Notes:

NOTE 1./
David T:
May 18, 2002 letter
Mr. Robert. M
Ms. Melanie M

Dear Bob & Melanie:

I wrote recently about some Millie's I found in Scotland I thought might be precursors of Melanie's H.H. Millie. Melanie asked me to explain, and I thought it would be a good exercise to see if it hangs together. I think Bob's line may well be connected as well, so here goes:

We have these facts:
" Henry (aka "Harry") H. Millie (H.H. Millie) was born in Ireland Feb 8, 1863. His brothers were Charles Thomas Millie and Samuel Boucher Millie. We know this from the information I got last year from the National Archives. The three emigrated to Canada in the early 1880's.
" H.H. Millie's brother Samuel Boucher Millie joined the North-West Mounted Police force on September 1, 1899 and was discharged on March 25, 1904. The archive records refer to his next of kin, Miss Lily Hariot Millie of Ballymooney, Gashill, Kings. Co., Ireland. Another record identifies his next of kin as his sister, Margaret McDowell of Upper Edmonton, now a London suburb. Samuel joined the 179th Battalion in the Canadian Expeditionary Force in World War I. This relationship is confirmed in the Archives records, and per note received from Melanie apparently written by H.H.'s daughter Emma. Although reported to have died in Winnipeg during WWI, the archives records suggest he claimed a pension in British Columbia under the name William Thompson.
" H.H. Millie's Charles Millie was found in Battleford, Saskatchewan. It appears that he was a member of the Battleford Home Guard Volunteers in the rebellion of 1885. He was given a land grant for services but took $$ instead. By 1901, when Henry had settled in Carman Manitoba, Charles was working for a rancher in Alberta near Wetaskiwin. In the letter from H. H. Millie in Carman, Manitoba to the Commissioner of the North-West Mounted Police it says that his brother Charles had died just previous to September 11, 1902. He died shortly after in Wetaskiwin. This relationship is confirmed in the Archives records, and per note received from Melanie apparently written by H.H.'s daughter Emma.
H. H. Millie also had 4 sisters per information from Melanie, as well as from the archives records of Samuel.
" Margaret Ellen Millie married a McDowell and was living in London, according to Samuel's next of kin record, at the time of WWI, at 16 Angel Road, Upper Edmonton, Enfield, England. A note from Melanie says she died December 5, 1921, aged 68, interred in Tottenham Cemetery. I found these records (LDS British Vital Records, 2nd Edition) which give the husband as Frederick, and two children, an unnamed boy and an unnamed girl, born in Dublin:
MCDOWELL, Birth
Gender: Male
Birth Date: 4 Sep 1875 Birthplace: No 3 South City, Dub, Ire
Recorded in: Dublin, Ireland
Collection: Civil Registration
Father: George Frederick MCDOWELL
Mother: Margaret Ellen MILLIE
Source: FHL Film 255935 Dates: 1875 - 1875
***********************
MCDOWELL, Birth
Gender: Female
Birth Date: 4 Dec 1873 Birthplace: No 3 South City, Dub, Ire
Recorded in: Dublin, Ireland
Collection: Civil Registration
Father: George Frederick MCDOWELL
Mother: Margaret Ellen MILLER
Source: FHL Film 255889 Dates: 1873 - 1875
I couldn't find them in England yet in the 1881 census.
" Lillian Hariot Millie - per note received from Melanie apparently written by H.H.'s daughter Emma, never married
" Henrietta Millie - per note received from Melanie apparently written by H.H.'s daughter Emma, never married; and
" Mary Millie, married Charles Castle.
The parents of H.H. Millie and the others were identified by Melanie as Henry Millie and Mary Dempster. The death certificate for H.H. lists his father as Henry Millie, and his mother as Mary. Note that the death certificate says that the father, Henry Millie was born in Scotland.
I found the following marriage record (in the LDS British Vital records CD's, 2nd edition) for Henry and Mary Dempster, which says Henry's father was Thomas and Mary's was Charles Dempster:
MILLIE, Henry Age: 30
Wife: Mary Jane DEMPSTER Age: 21
Marriage Date: 31 May 1851 Recorded in: St Thomas, Dublin, Ireland
Collection: Civil Registration
Husband's Father: Thomas MILLIE
Wife's Father: Charles DEMPSTER
Source: FHL Film 101326 Dates: 1851 - 1851
(I will call H.H.'s father Henry 1821, his approximate birth date, to minimize further confusion)
According to notes from Melanie, extracts from the Kings County Chronicle report that Henry Millie Died January 7, 1891, in his 71st year at Ballymooney, Geashill, (which was where H.H. was born per his death certificate, and per his obituary in 1917 in Kelowna, B.C.). Henry's wife Mary Jane died May 20, 1899, aged 68.

