Life and times of jim hunter

The Life and Times of
Hubert James (Jim) Hunter
1920 - 2011
as told by himself in 1994 with later
additions by his family and many friends.
Presented May 9th 2020
on the 100th anniversary of his birth

This presentation is put together on the 100th anniversary of Jim Hunter’s birth, May 9, 1920
It is meant to be a record of his life and of the man himself, a way of explaining a life well-lived to the
generations who come after.
The spine of the record comes from a sketch of his life that Jim wrote in 1994.
The body of the work is further fleshed out by contributions from family members, friends and former
students of Jim.
Bio-sketch of Jim Hunter (with additions)
• Part 1 1920 – 1939 From India to Ontario
• Part 2 1939 – 1945 World War II - From signalman to pilot
• Part 3 1945 – 1963 Royal Canadian Navy - From naval pilot to retirement
• Part 4 1963 – 1994 The post Navy years - From student to teacher to sailor to merchant marine to
consultant to sailor to teacher to retirement
Further contributions from Jim and others
• Part 5 1994 -2011 The final years
• Part 6 Our Memories and Tributes
Presentation compiled by Gordon Hunter with major contributions from Graham, Ruth and Brenda Hunter
Valuable contributions and insights from many of Jim’s grandchildren: Deirdre Hickman, Jenn Crozier,
Michael Hunter, Antonin Zemanek, Helenka Zemanek, Iain Fyfe as well as nephews, nieces, friends, former
colleagues and students.

BIOSKETCH 94
A sketch of an autobiography
Prepared for the marvellous young people of our family
Kanata, Ontario
December 1994

Dedication
This sketch of a “biography” is dedicated to my dearest wife,
Helen, whose warmth, love of humanity, tolerance, understanding
and loving kindness, has made our family what it is
and,
to the memory of our son, Philip, an extremely interesting and
lively young man, with great promise, whom the Fates did not
permit to celebrate his sixteenth birthday.

Preface
This sketch of a “biography” was written in response to a request to tell a little
about my life so that our children, and more especially our grandchildren and
great-grandchildren could know what my life had been like, and what I had done
during my seventy four and a bit years.
I started the sketch somewhat reluctantly – fearing to becoming too immersed in
the past – “Memoirs are for those who have lost interest in the future” , it is said.
It was the original intention to present a simple timetable – a chronology of
events. However, some incidents set off a chain of thought that was committed to
paper – so this sketch is much, much longer than I had at first planned.
As you read it you may wonder why so much was said about some things, so little
about others. Memory, especially of the last thirty to forty years, is a bit shaky. It
you feel slighted, please accept my apologies. Let me know how I have
transgressed, and I will attempt to rectify things.
I have not looked at my journals (1950 – 1980 or so), but I could do so, given the
incentive. In some short passages in this sketch there is material for one or more
full length chapters.
If you would like me to put some work into presenting a proper account of certain
days, months, or years, or into rectifying errors, please tell me.

The ‘Cast
of Characters’
The Hunter family tree
By Ruth Hunter
It seems Ruth has left room for
additions to certain branches of
the Hunter tree (hint, hint)

• Part 1 1920 – 1939 From India to Ontario
1920 - 2011

Biographical Sketch
Hunter, Hubert James – 9 May 1920 . .
Before 1898
Little known about paternal grand-parents. Grand-father Hunter
reported to be autocratic, somewhat strict with his four sons, Hubert (my Father),
Clive, Philip and Cyril(?). He hacked at the tip of my Father’s forefinger with a carving
knife while carving the Sunday roast; my Father had his fingers on the table edge.
Grand-mother remarried after death of her husband – new married name Whalley.
No love lost between Grand-mother and my Father and Mother – some bitterness,
in fact. Grand-mother reported to have said that “My Father married beneath him” [
i.e. beneath his social class!]. I was told that Grand-father died of a chicken-bone in
his throat. Learned in the 1980’s from Betty Donelan, that he was in fact divorced
and remarried in the U.S.A.
Maternal grand-parents George and Ada Collard. Betty Donelan may know some of
George Collard’s background, I do not. Grandmother, known by the family name
“Mumsie”, daughter of a railway station-master in Godalming, Surrey. Had twelve
children, six daughters, six sons. One son was killed in 1915, at Festubert (missing in
action), one son left for the U.S.A because he could not stand life at home (19
Hartfield Crescent, Wimbledon, London, SW 19), one son born crippled (said to be
because forceps were used). Only one child surviving now (November, 1994),
Gertrude, nicknamed “Pritsie”, or “Prits” for short.
My memories of them are of a somewhat sad family, much internal bickering and
sniping, George Collard a good photographer, but a real alcoholic, Mumsie keeping
the family together.
1898
9 May: Mother, Daisy Geraldine Collard, born in Godalming, Surrey. Probably moved
to Wimbledon before 1914. Mother became a manicurist during the Great War,
working in one of the large London hotels.
India 1920-21
England 1921-29
Ontario
1929-39
Jim Hunter: 1920 to 1939

24 June: Father, Hubert Wallace Hunter, born in Lichfield (?). Became a chorister in
Lichfield Cathedral, ran away from home in 1912(?) or 1914(?) to join the Army as a Bugler in
the Royal Artillery. Became a Gunner in the Royal Field Artillery (horse-drawn 18 pounder
guns). Wounded six times in France, obtained a Commission from the ranks. Was a Lieutenant
when he married my Mother.
1919 4 August: Father and Mother married in Wimbledon. Wedding photograph taken at the
back of 19 Hartfield Crescent. Betty Donnelan’s Father (Clive Hunter), and Mother cousin (?) to
Ada Collard, thought to have met at that wedding.
Later in 1919, or early in 1920, Father posted to Royal Artillery Depot, Kirkee, (near Poona),
India. Their memories of that time almost uniformly unpleasant – had little knowledge of
Indians, thought them lower class than white people. Not surprisingly, always complained
about their servants. One servant thought to have place a scorpion in one of my Father’s boots
–severe swelling followed from the poisonous sting.
1920 9 May: Birthday present for my Mother – Hubert James born. Early days said to be
touch-and-go. Father said that he heard the Doctor say “They’ve gone”. Then fed us both tea-
spoons of whiskey, which seems to have revived both of us – as the same treatment has since
then.
1922 – 1925 We returned to England in 1921 or 1922, as far as I know, at which time my
Father resigned his Commission. I have vague memories of living in a cottage in Rugeley, which
was a village in the Midlands; in a flat in Glasgow, and of being left for a while in a small
boarding school with other children while my Mother had a “serious operation”.
A very difficult time for my Father – trying to get work. Took a position for a while as
servant/chauffeur/handyman to a former Major. Do not think it went very well. Then turned
to selling, and found his forte. Was a very good salesman – was said to be able to sell
refrigerator to Eskimos, when it was still a joke. Sold Avery scales, Hoover vacuum cleaners . . .
.
Daisy, James and Hubert Hunter, 1920
You were born in Kirkee, India, on a very hot Sunday morning, year 1920!
Quite a day. The doctor who was to care for me was out shooting
somewhere in the jungle. An old retired Army doctor came. I remember
he sent your Dad to the hospital for some ether for me, but by the time
he returned, you were born. I had a good Nurse, which helped a lot. …
The doctor left some placenta behind in me. I was very ill and because I
fed you poor dear, you suffered too. We were both looked after by our
own Dr…quite a time we had in hospital. …….
……..On board ship returning to England: You already know about how
you messed a game two retired Colonels were playing. Your Dad had
gone down to lunch first, you were between walking and crawling stage,
you managed to get away from me and then I heard the noise and their
game was on the deck. I nearly had heart failure, picked up the pieces
and went to the other end of the deck!! Did you ever hear that you won
the Baby Prize on board as the finest child?
Parts of letter to Jim from his mother on his 60th birthday:

1925 – 1929
A more or less stable period in Bournemouth, Hampshire. Memories of
living in a succession of homes: a nice flat; a semi-detached “apartment” ; a nice
bungalow named the “Little Place” – on top of a hill – where I received my first “fairy-
cycle” – small bicycle and learned to ride. To a small house at the end of a road, with
empty land beside it – gorse bushes and places to hide; thence to a larger house at the
foot of Cecil Hill Road, finally to a house on the then outskirts of Bournemouth – 6 Castle
Lane.
Remember only two schools – the first a “Dame School” – run by a kindly
(most of the time) lady, Miss Turner, with a strict instructions on table manners (we had
lunch sitting round a single table at the school), began to learn French, used a slate and
slate pencil for school work, began to learn tennis. Was there for two years (?).
Then, in September 1929, entered Bournemouth School – a day, private,
preparatory (?) school – fairly unhappy there, got bullied a lot, and was no good at
soccer. Was in the Roman “House” – school cap with dark blue stripes.
One day my Father told me that I would not be going back to the school (we were
living at 6, Castle Lane). I protested that a lot of my things were still there, including a
beautiful Bible given me by my Godfather – Canon Hardy, of Lichfield Cathedral). Never
mind, said he, and we skipped out of Bournemouth at night, leaving the house and
furniture – carrying in the car what belongings we could.
My Father’s monetary troubles at that time probably stemmed from an
overly optimistic reach into building a big garage “Moordown Motor Works” – that
probably went bankrupt, with large personal debts. I vaguely remember some subdued
conferences in the office of the “Works” – glum faces prevailing.
Thence a short story stay with the Collards in Hartfield Crescent,
Wimbledon. A few days later my Mother in tears with one of my Aunts (Lilian?), in a Boat
Train, leaving from London for Liverpool. Clearly remember her saying to Mother “He
doesn’t realize what it is all about, do he?”. Nor did I.
Bournemouth Beach above
Bournemouth School below

We took passage in the steamship “Duchess of York” – one of the “rolling Duchesses” –
aptly named for their motion in a seaway. One of my Father’s later witticisms was that
“the Duchess of York rolled so much that you could see her bottom” – which my Mother
thought was being exceptionally rude about the Royal Family.
After a rough, cold, passage we landed at Saint John, New Brunswick, on 6 December,
1929. The New York, and world, stock markets had collapsed in October, 1929 – the
beginning of the Great Depression. Not an ideal time to get to a new country.
8 December [or thereabouts]. Arrived Toronto by train – memories of the huge steam
engines and railway “carriages” – beautiful dining car linen and cutlery, but concern
about the price of meals. First night in Toronto at the Walker House Hotel. Front and
York streets, [now torn down]. Clearly remember Father counting out all of our worldly
wealth onto the dresser that evening - $92 and a few coins.
1930 Boarding in North Toronto – winter quite a shock – so was school, Bedford Park
School – entered what was then called Junior Third grade. That autumn skipped Senior
Third and entered Junior Fourth. Various moves – confusing – we had our own house
(rented, probably) for a while, then to an apartment.
1931 Briefly to Aurora when Father got a job driving a gasoline truck for McColl-
Frontenac Oil Company. That autumn he was moved to New Liskeard, as an Agent (in
charge of a Branch – delivering gas and oil to the neighbourhood – with one other
driver).
Mother obtained a job as cook/housemaid to rather well-to-do upper class people
named Willison, and the two of us had a basement room. I entered Brown School, on
Avenue Road, Senior Fourth. Pleasant memories of it – an excellent teacher – Mr.
Trotter (whom Hugh Curry, Holgate Court, Kanata – also remembered forty years later.
Canada

