|WALLACE, Alexander Cameron "Cam"|
|Royal Canadian Air Force|
Date of Birth:
Date of Death:
|January 26, 2000|
||WALLACE, F/L Alexander Cameron (J11946) - Distinguished Flying Cross - No.109 Squadron - Award effective 15 March 1945 as per London Gazette dated 23 March 1945 and AFRO 721/45 dated 27 April 1945. Home in Woodstock, Ontario; enlisted London, 23 July 1941. Trained at No.1 ITS (graduated 6 December 1941), No.4 BGS (graduated 25 April 1942) and No.2 ANS (graduated 25 May 1942). Award sent by registered mail 6 May 1949. No citation other than "completed...many successful operations against the enemy in which [he has] displayed high skill, fortitude and devotion to duty." Public Records Office has recommendation dated 18 December 1944 when he had flown 89 sorties (275 operational hours).||
* denotes daylight sortie
# denotes marker sortie
|4 Apr 43||Kiel||8 July 44||Scholven|
|10 Apr 43||Frankfurt||14 July 44||Les Handes Vielle et Neuves #|
|14 Apr 43||Stuttgart||16 July 44||St. Phililbert Ferme *|
|16 Apr 43||Mannheim||19 July 44||Thwerny *#|
|20 Apr 43||Rostock||20 July 44||Homberg #|
|4 May 43||Dortmund||25 July 44||St. Cyr #|
|12 May 43||Duisburg||28 July 44||Forest de Nieppe *|
|13 May 43||Bochum||31 July 44||Forest de Neippe #|
|11 June 43||Dusseldorf||1 Aug 44||Anderbelck *#|
|13 June 43||GARDENING, Gironde||2 Aug 44||Foret de Nieppe|
|19 June 43||Le Creusot||3 Aug 44||L'isle Adam *#|
|21 June 43||Krefeld||5 Aug 44||Navelle en Chausse *|
|22 June 43||Maulheim||8 Aug 44||Bellecroix *#|
|24 June 43||Wuppertal||18 Aug 44||L'isle Adam *#|
|25 June 43||Gelsenkirchen||23 Aug 44||Castrop Rauxel|
|28 June 43||Cologne||25 Aug 44||Brest #|
|3 July 43||Cologe||27 Aug 44||Homberg|
|28 Aug 44||Leverkusen|
|31 Aug 44||Lumbres *#|
|5 Sept 44||Le Havre *#|
|11 Apr 44||St. Trond||9 Sept 44||Le Havre *#|
|13 Apr 44||Duren||10 Sept 44||Le Havre *#|
|24 Apr 44||Dusseldorf||11 Sept 44||Le Havre *#|
|30 Apr 44||Duren||14 Sept 44||Wassenaer *#|
|1 May 44||Chambly #||17 Sept 44||Boulogne *#|
|2 May 44||Leverkusen||17 Sept 44||Westkapelle *#|
|7 May 44||St. Valery #||18 Sept 44||Rhine|
|9 May 44||Berbebal #||20 Sept 44||Calais *#|
|10 May 44||Ghent #||25 Sept 44||Calais *#|
|14 May 44||Courtrai||26 Sept 44||Calais *#|
|26 May 44||Lison||5 Oct 44||Frankfurt *#|
|27 May 44||Le Clipon #||6 Oct 44||Dortmund #|
|29 May 44||Xanten||11 Oct 44||Fort Frederick #|
|2 June 44||Laval||14 Oct 44||Duisburg #|
|4 June 44||Sangatte #||14 Oct 44||Duisburg #|
|5 June 44||St. Pierre du Mont #||23 Oct 44||Essen #|
|6 June 44||Vire #||28 Oct 44||Walcheren #|
|7 June 44||Versailles #||29 Oct 44||Walcheren #|
|12 June 44||Arras #||30 Oct 44||Cologne #|
|14 June 44||Douai #||31 Oct 44||Cologne #|
|16 June 44||Renescure #||2 Nov 44||Hallendorf|
|22 June 44||Swacourt *#||6 Nov 44||Gelsenkirchen #|
|24 June 44||Flers #||18 Nov 44||Munster #|
|27 June 44||Forest d'Eawy||30 Nov 44||Duisburg|
|6 July 44||Coquereaux *#||4 Dec 44||Karlsrube #|
|7 July 44||Vaires #||6 Dec 44||Osnabruck|
This navigator will shortly finish his tour with this squadron, having now done 90 trips with Bomber Command of which 72 were with us; 53 of these have been marking trips.
