Alan Kingsley
ID# 141, b. 17 July 1923, d. 6 August 1988
Alan Kingsley
1945
1945
KINGSLEY, F/O Alan (J13926) - Mentioned in Despatches - No.10 Operational Training Unit (now POW) - Award effective 14 January 1944 as per London Gazette of that date and AFRO 874/44 dated 21 April 1944. Born July 1923. Home in Saskatoon, Saskatchewan; enlisted there 6 August 1941 but not posted to No.2 Manning Depot until 8 September 1941. To No.2 BGS (guard duty), 9 November 1941. To No.2 ITS, 21 December 1941; graduated and promoted LAC, 14 February 1942 but not posted to No.5 EFTS until 28 February 1942; graduated 9 May 1942 and posted to No.3 Manning Depot. Appears to have gone to an SFTS (number undecipherable) on 11 May 1942 but ceased training on 12 June 1942 and gone to No.3 BGS on 17 June 1942, followed by No.2 AOS on 18 July 1942. Graduated and promoted Sergeant, 28 August 1942; subsequently commissioned with effect from that date. To “Y” Depot, 29 August 1942; to RAF, 22 October 1942. Promoted Flying Officer, 28 February 1943. Reported POW while with No.10 OTU, 14 June 1943. Promoted Flight Lieutenant in captivity. Reported Safe in United Kingdom, 11 May 1945. Repatriated 7 July 1945. Released 24 September 1945. No citation.
Directorate of History and Heritage file 181.001 D.24 had his “Loss of Bomber Aircraft” questionnaire with account based on interrogation of 11 May 1945. It states that he had flown seven sorties. From this and the RAF Commands website his aircraft can be identified as BD220, letter “G”.
At 0800 hours, June 14th, 1943, we took off on normal patrol. At approximately 1430 hours sighted two German submarines about 100 miles N.W. of Spanish coast. Carried out orders and shadowed subs till 1745 hours - received orders to attack. Attacked from the sun and flak gunners (37 and 13 mm) hit aircraft three times as we approached (altitude 50 feet), I.A.S. 160 m.p.h.. Dropped charges, two on west side of No.1 sub, four in between No.1 and No.2. Sank both. Photographed, flak gunners killed by machine gun fire and small group of survivors. Turned for home. All hydraulics became unserviceable about ten minutes after attack; at approximately 1915 hours starboard fuel ran dry, starboard motor stopped. Flew on on port motor. Starboard prop would not feather completely and dragged machine down slowly (altitude 10,000 feet), jettisoned all guns, ammo, cameras, parachutes etc. At approximately 2000 hours skipper ordered crew to take up ditching positions. Wireless Operator sent S.O.S. - we were in touch with base by W.T. from 1430 to 2000 hours and all messages were received. At 2000 hours plus tanks ran dry. Port motor cut (altitude 1,200 feet), glided down to perfect landing on the water (position approximately 60 miles from Brest - 100 miles from Lands End). Dinghy had been holed (not by flak); we stopped the leak and inflated by hand. During this time some emergency equipment was lost (navigator bag, aldis lamp and RCCS 1 ration case (water). Pushed off from aircraft at 2025 hours. Aircraft floated out of sight; released pigeon. Sailed Q type dinghy north NW all day. On the 15th at approximately [blank] destroyer passed 800 yards away. Ignored signals. At 0930 hours 16th of June Mosquito patrol passed (altitude 100 feet about 1,000 yards away). Very cartridges proved inadequate again; at 1200 hours the patrol passed again. Same result. On morning of 17th visibility nil due to sea fog. Fog cleared at approximately 1300 hours. French mackerel fisher sighted about one mile distant. Attracted attention with whistles and Very cartridges. French refused to sail to England and took us to Camaret on Peninsula near Brest. German habour police boarded boat before it reached shore. Very cartridges were the small red ones.
The website “Wartime Memories Project” pro vided the following account from Sharon Benson, daughter of the pilot:
My father, Arthur Benson is now 88 years old, and living in Australia. He was part of the Empire Air Training Scheme and was sent to Dauphin, Canada, completing his training at St. Eval in England, as a pilot.