1932 February: Mother and I moved to New Liskeard. Rented one small living room, kitchen,
bathroom, and bedroom above the living room in a house on the Lake Shore Road; quite a long way
back from the lake (Temiskaming) shore. Public school a bit of a shock again – winter much more
severe than Toronto. English accent caused me some trouble.
Sept: The beginning of a formative period – some sort of stability for the next four years. Entered
New Liskeard High School – there was then an Entrance Examination to be passed. Gradually made
friends, in spite of an academic reputation – always contesting first place in the class with a girl by th
name of Marion Cline.
1933-34 In the Spring the Latin teacher, Mr. Hammer, changed the course of my life by saying, while
leaning over my shoulder during a Latin class. “You look as if you could run, why not come out and
give it a try?” So started a very modest set of athletic activities – 100 yard dash, 220 yards, relay
races, thence to school football (Junior) team, some pick up hockey, Saturday morning teams in the
rink (natural ice) – “mascot” for a while of the New Liskeard juniors (meant carrying around the
hockey sticks, being a general gofer, and being at the players’ bench during games).
Rode with my Father in the McColl-Frontenac gas trucks – learned about the countryside.
Sometime during the late 1933 or early 1934 (in a different house by his time, which was in 1933 in
good, maybe better, shape), Father won a prize of $300 as best salesman for the region [north of
North Bay]. Somehow or other this paid, at least in part, for my Mother and myself to leave for
England as soon as school finished – train from New Liskeard to Montreal, to Quebec, thence Third
Class “Empress of Britain” to Southampton.
Met by Lilian, Mumsie, the Old Man (George Collard, Grandfather). Picture taken of us standing by
the ships’s rail. Thence boat train to Waterloo, Mother weeping when she saw the Houses of
Parliament – possibly a little alcohol helped. Stayed with the Collard family who were now in a big
house (three floors, or more) at 27 Merton Hall Road, Wimbledon. Slept in a large attic room with
Uncle Jim (Kenneth Henry Ronald) Collard. He two years older than I, Mother’s youngest brother –
youngest in the family.
July: Thanks to Prits (Mother’s youngest sister) got a job collecting and delivering laundry in a
nearby neighbourhood (Raynes Park?). Collected the dirty laundry by tricycle (similar to an ice-
cream tricycle) from Monday to Wednesday; Wednesday afternoon off, then delivered the clean
laundry, by the same tricycle, collecting the cash payments. Thursday to Saturday. Wages fifteen
Shillings (15/-) per week, plus 6 Pence (6d) in the Pound commission for each pound collected. [12
pence to the shilling, 20 shillings to the pound]. Quite good money, when Three Pounds a week was
a fair working man’s wage.
New Liskeard High School

Aug: Toward the end of the summer, Mother moved to Bournemouth (no idea why) and we boarded with a
lady (friend of the family?) – name forgotten. I was apprenticed to a wood working shop, branch of Hovis
(bread) Ltd., wages 8 shillings a week. Started night school in Bournemouth, taking physics (I think). Bicycled to
and from the school – several miles in the dark.
November, December: Sometime before Christmas Mother decided to return to Wimbledon, and I gave up my
apprenticeship. This caused some hard feelings with the kind people (whom we probably had known when we
lived in Bournemouth before going to Canada) who had arranged the job for me.
1935 January: Vague memories of a strange Christmas, then we were in a ship for the Canada (Southampton,
Cherbourg, Halifax). Rough crossing – vague memories of Mother drinking somewhat embarrassingly. Overnight
in a rooming house in Halifax by the Nova Scotia hotel – then train for Montreal, North Bay, New Liskeard.
Prohibition had been repealed in the U.S.A – big headlines.
February: Arrived in New Liskeard to find that Dad had moved to a different house, still on Lake Shore Road,
and had been promoted to salesman, with his own car. Big story was that the Liquor Store had burned down
during the winter – and dozens of brave souls (Dad included) went into the burning building to save the stock!
Many parties afterwards. Started back in school in the middle of the winter term- hard work, but came tenth in
the Easter exams. Passed into Form IV (Junior Matriculation), in June.
Summer: “Worked” up at the McColl-Frontenac warehouse, painting, etc. Good experience, washing trucks,
cars, moving full forty-five gallon oil barrels around. Learning to drive (illegally) in the warehouse lot.
September: Started on my last year in New Liskeard High School. Played football, not very well – very fond
memories of glorious Fall days – travelled with the team to Haileybury (6 miles) and Kirkland Lake (60 miles!).
Tried boxing in the winter – got a bent nose out of it.
Enjoyed the school year – great Mathematics teacher (Trigonometry, Algebra and Geometry), Miss MacArthur.
1936 Think that this was the year that the New Liskeard Juniors (“Wheat Kings”) went to Toronto as Northern
Ontario champs – and played St. Mike’s – got thoroughly beaten (13-3, 16-3).
Sometime in the spring Mr. Seager (who was the Auditor, in the Toronto Head Office, and had become friendly
with Dad), offered to get me a job in the McColl-Frontenac office in Toronto – starting as an office boy, wages
$12/week. Seemed like the opportunity of a lifetime, in the depths of the depression. Could not have afforded
to go to University in any case – so quit school in June with a Junior Matric, plus one Senior subject
(Trigonometry) – and moved, with Mother, to Toronto in late June.
Jim (14) in 1934
McColl-Frontenac in small town Ontario

Sometime in the spring Mr. Seager (who was the Auditor, in the Toronto Head Office, and had become friendly
with Dad), offered to get me a job in the McColl-Frontenac office in Toronto – starting as an office boy, wages
$12/week. Seemed like the opportunity of a lifetime, in the depths of the depression. Could not have afforded
to go to University in any case – so quit school in June with a Junior Matric, plus one Senior subject
(Trigonometry) – and moved, with Mother, to Toronto in late June.
Once again the significance of Mother leaving my father did not register. How I could have been so dense I do
not know – first to England in 1934, then to Toronto in 1936 . . . .
July: Mother and I moved from Seagers, who had put us up for a few days, to part of a bungalow, 35 Willow
Avenue. Unusual heat wave quite an introduction to office work – max temps over 100 degrees F for days in a
row. Great migration to the beaches at night to sleep – water singularly cold – northerly breezes took the warm
water out of the lake, and the cold upwelling water caused several drownings due to cramps.
After a couple of weeks as office boy (driving the office car for deliveries was fun) got “promoted” to mail clerk,
then to a sort of bookkeeping job – entering gasoline deliveries for all of the warehouses in Ontario in big
ledgers. Full routine took one week – by which time a new set of reports from the branches were in . Pay
increase to $15/week – on which I was taken by a couple of my fellow workers to order a new suit – they could
not stand the brown heavy suit that was my first venture into city clothes.
1937 Very few memories of the winter of 1936/7 – began to develop a strong dislike for office (indoor) work.
Joined the Governor General’s Horse Guards – militia regiment – but saw no horses. Drilled one night a week in
the “Armories” – fired Vickers machine guns on the ranges a couple of times. Did not last long at that.
June: Freedom! Mother had gone to England, so took a room by myself in a rooming house (cooked own meals)
on Centre Island. Facing the lake to the South – swimming almost on the doorstep. Made friends with an older
young man – Robert Smith – and we had great times rigging and sailing an old cedar strip canoe (14 foot) I had
picked up for $15 on Hanlan’s Point.
Autumn: Later in the year Mother appeared at the front desk of the McColl-Frontenac office, when I thought
that she was still in England. Turns out that something that my Father had said, to the effect that “It would be
better if your Mother and I separated”, was repeating by me in a letter to Mother – and it was the first that she
had heard of it. So that was the beginning of divorce proceedings – a surprise to me, but to no one else.
By late October my Father had got me a job working underground at Matachewan Consolidated Mines, in
Matachewan – a very small mining community about 100 miles west and north of New Liskeard. During my last
days with McColl-Frontenac I lived in the YMCA on College Street – then one day packed a huge knapsack with
my gear, walked down to Union Station, and took the night train North.
One time dad told me about his first day on the
job at the gold mine. He got off work and
hurried to the bunkhouse to take a shower. He
said he had a nice long hot shower. The rest of
the men let him know that they were very
angry when they found all the hot water gone
and they were doomed to cold showers that
day.
- Gordon

Nov. 1937 – August 1938 Worked underground, at the quite considerable wage of sixty cents an
hour, $4.80 a day, with $1 a day deducted for board (bunk bed in a dormitory with other miners,
and solid, sometimes greasy, food).
Started as a trammer – loading the ore carts from chutes in the bottom of stopes, and pushing
them to the shaft. Then got experience as a driller’s helper, and then as a diamond drill helper –
then mucking “over the foot” in stopes. A few close calls, but came out of it more or less intact.
[There are a couple of short stories in these months].
Studied “Solid Geometry” on my own, as a requirement for entering the Colorado School of Mines,
planned for the Fall of 1938, by which time I had saved a few hundred dollars. Wrote, and passed.
The examination in New Liskeard High School in June, 1938.
By August the threat of war with Germany over Czecho-Slovakia (Sudeten land), was quite real,
and the R.A.F. (not the RCAF) was advertising Short Service Commissions. So quit the mine work
and tried, but failed, the medical in Toronto. Nervousness had put up the blood pressure – tried
and passed a private pilot medical the next day.
Sept. 1938 – Jan. 1939 Drifting. Had loaned my Father the money that I had saved in the mines,
which did not come back in cash – but in help. Stayed with Mother, who was living in the small
village of Ailsa Craig, near London, Ontario, until Dad again got me a job – this time working in a
warehouse office for McNamara Construction Company, who were re-building the roads near
Earlton, Ontario.
1939 January – August: Made friends with a fellow office worker, about the same age, and we
bought bicycles and toured the area together after work, when the snow had gone (was quite a
severe winter). In March Germany walked into the Sudetenland, so war then became inevitable.
By this time my Father was living (more or less) with Audrey Williams, they operated a service
station in Haileyburg, and had moved to another house in New Liskeard. Mr. and Mrs. Williams
(with son Jack (?)) were operating another service station, with cabins adjacent, near Englehart,
not too far from Earlton.
1939 – September – October On Sunday, 3 September, 1939, heard the declaration of war on
Germany from a car radio at the Williams’ service station, Englehart.
On the 4th or 5th was on the way to Toronto, with the intention of joining the RCAF. Stayed with
Mother, who was at that time with some friends in the Beaches area of Toronto (east end of
Queen Street, near Kew Gardens).
A life underground or in the skies?
The die was cast half a world away.

