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I have even been north of the Arctic Circle in Norway, as well as the south. We also saw the British Infantry Force safely home from Dunkirk... I have had the honour of leading my own flight in many actions and the aircraft has a half-dozen holes which are patched and swastikas painted on each by my crew.
IN A LETTER HOME, JUNE 1940
Firsts and Foremost: The Story of Bill Martyn
By Dr Peter Lawson
Among the Canadian-born naval pilots flying with the British Fleet Air Arm (F.A.A.) during WW II, Hampton Gray received the highest award; the Victoria Cross. William Atkinson, referred to as the gentleman aviator, was the top naval air ace. William Martyn became the foremost honored naval pilot recieving the Distinguished Service Cross (D.S.C.) and Bar as well as three (3) Mentions in Dispatches (M.i.D's) while establishing a significant number of firsts in the F.A.A.
HMS Glorious
Bill 'Digger' 'Moose' Martyn was born in Winnipeg in 1915. During his early childhood his family moved to Calgary. Bill underwent pilot training in the mid-1930's with the Royal Air Force (RAF) in England. With the transfer of carrier-born aircraft from the RAF to the Royal Navy (RN), Bill was in the first group to be re-commissioned, this time as an Acting Sub-Lieutenant (A), RN, with seniority dated December 10, 1937. In 1938 and 1939 he gained tremendous naval air experience ashore and afloat.

The declaration of war in September 1939 finds Bill as a keen and confident naval pilot aboard HMS Glorious, Mediterranean Fleet, on #802 Squadron (G-6 Squadron). Two weeks later Bill is promoted to Lieutenant, continuing his active front-line service anticipating danger every time his wheels leave the deck. But as he comments in one of 100's of Letters sent home, "I have not bloodied myself, mainly due to the lack of opportunity." He is flying Gladiator aircraft that are very maneuverable, have high speed, and a very effective rate of climb.
On December 17, 1939 Bill reports to Royal Naval Air Station (RNAS) Eastleigh, Southampton, also known as HMS Raven. His task is to fly security patrols over the North Sea. On a flight just before Christmas he passes over the ships carrying the first contingent of Canadian army soldiers headed for Scotland. By late January 1940 his squadron, #801, is at RNAS Donibristle, Inverkeithing, Fife, Scotland and a few days later in the F.A.A. Section of RAF Station Evanton, Ross-Shire, Scotland, on Cromarthy Firth, near Inverness, flying Skuas.

On February 26, 1940 Canada's first air squadron under command of Squadron Leader de Van Fleet arrived in England and Bill had the opportunity to meet some of the pilots and talk about flying in the Calgary region. The period from April 1, 1940 to October 31, 1940, supposedly on second-line service, turned out to be the most active and exhilarating of the war for Bill. He flew from the following shore bases: RNAS Hatston Kirkwall, Orkenys, RAF Station Detling, Kent, Maidstone, RNAS Donibristle, Inverkeithing, Fife and back to RNAS Hatston, not missing a single day of flying. Also during this time, he operated from HMS Ark Royal in Operations over Norway.
Aircraft fly over HMS Ark Royal, 1939.
HMS Raven, aka RNAS Eastleigh
I have not bloodied myself, mainly due to the lack of opportunity.
IN A LETTER HOME, 1939
One of Bill's attacks on an oil tank. Dolvik, Norway 1940
Bill conducted a total of 29 daylight raids over enemy territory, aside from fighter work over the Fleet in the North Sea. Of the 29 sorties, 10 were over France and Belgium, and 18 over Norway with 1 over Tromso, in the Arctic Circle with enemy interceptions, mostly by Messerschmitt Bf-109's occurring in all instances, except during the last three raids on Norway when Germans were concentrating on sending aircraft to France to support their May offensive. The most common targets for allied aircraft were shipping and oil tank installations such as the one at Dolvik, Norway.