On 14 June 1943, he was attached to 19 Group of Coastal Command and equipped with a twin-engined Whitley aircraft (10 OTU), was sent to help Coastal Command hunting submarines out over the Bay of Biscay. The crew consisted of Fellow Australian Sergeant R.L. “Bob" Rennick (second pilot), Pilot Officer Tom J.L. Lee (navigator) RAF, F/O Alan Kingsley (Rear Gunner) RCAF, Sergeant George T Graves (Wireless Operator) RAF. They had seven trips in all and on what was to be their last trip with Coastal Command, spotted two German submarines. After shadowing the U-boats for two hours the crew was given the instructions to attack. As they commenced their descent, they were fired upon and the Whitley was hit in the port fuel tank. But by now they were well committed, so they continued with their attack, and sank one submarine, U 564. This submarine had already sank 33 Allied ships. With the loss of the hydraulics and fuel, and with the damaged engine about to stop, it was obvious that they were going to struggle to return to base. My father successfully ditched the Whitley and the crew managed to evacuate into the dinghy, even though the dinghy had been damaged when the Whitley was fired upon. They had lost the dinghy pack, containing food and water, but still had 12 one-pint tins of water. The crew had carried a homing-pigeon on these trips and had managed to bring the cage into the dinghy. They attached a message to the bird's leg and attempted to launch it in the direction of base. After several attempts to get the bird to leave the dinghy it finally disappeared in the right direction. Unfortunately the pigeon did not make it back to base. Dad and his crew spent the next two days and three nights drifting on the Bay of Biscay. On the evening of the third day they were rescued by the crew of a French fishing boat. Unfortunately, the crew could not help them get back to England by boat or put them in contact with the Resistence as they were expected by the Germans to be back in their port by a certain time or there would be serious consequences for themselves and their families. The fishing boat returned to Morgat, a small fishing village south of Brest, and Dad and his crew were captured by the Germans.
They were sent to Paris by train and then sent to Frankfurt for interrogation. After eight days in solitary confinement, the crew were separated and Dad, George and Tom were sent to Stalag Luft 6 at Hyderkrug in East Prussia. Tom and Alan were sent to Stalag Luft III. Dad has many stories of this time as a POW. He talks of the efficient Escape Committee and the several attempts that were made whilst he was in Stalag Luft 6. He also talks of the boredom, the theatre, the sport played to keep fit. He tells his grandchildren that he "played rugby for Australia" as there were many matches between the English and Australian and other Empire countries during this time.
The website “U-Boat Net” provides a more complete account of what was really a two-day battle which culminated in the destruction of U-564.
13 June 1943: Aircraft attack, aircraft shot down: British Sunderland (228 Sqdn RAF/U, pilot F/O L.B. Lee). At 18.59 hours, a group of five outbound boats (U-185, U-358, U-564, U-634 and U-653) were attacked by the Sunderland northwest of Cape Finisterre. The aircraft singled out U-564, dropped its bombs and crashed in flames after being hit by the intense AA fire, all 11 crew members were killed. The badly damaged boat turned back under escort by U-185, but was sunk by aircraft the next day.
(Sources: Franks/Zimmerman)
14 June 1943
Aircraft attack, aircraft shot down: British Whitley Mk.V BD220 (No.OTU RAF/G, pilot Sgt A.J. Benson) . The sinking of U-564. At 14.39 hours, two inbound boats were spotted by the Whitley in the Bay of Biscay and shadowed. U-564 was unable to dive after the air attack of the day before and was being escorted back to France by U-185. At 16.45 hours, the fuel of the aircraft was running low and the pilot decided to attack U-564. Both boats opened fire and hit the bomber, but its depth charges caused more damage on the boat and she sank at 17.30 hours. The hydraulics and the starboard engine of the Whitley were damaged, so the crew was forced to ditch and ended up as German prisoners after being picked up by a French trawler.
The commander and 17 crewmen were picked up by U-185, which transferred them to the German destroyer Z-24 two hours later and then continued her patrol. A Canadian Hampden aircraft X2961 (No415 Squadron ,RCAF, pilot S/L J.G. Stronach and crew) arrived in the area around the time of the air attack, but was shot down by a German Ju88C fighter (15./KG 40, Hptm Hans Morr) with the loss of all four crewmen. (Sources: Franks/Zimmerman/Goss).
source: Air Force Association of Canada.