• Part 2 1939 – 1945 World War II - From signalman to pilot
1920 - 2011

There was a long waiting list for the RCAF, so got work in the McColl-Frontenac Oil Company’s warehouse in the Don
Valley, filling oil barrels, and shifting them around. Heard that there were vacancies in the Navy – so went down to HMCS
YORK – RCNVR division, on 3 October, volunteered to be a Signalman, and my time in the Navy started on 6 October,
1939.
Elementary squad drill on the parade ground, some flag signals and semaphore; first parade, up Bay Street to the
Toronto War Memorial on 11 November, 1939. Forgot my false teeth – Mother rushed downtown with them and tried to
hand them to me while we were marching.
1939 – late November – December Signal School, Halifax Dockyard. Lived in “A” Block – several hundred ratings in
hammocks, crowded, primitive – even more so than the mining camp. Learned signals fairly quickly, Morse code by light;
flag signals, semaphore. Occasionally signal ratings under training used as work parties, unloading gold bullion from
French and British warships, into freight cars – under guard. To Toronto on leave to see Mother at Christmas. Father
recalled to join the Army in England; son born to Audrey (who was married to my Father by that time) in December (?).
1940 On completion of Signal School was drafted to the Signal Tower in the Dockyard – sending and receiving signals by
light from warships and merchant ships passing up and down the harbour. First sight of RN battleships quite something –
their signalmen rather irritated by the slowness with which we newcomers were reading signals.
April: Drafted to H.M.C.S. St. Laurent – formerly H.M.S Cygnet (?) an old, but reliable, ex-Royal Navy destoryer.
Armament four 4.7” guns, two sets of four torpedo tubes, depth charges, and a primitive form of ASDIC – as the RN
called it before it became known as SONAE when the U.S. came into war.
Quite an experience – began to grow up, living in the fore-lower mess deck with signalmen, telegraphists, and supply
assistants. Sea-sick at first, gradually grew out of it.
24 May (or so): Sailed on usual convoy duty, then when clear of the boom-defence vessels (there to stop submarines
entering harbour) were recalled for urgent storing – no one allowed ashore, guards on the jetty – sailed again at about
16:00 – and the Captain Lieutenant-Commander H.G. deWolf, cleared lower docks (mustered all hands not on watch_ on
the forecastle (foc’csle), and told us we were on the way to war – to assist with getting the troops out of France.
Early June: Ten days or so in Devonport (Plymouth, England) getting after set of torpedo tubes replaced by even more
useless 3” so called anti-aircraft gun, also were fitted with four-barelled .5 machine guns – and had escape hatches cut
into the lower mess decks so that escape could be made in emergency through the ship’s side – result of horrors in
Narvik – many men lost down below when ships were fired upon, caught fire, and no way of escape from below.
HMCS St Laurent
Commanding Officers
1940-41
H G De Wolf
H S Rayner

During our refit had forty-eight hours leave – saw Dad and Audrey, and baby half-brother near Aldershot.
June-July: A few runs across the Channel to pick up troops from the beaches west of Dunkerque (St. Valery,
for one, where we exchanged wild gun fire with German tanks – nobody got hurt on either side). First sight
of a German Heinkel 111 bomber – appeared suddenly over the cliffs – had no time to fire at us, nor we at
him. Captain very angry that we had not opened fire. So later that day opened fire on a friendly Hudson
patrol aircraft – who signalled back “rotten shooting”.
July – August: Operating out of the Clyde, Tail of the Bank at Greenock. [In 1996 Mum, Ian, Ruth and
Brenda and I sailed over the same waters when we sailed from Glasgow in “Lismoria” for Montreal] – a
very good place for shore leaves – friendly Scots, good pubs, and beautiful scenery.
On one occasion sailed as escort for RN battleship and cruisers, en route to Gibraltar – diverted to pick up
survivors from sunken Blue Funnel Line passenger ship “Arandora Star”. Dead calm sea, warm, hundreds of
men in the water, and on a few rafts. Found out they were mostly German and Italian internees and a few
prisoners-of-war. Learned afterwards that upwards of a thousand were drowned when the ship went down
– do not remember seeing any of the ship’s Officers. When this news was signalled by light to the patrolling
Hudson, he replied “How bloody funny” – those Brits! Final count about 850 picked up – most had to be
kept in the lower mess-decks and in the boiler rooms – to prevent the ship from becomig unstable from
too much weight up top. Ship quite a mess when we disembarked them in Greenock the following day – so
many covered in oil fuel from their ship.
When we got “Sally” – short for “Sally Rand” – St. Laurent’s nick-name, cleaned up the Captain spliced the
main brace – tot of rum for all hands, my first taste of “pusser’s rum”. We slept soundly after that!
Made a few trips with convoys around the north of Scotland – beautiful sight – taking ships to the Firth of
Forth – for Edinburgh. Short leave to interesting city of Dunfermline. Began to learn some history.
September: Operating out of Liverpool – escorting convoys. Invasion threatened, shore leave severely
restricted. Air raids. Fire nearby in lumber yard – called for volunteers – borrowed a gas-mask, from which
got impetago on the face. Very contagious, so to hospital. More raids, nervous survivor from minesweepers
got violent during the raids – tried to choke me. It seemed better to be doing the flying, so volunteered to
join the Fleet Air Arm.
October – December: Mostly convoy work. Ship in collision – week or so in shipyard hands for repairs.
Christmas in Glasgow for boiler-cleaning and repairs. Saw Dad and Audrey again. London on fire from air
raids – could see the fires from Aldershot (thirty – forty miles away).
SS Arandora Star

D e t a i l s o f W a r S e r v i c e of HMCS S T L A U R E N T
during Jim Hunter’s period on board
1 9 3 9
October
Deployed at Halifax for convoy defence.
Local escort duties based at Halifax in continuation. Joined HM Battleship REVENGE, HM Cruisers
EMERALD, ENTERPRISE and CARADOC during Atlantic passage for escort to Halifax. (Note: These
British ships were carrying gold bullion to Canada for custody.)
November to December
Halifax deployment for Atlantic convoy defence in continuation.
1 9 4 0
January to April
Deployed at Halifax for Atlantic convoy defence.
May
Nominated for transfer to UK for service in Western Approaches.
24th - Took passage from Halifax to Plymouth.
31st - Joined Western Approaches Command at Plymouth.
June
Deployed for support of evacuation of British and allied troops and civilians from Bay of Biscay ports
(Operation AERIAL). On release from AERIAL transferred to Clyde for Atlantic convoy defence in the
NW Approaches and joined screen for HM Battleship NELSON.
July
Detached in response to SOS from mercantile.
2nd - Took part in rescue of 860 survivors from ss ARANDORA STAR torpedoed and sunk earlier by
U47. (Note: U47 was commanded by Otto Prien who had sunk HM Battleship ROYAL OAK in a daring
attack inside Scapa Flow on 14th October 1939.)
August
Atlantic convoy defence in continuation.
September
4th - Rescued survivors from ss TITAN torpedoed in NW Approaches.
October
6th - Deployed as Local Escort for military convoy WS3B (Fast) off Liverpool with HM Destroyer DOUGLAS
for passage to assembly point in Clyde area.
18th - Part of Local Escort for military convoy WS4B with H M Destroyers HIGHLANDER, OTTAWA (RCN),
SAGUENAY (RCN) and SKEENA (RCN) for passage in NW Approaches.
20th - Detached from WS4B with Local Escort and returned to Clyde.
November
December
2nd - Rescued survivors from tanker CONCH (on charter to the Admiralty) and HM Armed Merchant
Cruiser FORFAR both of which had been torpedoed by submarine attacks. (Note: Tanker had been with
Convoy HX90. HM Destroyer VISCOUNT also took part in rescue work.)
19th - Joined HM Destroyers KELVIN, KIPLING, OTTAWA (RCN), Polish ORP PIORUN and Free French LE
TRIOMPHANTE as Local Escort in during passage in N W Approaches for military convoy WS5A.
22nd - Detached from WS5A with Local Escort and returned to Clyde. (Note: This convoy came under
attack on 25th by German commerce raider and had to disperse.)
1 9 4 1
January
February
Joined HM Destroyers ATHERSTONE, COTTESMORE and KEPPEL in Local Escort for WS6A military convoy
with HM Destroyer RESTIGOUCHE (RCN). Detached from WS6A with Polish Destroyer, ORP PIORUN and
above Local Escort. Returned to Clyde.
March to July
Under refit and trials in Halifax

1941 January – March: Convoy work, rough going in
the winter weather. One Sunday sighted a
submarine on the surface, she dived when she saw
her. Depth charged her all day, got credit for sinking
– but we never saw any wreckage. Lot of us felt
sorry for the poor devils down there as the depth
charging went on hour after hour. Decades later I
was told that I was the one who sighted the sub – it
is possible since I was on watch when we went to
action stations – and my memory now convinces me
that I did – but do not really know if I was the first
one to report sighting it – on the starboard bow,
grey sky, heaving seas, my memory now tells me.
April: Ship returned to Halifax. Lt.Cdr.Rayner (who
had relieved deWolf as Captain some months
before) recommended me for a Commission, and by
May 1 was in second Probationary Acting Sub-
Lieutenant’s course at HMCS Royal Roads Esquimalt,
B.C. Heaven! Mother in Vancouver at that time.

September: Appointed to HMCS Kings, Halifax as Divisional Officer for the Officer’s
training courses starting that year (next door to Dalhousie, in which, unknown to one
another, was Helen starting her first year at Dal.)
November: Flying training approved. Sailed for the Clyde at Christmas in charge of draft
of Naval Airmen in merchant ship. Stood watches on the bridge with the Ship’s officers
– learned that the real seamen thought little of the Navy!
1942 January – March: Royal Naval Air Station, Donibristle, on the north bank of the
Firth of Forth, just across from Edinburgh. Took the opportunity to fly in aircraft of the
Ferry Flight based there – to and from air stations in the north Scotland and in the
Orkneys. Great experience, to be used later.
March 3: Started flying training as Sub-Lieutenant, RCNVR, at an R.A.F Elementary
Flying Training School, Elmdon, near the Birmingham suburb of Solihull, where we
boarded in a private home (luxury). Flying Tiger Moths – had an excellent instructor –
firm but kind. Went solo 17 March after 7.5 hours dual – memorable occasion.
Completed the course on the 24 April. 29.5 hours dual, of which 7 hrs were instrument
flying; 33 hours solo. Then shipped to transit camp awaiting passage to Canada.
May 14: Started flying at No. 31 Service Flying Training School, Kingston, on Harvards.
Ray Oakes (Royal Marine), Peter Croome (RN), Johnny Johnson (RNVR) and I the only
Officers on the course – the others were Naval Airmen, to be commissioned when they
got Operational Flying Training.
24 May: We were followed all over downtown Kingston by three or four pretty nice
looking girls, one of whom invited us to dinner that night. Found out that her Father
was on the Directing Staff of the Staff College at RMC, that her name was Helen
Henshaw, and the other girls were school friends. Had very pleasant young brothers
(two), and a sister – – somewhat pesky as the summer wore on (sitting at the top of the
stairs in the evening), but otherwise quite civilized.
June – July: Loved flying training, Harvards a bit of a handful after the Tiger Moth but
later excellent for attempting to dog-fight with the other pilots on course – instructor
an ex-Battle of France and Battle of Britain pilot – later found his picture in a book
containing an early account of those days.
Tiger Moth
Harvard
HMCS Kings, Halifax

July 1: To Como for viewing as a suitable candidate for entry to the Henshaw
family. Terrified and awkward – slept in the gallery bedroom (later to be the boys’
room) in Cedar Cottage.
August 21: Got my Wings, and on 29th Helen and I were married. Thence on leave
to Vancouver, met Mother, who did not approve of the way Helen ironed my
shirts. We escaped for a few days together at the little cove of Horseshoe Bay –
quite a rustic place.
September: Back to Kingston for a few days, thence to Moncton, and a very
difficult parting. Uneventful passage to U.K. with Ray Oakes as a cabin mate –
somewhat luxurious passenger ship, name forgotten.
October – November – December: Introduction to flying in Britain on Masters and
Hurricanes at a RAF station near Dundee. Met former course mates now
promoted to Sub-Lieutenants RNVR, in the Mess. Thence operational flying
training at Royal Naval Air Station, Yeovilton, Somerset. Cramped quarters, three
of us to one cabin. Did miserably on my flight check for fighter pilot – so did not
get chosen for Seafires (naval version of the Spitfires) which was everyone’s
dream. Flew Fulmars (heavy, slow, stable, degrading) for night flying, air gunnery
and deck landing training.
1943
January – February: Deck landing training in HMS (?) from RN Air Station
Machrihanish, on the Mull of Kintyre – surrounded by hills which, as the war went
on, were littered with wreckage from aircraft plowing into them at night and in
bad weather. Some of us were flown to the small escort aircraft carrier in back of
a Swordfish (RN torpedo carrying biplane) - terrifying enough – but the first of
the course pilots who flew a Fulmar to the ship got too low at the stern and
plowed into the end of he flight deck – lots of smoke but no flame, thank Heaven.
Jim Hunter used to tell the story of how his in-laws were asked why
they let their 18-year-old daughter marry a newly minted
officer/pilot about to go off to war. “We never thought he would be
coming back,” was their reply.
Jim gets his ‘wings’
Jim gets his ‘wings clipped’???
The village of Como is where the Henshaw / Shepherd family homes,
including Riversmead, are located. Como has since been amalgamated
into the Town of Hudson QC. Most of the family homes have since been
sold off. The Riversmead estate remains Henshaw property and
Greenwood has become a ‘centre of living history’.