Flight Lieutenant Wallace has consistently shown a high degree of reliability, the result of keenness to operate and sound knowledge of our equipment. Apart from his keen desire to fly and fight he has unstintingly given of his time in planning operations. He is a willing worker and a splendid member of aircrew.
To this the Officer Commanding, RAF Station Little Staughton, adds on 22 December 1944:
This officer has shown outstanding skill in the manipulation of the special equipment with which his aircraft is fitted. He has at all times shown very much above average ability as a Navigator, and is strongly recommended for the award of the Distinguished Flying Cross.
SOURCE: Air Force Association of Canada website.
by David Wallace, son
Cam Wallace flew 90 operations on two tours of operations with Bomber Command, the first on Stirlings with No. 214 Squadron, he then did Oboe marking with No.109 Squadron of the Pathfinder Force.
My father felt incredibly lucky to finish 90 operations and no one was more surprised to be alive at the end of the war than he was. He had lost many, many, friends during the war. One thing I found after he died was a handwritten list of just the Canadians he knew that died in the Air Force during the war and there were more than 130 names on it. It included 17 of the Dambusters, one Great Escaper who was executed by the Gestapo, and 2 pairs of brothers (one were twins), who managed to crew together and also died together flying. During the 5 months he was on operations with 214 Squadron RAF (approximately 16 aircraft - about 112 men) there were 130 men killed, 24 taken as POWs and 12 wounded - nearly a 150% casualty rate. Only about a dozen of them were Canadians so its fair to estimate he lost 200-250 friends by the end of the war when you include the Brits, Australian and New Zealanders in the units he served with. He never forgot these men and I think he felt a special bond to those who didn't survive the war like Freddie Forrest, Mac Johnson, Arnie Billings, Jean Louis Viau and Rollie Pilon because he saw himself as one of them who somehow got a miraculous reprieve and lived. The men who served with Bomber Command were all very special men.
Post-war Cam finished medical school and became a Pathologist whose work focused on Cancer research and later on, research dealing with organ transplantation. He was a Professor of Pathology and a long time Director of the National Cancer Institute, serving President from 1978 to 1980. He died Jan.26, 2000 in Nassau, Bahamas.
|No.1 Initial Training School, Toronto
– Graduated December 6, 1941
No. 4 Air Observer's School, London - Graduated March 16, 1942
No. 4 Bombing & Gunnery School, Fingal – Graduated April 25, 1942
No.2 Advanced Navigation School, Pennfield Ridge, NB – Graduated May 25, 1942
No.9 Advanced Flying Unit, Penros Wales – August 8, 1942 – September 7, 1942
No. 14 Operational Training Unit, Cottesmore Rutlands – September 8, 1942 – December 30, 1942
No.1657 Heavy Conversion Unit, Stradishall Suffolk – January 1, 1943 – February 27, 1943
No.214 Squadron, Chedburgh Suffolk – March 1, 1943 – July 29, 1943
Stirlings – 17 Operations completed
Pilot – P/O Geoff Shattock
Navigator – F/O Cameron Wallace, RCAF
Bomb Aimer – Sgt. Howard Hunt, RCAF
Wireless Operator – Sgt. John Smith
Flight Engineer – Sgt. David Lamming
Rear Gunner – Sgt. Bud Dickenson, RCAF (USA) – Later transferred to USAAF
Mid-Upper Gunner - Sgt. Frederick Trinder
No.28 Operational Training Unit, Wymeswold Leicestershire – July 30,
1943 – February 14, 1944
No.1655 Mosquito Training Unit, Marham Norfolk - February 15, 1944- March 30, 1944
No.109 Squadron, Little Staughton Bedfordshire – April 2, 1944 – December 21, 1944
Mosquitoes – Oboe marking, Pathfinder Force – 73 Operations completed (30 daylight)
Pilot - W/C W.G. Foxall, DSO, DFC
Navigator – F/L Cameron Wallace, RCAF
Arrived back in Canada: February 1, 1945
Struck off the roll March 12, 1945
Awarded DFC March 15, 1945
by F/L A.C. Wallace
The following is an excerpt from a letter F/L Wallace wrote to Geoff Shattock in 1996 (pilot) in where he describes a raid on Rostock on the 20th of April 1943 when they were approaching the target (Heinkel Works) and nervous a rear gunner in the Stirling in front of them opened fire on them shooting Geoff through the leg and generally ventilating the plane.