Directorate of History and Heritage file 181.001 D.24 had his “Loss of Bomber Aircraft” questionnaire with account based on interrogation of 11 May 1945. It states that he had flown seven sorties. From this and the RAF Commands website his aircraft can be identified as BD220, letter “G”.
At 0800 hours, June 14th, 1943, we took off on normal patrol. At approximately 1430 hours sighted two German submarines about 100 miles N.W. of Spanish coast. Carried out orders and shadowed subs till 1745 hours - received orders to attack. Attacked from the sun and flak gunners (37 and 13 mm) hit aircraft three times as we approached (altitude 50 feet), I.A.S. 160 m.p.h.. Dropped charges, two on west side of No.1 sub, four in between No.1 and No.2. Sank both. Photographed, flak gunners killed by machine gun fire and small group of survivors. Turned for home. All hydraulics became unserviceable about ten minutes after attack; at approximately 1915 hours starboard fuel ran dry, starboard motor stopped. Flew on on port motor. Starboard prop would not feather completely and dragged machine down slowly (altitude 10,000 feet), jettisoned all guns, ammo, cameras, parachutes etc. At approximately 2000 hours skipper ordered crew to take up ditching positions. Wireless Operator sent S.O.S. - we were in touch with base by W.T. from 1430 to 2000 hours and all messages were received. At 2000 hours plus tanks ran dry. Port motor cut (altitude 1,200 feet), glided down to perfect landing on the water (position approximately 60 miles from Brest - 100 miles from Lands End). Dinghy had been holed (not by flak); we stopped the leak and inflated by hand. During this time some emergency equipment was lost (navigator bag, aldis lamp and RCCS 1 ration case (water). Pushed off from aircraft at 2025 hours. Aircraft floated out of sight; released pigeon. Sailed Q type dinghy north NW all day. On the 15th at approximately [blank] destroyer passed 800 yards away. Ignored signals. At 0930 hours 16th of June Mosquito patrol passed (altitude 100 feet about 1,000 yards away). Very cartridges proved inadequate again; at 1200 hours the patrol passed again. Same result. On morning of 17th visibility nil due to sea fog. Fog cleared at approximately 1300 hours. French mackerel fisher sighted about one mile distant. Attracted attention with whistles and Very cartridges. French refused to sail to England and took us to Camaret on Peninsula near Brest. German habour police boarded boat before it reached shore. Very cartridges were the small red ones.
The website “Wartime Memories Project” pro vided the following account from Sharon Benson, daughter of the pilot:
My father, Arthur Benson is now 88 years old, and living in Australia. He was part of the Empire Air Training Scheme and was sent to Dauphin, Canada, completing his training at St. Eval in England, as a pilot.
On 14 June 1943, he was attached to 19 Group of Coastal Command and equipped with a twin-engined Whitley aircraft (10 OTU), was sent to help Coastal Command hunting submarines out over the Bay of Biscay. The crew consisted of Fellow Australian Sergeant R.L. “Bob" Rennick (second pilot), Pilot Officer Tom J.L. Lee (navigator) RAF, F/O Alan Kingsley (Rear Gunner) RCAF, Sergeant George T Graves (Wireless Operator) RAF. They had seven trips in all and on what was to be their last trip with Coastal Command, spotted two German submarines. After shadowing the U-boats for two hours the crew was given the instructions to attack. As they commenced their descent, they were fired upon and the Whitley was hit in the port fuel tank. But by now they were well committed, so they continued with their attack, and sank one submarine, U 564. This submarine had already sank 33 Allied ships. With the loss of the hydraulics and fuel, and with the damaged engine about to stop, it was obvious that they were going to struggle to return to base. My father successfully ditched the Whitley and the crew managed to evacuate into the dinghy, even though the dinghy had been damaged when the Whitley was fired upon. They had lost the dinghy pack, containing food and water, but still had 12 one-pint tins of water. The crew had carried a homing-pigeon on these trips and had managed to bring the cage into the dinghy. They attached a message to the bird's leg and attempted to launch it in the direction of base. After several attempts to get the bird to leave the dinghy it finally disappeared in the right direction. Unfortunately the pigeon did not make it back to base. Dad and his crew spent the next two days and three nights drifting on the Bay of Biscay. On the evening of the third day they were rescued by the crew of a French fishing boat. Unfortunately, the crew could not help them get back to England by boat or put them in contact with the Resistence as they were expected by the Germans to be back in their port by a certain time or there would be serious consequences for themselves and their families. The fishing boat returned to Morgat, a small fishing village south of Brest, and Dad and his crew were captured by the Germans.