Somehow they got him out of it, more or less unharmed. Not the best way to be
introduced to deck landing.
We then did our deck landings over a period of four days, and were considered fully
operational (?!); then sent on leave before joining a Squadron.
March: Went to London and stayed with Grandmother Collard (14 Rothesay Avenue)
on leave – then went to the Admiralty begging for an operational squadron. Was
appointed to 891 Squadron, at RNS Hatson, in the Orkneys (off north-east tip of
Scotland), and joined the Squadron on 11 March. Very pleasant group of young men,
made me feel at home, even though I was a “sprog” pilot – got in several hours local
flying and practicing dummy deck landings on the airfield to get used to the Sea
Hurricane. The Sea Hurricane IIC (two wing mounted cannons) had a vicious tall, gear
and flaps down – so advisable to keep the speed up on the approach.
On 23 and 24 March another Sub-Lieutenant, Ivan Scanes, and I ferried two Sea
Hurricanes of the squadron to Machrihanish, while the Squadron embarked in HMS
DASHER, to take passage to the Clyde. On the 25th we both went out to the ship, which
was in the Clyde off the Isle of Aran, to land on and rejoin the squadron, but we were
waved off – denied permission to land.
Two days later, on a Saturday at noon, Ivan and I had finished flying, and were having a
beer in the Mess, when we heard that a carrier had blown up in the Clyde. So we
scrambled in our Hurricanes, and saw the most awful sight – oil, smoke, heads bobbing
in the water. Later we were told that the ship had secured flying stations at noon, and
were refuelling aircraft in the hangar aft while proceeding up to Greenock for leave.
There was an explosion in the hangar that took the ship to the bottom very quickly,
burning fuel and oil coming to the surface. Many were trapped in their cabins, as there
were no escape hatches in the doors, which jammed with the explosion. As far as I
know, there were very few survivors of our Squadron.
Sinking of HMS Dasher
Miles Master Hawker Sea Hurricane

Continued flying with Scanes while awaiting a new appointment (the
Squadron, while existing on paper, was in fact no more). Heard that there
was a Seafire waiting to be ferried to Donibristle. Said that I had flown one
(had not, so got hold of the Pilot’s Notes pretty quickly) and climbed in, with
some overnight gear. Was warned of the right-hand circuit at Donibee (as it
was called), and the short runway. Did some practice circuits at 2,000 feet on
the way, and at Donibee settled into a good nose-up attitude on right base
leg. View from the Seafire was not good forward and down – and while
concentrating on the end of the runway suddenly saw some quite substantial
trees in the windscreen. Full power, eased the stick forward to avoid stalling,
and plowed through the tops of the trees, coming out well camouflaged with
branches and twigs. Radiator blocked, lost my airspeed indicator (pitot head
ripped off). So, with engine overheating, and no airspeed indicator, made one
attempt to land, hopeless, so tried again, this time with no option – engine
instruments indicated that it would soon boil over – so put her down on her
wheels, and ran, and ran, . . . tail still up into wire and bushes fronting a good
solid and ancient stone wall. Not hurt, but shaken.
Got “logged” (a form of punishment) for negligence. When I saw the
Commander (Air), I asked how I was negligent, and he replied “You
negelected to see the trees at the end of the runway”. What a sense of
humour had the RN! That was the first of several incidents by which Helen
could have been a young widow.
The Squadron was officially disbanded in mid-April and I joined the Ferry
Flight at Donibristle. Very pleasant, up to a point, excellent experience as co-
pilot on heavy (for those days) twin engined transport aircraft, and learning
the geography of Scotland.
Airspeed Oxford
De Havilland Mosquitos

May: Volunteered for night fighters, and after an instrument flying course on
twin engined Oxfords, joined 784 Squadron in Drem, south bank of the
primitive form of radar as a “night fighter”. Met Charlie Craw, a New
Zealander. We eventually teamed up as pilot and observer (radar operator),
and later he became Graham’s Godfather.
Sometime in May Helen crossed the Atlantic in a Norwegian freighter – as it
turned out that was the month in which the greatest tonnage of shipping
was lost to submarines during the whole war.
July – August: I stayed on at Drem as an “instructor” in the Night Fighter
school and Helen and I got a couple of rooms in a small bungalow with an
elderly Scottish spinster, not far from the airfield at Dirleton. Elderly lady
frowned on Helen sunbathing in her bathing suit “with all those aeroplanes
flying over”! Later moved to a small flat of our own in Gullane, in which
village the Navy had by now commandeered a lovely old house as a Naval
Mess. Spent the evening of our first wedding anniversary in Edinburgh –
oysters and Guinness.
September: The RAF needed night fighter crews, so after an intensive twin-
engine course at Dalcross, near Inverness, and a very short Mosquito
conversion course (two dual, two solo short flights), Charlie Craw and I
joined 29 Squadron, RAF, at Ford, in Sussex, flying Mosquitos. Our first flight
was on 5 October 1943, almost exactly four years after I joined the Navy in
Toronto as a Signalman.
When I left Drem, Helen moved to Lymm, Cheshire, where she shared a
house with another Naval wife who had crossed the Atlantic with her.
Mosquitos Over German Railyard

October – December: Flying with 29 Squadron in Mosquitos was really
operational – Air Defence of Great Britain. When we had completed our very
short familiarisation with the aircraft and its radar we took our turn on the
night readiness roster – two days on, two days off. The Squadron usually kept
a standing patrol in the Channel – two aircraft exercising airborne
interceptions at about 20,000 feet, especially if any German activity was
noted in France. Scrambles (from readiness in the hut to airborne as quickly
as possible) were infrequent – reserved for incoming air raids.
1944
January – February: In the five months with the squadron we actually saw no
enemy aircraft, but had one long chase on a FW190 (known by its speed and
tactics – and one lone bomb dropped on London), in which we picked up the
target at long range on radar, followed him up to London, cut the corner as
he turned back for France and had closed to a few hundred yards when he
put his nose down (from about 25,000 feet) and headed for the sea. We held
him at that range during the descent, but the whole windscreen fogged up,
and we were virtually blind, losing him from the radar in the sea clutter at a
few hundred feet above sea level. Went on until the coast of France showed
up on the radar, but no joy.
It may have been on that night that Aunt Marguerite’s husband Trevor was
killed in an air raid – certainly it was at about that time, 3 Feb 1944.
Several landings in low cloud and fog after patrol – made good use of the
beam approach training given by the Navy – and practiced in the Mosquito at
Ford. On one occasion, after a day patrol, fog had closed in, but we made it
on the main runway with visibility a couple of hundred yards. When we
found our way back to dispersal and taxied in, all of the ground crew were
there, and gave us a great hand.
German FW 190
A German bomb hits a London street

18 February 1944 Most memorable event of that time was the arrival of
Graham Bruce, on 18 February 1944, at an old country home turned into a
maternity home, in Altrincham, Cheshire. Charlie Craw and I got the news by
telegram from Jane Gotto, as we came off night and readiness. The telegram
is in one of our family journals. On 20 Feb. borrowed the Squadron’s
Magister aircraft (two seat single engine monoplane trainer) and flew to
Woodford aerodrome, quite near the Maternity Home. Helen looking
wonderful, at the youthful age of 19! No clear memories of Graham – too
nervous in the ward full of other young Mothers.
On 22 Feb., on the way back to Ford, following a railway line in poor visibility
and low cloud nearby flew into a hill – Helen would have been a very young
widow with one child.
At the end of February, got the devastating news that the Navy wanted us
back, to be part of a flight of three Fulmar night fighter aircraft onboard very
small “escort” carriers that were carrying out minelaying and other offensive
operations in the North Sea off the Norwegian coast.
So, from Mosquitos, approach speed of 125 mph, excellent visibility and long
runways, to Fulmars, heavy, slow, approach speed of 65 mph, very poor
visibility (exhaust flames in the eyes as one approached the narrow, very
short flight deck) in a matter of one week. Not at all one’s choice of
occupation.
1 March – 5 May: 784 Squadron detachment, three Fulmars (night fighters?!)
from carriers mostly in the Firth of Clyde and the Irish Sea. Uneventful, apart
from being terrifying. Almost over the starboard side at night on one
occasion.
Young Graham with grandfather Hubert Hunter
Graham’s earliest memories: England. Scenes of old
fashioned steam engines, and a time spent alone in a
hospital because of whooping cough. Mom and Dad were
friendly sounds and faces, mostly Mom.
Fairey Fulmar

19 May: 746 Squadron, West Wittering, in the Midlands. Squadron
normally based at Ford, but moved out to make way for D-Day invasion
squadrons. Wonderful experience; night fighter experimental unit, flew
many different types of aircraft – took a first pressure cabin aircraft
(Westland Welkin) to 41,000 feet on 25 May, then had emergency
appendix operation on about the 27th May. Thus ignominiously spent D-
Day in hospital, in Stanford, county Rutland.
June – mid-September: back flying, practice intruder flights over England
and Ireland (patrolling airfields at night). Two operational intruder flights –
France and Holland. Some damage to trains and motor transport. German
flak batteries had to be respected.
mid-Sept to mid-October: Naval Air Warfare course, St.Merryn, Cornwall.
Flew Corsairs, a US Navy aircraft – excellent for deck work, rugged,
powerful. Could outmanoeuvre Splitfires with proper tactics.
Mid-October to end December: back to 746 Squadron, now at Ford,
Sussex. Some intruder operation flights – some damage to trains and
motor transport. Again, flak quite interesting. Day and night deck landings
in HMS Patroller, in Firefly aircraft, fitted with airborne radar. Preparation
for embarking in HMS Premier.
1945
January – February: embarked with Firefly aircraft in HMS Premier, to
provide night fighter cover for carriers whose squadrons were carrying out
minelaying sorties and strikes against German shipping off Norway. Rough
weather, somewhat risky, but on the whole uneventful.
March 15 – September: Helen and Graham had left Lymm in mid-1944,
and had gone to stay with Mrs. Oakes, in Bury St. Edmunds. Father, on his
way to Canada on leave, visited her there when I was in Scotland.
Corsair
Firefly launched from HMS Patroller, Nov 1944

On 15 March 1945 we formed 1791 Squadron at Royal Naval Air Station
Lee-on-Solent, near Portsmouth. We had at least twelve, occasionally
eighteen, Firefly night-fighters, with myself in command. In April the
squadron moved to a Naval Air Station at Inskip, not far from Blackpool.
There Helen and Graham joined me, and later when the squadron moved
to Drem for night fighter training, we obtained rooms in Gullane (where we
had been before).
In May or June I got the word that my Father, who had returned to Burma
from Canada, and who then became ill, was in hospital in Liverpool. Turned
out to be a terminal illness and he died in a military hospital in Chester,
toward the end of July. Audrey had been able to get a flight from the U.S.A.
to Lisbon, thence to England, when she heard that he was ill. She arrived
just before he died, in a coma, and was there for the funeral.
Was not a very successful Squadron commander – remote from the
younger pilots, and somewhat tactless with the Staff people that were
responsible for training us. So when the war against Japan ended, and
many of our Observers and Pilots declined to carry on with night deck
landings, was not surprised when the Squadron was disbanded, 29
September.

