group shot above.  

  No. 1 Airborne Medical Section Royal Canadian Army Medical Corps  1952

Back Row: Pte. S.R. Rush, T. Henson, R.A. Jones, Cpl. J.M. Corcoran, L/Cpl. R.L. Booker, Pte. M.T.J. Gour, F.A. Cruickshank, K.W. Storey, W.N. Poore

Center: Pte. D.H. Mackay, C.P. Metzger, J. Sandeski, R.E. Richards, L/Cpl. J.M. Stewart, L/Cpl. J.M. Evans, Pte. J.W. McClelland, C.F. Merkley, H.E. Bingley, L/Cpl. R. Lavoie

Front: L/Cpl. W.H. Gillen, Sgt. R.A. Ginger, Major J.E. Gilbert, CSM J.E. Wosley, Cpl. W.B.N.P. Gardner

Inset: Cpl. E. A. Cuthbert

Above: Members of the RCR photographed on 23 May 1951 with Foreign Army Delegates in Ottawa.

BELOW: Paratroopers on exercise circa 1950. Note that these men have been issued with the MKIII FS Knife.

 Members of the 1st Light Battery (Parachute) Royal Canadian Artillery firing a 75mm Pack Howitzer circa 1950. The unit was formed on 26 July 1949. LAC "PC" Series, PC-2422-23

Note the different types of helmets being worn. At this time there was a mixture of British wartime manufactured Helmet Steel Airborne Troops MK II and Canadian manufactured Helmet Steel Despatch Rider converted to an airborne helmet. This was done by adding a leather chin strap harness and either turning the DR liner around or replacing it entirely with an example from a parachute helmet. Some helmets existed with an undated liner which may have been made in Canada in the late 1940's. Later a new batch of British made Helmet Steel Airborne Troops MK II were acquired.  These are usually found dated 1953-1954.

One of the main purposes of these exercises was to develop new equipment. Above are images showing sleds being used to carry medical supplies and how those sleds were dropped from the Dakota.

    A mixture of Royal Canadian Regiment,  Airborne Engineers, Signals and Medical personnel 1952. CC6575  

   AIRBORNE SIGNALS 

  FINALLY a Semi-Automatic Rifle !!! On 10 June 1955 Members of the PPCLI examine the new FNC1 Rifle at Calgary.

LAC "WC" Series, WC-4689-1&2 > Note sight attachment <

I suspect that the above is Major/Colonel Edward William Cutbill DSO, ED, CD who served as Canadian Liaison Officer to British Airborne Corps HQ as well as in Italy and N.W. Europe during WW II. 

Seeking information on the above/below Major who served with the British Airborne. I suspect he is Major Herrick H. Malloy CD who, as a CANLOAN Officer, served with the 7th Battalion, Kings Own Scottish Borderers as part of the British 1st Airborne Division during WW II.

Above Major G.E. Gilbert examines one of the equipment parachutes used to drop the medical panniers. 


THEY FLOAT THROUGH THE AIR WITH THE GREATEST OF EASE: On June 19, 1952, seven Dakotas spilled out their fighting load over the Drop Zone near the old Abbatoir in the SE part of the training area of Wainwright, Alberta, as the second phase of Ex. Bullpup got under way. The No. 1 Airborne Medical Section Royal Canadian Army Medical Corps was a part of that drop.

Army Week Exhibition Display at Winnipeg May 1949 LAC "PC" Series PC-1717A

        Below : Members of the Royal Canadian Regiment prepare to parachute on to their enemy the Royal 22nd Regiment in Exercise Sun Dog II in February-March 1951.

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