"It was on April 20, and we took off at 2157 on `N' for nuts. Weather was very good and we could get a landfall as we crossed the coast somewhere around Cromer. Got good Gee fixes for a while then took some Polaris shots when we ran out of Gee range. We were routed a long way north, and crossed the Danish coast pretty well on track at nearly 56 degrees N., at the south end of Rinkabing Fjord. There was some flak, and by this time you had come right down to treetop height.
From there on it got quite exciting, probably one of the most exciting times of my life. Having got a good pinpoint at the coast and having no further nav aids, I came up and sat with you prepared to map read us the rest of the way. We could see the tank defences along the coast (mainly big sort of angle iron contraptions). The trees went by in an alarming way, and we could see doors being flung open and even people standing in the light of their homes. Dickie remarked that we could almost tell people we'd been in Denmark rather than over it. We crossed Denmark fairly fast (Jutland, that is), and crossed Fyn, Langland and Lolland. These are what they are called now but I'm not sure they were that on my chart. At one point there was a lot of light flak around and some of it was coming right at us. I should recall that the term `light flak ` refers to the type (Bofors with tracer) rather than to the severity! Hunt was in the front turret and started yelling "Those sons of bitches!", and opened fire on them. Tommy and Dickie joined in and I'm not sure whether we shut them up or just drew attention to ourselves.
As we reached the open Baltic Sea, you climbed to about 3000 ft., and all was clear as day. I could see all the land marks and we turned on about 200 T. to Rostock, soon in sight. However, as we drew closer, it was obvious that Jerry had put up a massive smoke screen over the whole area; in fact, the "Bomber Command War Diaries", a remarkable publication, states that as a result, the bombing was scattered. This was no town blitz - we were after the Heinkel Works. As we started our target run as best we could, I saw a Stirling weaving a bit ahead of us. Then there was a rather unpleasant bang, and you said something like "Oh, Jesus Christ!" Then you said `take that!', referring to the control stick. Then you called "Hunt, come up here quick!" As the only even remotely qualified second pilot, he let the bombs go and came up and took over the controls.
I gave Hunt a course to steer. I told him to steer 015M for 10 minutes and then turn on 315. Then I went and found a flashlight and got your flying boot off. It was full of blood and there was a hole through your leg below the knee. I got the medical kit and put a shell dressing on it, but didn't try any fancy homeostasis because I was sure it would quit bleeding O.K. All this messing around in the dark took a while, about 20-25 minutes, and when I got back up with Hunt he was still steering 015 - either he hadn't heard me or didn't have a watch. I looked out and could see clearly the Copenhagen area right ahead. So we turned on about 270 and headed for home. In answer to your recent comment, I can't imagine that anyone even remotely thought of bailing out.
The trip back was pretty uneventful. You described the amount of pain you had as about equal to a severe toothache. You soon took over the controls and declined any more help. I offered to shoot some codeine into you with some very neat little gadgets in the medical kit, but you were obviously scared it might destroy your razor-sharp awareness. Smitty radioed ahead something like: Pilot wounded; all O.K. When we got to base the Waaf on Flying Control asked: "What is the nature of your wounds?" and you answered that you had a bullet in the calf of your leg. You set it down perfectly and were whisked away to the hospital. Next day the ground crew found that ONE bullet had cut off the cockpit lighting, cut out the hydraulic exactor control of one port engine, gone through your leg, mangled some of my charts, and still had enough zip to make a dent in the armour plating beside my navigation table.
It was a bad night for 3 Group (20/04/1943) - we lost 8 of 80 planes and didn't do a good job. Also a lot of people who got back were shot up with some killed including one gunner from 214."
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