• Part 3 1945 – 1963 Royal Canadian Navy -
From naval pilot to retirement
1920 - 2011

We were some time getting passage for Helen and Graham back to Canada – but
they managed it sometime in October/November? In a ship full of “war brides”.
I was one of the officers [others were Edwards, Darling] that toured the Naval air
stations in which Canadian Naval pilots and observers were stationed, looking for
volunteers [mostly ex-RCAF who had transferred to the RCNVR] to form the fledging
Naval Aviation of the Royal Canadian Navy. [I had transferred to the RCN on 17
March 1945 – loved the service, and had no education that would support us in
civvy street].
Returned to Canada via TCA Lancastrian (converted Lancaster bomber) on 4
December – met by Mousa and Helen at Dorval. Riversmead being rebuilt inside –
quite an experience – George and Barbara there, Fred still in the Pacific.
1946
January – brief two week appointment to Naval Service Headquarters, then off to
Scotland via a two-day stop in Montreal. Helen was staying with Aunt Ruth in the
Ritz-Carlton.
20 January 1946 Gordon arrived, in the Royal Victoria Hospital, Montreal. Two
sons!
Off to Halifax for passage to Scotland [forget which ship] the next day – and after a
short course as “batsman”, as the RN called it, [guiding, with hand signal flags,
aircraft to their landings on the deck] joined HMCS Warrior as Lieutenant-
Commander (Flying) – in charge of the Flight Deck, and one of the two batsmen.
March/April: Warrior returned to Halifax, Helen, Graham and Gordon joined me.
We lived in rooms not far from Dalhousie. Ship visited Montreal in July(?) – Helen
and young back to Riversmead.
October – December: Warrior to Kingston, through the Canal, San Diego, Acapulco,
to Esquimalt, B.C. Helen (with Stuart’s assistance) joined me with Graham and
Gordon. We bought our first furniture for an apartment.
Post War Navy and Growth of Canadian Naval Aviation
1945 to 1963
HMCS Warrior First christening on HMCS Warrior
Lt Fred Henshaw, Jim, Gordon and
Helen Hunter

The family in Victoria, 1947
1947
January: Bought a house on Quadra Street, Victoria, for
the $8,000 with mortgage and assistance from Pop.
Thought, not very cleverly, that Warrior was staying on
the West Coast. Firefly Squadron commander, “Tats”
Tattersall, a very well liked and respected person, got
caught in cloud after take-off with a passenger from
Patricia Bay for Vancouver, and flew into the water near
the airfield. No wreckage found.
Early February: Ship sailed for Halifax, via Los Angeles, the
Canal, Havana. Helen and the boys stayed in Victoria.
April: Warrior to Bermuda, lots of flying. May: back to
Dartmouth, and to Victoria on leave.
June/July: abdominal operation, then leave at Riversmead
– Helen came from the West Coast to Riversmead. The
house on Quadra Street was rented.

September – assumed command of 19 Carrier Air Group in Eglinton, Northern
Ireland. One squadron of Sea Fury aircraft (the first to get them), one squadron
of Firefly IV – also the first.
Helen joined me, via S.S. Mauretania from New York to Cork; met her and the
boys in Dublin. Lived in a room in a “hotel” in Limavady, not far from Eglinton.
1948
Good flying in the Sea Fury, a lovely single engine fighter, smooth on the
controls, suffered from an unreliable engine. Had an engine failure over the
airfield but failed to put it down on a runway – remember a farm house fitting
the gunsight on the way down and thinking “this is going to hurt”, but landed
with wheels up, flaps full down, and short of the farm house, courtesy of a
brick wall and rising ground. Not a good display of airmanship.
Did the first deck landings of a squadron Sea Fury in HMS Implacable off
Inverness.
Somehow got checked out in the first jets, Vampire, Meteor (dual only). Flew a
hooked version of the Mosquito (one engine failed in the air – had a spare to
land with!)
May: Helen returned to Canada with the boys, to Riversmead. Air Group joined
HMCS Magnificent and arrived Halifax on 1 June.
August – September: In Magnificent – exercises in the Gulf of St. Lawrence,
through Belle Isle, to Wakeham Bay, in Hudson Strait, just west of Ungava Bay.
21 August 1948 Philip James arrived – in Montreal. I did not see Helen or Philip
until we got back from our cruise in Magnificent. Three sons!
October – December: Flying from Dartmouth (HMCS Shearwater, as of 1
December). Helen and I rented a house and the boys (now three of them)
settled in.
During their time in Ireland for the work up of Magnificent, the Sea
Furies and Firefly’s some of the pilots were joined by their wives and
children. I went along but was too young to remember any of this.
However once I remember my dad, Jim, telling me the story of how on
days off the pilots and their families liked to go on North American style
picnics. This was apparently not a popular activity in Ireland so it was
difficult for the Canadians to find a store selling disposable picnic
supplies. They finally found a small store carrying these essentials. So
every picnic day they would visit the store and buy up the paper plates,
etc they needed. After several such shopping trips apparently the lady
who ran the store complained to the Canadians, “How do you expect me
to keep these in stock if you keep buying them all every time?” – Gordon
Hunter
Graham and Gordon on SS Mauretania (from
what I hear some of the passengers may have wanted
to toss Gordon overboard)

A Poem from an Unknown Source About the 19 Carrier Air Group in Ireland
Navy Army Air Force Institute
Jim Hunter, the Group Commander
The border between Ireland and
Northern Ireland

1949
Jan – Feb: Flying from Shearwater. We lost two pilots killed due to engine failure. One
pilot tried to bail out, but his parachute fouled on the tailplane, and the aeroplane took
him down with it.
March: Embarked in Magnificent, to the Carribean. Good air strikes on the Royal Navy
ships from 250 miles away. Back to Shearwater on 7 April.
April – May – June: Flying from Shearwater. Did one solo flight to Rivers, Manitoba in
preparation for taking the Air Group out there in the summer. Set some sort of speed
record for propeller aircraft on the way back, from Montreal to Dartmouth, 1hr. 30min.
with a good tailwind.
June 20-22: Took the Air Group from Shearwater to Rivers. One aircraft crashed, four
landed with engine trouble. On arrival at Rivers I grounded all aircraft until the difficulties
were resolved. Not a popular decision with Headquarters.
July – August – Officers did parachute training and photo interpretation training with the
Army; men worked on the aircraft. We followed strict “pussers” routine to maintain
discipline during a difficult time. Luckily the parachute “tower” at Shilo went
unserviceable just before we were due to “jump” from it.
Sept 2nd, 3rd: Two days flying, then another engine failure. Grounded again. Later, left the
Air Group at Rivers, and was appointed on.
Sept 30: To HMCS Stadacona (Naval Barracks in Halifax) for Junior Officers Technical and
Leadership Course (JOTLC – nicknamed JOLT course) intended to give those of us who
joined during the war some education on Naval material, weapons, tactics, leadership. An
excellent course under a first rate officer, Cdr. Hennessey.
October – December: Helen and I rented a house from Barbara Stewart (C.D Howe’s
daughter), whose husband, Marshall “Marsh” Stewart, had been killed when his Seafire’s
tail was cut off by his No. 2 in formation over Halifax harbour. First real continuous family
life since we were married. Graham going to school at the Naval Air Station, HMCS
Shearwater.
HMCS Magnificent
Sea Fury

1950
March(?) – sold the house in Victoria, bought a box-like house, 111 Crichton Ave.,
Dartmouth. Actually started a garden. Graham and Gordon at a local public school.
JOLT course continued pleasantly – enjoyed learning about the Naval hardware
(torpedos, guns, engine room, electricity, radar), and doing parade ground drill.
25 July 1950 Ian Robert arrived – Grace Hospital, Halifax. Thought that he was going to
be born in a Naval “crash boat” that was used to ferry emergency cases from
Shearwater to Halifax when the local car and passenger ferry had closed down (at
midnight). We had hastened down to Shearwater, got aboard the crash boat, and then
it ran out of fuel half way across the harbour. All turned out well, and got Helen to the
hospital in the early hours of the morning. Four sons!
August: JOLT course ended – appointed to HMCS MICMAC, a Tribal class destroyer.
Very powerful ship for those days, max speed in excess of 30 knots, four twin 4-inch
guns, good living accommodation. Lost the acting rank of Lt.CDR that I had held since
March, 1945. Drop in pay quite serious for the family.
Joined the ship as Navigator, a wonderful treat, as we almost immediately sailed in
company with HMCS HURON, another Tribal destroyer, and HMCS Magnificent, the
carrier, for a European Cruise! Anti-submarine exercises off Northern Ireland, thence
around the north of Scotland to Rosyth, which is across the Firth of Forth from
Edinburgh. To Oslo, Goteborg (Sweden), Copenhagen, Holland (Amsterdan?), Antwerp,
Cherbourg, Lisbon, Gibraltar, and home by end of November.
December: appointed Executive Officer, MICMAC. Quite a responsibility – and needed
a good Boatswain’s Mater (which we had) to keep me out of trouble.
HMCS Mic Mac
111 Crichton, Dartmouth
in 2020
Christening Bell of HMCS MicMac
Ian
Robert
Hunter

1951
Spring cruise as plane guard for Magnificent to the
Caribbean – Jamaica. Trinidad, Barbados, Bermuda.
May 1 – promoted to Lieutenant-Commander
(automatic after eight years as Lieutenant). Cruise to
the Mediterranean – Gibraltar, Malta (took a
temporary appointment as First Lieutenant in a
Royal Navy tank landing craft, Malta to Cyprus and
return – bringing back Maltese Boy Scouts from
Larnaca), south of France. Good experience.
On return to Halifax, MICMAC was paid off (put out
of service), and I took a flying refresher course at
Shearwater.
Actually living at home for a while – fond memories
of getting to know the boys, especially on Sunday
morning walks over the golf course.
HMCS Magnificent with a destroyer escort astern