To date, November 9, 1940 Bill was first in the number of daylight operational raids of all FAA pilots and was so recognized by the First Sea Lord, who nicknamed Bill, 'Digger'. This was quite an achievement considering the midnight sun of the Arctic summer meant that aircraft were flying practically twenty-four hours a day. It should be noted that the attack on Tromso in the Arctic Circle on October 16 was from HMS Furious, which accommodated #801 Squadron throughout the last three months of 1940.
During 1940, Bill was also assigned to escort the British Infantry Force safely to England from Dunkirk, and to lead a flight of Skuas on a large gun emplacement at Calais, receiving a personal visit of thanks from Rear-Admiral Richard Bell-Davies, VC, who was in charge of naval air stations at the time. These exploits led to Bill receiving his first M.i.D. on August 9, 1940, a second M.i.D. on October 4, 1940 and a Distinguished Service Cross on November 22, 1940, for continued devotion to duty in operations against enemy forces in Norway. Bill had one confirmed destroyed, and two shared destroyed enemy aircraft.

On December 30, 1940, Bill celebrated his 26th birthday at Yeovilton, Somerset where he had recently been appointed flying instructor. He then became the first-ever FAA naval pilot to be given the opportunity to attend the RAF Central Flying School, Upavon, Malborough, Wilts for an advanced course in air instruction, graduating on April 11, 1941. He served as an instructor at Yeovilon till September 1941 taking time on May 20th to meet King George VI to receive the DSC and to do the flying of the first WW II Royal Naval Air recruiting film, A SHIP WITH WINGS.
Soldiers on the beach at Dunkirk.
Blackburn Skua's, like the ones Bill would have been operating over Dunkirk with 801 FF Squadron.
Wonderful experience shaking hands with George VI and receiving D.S.C. from him.
IN A LETTER TO HIS MOTHER, MAY 1941
Hurricane's in formation
September 16, 1941 found Bill on a short detachment assignment at RAF Station Sumburgh, Shetland Islands as the lone naval pilot flying Hurricanes and within a few weeks gained the nickname Moose due to his imposing rugged frame of slightly over 200 pounds. After three weeks of RAF ribbing, Bill finally was appointed to a naval air squadron and headed for first-line service again as senior pilot on #880, the very same squadron number which, ten years later, would be assigned to the Royal Canadian Naval Air Service.

Bill woke up on October 6, 1941 to the sound of a group of RAF pilots standing below his window singing, Life on the Ocean Wave. The word was out! Bill was to leave the Shetland Islands the next day to join #880 fleet fighter squadron as its senior pilot. Bill flew off in his Hurricane #7055 but was delayed by poor weather for a few days in Inverness from where Bill wrote to his Dad, "Don't worry about me - I'm happy, and where I want to be - the probability of not pulling through this war causes me no anxiety." On October 13, Bill joined #880 aboard HMS Indomitable flying Sea Hurricanes, and soon the ship headed for Norfolk, Virginia for repairs up on her maiden voyage.
Seafire over HMS Indomitable, 1943
Bill flew off Indomitable on November 10th to operate from USNAS Norfolk and back to Indomitable on the 22nd as she proceeded to Jamaica for work-up and then arrived at Cape Town on New Year's Eve. A few days later she proceeded to Ceylon waters where she operated from January to April 1942 as part of the new Eastern Fleet (Force Z) seeing very little action. At that point, Indomitable carried 3 fighter squadrons: 800 and 806 with a total of 24 Fulmars, and 880 with 9 Sea Hurricanes. She also carried 827 and 831 flying a total of 24 Albacores. Throughout May, 880 Squadron was in the Madagascar area flying as part of Operation Ironclad in support of Allied landings in the Vichy-controlled Diego-Suarez region. Then #880 flew off to Port Reitz, the aerodrome near Mombasa, Kenya for leave till the end of the first week of July while Indomitable proceeded to Killindini, the naval base at Mombasa. Bill took the opportunity to join three others and flew to what is known today as Tanzania to climb Mount Kilimanjaro with a cook, a guide, and ten porters.
Bill on Mt. Kilimanjaro, July 1942 ("Near the summit and frozen stiff")
Indomitable was back in the central-western Mediterranean during the first two weeks of August with Bill flying No. 1 in his flight, repeatedly escorting a convoy to besieged Malta as part of Operation Pedestal. On August 12th Bill's logbook reads: "Attacked by between 20 and 30 Ju-88's. Shot one down and put another out of action." In fact, the rear gunner of that second Ju-88 had shot Bill's aircraft to a point where it lost power and Bill could not restart the engine. Knowing Bill's excellent flying skills it was decided to give him a choice to either ditch alongside one of the escort destroyers, or attempt a dead-stick landing on the carrier. Bill opted for the latter, and landed perfectly!