They were sent to Paris by train and then sent to Frankfurt for interrogation. After eight days in solitary confinement, the crew were separated and Dad, George and Tom were sent to Stalag Luft 6 at Hyderkrug in East Prussia. Tom and Alan were sent to Stalag Luft III. Dad has many stories of this time as a POW. He talks of the efficient Escape Committee and the several attempts that were made whilst he was in Stalag Luft 6. He also talks of the boredom, the theatre, the sport played to keep fit. He tells his grandchildren that he "played rugby for Australia" as there were many matches between the English and Australian and other Empire countries during this time.
The website “U-Boat Net” provides a more complete account of what was really a two-day battle which culminated in the destruction of U-564.
13 June 1943: Aircraft attack, aircraft shot down: British Sunderland (228 Sqdn RAF/U, pilot F/O L.B. Lee). At 18.59 hours, a group of five outbound boats (U-185, U-358, U-564, U-634 and U-653) were attacked by the Sunderland northwest of Cape Finisterre. The aircraft singled out U-564, dropped its bombs and crashed in flames after being hit by the intense AA fire, all 11 crew members were killed. The badly damaged boat turned back under escort by U-185, but was sunk by aircraft the next day.
(Sources: Franks/Zimmerman)
14 June 1943
Aircraft attack, aircraft shot down: British Whitley Mk.V BD220 (No.OTU RAF/G, pilot Sgt A.J. Benson) . The sinking of U-564. At 14.39 hours, two inbound boats were spotted by the Whitley in the Bay of Biscay and shadowed. U-564 was unable to dive after the air attack of the day before and was being escorted back to France by U-185. At 16.45 hours, the fuel of the aircraft was running low and the pilot decided to attack U-564. Both boats opened fire and hit the bomber, but its depth charges caused more damage on the boat and she sank at 17.30 hours. The hydraulics and the starboard engine of the Whitley were damaged, so the crew was forced to ditch and ended up as German prisoners after being picked up by a French trawler.
The commander and 17 crewmen were picked up by U-185, which transferred them to the German destroyer Z-24 two hours later and then continued her patrol. A Canadian Hampden aircraft X2961 (No415 Squadron ,RCAF, pilot S/L J.G. Stronach and crew) arrived in the area around the time of the air attack, but was shot down by a German Ju88C fighter (15./KG 40, Hptm Hans Morr) with the loss of all four crewmen. (Sources: Franks/Zimmerman/Goss).
source: Air Force Association of Canada.
Birth:
Alan Kingsley was born on 17 July 1923 at 137 Crawford Street, Rochdale, Lancashire, England,
.
Alan Kingsley was the son of Raymond Frederick Kingsley and Mary Hannah Dearnley.
Alan Kingsley emigrated on 27 September 1928 to Duchess Of Bedford - Canadian Pacific, Quebec, Quebec, Canada,
Kingsley, Raymond Husband 32 English Assisted Passage
Kingsley, Mary Wife 32 English Assisted Passage
Kingsley, Dorah Daughter 7 English Assisted Passage
Kingsley, Allen Son 5 English Assisted Passage
Kingsley, Freda Daughter 2 English Assisted Passage
All born Rochdale, England
Date of arrival: 27 Sep 1928 Port of arrival: Quebec, Canada
Ship: Duchess of Bedford, Canadian Pacific
Third Class British Emigrants
Reference: RG76 - Immigration, series C-1-a
Volume: 1928 volume 26 Page: 75 Microfilm reel: T-14749
-------------------
Alan's mother, Mary, already had relatives in Saskatchewan.