1952
11 February: appointed to Naval Headquarters for staff duties as Staff Officer (Air Training).
Helen and the boys stayed in Dartmouth for a while; I boarded with a Carleton College
professor (of French) and his wife on Third Avenue.
May (?): Rented a small house, 35 Birch Avenue, $100/month. Helen and the boys moved
up. We could not afford a car – so bus to Headquarters daily. Staff duties not to my liking
but got interested in the problems of air training – did tour of Royal Naval training
establishments, and of the US Navy. Was somewhat instrumental in getting our young
pilots trained in the U.S Navy at Pensacola, Florida.
During the tour of Britain, received a cable from Helen – twins expected! Obviously they
were going to be boys, so replied “Cheaper” by the half-dozen”.
12 September 1952 Ruth and Brenda arrived at about 5:00pm. Quite a celebration with a
Naval friend in 35 Brich Ave., when the Doctor telephoned and said “Some people have all
the luck – twin girls”. Had borrowed a car the night before from a colleague who was in
Naval Hospital, used it to get Helen to the Civic (led by a taxi driver, who I had hailed at a
stop light, for I did not know the way). So after a couple of toasts to the Gods, bundled
into the car and managed to get to the hospital – looking somewhat untidy – to see Helen.
Do not think that I saw the girls, for they were in the Nursery – both much under weight.
Helen brought Ruth home about a week later, and sometime after that we brought Brenda
home. Followed mid-night feedings, Helen with one, me with the other; bottle preparation
becoming quite an art.
At about this time Aunt Ruth died of cancer. A very brave lady, quiet and unassuming,
whose writings, sketches and paintings reveal a person of considerable talent – far too
much of it kept under wraps while she was alive.
Helen was left Cedar Cottage – and we spent the Christmas of 1952 there, with Barbara,
Paul (large and small), and Philip (Willie). There is a 35mm slide, somewhere, of Ruth and
Brenda being unloaded in a large basket from the back of the red Chevrolet station wagon. Spring 1953: Ruth, Brenda, Ian and Jim
at 35 Birch Ave., Ottawa
The Family Complete, Christmas 1952

1953
When the boys had finished school (Manor Park Public) and Helen and all moved to Cedar
Cottage for the summer. I managed to get an exchange appointment with the U.S. Navy –
so was off to Hawaii for an “all-weather” (night fighter) training course in October, thence
back to U.S. Naval Air Station Moffett Field, California (south of San Francisco), to join U.S.
Carrier Air Group 15 as Air Group Operations Officer on 1 December.
Quite an experience – flew with Fighter Squadron 153 (VF153). Squadron commander Cdr.
Satterfield (Butch to his friends, Skipper to his juniors). The Squadron had new F9F-6
Cougars, swept wing, all moving tailplane. Capable of going faster than the speed of sound
– in a dive at full power. Some troubles with the tailplane – lost five pilots in as many
weeks until they sorted out the trouble. Very easy to land on the big carrier’s decks,
although the approach speed was over 100 Knots (115mph).
1954
Continued working up with the Air Group – fighter intercepts, gunnery at an airfield,
Fallon, Nevada, no too far (or not far enough) from Reno. Deck landings.
June: embarked with the Air Group in USS YORKTOWN, sailed for operation in the Far East
against the Chinese (Korean War still in progress).
July 1: while in Hawaiian waters, was promoted to Commander. So had to leave
YORKTOWN in Hawaii and return to Canada, via Washington, DC.
October 1: appointed to Naval Headquarters again, this time as Deputy Director of Naval
Aviation. Did not fit in very well – quite distressed at the lack of education in aviation of
RCN naval aviators, compared with what I had seen in the U.S. Navy. Naval Aviation in
Canada suffering from lack of understanding and interest at the top – all of our senior
aviators had been imported (transfer or temporary loan) from the RN.
1955
Bought 1424 Portal Street. Boys going to Alta Vista Public School. Continued slogging away
at the desk job.
CV 10- USS Yorktown
As a student at Alta Vista we had access once a week to the Ottawa
Public Library Bookmobile. We needed to fill out an application for a
membership card. They wanted to know our dads’ line of work. I
went home and asked dad what he did at work. “I sit around, drink
coffee and read the newspaper,” he replied. I told the librarian but
she was not amused. – Gordon Hunter

1956
August: Started USN Test Pilot training, Patuxent River,
Maryland. Helen and family moved down in
September, Thornapple Street, Chevy Chase. I had a
room in the BOQ (Bachelor Officers’ Quarters), went
home on the weekends. Superb technical (maths,
physics, theory of flight . . .) lectures, very exciting
flying. Highlight, on 21 December 1956, flew an F8U
Corsair to 40,000 feet and exceeded 1,000 mph in level
flight (Mach 1.53; that is 1.53 times the speed of
sound). Made some good friends and obtained
invaluable flying experience. The boys in a local public
school.
Very good memories and good pictures (slides) taken
of that Christmas.
Lake of Two Mountains Gazette
During our stay in the DC area many weekends we
would be taken to see important sites including the
White House and Washington Monument, a civil war
battlefield, Potomac Falls, the Smithsonian,
Washington Zoo and other sites. It was weekend home
schooling at its best. – Gordon Hunter
Ian, Graham and Gordon
President Eisenhower

1957
January: Test pilot course ended – placed fourth in class of fifteen or so.
February: Family moved back to Riversmead- I was appointed to Experimental Squadron Ten (VX10) at
Shearwater, in command of a detachment of two S2F Trackers (twin engined anti-submarine aircraft, and
two F2H-3 Banshees – fighters, of a sort: twin ket, very heavy and slow, but good deck landing aircraft – nice
old ladies. Our task was to prepare the aircraft for flying the Atlantic in company with an RCAF Overseas
Ferry Unit (OFU) from St. Hubert to Scotland. Thence to part company with the OFU and proceed to the
Royal Naval Air Station, Ford, Sussex (the same air station that Charlie Craw and I flew Mosquitos from in
1943-44). Then to do deck landing trials in HMCS BONAVENTURE, our new carrier, equipped with an
“angled” deck [landing about fifteen degrees across the centre-line of the ship] and steam catapult.
We did a lot of test flying from Shearwater – obtaining exact fuel consumption and range data; examining
deck landing characteristics, obtaining photographic measurements of aircraft dimensions in the approach
attitude (wheels, flaps, and tail hook down).
March: At the beginning of March we teamed with an RCAF Overseas Ferry Unit based at St.Hubert. CO an
extremely pleasant Squadron Leader by name “Cuppy” Cuthbertson.
We had to take a lot of good natured ribbing from them. They were flying F86’s (Sabre VI’s – a jewel of an
aircraft), while we were flying junk. The Banshees were able to hold their own in cruising flight – although
the Sabres had to reduce their rate of climb to cruising altitude for the Banshees to stay in formation.
I decided to do the crossing in a s2F Tracker – in order not to disappoint a very keen young jet pilot, who
would have been reduced to flying in the prop aircraft; and because the fuel consumption of the Tracker
gave us some concern – we were stretching things on the five hour flights.
We left St. Hubert on 6 March for Goose Bay – landed with weather not too pleasant. Then a thorough
briefing for the dangerous hop from Goose Bay to the west coast of Greenland (Narasassuak, Bluie West 1)
on 7 March. Greenland to Iceland (Keflavik) on 8 March – spectacular flight over the ice cap on Greenland.
Iceland to Scotland (RAF Kinloss) on 9 March. The first crossing of the Atlantic by RCN aircraft. The RCAF
contingent continued on their way on the 10th – to Germany.
We remained at Kinloss until 11 March, then I switched to the Banshee and flew with LCDR Schellink from
Kinloss to Ford.
HMCS Bonaventure
Banshee
Tracker

We operated from Ford for the rest of March – doing dummy
approaches with the new mirror approach system on the field and
low passes over the ship – not yet landing on her deck.
April: 5th- took the first Banshee aboard Bonaventure – then did the
first two Banshee catapult shots (take-offs). All three jet pilots
(myself, “Doc” Schellink, Jake Birks) completed the flying trials safely,
with a lot learned about the aircraft and the ship’s equipment, by
the close of flying on 7 April. The Trackers (S2Fs) had come aboard
on 2 April, and were finished their trials by 6 April. Exciting flying –
preparing for the Atlantic crossing, getting across safely, and the
deck trials were probably the most useful work in aviation that I had
done in the RCN.
May: At this time the RCN was looking for a replacement for the
Banshee, and I was given the chance to stay in Britain, fly some of
the possible (or impossible, because the carrier was too small)
aircraft: Hunter, Swift, Javelin (all RAF fighters), Sea Hawk (RN
Fighter, had landed on Bonaventure during the trials, RN pilots),
Gannet (an RN anti-submarine aircraft), and a lovely little ,ow wing
monoplane, open cockpit, the Fairey Aircraft Tipsy Junior (just for
fun, courtesy of the Fairey test pilots).
1957 Search for a Banshee Replacement
NO!
NO!
NO!
NO!
NO!
NO!
New generation fighter jets
were judged unable to operate
from a carrier such as
Bonaventure with its limited
deck capacity.
Hawker Hunter
Gloster Javelin Supermarine Swift
Hawker Sea Hawk
North American FJ 3 Fury
Douglas A4D Sky Hawk

June: Returned to Canada by passenger ship [name forgotten], first class! Luxury.
Family in Cedar Cottage by this time. Portal Street house was rented.
September: Graham started at Lakefield Preparatory School. Mr. Winder Smith
kindly helped us with a bursary (and I think Mousa and Pop must have assisted
as well).
July – December: Continued the search for a Banshee replacement, touring
some U.S. manufacturers (North American, FJ4 – USN version of the Sabre),
Douglas (A4D – jet attack aircraft). Wrote up the report, which was presented to
Naval Staff under the title “Project Holy Grail”. On the first page there were
quotations: “Twas not given for every Gawain to gaze upon the Grail”
[Browning], and “Farewell my friends – farewell and hail! I’m off to seek the Holy
Grail, I cannot tell you why.” [Clarence Day] – which somewhat tactlessly
mirrored the lack of direction given to the project, and the impossibility of
finding a good jet fighter for those days that could operate from a small carrier.
The quotations were not well received.
All in all the Test Pilot course put to good use in that year.
1958
January – March: Remained around Naval Headquarters doing odd jobs. Started
flying with the RCAF Flight at Uplands – some good cross country trips in the T33
– two seat trainer that Graham was to fly at Gimli.
March; back to Shearwater (Naval Air Station) for a helicopter conversion course
– flying the little Bell HTL helicopters, and the Sikorsky H04S – a workhorse, used
for utility work and, fitted with sonar, as an ASW aircraft. Was not a “natural”
helicopter pilot, although the little Bell was a lot of fun – the “forced landings”,
power off, called “autorotations” were somewhat terrifying – level off too high
and the rotors stalled, ending in disaster; level off too low – ouch!
Bell HTL
Sikorsky H04S

June 16: appointed Commander (Air) of
Bonaventure. That is, the head of the Air
Department. A very worthwhile appointment.
However, did not get along at all with the
Executive Officer – a somewhat conceited
individual, one of the very few persons who ever
caused me to break my word to my men.
June 1958 – December 1959
Pop died of cancer, 23 August 1959. (‘Pop – Jim’s
father-in-law, family patriarch)
Kept in flying practice from shore and from the
ship – night landings in CS2Fs (Trackers), only day
landings in F2H3s – Banshees. Two appalling
accidents in which whole Trackers crews (four
men) were lost – one for which I must assume
most of the responsibility – letting the crew set
out on a night exercise, with no ready airfield for
them to divert to, when the weather was
doubtful.
Good cruises – to Northern Ireland and the Firth
of Clyde, the Mediterranean (south of France),
Malta, and Bermuda.
In December, 1959, when I could have expected a
promotion to Captain, and possible command of
Shearwater, the Naval Air Station, was appointed
in command of HMCS Resolute, and of the
squadron of six minesweepers.
H J Hunter CDR (Air)1959 Crew of HMCS Bonaventure