That same day Bill witnessed S/Lt Jack 'Crooky' 'Tea Planter' Cruickshank, whom Bill had welcomed to the squadron at HMS Gadwall a few months earlier, die after being shot down by two German aircraft. Bill's commanding officer on 880, Lt. Cdr. F.E.C. 'Butch' Judd was also killed that day. Sadly on August 12th also, a few hours after Bill's dicey landing, the carrier itself was hit with 4, 1100 lbs. bombs by Ju-87's, three top side and one under-water causing sections of Indomitable's fighter squadrons 800 and 880 to have to land on HMS Victorious which became unable to range aircraft with so many visiting Hurricanes and Fulmars from other carriers. Bill had managed to lose his first logbook and his Canadian passport during the melee. Meanwhile, Indomitable headed to the USA for repairs that would not be completed till February 1943.
HMS Indomitable and Eagle (from Victorious) during Operation Pedestal
Read a detailed account of Operation Pedestal - Bill is mentioned.
Read a detailed account of the damage caused to Indomitable, as well as the measures taken.
On November 10, 1942 Bill would be awarded a M.i.D. for, Bravery and dauntless resolution when an important convoy was brought through to Malta in the face of relentless attacks, day and night, from submarines, aircraft, and surface forces.
With 10 months of first-line service behind him, Bill was granted a leave which he spent mainly in London. On September 2, 1942 he was informed that he had been appointed Commanding Officer of #880 squadron and was asked to report to RNAS Stratton for Seafire familiarization prior to his squadron embarking HMS Argus. Bill had thus become the first Canadian-born RN pilot to command a fleet single-seat fighter squadron during the Second World War.
HMS Argus was capable of striking down many aircraft in her tall and capacious hangar. She had been the last carrier commissioned in World War One. Argus was now to switch from a training function to first-line action as #880 aircraft, 12 Seafire IIc's, flew cover for the American landings in North Africa during the first two weeks of November. Bill's squadron with Bill Fiddes as senior pilot then went ashore to Hatston to enjoy a peaceful Christmas.

It would be March 3, 1943 before Bill's squadron would begin to re-join Indomitable after her repairs and June 26 when she would sail towards Sicily. During this spring period of 1943, four of Bill's Letters to his family included the following commentaries:

April 4, 1943: "I have a green maple leaf on both sides of the cockpit . . . I have enjoyed being on HMS Indomitable since she first commissioned."

April 12, 1943: "One of the penalties of being a C.O. is to write to their people and it is no sinecure I can tell you."

April 25, 1943: "What do you think now that I am a Lieutenant-Commander?"

April 29, 1943: Captain G. Grantham, C.B., D.S.O. is Indom.'s skipper and Vice-Admiral A.L. Lyster who was my Captain on HMS Glorious in the late 1930's is now in charge of the home fleet. Indomitable is his flagship and I am not only the C.O. of #880, but also the most senior of all pilots aboard.

HMS Stalker, 1943
For Bill, July 1943 off Sicily started with a bang: a forced landing on the carrier. Then on July 13 there was another bang: Indomitable was torpedoed by a JU-88 aircraft causing Bill's squadron to operate from Gibraltar and HMS Stalker. Again Indomitable would go to the USA for repairs. On August 16, Bill's squadron proceeded from Gibraltar to HMS Stalker and for the rest of the month conducted wing drills in the company of aircraft from the other four escort carriers under Admiral Vian in preparation for the invasion of Italy. A complex plan was being developed with a main force landing at Salerno, code name Operation Avalanche, to occur September 9th.

Bill had been informed that there would be no previous naval or air bombardment so as to achieve surprise. Also, Bill was to serve as Wing Leader and provide extensive air support. Ten separate sorties were flown by the Wing under Bill's leadership and the Salerno beachhead was secured by September 16th. 880 Squadron then headed aboard Stalker for Northern Ireland and a much needed rest with limited flying between December 8th and 18th and Christmas ashore to complete the year 1943.
German battleship, Tirpitz
Bill had displayed excellent leadership, being laconic and decisive as Wing Leader, and consequently was asked to take part in the Fighter Leader's course at RAF Aston Down during January 1944. Then it was back to Ballyhalbert where Bill led 880 in preparing to fly aboard HMS Furious in anticipation of Posthorn: a series of air attacks on shipping off Norway.