Her aunt Mary Ellen (Whiteley) Dawson emigrated there in 1906, following her daughter Clara.
Shot down in WW II - POW.
Marriage:
Alan Kingsley married Adeline Lillian June Boychuk, daughter of John Boychuk and Nellie (?), on 12 April 1950
.
Death:
Alan Kingsley died on 6 August 1988 at Brock, Saskatchewan, Canada, at age 65 years and 20 days
.
Child of Alan Kingsley and Adeline Lillian June Boychuk
- Sharon Kingsley+ b. 1 Dec 1950, d. 1 Sep 2021
Freda Kingsley
ID# 142, b. about November 1926, d. 10 October 2022
Birth:
Freda Kingsley was born about November 1926 at 137 Crawford Street, Rochdale, Lancashire, England,
.
Freda Kingsley was the daughter of Raymond Frederick Kingsley and Mary Hannah Dearnley.
Freda Kingsley emigrated on 27 September 1928 to Duchess Of Bedford - Canadian Pacific, Quebec, Quebec, Canada,
Kingsley, Raymond Husband 32 English Assisted Passage
Kingsley, Mary Wife 32 English Assisted Passage
Kingsley, Dorah Daughter 7 English Assisted Passage
Kingsley, Allen Son 5 English Assisted Passage
Kingsley, Freda Daughter 2 English Assisted Passage
All born Rochdale, England
Date of arrival: 27 Sep 1928 Port of arrival: Quebec, Canada
Ship: Duchess of Bedford, Canadian Pacific
Third Class British Emigrants
Reference: RG76 - Immigration, series C-1-a
Volume: 1928 volume 26 Page: 75 Microfilm reel: T-14749
-------------------
Freda's mother, Mary, already had relatives in Saskatchewan.
Her aunt Mary Ellen (Whiteley) Dawson emigrated there in 1906, following her daughter Clara.
Marriage:
Freda Kingsley married Ted Korber about 1954
.
Death:
Freda Kingsley died on 10 October 2022 at Saskatoon, Saskachewan, Canada,
.
Ivan Lawrence McNab
ID# 144, b. 3 January 1939, d. 10 December 2015
Ivan Lawrence McNab
1939-2016
1939-2016
Birth:
Ivan Lawrence McNab was born on 3 January 1939 at Gordon First Nation, Saskatchewan, Canada,
.
Ivan Lawrence McNab was the son of Chief Hilliard Alexander McNab C.M. and Doris Genevieve Anderson.
from Common Ground by John Cuthand - Eagle Feather News
"On the subject of country music, my friend and yours, Ivan McNab has
released a CD of vintage, little-known-to-me country music. It’s the old
twangy stuff from the fifties when singers sang through their nose and bore
such names as Buck, Rufus and Lou Ann. The CD is appropriately called,
“It’s about time.”
The liner notes are quite interesting. Ivan was at one time the grand prize
winner in a province wide music talent search*. This I did not know. His talent
still shines and he remains in constant demand. Well done Ivan and family.
I remember as a kid staying up to watch Bonanza because someone named
Ivan McNab was going to be acting in an episode. The show was on for quite
sometime before a bunch of Indians rode up to the Ponderosa and were met
by old Ben Cartwright, Little Joe and Hoss.
The chief got down from his horse, spoke something forgettable, then
walked back to his horse and was handed the reins by none other than Ivan
McNab. They then rode off and Ivan and the Indians were no longer seen
again. This brief shining moment was memorable because there were very
few Aboriginal actors back then. There was no APTN and no “Dances with
Wolves.”
While most white folks were talking about a man landing on the moon
we were talking about Ivan McNab landing on Bonanza."
source:-
Eagle Feather News; November 2008, Volume 11, No.11, page 6
from Common Ground by John Cuthand
- see Eagle Feather News
* According to the Saskatchewan Jubilee Vol. 2: Stars From A Gala Night album cover, Ivan "was selected the Diamond Jubilee Star of 1965 and received a trip to Hollywood and an appearance on Bonanza as winner of the Saskatchewan Talent Search."
see prairietopine.com.