1960
6 January: joined Resolute, and was fortunate to have a good First Lieutenant (the Executive
Officer in small ships) who knew something about minesweeping – and, by coincidence, the
Squadron Signals Officer, also in Resolute, was Lieutenant Jimmy Green, RCN, who had been an
RCN telegraphist in the same messdeck when I was a very makee-learn signalman in St.
Laurent.
There were enjoyable moments in the sea-going side of the job, we took the squadron around
Newfoundland, to Bermuda, and to Charleston ,North Carolina, the USN minesweeping base.
However, it was the beginning of the end for me in the Navy, and I started correspondence
courses with Queen’s University, enrolling on 5 August, in Kingston, the day Claire was born.
When in Halifax, the Minesweeping Squadron was berthed at what was called the Seaward
Defence jetty. I could have lived onboard, but the accommodation was cramped – so took a
cabin (in a room in civilian terms) at Shearwater. My flying log book shows many trips in T33s
and other aircraft from Shearwater to Dorval, where Helen would meet me and take me home
to Como.
In November I was told that I would be promoted to Captain on the 1 January promotion lists,
so made the mental adjustments necessary to stay with the Service that had been my life for so
many crucial years.
1961
January: The promotion was not forthcoming, so on return to Halifax from leave I requested
that I be relieved of my command.
March: Appointed to Naval Headquarters, on staff of Naval Plans(!)
September: family moved back to 1424 Portal Street – Ruth and Brenda and Ian to Alta Vista
Public School, Philip to Ridgemont High School. Graham and Gordon were in Lakefield. I
enrolled in a Physics and Mathematics course at Carleton, while working in Naval Headquarters.
Also studied Chemistry at Lisgar (!) at night.
HMCS Resolute
HMCS Bonaventure

A ‘confidential’ assessment in Jim Hunter’s Naval file

“
”
Medals Earned by Jim Hunter

• Part 4 1963 – 1994 The post Navy years -
From student to teacher to sailor to
merchant marine to consultant to sailor
to teacher to retirement
1920 - 2011

1962
Mousa died at Riversmead, 19 February – the day (?) on which John Glenn was the
first American to orbit the Earth.
During this year made attempts to obtain an early retirement, with a pension. The
strain began to affect me, and spent some weeks in the National Defence Hospital –
eventually under the care of a kind Irish psychiatrist, who used to spend most of the
interview time telling me his troubles. However, he later recommended that I be
released from the Service.
29 August: Twentieth Anniversary – big party at Riversmead.
September: Philip started at Lakefield, Graham entered RMC,
1963
20 May: stated my “end-of-career” leave from the Navy, and was finally released on
13 December. Just over twenty-four years of service.
September: Gordon entered Dalhousie, I enrolled at Carleton full time, changed form
Maths major to Physics – required an extra year, but Helen was philosophical about it.
1964
Did reasonably well on finals – then in May started a trip to Princeton, New Jersey, in
the “Bug”, camping on the way, to visit the Institute of Advanced Study. There I met
Einstein’s secretary Helen Dukes (he had died in 1957), who gave me lunch, showed
me his study, and provided many fascinating stories. Thence up to coast to Nova
Scotia, visited Fred and Naomi – stayed in residence at Dalhousie for one night.
About the time Gordon and I went to Lakefield, around 1962,
Mom and Dad would pile the family into the old station wagon
and arrive at the school for the annual Cadet Inspection. On
one occasion we spent the day at the school and then for
supper we all went to a large restaurant in Peterborough. It
was busy and we were all in good spirits. At the time Dad's car
was a new '61 VW beetle, (the cars famous for their engine
mounted in the rear but a novelty at the time). He told a joke
about the car which was going around at the time.
"A man was out for a drive in his new beetle. He noticed
another beetle pulled over and the driver looking under the
hood. So he too pulled over and asked the fellow what was the
matter. He was told that the motor had quit, and when he
looked under the hood, there was no motor! 'No problem', he
said, 'I have a spare one in my trunk.'“ - Graham
(‘Mousa’ – Jim’s mother-in-law, family matriarch)
A VW Beetle and the ‘spare’

13 June - got the news by telephone from Peter Stirling, who lived across the
road from the Dalhousie residence, that he had heard from Graham that Philip
had been lost in a canoeing accident in Cedar Lake, near Brent, in Algonquin
Park. The shock, pain, and sorrow indescribable.
Went to see Gordon, at the Cartile’s cottage on St. Margaret’s Bay, to give him
the news, then flew back to Ottawa.
Friends had rallied round Helen, so chartered a light float plane, with pilot, to
take me to Cedar Lake, where I met Graham at the Forestry Ranger Station.
The Navy (Admiral Dyer) sent up a group of divers from Halifax – they landed
in an RCAF flying boat – searched for days, but Philip never found.
July, August: Very difficult time going to Lakefield with the Summer Science
Programme, Helen as Den Mother, myself as gofer, sometime disciplinarian
(seldom needed). Ian, Ruth and Brenda with us. Memorial service for Philip in
St. Mary’s Church, Como in late August (early September)?
September – December: All back at school – Brenda, Ruth and Ian to
Ridgemont, Gordon to Dalhousie, Graham to RMC, me to Carleton, struggling
with math and physics.
Philip James Hunter 1948-1964
Cedar Lake, Algonquin Park

Graham gets his
wings from his dad
One Pilot Awards Another
After graduating from RMC, I
started pilot training in spring 1966
in Gimli, Manitoba. In June 1967
Dad flew (Air Canada) to attend the
pilot graduation ceremony. My
girlfriend Cheryl and I met him at
the Winnipeg airport. We had a
great visit and Dad discovered a
wonderful connection with Cheryl.
She was in teacher training at the
time and her vision of life was a
tonic for Dad.
Dad stayed in the guest cottage on
the base and was well entertained
by Group Captain Mike Dooher,
Base Commander. They were
contemporaries and pilots and got
along famously. During the
ceremony Dad was invited to
present me with my wings. (The
moment which symbolizes
completion of training) As he
placed the wings he quietly said,
“You have waited a long time for
this. I have something else which I
will give you later.” After the
ceremony, off to the side, we were
alone. He reached into his jacket
pocket and handed me his RCN
Fleet Air Arm pilot wings, which I
have treasured since. Graham
1965 – 1968
We continued at 1424 Portal Street – Graham graduated form RMC in 1966, and
immediately went into flying training at Gimli; Gordon graduated from Dal in 1967,
entered Ontario College of Education, Toronto, started teaching at Confederation
in the Fall, 1968; Ian entered Western, Fall 1968.
Jim earns his BSc
"(In the early 60s, when we'd just moved to Portal Street from Como), we began to hear about the
“Canadian shield’, mica, fault zones, etc. when Dad took a geology course at Carleton.
Carleton then became a big part of our lives, .... “Shhhh! Dad’s studying!” came the warning from
Mum in the direction of our horseplay, loud radios, giggles, fights and television programmes.
Did we ever envy Dad when he returned from a mid-week afternoon at Camp Fortune, tanned and
exhilarated after a few hours on deep (for Eastern Canadian standards) powder, waiting not so much
as a minute in the tow lines!
Dad’s den at Portal Street always had a certain mystery to it. I remember, at various times, dreaming
it was filled with cobwebs and creepy-crawlies, and that it contained an electric chair.
Report card time meant being called in, individually, to discuss areas of ‘weakness’, for us, usually in
the field of ‘applied arithmetic’ and science.
Speaking of science, who would ever forget Ian imitating Dad at the dinner table, when things were
getting somewhat rambunctious, by calling out “Science everyone!”
Watching Dad receive his M. Sc. at Carleton in the spring of 1969 was truly a proud moment for us all.
Ruth and I took a little time to wander around the campus and decide there was much of interest to be
studied, and also the courses would be good, too!"
Dad taught various courses at Lisgar Collegiate from 1969 to 1974, including botany and computer
science. I remember his saying he wasn't temperamentally suited to dealing with the young people of
that era, who were clearly not anything like the naval recruits he would have been accustomed to.
After a year off, including that famous trip out west in his Bug, he returned to teaching, this time at
Brookfield, but he retired after only a few months, having had it suggested to him by his doctor.
One positive thing Dad said about teaching was that there would be the occasional thrilling moment
when a student of his would finally grasp a difficult concept. He found that particularly rewarding.
Brenda

17 November 1966 Deirdre born to Gordon and Anne – our first grandchild.
3 December 1968 Philip Ward born to Gordon and Anne, our second!
1969
Ruth and Brenda entered Qualifying Year at Carleton. Ian started at Farm Credit
Corporation.
We moved to 6 Holgate Court, Kanata. I started the first of two summers at “Teacher’s
College”, Toronto. Started teaching at Lisgar in September [$8,900 a year!]. Could hardly
believe that I was in the midst of 900 young students.
24 October 1969 Carolyn Helen born to Ian and Judy.
1970 – 72
7 November 1970 Jennifer April born to Ian and Judy.
21 November 1971 Kenneth Graham born to Graham and Cheryl.
1973
Ruth and Brenda graduated with B.A. from Carleton. Entered TESL studies.
1974
In 1974 obtained one year’s leave of absence from the Ottawa Board of Education. Sailed
in “ocean| races off Halifax with Jim Surette and his sons in his yacht “Bonnie Jean IV”.
25 November 1974 James Micheal born to Graham and Cheryl.
The Grandchildren Start Coming!
Jim (Grandad) and Philip 1968
Helenka, Jim and Iain
Great-grandchildren Jake and Katie
with Jim 1997

Some of us use the alternate (and perfectly legitimate) spelling “Granddad” .. could it
be written : “…Grandad (Granddad)”?
It reminds me that you and Ian write “Mom” and Graham, Brenda and I write “Mum”.
- Ruth

1975
In winter of 1975 (February) set off across Canada in the Bug – bunk and sleeping
bags in the right side of the car. Skied with Graham at Big White, thence to their
home in White Rock (Graham had joined CP Air in 1973, started as Second Officer on
DC8’s)
Summer of 1975 sailed with Jim Surette again – cruised to Marblehead, Mass. Then
“raced” back to Halifax. Good experience.
September of 1975, attempted teaching at Brookefield. Had to give it up, unable to
stand the pressure.
1976
A bleak winter of 1975/76 – money running low, no jobs. Helen doing baby-sitting to
get pin-money.
March: Heard that P.S ross and Partners were looking for people to do a merchant
navy study in Iran under former Admiral Storrs. Arranged an interview for later that
day – rushed down to the public library and got all of the books on Iran from the
shelves. Quick cram session – geography, people. Did reasonably well on the
interview.
April: Some delay in knowing whether the Iranian contract would go ahead, then got
the job as “team leader” on Merchant Navy Training. $100/day, plus expenses,
unbelievable wealth.
May – December: Two trips to Iran, the first an exploratory trip, (Tehran,
Khorramshahr, Abadan, Bushehr, Bandar Abbas, Tehraz) learning about the
country,their plans for a Merchant Navy, and a little of the language (Farsi). Second
(late Sept/Oct) to Tehran, Khorramashahr, Abadan, to present our preliminary report
and obtain material for a final report. Picked up amoebic dysentry this time, that
casued a lot of trouble until late December.
Camping his way across Canada in a VW Beetle? Of course…
…the skiing at Big White was worth the trip.