Furious arrived on station, north of Bergen, with the Home Fleet on February 11, 1944 with Bill's squadron and 801 Squadron alternating to an from Furious from Skeabrae and occasionally from Arbroath. The first major operation, Tungsten, was on April 3rd and involved 29 ships, including carriers, with aircraft attacking the German battleship Tirpitz, sister ship of Bismarck. Dive-bombers killed 122 of Tirpitz's crew and injured 300 others causing enough damage to render her inactive for a number of weeks. During the attack on Tirpitz in Alten Fjord, Bill's squadron function had been to provide cover over the Home Fleet using 12 new Seafire F.III's. On the 26th of April Bill was asked to provide the same cover during a bombing operation against a German convoy off Bodo, Norway and on May 6th, 880 Squadron again provided cover during Operation Croquet; a shipping strike near Trondiheim. Another attack in Alten Fjord on May 15 had to be cancelled one hour and forty minutes into the flight due to bad weather. Throughout all these events, Bill flew his own aircraft, Seafire #858, and by special request, absented himself from the war zone to take part in a fly past for the King on May 11th.
Seafire MkIII in flight.
June 1944 was a quieter month for Bill and his squadron although it started on the 1st with a fighter attack on a convoy and flak ships near Stadlendet. Operation Mascot on July 17th was yet another attempt at sinking Tirpitz. 880 squadron provided the usual cover but the attack was a failure, with just one near-miss. On August 3rd, Bill attacked shipping off Bergen and upon returning to HMS Furious was informed that he had been appointed Commander Flying on the carrier HMS Ruler effective August 22, 1944 and that his last day on 880 would be August 15th. On the 15th, Bill flew Hornett Moth #731 to HMS Furious to say goodbye to the squadron and ship's officers. Captain S. Wruwop of Furious revealing to Bill that he had given him an excellent recommendation for his outstanding service on Furious. On October 16th, Bill left RAF Skeabrae in the Orkenys traveling by ferry to Scotland for a few days of rest, clasping a bottle of scotch and a carved wooden crest of 880 Squadron received as going away presents. He prepared to join HMS Ruler with some apprehension at the thought that his intensive flying days could soon be over.

HMS Ruler Commanded by Captain H.P. Currey, O.B.E. was in Newport, south Wales being converted to an assault- landing carrier when Bill joined her on September 7, 1944 after a few days leave. Ruler, built on a C-3 merchant ship hull had been commissioned on December 22, 1943. She had a wooden deck finish, 2 lifts, 9 arrester wires, a catapult, and 3 safety barriers. Her flight deck was 465 feet long and she carried a full complement of 710 when a fighter was aboard. She could accommodate 24 fighters, or 18 fighters and 4 dive-bombers. She could use her flight deck and hangar to ferry a maximum of 80 fighter aircraft. After a post conversion ferrying trip to and from the United States it was intended that Ruler would become a fully operational carrier with the British Pacific Fleet by mid-April 1945.
HMS Ruler
Bill had no sooner settled aboard Ruler when he was informed that he had been granted a Bar to his DSC for courage and skill in strikes against enemy shipping while operating from HMS Furious. And on September 19th he received a personal letter from the Office of the High Commissioner for Canada, Vincent Massey, adding his congratulations for Bill's outstanding contribution to the war effort, having by then received a DSC and Bar and 3 MiD's. Now that Bill was on Ruler as Commander Flying, he would be responsible for the Air Department which consisted of the air squadrons, air engineering, air headquarters, air liaison, aircraft armament, aircraft direction, flying control, and flight deck engineering all of which was supported by the meteorology and radar sections. From Bill's point of view, Ruler's varied passages between September 1944 and April 1945 would give him an opportunity to get to know his function, the ship, and the crew and provide him with a bit of respite after so many years of first and second-line action. Ruler would be criss-crossing the Atlantic and take nearly two months to reach Australia, 12,400 miles away, with no flying at any time due to all the aircraft being ferried on deck.

