German U-Boat activity in the Western Atlantic in 1943 was a formidable threat to conveys and losses of merchant vessels were heavy. Surface vessels of the RCN and USN escorted the conveys and air cover was provided by RCAF and USAAF aircraft operating out of East Coast air bases.

On an August morning in 1943 it was an early rise for WO1 Richardson and his crew, at RCAF Stn Torbay. They were scheduled for a pre dawn departure to provide air cover for Convey HS250. This convey consisting of sixty four merchant vessels had assembled in East Coast ports in late July and then put to sea, destination England. By the 5th of August they were several hundred miles south east of St. John's and on the Grand Banks of Newfoundland.

The crew met in the Mess Hall for an early breakfast and headed off to the Hangar line. At the Operations Centre they were briefed on the area they were to patrol, weather conditions at sea and forecast for their return. At the same time the Wireless Air Gunners (WAG's) were receiving radio propagation forecasts, current recognition signals and communication codes.

Weather conditions at the time were only fair with a 200 ft ceiling and 1 mile visibility in fog and ground mist. This was forecast to dissipate later in the day and Richardson could have delayed take-off until conditions improved but felt the job was important enough "to give it a try".

After visiting Safety Systems to draw their parachutes they headed out to their aircraft. Ventura 2169, a twin engine patrol bomber was ready, having had its normal fuel tanks and external "droppable" tanks filled earlier. Armament consisted of six depth charges and 3,300 rounds of ammunition for the 50 and 30 calibre machine guns. After a walk around the aircraft to check that everything was in order they removed the locks from the landing gear and control surfaces. The four man crew then climbed into the aircraft.

In the cockpit Richardson went through his checklists of aircraft systems and prepared to start the engines. The Ground crew already had a battery cart attached to the aircraft for engine start-up . Another airman stood by with a fire extinguisher as the engines were started. It was a safety measure in case of spilled gasoline or backfire and he was waved away after a successful start and run-up.

In the meantime WO2 Griff the Navigator checked his flight plan and navigation systems. There were no radio beacons or landmarks in the North Atlantic and he would navigate by "dead reckoning". He would have to keep extremely accurate records of the aircraft's course, turns, speeds and drift if they were to find the convoy, and equally important, their way back to base.

The two Wireless Air Gunners, F/Sgt's "Barney" Drynan and Wilbur Lee had been busy checking the electronic systems consisting of radios, direction finders and intercoms. As well the aircraft armament, machine guns and powered gun turret were checked. During the patrol they would alternate between the radio position and the mid-upper turret.

The aircraft would observe radio silence while on patrol. This meant they would listen for messages and instructions from headquarters but make no transmissions. The only transmissions they were permitted to make would be in the event of an emergency, or submarine sightings. If a submarine were sighted the morse signal SM (three dots , 2 dashes) repeated three times would be used to precede a message to 1 Group in St John's giving the submarines position. 1 Group would then divert other aircraft to that position.

When everything was ready heavily laden aircraft, close to its maximum take off weight of 26,000 lbs made its way to the end of the active runway. There, Richardson "ran up" the engines, separately at first and then together, did a final check of his magnetos and other systems. Finally he set his propellers to fine pitch for maximum power on takeoff.

The sky was had still not lightened in the east as he requested and received take off clearance from the Control Tower. The take-off was watched by another crew in the Ops Centre who were preparing for a later departure. They commented that the aircraft seemed to increase speed slower than normal and took almost all of the runway before lifting from the ground. It disappeared into the fog and shortly after a bright flash was observed and the noise of an explosion was heard.

Among the first at the scene were several members of the US Army including Sgt Glender. It was still dark and there was very dense fog but the tremendous blaze lit up the scene of the crash. As they approached they saw Richardson who was about 20 feet from the burning aircraft and still strapped in his seat, his hair and clothes smouldering. He raised his hand so that he could be seen and asked "take off harness". This they did, placed him on a stretcher and handed over to an RCAF medical doctor who had arrived.

The Doctor noted that Richardson was suffering from multiple injuries and burns, was in deep shock and although semi conscious was incoherent. He was transferred to the RCN hospital where he expired at 7.00 AM that morning. The other crew members had been killed on impact.

The initial investigation listed the cause of the accident as obscure " but it is considered the pilot did not fully open his throttles soon enough on take off , held the aircraft down too long in poor visibility, and crashed on a 40 foot rise in terrain." There was no depth charge explosion.

The conclusion of the Board of Inquiry chaired by S/L Rappell were as follows:
 

This accident was due to an error on the part of the pilot in that he after take off failed to climb sufficiently to clear the rising ground ahead of him. Poor visibility was a contributing factor.

The head of the accident investigating branch at Air Force Headquarters wrote a letter to the Stn Commander in which he indicated he was "uneasy" about the crash and report. Portions of his letter are unreadable on microfilm but the following comments are legible.

The weather was foul and the pilot should not have taken off at all. It is doubtful whether a pilot should be allowed to take off in a Ventura with no 2nd pilot to help him by night when conditions were as bad as they were. In short I wonder whether in this instance the decision to get off and cover the convey at all costs was beyond the border lines of keenness and into the region of rashness. I would thing that a Ventura with high power, heavy loading and no second pilot would not be the ideal machine for an instrument take off for any pilot except the most experienced.. The reference made to use of flaps on take off seems rather an uneasy one, one would think that if any flap were being used, even a slight coughing in one engine in a Ventura would be very unpleasant. No 1 Group recommendation that lead lights should be provided off the ends of all runways seems very sound indeed and I am trying to have something done along these lines."

Correspondence at that time show Richardson and Griff as being Warrant Officer 1st Class and 2nd Class respectively. However, their headstones and later correspondence show them both as Pilot Officers. Presumably their promotions to Commissioned Officer Rank were "in the mill" but had not been received at unit level at their time of their death.

The bodies of all four crew members were recovered and moved by rail to Gander for burial. The Station Gander Daily Diary indicated they were laid to rest in the RCAF Cemetery with full military honours in a service conducted by F/L Tanton and F/L Marchand on 8 Aug 1943. Details from the CWGC are as follows:

DRYNAN, Flt. Sgt. Gerald Clarence, R/99717, R.C.A.F. 5th August, 1943. Age 22. Son of Gerald V. Drynan and Eva Alberta Drynan, of London, Ontario; husband of Vera D. Drynan, of Guelph, Ontario. Plot 1. Row 3. Grave 22.
He is just away

GRIFF, Pilot Offr. Milton Eric, J/35972. R.C.A.F. 5th August 1943. Age 27. Son of Harry S. Griff and Hattie Griff, of Stratford, Ontario. Plot 1. Row 4. Grave 29.
To higher service through sacrifice

LEE, Flt. Sgt. Wilbur Moats, R/121930. R.C.A.F. 5th August, 1943 Age 24. Son of William E. Lee and Lottie G. Lee , of Donalda, Alberta. Plot 1, Row 3, Grave 21.
Rest in peace

RICHARDSON, Pilot Offr. William, Robert, Gale. C/29623. R.C.A.F. 5th August 1943. Age 27. Son of Revd. William G. Richardson and Mary B., Richardson, of Waterloo, Ontario. Plot 1, Row 4. Grave 30.
Safe in the arms of Jesus