The story of the Gobi Desert Canoeing
Society, Hermitage Lake and more
By Bob Battram
Hermitage
Lake
Lake Clear
Once Jim and Helen moved into their
new Kanata home at 6 Holgate Ct they
joined in the area social life. Holgate
Ct, a street with eleven homes
developed a life of its own, The Gobi
Desert Canoeing Society. We children
were not surprised with the vigour
our parents showed in keeping up
with their younger neighbours.
As one neighbor remembered Jim was
instrumental in helping the group find
and develop lakefront cottage
property. Here is the story.

1977
Job with P.S. Ross finished in March.
May – June: To England for Royal Yachting Association’s “Yachtmaster’s Course” in
the Welsh Cruising School. In a scruffy sloop (a Nicholson 32, well built, poorly
maintained) with an alcoholic and diabetic skipper from Wales (Pembroke) to the
Scilly Isles, thence direct to the north coast of Spain, thence coasting eastward to
Santander. There changed to another yacht that was in company – utter luxury by
comparaison. Picked up more “students” in Bilbao, thence across the Bay of Biscay
to Belle Isle, thence to Concarneau and Benodet. Thence by car to Roscoff, ferry to
Plymouth, bus to Southampton where took the RYA oral and navigation
examination, thence to London, Esther (where Jim Collard and family lived in a
huge mansion), and home via Air Canada DC8 by 20 June.
October: yacht delivery trip as crew (working for a delivery outfit based in
Connecticut) from Old Lyme, Connecticut, to Annapolis, Md. Via Long Island Sound,
New York City, New Jersey Coast – up past Baltimore, through canal to Annapolis.
Good sea and yachting experience.
November: 2nd – 9th, to Jersey, Channel Islands, to talk to Jim Hardy about joining
his cruising school.
Nov 16 – 5 December – yacht delivery (same outfit, different boat and skipper)
from Marathon, Florida, via the Bahamas, to Tortola, British Virgin Islands. Good
ocean cruising experience – astro-navigation came in handy.
Quiet Christmas ends the year – Ian and family now in Dundegan, Judy nursing;
Jean MacLellan with us; Mother stays with us; Brenda in Germany?

Ore-carrier ‘Gypsum King’
1978
A fateful year – decide to try “Orion Cruising School” – order yacht Rigel (Ontario 32) on
17 March, and put 6 Holgate Court up for sale. Move into 28 Carmichael Court on 1
August, Holgate Court sold on 8 August. Rigel late in delivery, take possession in the river
at Oakville on 21 September.
Gordon Bronson’s Father died at that time. Gordon was going to help me get Rigel down
river, but was thus unable to. Helen stepped in, and helped us all the way to Country
Harbour, N.S. We had picked up a somewhat inexperienced crewman in Quebec City –
Fred had found him for us – and he also left in Country Harbour. We had been through a
severe October gale in the Gulf, that left us all a bit shaken. (more on Rigel later)
In November Jim Surette got me a paid hand to help to get the boat to Halifax, where we
lay alongside the Royal Nova Scotia Yacht Squadron, as a guest, until decision made to
take Rigel to McCurdy’s marina near Chester, in Mahone Bay. Had the boat hauled out for
the winter.
Went to Gypsum Company, in Hantsport, N.S. looking for a berth in one of their ore
carriers, left name with them. My Naval watchkeeping and command time enabled me to
obtain a certificate to keep watch in merchant ships. Then home, somewhat depressed.
Almost immediately got a call from Gypsum Company to join the ore-carrier “Gypsum
King” in Hantsport. Quite an experience – Christmas at sea on the way to the Hudson
River, unloaded up river from New York. Thence back to Cape Breton to load gypsum –
New Year’s Eve off Country Harbour again, bound for Galveston, Texas.
1979
Thenece to Hantsport again – loaded for Jacksonville, remained for maintenance. To the
Bahamas to load sand for Baltimore, thence back to Hantsport, in ice – left the ship In
Hantsport in March. Good pay, tax free, since the ship was registered in Bermuda.

Started courses for Certificate of Competence as Master of a Foreign- going vessel. Took one
course by correspondence. Sometime during the summer did a ship survey in Ravenna, on the
Adriatic, of a Swedish tanker that was to carry unfermented grape juice from Crete to Montreal.
Sailed with the ship to Crete and supervised the loading.
Left the ship when loading completed, then flew to Athens thence to Cairo. Car to Port Said and
to Suez (eastern end of the canal) to investigate a ship fire – all for Fred Henshaw, then working
for a shipping survey firm.
Then moved to St. John’s, Nfld., in September for further Mater’s courses.
26 September 1979 Patrick George born to Ian and Judy.
Finished at St. John’s in December, home for Christmas.
1980
Completed courses in Halifax; Master, Foreign-going certificate awarded in May, 1980.
9 May – Helen arranged a (surprise) sixtieth birthday party for me, eighty-second for Mother, at
28 Carmichael. Beautiful family book presented.
August – joined the Hydrographic ship BAFFIN in Ungava Bay as Third Mate. Interesting work,
doing soundings and surveys – ship’s discipline quite different from that of the Navy –
sometimes wondered if it was dangerous. Some resentment at my instinctive Naval discipline.
October – November: off Labrador and surveying across the Davis Strait, once into Gothaab,
Greenland; back to Halifax. During this period offered the job of Chief Officer when it became
vacant. Declined, preferred watchkeeping, and to let a young career officer take it. End
November, to Sorel, marine Industries Ltd.., or refit.
1981
March – to the sealing grounds off the Labrador. The killing quite sickening. Back to Halifax at
the end of March, took the ship alongside at the Hydrographic wharf for the last time. Left
BAFFIN on 21 March.
Hydrographic research vessel BAFFIN
Rigel

Graham got me into answering an advertisement in the Globe and Mail
for a Master at Sedbergh. There followed a long and edgy time wondering
whether or not to accept the position, even if it were offered. Finally was
accepted because of Helen – and they wanted the man of another couple
who had applied “but she (his wife) was hopeless”. Although I my have
been somewhat hopeless, it was Helen that really mattered.
So began, in September, three years of vitally interesting work – difficult
and with undercurrents that I did not realize existed, but not a bad way to
end one’s working career.
1982 – 3
Sedbergh. No journal kept at all during these times. Too busy?
1 December 1983 Antonin born to Ruth and Franta.
1984
March – was called into Tom Wood’s (Headmaster) office, and asked to
leave the school at the end of the academic year. Think it may have been
due to decline in teaching ability – some unwise remarks to some other
Trustees (about the work load on staff members – or …?) Anyway, it
suited Helen, because Ruth was looking for someone to start looking
after Antonin.
August – left our apartment at Sedbergh, back to 28 Carmichael Court.
Sedbergh School, Montebello QC
Memorial note from a former Sedbergh student
Sedbergh School 1981-84

1985
To Indonesia doing some computer programming work for Pieter Prins in Jakarta.
To Europe (Bonn, Vienna, Jersey, London, Wimbledon) with Helen – “reunion” 1791 pilots and
observers, organized by Bill Hodgson.
1986
4 December 1986 Helenka Marie born to Ruth and Franta.
1987
Jersey Cruising School courses with Graham and Donna – Jersey, Brittany, Guernsey.
30 December 1987 – Mother died, a few months short of her ninetieth birthday.
1988
26 April 1988 Iain Robert Fyfe born to Brenda and Robert.
End May – June – July: Cruise with John and Lee Robert up the Inside Passage from Prince
Rupert to Skagway and return to Prince Rupert in their moto-sailer “Katzenjammer”.
1990
24 January 1990 “Jake” born to Deirdre and Mark Adamson – our first great- grandchild!
1991
9 September 1991 Katie born to Deirdre and Mark Adamson.
1994
And so it goes, “painting and wheezing up the final years, hormones missing, presumed dead . .
. “, and extraordinarly thankful for the number of lucky incidents that shunted me out of
danger, into interesting and exciting work, studies, and contemplation.
And above all, immensely thankful for the Fates that let Helen and me meet each other – and
to have such a wonderful family.

December 1985 from Dad in a letter to Ruth and Franta about their pride in their offspring:
…a startling, emotional realization of how wonderful, indeed what a magnificent group of people,
you all are. How fortunate Mum and I are to be able to know you, to see you meet in a spirit of
friendship, affection, good humour and fun, to share your joys and sorrows, and to watch with pride
and fascination as you build your own lives and families.
August 1988 from Dad in a letter to Ruth about the next generations:
“About all one can do to prepare for the long term is to adjust, over a period of time, to the reality
that change must come. There will be a time to educate the children and grandchildren,
• to guide them away from conspicuous consumption and from waste,
• to instill in them that in their future it will be no disgrace to have no gainful employment,
• to tell them that a lot of their future will be taken up repairing the ravages of earlier
generations, and that they will probably have to make do with less of the world’s goods than
did their forefathers,
• and to tell them that their own families will have to be small, and
• that the ability to appreciate the arts and the sciences will be of more lasting value than the
possession of material wealth and
• that a healthy enquiring mind and time to use it is more valuable than money”
‘Granddad’, Ruth Franta ‘Dedecek’
‘Gumby’ ‘Babicka’
Tony (Antonin) Helenka
The lovely Irish toast ‘Here’s to grandchildren – they give meaning to growing old’ has
never been more true than in mum’s case and hence in mine. Mum’s life would be
totally different without Antonin and Helenka even though as mum says, “I go out in the
morning with bags in my hands and come back in the evening with them under my
eyes.” Mum and I are both very happy that she is so close to them.
Note from Jim to Ruth about Gumby’s day care for Tony and Helenka.

(Philip Hunter 1968)
(Helenka Zemanek 1987)
(Helenka Zemanek, Iain Fyfe 1990)
(Tony Zemanek 1984)
1992
Jake &
Katie
Adamson

• Part 5 1994 -2011 The sunset years
1920 - 2011

A Remembrance Day column for Kanata
Among his many interests for Jim was
his concern for the well-being of the
‘younger generation’. Although he
often jokingly repeated the line ‘too
bad youth is wasted on the young’ he
believed that those of the older
generations too often robbed the
young of their youth.
No more so was this true of than in
war. Jim ‘went public’ with his
concern and proposals in columns
written for local newspapers and well-
received by the readers.
Here the Kanata Kourier-Standard in
1995 and following the New Liskeard
Speaker in we think 1994.

“A Remembrance Day With Meaning” an essay for the New Liskeard Speaker newspaper by Jim Hunter
In November 1952 we were living on Birch Ave in
Ottawa. One day we children were off school and
playing outside. A bus pulled up, stopped and the
driver got out of the bus and stood at attention.
We did not know why. We children kept playing.
That is we kept playing until our dad came over
and told us to be quiet and stand still. That was
our introduction to Remembrance Day.
For years following dad rarely made a public
display of Remembrance.
Then sometime in the 1990s he started returning
to New Liskeard to spend Remembrance Day
honouring his classmates who did not return
from WWII. He spoke with students at his old
school and apparently made quite an impression.
He also wrote this letter to the local newspaper,
also making quite an impression there.
- Gordon Hunter
New Liskeard Cenotaph
Continued….

A Remembrance Day With Meaning continued
- H James Hunter
The names on the New Liskeard cenotaph for World
War II. Included ae the names of several of Jim
Hunter’s schoolmates and friends as well as his father,
Hubert W Hunter
……

Life and times of jim hunter

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