Bill had found out that many of the 885 Squadron pilots scheduled to come aboard Ruler in December had been assigned to a photo reconnaissance course in Northern Ireland. Bill who was very interested in that concept recommended that during the passage to Australia, 12 of the Hellcats be fitted with full camera equipment mounted in the rear fuselage. This was achieved after many long hours and much improvisation by the squadron staff and Ruler's crew. Disappointingly, at a quick stop in Colombo Ceylon in late February, it was not possible to obtain the necessary motors for the 36 cameras mounted in the Hellcats.
The following is a sequence of activities involving Ruler, Squadron #855 and Squadron #1772 for the period September 17 1944 to April 15, 1945 that inherently reveals the various demands that would have been placed on Bill as Commander Flying during this period:

  • September 17: Carrier conversion completed.
  • September 26/27: Flight deck trials with an Avenger, a Hellcat and a Barracuda which promptly crashes on deck.
  • September 30: Sailed in convoy for the USA, from Greenlock.
  • October 11: In Norfolk, USA to load aircraft and repair ship's engine.
  • November 1: In New York City loading more aircraft and awaiting convoy C.U. 46 to proceed with ferrying 66 aircraft to Scotland.
  • November 21: Berthed in Glasgow and unloaded aircraft. Leave period until December 9th.
  • December 15/16: Loaded #885 Squadron personnel and aircraft in Belfast. Squadron C.O.: Lt. Cdr. John R. Jack Routley.
  • December 19: Intensive work ups begin for #885 in the Firth of Clyde, flying every day for one month regardless of holidays.
  • January 20: Berthed in Belfast. Loaded 18 Fireflies of 1772 Squadron, other aircraft as freight, and hundreds of bags of parcel mail bound for Sydney, Australia. C.O. #1772, Lt. Cdr. D.J. Homlmes.
  • January 28: Sailed from Greenlock in convoy KMF 39.
  • February 8: Heavy seas lift the forward end of the flight deck.
  • February 9: Berthed in Alexandria for repairs.
  • March 16: Unloaded all freight, aircraft, mail and 1772 squadron ashore.
  • March 18: 885 Squadron flown off to RANAS Schofields, Sydney.
  • April 6-8: Provided flying training off Jervis Bay for 1772 Squadron with 3 Fireflies crashing in the process.
  • April 9-12: Provided flying training for 885 Squadron.
  • April 15: After provisioning in Sydney, Ruler with 885 squadron aboard (24 Hellcats) left for Leyte to join the British Pacific Fleet (BPF).
When passing Japanese-held islands in the New Guinea area on the way to Leyte's San Pedro Bay, Bill recommended for air branch training and for preventative reasons, that action station be declared with an armed Hellcat ranged on the catapult ready to launch even though the flight deck was chock-full of aircraft being ferried to Leyte and landing would have been impossible.

During 1945, the British Fleet Train would bring supplies and services to Manus, Ulithi and Leyte. Fighting ships would leave the combat zone and go to one of these locations, or to an area some 200-300 miles at the rear of a combat zone to replenish. Repair ships, floating dry docks, stores ships, hospital ships, ammunition ships, etc. moved with the surge of war.

The BPF: Task Force 57 was in Leyte when Ruler arrived from Sydney and together they proceeded on May 3rd toward the Sakishima group of islands and Formosa for Operations Iceberg VII to XII. Bill arranged for the transfer of six Hellcats and ten pilots to join Bill Atkinson on #1844 Squadron aboard HMS Indomitable and in turn received four Avengers with five full crews. Between May 5th and 27th, Ruler sailed within an area called Cootie, some six hundred miles north east of Leyte accompanying the tankers needed to re-fuel the BPF which would spend three days attacking and one and a half days refueling in the Cootie area.