"On the subject of country music, my friend and yours, Ivan McNab has
released a CD of vintage, little-known-to-me country music. It’s the old
twangy stuff from the fifties when singers sang through their nose and bore
such names as Buck, Rufus and Lou Ann. The CD is appropriately called,
“It’s about time.”
The liner notes are quite interesting. Ivan was at one time the grand prize
winner in a province wide music talent search*. This I did not know. His talent
still shines and he remains in constant demand. Well done Ivan and family.
I remember as a kid staying up to watch Bonanza because someone named
Ivan McNab was going to be acting in an episode. The show was on for quite
sometime before a bunch of Indians rode up to the Ponderosa and were met
by old Ben Cartwright, Little Joe and Hoss.
The chief got down from his horse, spoke something forgettable, then
walked back to his horse and was handed the reins by none other than Ivan
McNab. They then rode off and Ivan and the Indians were no longer seen
again. This brief shining moment was memorable because there were very
few Aboriginal actors back then. There was no APTN and no “Dances with
Wolves.”
While most white folks were talking about a man landing on the moon
we were talking about Ivan McNab landing on Bonanza."
source:-
Eagle Feather News; November 2008, Volume 11, No.11, page 6
from Common Ground by John Cuthand
- see Eagle Feather News
* According to the Saskatchewan Jubilee Vol. 2: Stars From A Gala Night album cover, Ivan "was selected the Diamond Jubilee Star of 1965 and received a trip to Hollywood and an appearance on Bonanza as winner of the Saskatchewan Talent Search."
see prairietopine.com.
Death:
Ivan Lawrence McNab died on 10 December 2015 at North Battleford, Saskatchewan, Canada, at age 76 years, 11 months and 7 days
IVAN LAWRENCE MCNAB
Piyesiw Ka-pempitikwet.
January 3, 1939 - December 10, 2015
In Loving Memory
North Battleford, SK. With heavy hearts we announce the passing of our Husband, Father, Grandfather, Uncle, Brother and dear Friend of many relations. Ivan left this world on Thursday, December 10, 2015 at the age of 76 to join with his heavenly family. Ivan was a larger than life man, full of love and laughter. His talent for music and the spoken word was widely recognized and celebrated. His absence will be felt far and wide as he was loved and respected by many.
Published in The Regina Leader-Post from Dec. 12 to Dec. 14, 2015
The Regina Leader-Post
see also: Saskatchewan First Nations: Lives Past and Present.
Piyesiw Ka-pempitikwet.
January 3, 1939 - December 10, 2015
In Loving Memory
North Battleford, SK. With heavy hearts we announce the passing of our Husband, Father, Grandfather, Uncle, Brother and dear Friend of many relations. Ivan left this world on Thursday, December 10, 2015 at the age of 76 to join with his heavenly family. Ivan was a larger than life man, full of love and laughter. His talent for music and the spoken word was widely recognized and celebrated. His absence will be felt far and wide as he was loved and respected by many.
Published in The Regina Leader-Post from Dec. 12 to Dec. 14, 2015
The Regina Leader-Post
see also: Saskatchewan First Nations: Lives Past and Present.
Arnold Petrich
ID# 150, b. 8 August 1918, d. 31 December 2003
Birth:
Arnold Petrich was born on 8 August 1918 at Saskatoon, Saskatchewan, Canada,
.
Marriage:
Arnold Petrich married Dora Kingsley, daughter of Raymond Frederick Kingsley and Mary Hannah Dearnley, on 10 November 1949 at Saskatoon, Saskatchewan, Canada,
Date from unverified Ancestry tree.
1301-1223 Temperance St
Saskatoon, SK
S7N OP2
Dec 1999.
Saskatoon, SK
S7N OP2
Dec 1999.
Death:
Arnold Petrich died on 31 December 2003 at Saskatoon, Saskatchewan, Canada, at age 85 years, 4 months and 23 days
.
Arnold Petrich was buried in January 2004 at Woodlawn Cemetery, Saskatoon, Saskatchewan, Canada,
Plot: 9-L012-N1/3.