Six such non-stop daylight-refueling evolutions took place during the twenty-two days: Five for the Combat Fleet and one for the Fleet Train. Bill arranged for #885 Squadron to fly all CAP's for the combat weary pilots. Bill would be up at 0330 to ensure everything was in readiness for an Avenger to take off at 0430 to proceed to a station beyond the destroyer screen before 4 Hellcats could leave Ruler to do CAP's over the refueling operation itself. Typically, a 0430 patrol of one Avenger and four Hellcats would fly again around 1300 and perhaps also just before dusk.
Hellcats preparing to take-off
Grumman Avenger
There were tragic and spectacular accidents on launching from and returning to Ruler's sturdy deck during May 1945. For example on May 14th, one of the 885 Avengers landed while three Hellcats were on final approach as well. The Observer hurried out of the aircraft to report to Ops. with vital information about a hospital ship. Meanwhile, the flight deck officer and Bill watched in horror as the first of the three landing Hellcats missed the wires, bounced over the barriers and smashed into the Avenger, killing the Hellcat pilot, S/Lt. Peter Orr. Sadly, the dive-bomber pilot, S/Lt. Grant died of his injuries the next day. For Bill, this accident had been an exact repetition of December 27, 1944 during work-ups in the Firth of Clyde when Sub Lieutenant Mike Furnival had crashed on landing into Lieutenant Sam Lang's Hellcat, although both had escaped serious injury. Much of the carnage on deck was caused by inexperienced replacement pilots undertaking deck landing training, when many of them had never even flown a Hellcat with its high nose configuration and might at best have had a few hours of training in Wildcats.

Bill was quite shaken up by the non-combat events in May aboard Ruler. Six Hellcats and one Avenger had crashed with six pilots killed. On May 23, HMS Chaser had sent 4 Hellcats as replacements. One thing had worked very well during May in that Bill had asked the Aircraft Direction personnel to work in two watches, which proved quite successful.

When he had left Leyte in early May, Bill had been informed that the aircraft of 1840 Squadron aboard HMS Speaker were being divided between two of the four combat carriers and that HMS Ruler would have to conduct the Train CAP's which Speaker would normally have carried out. Bill would be providing air cover over the logistic convoys as they brought supplies from Australia to the forward area. That became an onerous task. As well as the functions already mentioned, Ruler conducted Anti-Submarine Patrols (ASP's) and was called upon to transport wounded to hospital ships. Even more demands were placed on Bill as Commander Flying when it was decided that Ruler would receive flying duds which could be repaired if brought ashore. These aircraft would somehow fly onto Ruler's deck, causing many anxious moments for Bill who already was working many days with only 3-4 hours of continuous sleep. Having these duds land on Ruler could be quite dangerous. Bill would ensure that the pilots were briefed about the abrupt stern, with very little run-down and the danger of aiming at #1 and #2 wires especially if the ship were pitching. So many aircraft had crashed after losing their hook to the ships stern plates. Ruler would proceed with the flyable duds to Pityliu near Manus Island and as gingerly as possible transfer them by makeshift barges to shore. Then Ruler would embark new aircraft and aircrew, and as many aircraft frames as could be placed aboard for delivery to the combat carriers. During such an evolution, 885 Squadron would have to stay ashore.
It has been so long since the Fall of 1939, I can not remember when we were not fighting!
in a letter home, March 1945
Operating in the Pacific was physically demanding in such oppressive heat. Ruler had no air-conditioning system, and tepid seawater showers did little to cool or cleanse a person. Bill, like others aboard, would relish a pipe: Fresh water shower in about 5 minutes. The flight deck would fill quickly with near naked bodies hoping the ship would indeed intercept the dark rain cloud that had been spotted from the bridge.

Ruler arrived in Manus on May 31 from its extended period at sea, and Bill was informed to prepare to take part in Operation Inmate: a task force of some twenty ships, including the carrier HMS Implacable which would provide Ruler a Walrus air/sea rescue plane during the operation. Ruler was to act as a spare landing deck and conduct sea rescues. Bill had 885 Squadron disembark on June 9th. The task force proceeded from Manus to bomb the Japanese base at Truk on June 14th and 15th returning to Manus on the 18th. Six emergency landings were made aboard Ruler and during a severe squall the Walrus ever so gently broke her moorings and fluttered over the port side, dropped into the sea, and promptly sank!

885 Squadron re-embarked Ruler on June 28, along with new pilots flying 8 Corsairs as they hoped to maintain their flying proficiency while awaiting assignment to one of the combat carriers. One of these Corsairs crashed the very next day.

On March 7, 1945 Bill had written his parents indicating that, "it has been so long since the fall of 1939, I can not remember when we were not fighting!" Now in late June 1945 with talk of Ruler joining Task Force 37 for an assault on Japan itself, Bill felt that his war was over. In the last ten months as Commander Flying he had fulfilled his obligation with constant vigilance and great dedication but it had taken its toll and he felt considerable stress. His multi-faceted role had proven very demanding mentally with many accidents resulting in death and injury to aircrew under his command. Bill was experiencing battle fatigue and perceived that a younger and fresher pilot should become Wings on Ruler. Moreover, Bill truly missed the exhilaration of flying. In the three years leading to his appointment to Ruler, Bill had flown 442 times from shore bases and from aircraft carriers Indomitable, Argus, Stalker and Furious more often than not under battle conditions. Yet, in the ten months aboard Ruler, Bill had never flown once from her deck, and had amassed a total of only one hour of flying from three short flights at shore bases!

Bill, a few months short of 30 years of age was given a one month leave and was asked to report to RNAS Nowra, about 90 miles south of Sydney, Australia at the end of the first week of August where Bill was welcomed with open arms.

Between 1939 and 1945, Bill had served in every theatre of war except South America. He was certainly the most experienced and decorated Lieutenant Commander naval air pilot to arrive in Nowra in many months and was immediately assigned to fly a variety of dignitaries wishing to know about the war and wanting to witness its culmination, and experience its rewards from the safe distance from various bases in eastern Australia. For that purpose, Bill used a military Stinson Reliant that was fitted with photo reconnaissance equipment that he discretely put to use, as requested by the Royal Navy Photographic section at Nowra, while flying the dignitaries.
After one of these flights, Bill, who was a man of few words, did confess to one of the dignitaries that his first M.i.D had been earned for reasons beyond those in the citation. Bill confided that in mid-June 1940, the newly created French underground had reported that huge long-range guns were being installed in the Calais region. Bill and his Observer Johnny volunteered to fly a Skua to try and locate and photograph this activity. Both knew that it would be similar to flying through a shooting gallery, especially at the assigned height of 1,000 feet. They spotted the guns and began taking pictures when all hell broke loose. Bill's aircraft was shot at repeatedly. The flaps were torn off. There was a huge hole in the port wing. The fuel tank was leaking and an explosion had occurred in the aircraft behind Bill and Johnny was not answering Bill's call. Somehow Bill managed to gain enough altitude to coast back towards the white cliffs, twenty five miles away, in time to save the life of the badly injured Observer who would not be able to return to flying for fifteen months. The fact that Bill led a three- squadron bombing sortie a few days later to annihilate the long-range guns was really an anti-climax.
While waiting to be repatriated and when not busy flying dignitaries/photographic sorties, Bill was permitted to fly anything with wings and most often climbed the skies in a Corsair to get that fighter pilot feeling again. And so the end of Bill's courageous and extended service arrived with his last flight on November 27, 1945. He had flown 48 different aircraft types and had landed in 100 different aerodromes in 16 countries. He had operated from six different aircraft carriers and since October 10th, 1936 had flown 1,752 hours with a great majority of flights slightly less than an hour. Moreover, John MacFarlane and Robbie Hughes book, CANADA NAVAL AVIATORS, page 204, credits Bill with shooting down 4 aircraft himself and having 8 probable as well. For Bill it was time for repatriation to Canada and peace.
Bill in 1973
The medals of Lt. Cdr. William W. H. Martyn

Ironically Bill had written his Dad on September 22, 1938 from aboard HMS Glorious and had predicted: "I almost think that by the time I am 29 I'll have had all I want of it and should like to step into civy life." Upon return to Canada, Bill met Dorothy McDonnell and they married in 1947. Shortly thereafter they moved to Vancouver, where children Kathi, Lois and Alan were born. Bill worked with the Canadian National Railway in freight sales and the family lived in different locations. Children Michael and Eileen were born in Vanderhoof, BC and son Tom was born in Prince Rupert, BC. In 1965, the family made its final move to Victoria, BC.

Although Bill did not go on to fly after the war, flying is definitely in the Martyn blood. Bill's brother Bob was one of the very first ultra-lite pilots in Canada. Much younger brother Ron trained in the RCAF and flew with Canadian Airlines International. Ron's son Bruce is a captain for Korean Airlines based in Vancouver and Bill's daughter Lois has a private license and does some recreational flying. Sadly, although Bill had no apparent health issue, he died suddenly in 1975 aged 59.

We shall remember him.
SHARING IS CARING