According to the letter dated January 1, 1920 from Aunt Margaret Ellen McDowell (H.H.'s sister) to her niece Emma Millie McGarrity (Melanie's grandmother), the Millie's settled in Scotland. Emma Millie McGarrity's grandfather's grandfather (ie: Henry Millie's grandfather) had 4 sons, John, Tom, Andrew and Robert. The letter says that all 4 went to Ireland. Tom Millie was Henry Millie's father according to this letter. This marriage record above is consistent with this information. I was previously unable to find a Millie family in Scotland, or anywhere else which included 4 sons named John, Tom, Andrew and Robert, let alone one which would fit the requisite time frame. With the new LDS British Vital Records collections however I found the following family in Fife with the right collection of sons. Better still, the unusual name of the mother make it virtually certain, for me anyway, that the son Thomas, born 1796, is went to Ireland, as presumably did the other sons as described in Ms. McDowell's letter. The following lists the 6 sons of Henry Millie (yes, yet another one) and Magdalene Rumgay (note the name):
1. MILLIE, John Bir 1791 Scot Fife Ceres
Fa: Henry Millie, Mo: Magdalene Rumgay
2. MILLIE, Andrew Chr 1793 Scot Fife Ceres
Fa: Henry Millie, Mo: Magdaline Rumgay
3. MILLIE, David Chr 1794 Scot Fife Ceres
Fa: Henry Millie, Mo: Magdaline Rumgay
4. MILLIE, Henry Chr 1794 Scot Fife Ceres
Fa: Henry Millie, Mo: Magdaline Rumgay
5. MILLIE, Thomas Chr 1796 Scot Fife Ceres
Fa: Henry Millie, Mo: Magdaline Rumgay
6. MILLIE, Robert Chr 1798 Scot Fife Ceres
Fa: Henry Millie, Mo: Magdalene Rumgay

I found the marriage of this Henry and Magdalene on the LDS FamilySearch website:
Marriage:
Magdalene RUMGAY; Sex: F; Spouse: Henry MILLIE; Marriage: Abt. 1790; Banderran, Ceres, Fife, Scotland; Film # 457767
I also found the following birth record of Magdalene-I presume it is her, how many can there be?:
Magdalan RUMGAY; Sex: F; Christening: 1 September 1765, Cameron, Fife; Parents: Andrew RUMGAY, Mary Mackie. Reference: Batch # C114122, 1695-1819, Call # 1040151, Printout # 6900431.

The real proof that Thomas of this family went to Ireland lies in the marriage record below:
LATIMER, William
Wife: Magdalene Rumgay MILLIE ; Marriage Date: 23 Oct 1847 Recorded in: St Peter, Dublin, Ireland
Collection: Civil Registration; Husband's Father: James LATIMER; Wife's Father: Thomas MILLIE
Source: FHL Film 101286 Dates: 1847 - 1847

Magdalene Rumgay Millie of Dublin Ireland, daughter of Thomas Millie, MUST be the granddaughter of Henry Millie and Magdalene Rumgay of Fife. There surely can't be another Thomas Millie, of the same generation, who would name his daughter Magdalene Rumgay. Since we know that Thomas, father of Henry 1821, and grandfather of H.H Millie was born in Scotland, and moved to Ireland, and had brothers named Andrew, John and Robert, and there are so few Millie's generally, let alone in Ireland, he must be the same person as the father of Magdalene Rumgay Millie of Dublin, and she is an aunt of H.H. Millie and his siblings. Also note that like Henry 1821, she was married in Dublin, and only 4 years before Henry 1821.
Next, who did Thomas marry? Who was Henry 1821's mother? Well, the LDS website has a marriage record for a Thomas Millie and Mary McWattie, 9 December 1818, Dundee, Angus, Scotland (batch # M112824, Source Call # 0993401, Printout call # 6902959). Is this the correct Thomas? Here we go back to the letter Margaret McDowell wrote in 1920 to her niece, Emma Millie. The transcribed copy Melanie sent says:
There was a slip of paper enclosed in this letter from Aunt Maggie McDowell and this is the info as follows: "PRIVATE and don't tell acquaintances, does no good. My father's Grandfather committed suicide from loss of an awful large sum in speculation and I believe he was a Millie, French, but I may be mistaken, he may have been McQuatty."
So yes, Thomas married Mary McWattie in Dundee. Margaret McDowell's father was Henry 1821, and his grandfathers would have been Henry Millie (married to Magdalene Rumgay) and Mary McWattie's father. This reference proves that this is the correct spouse for Thomas.

Again searching the LDS site, we find a record for the christening of Henry Millie, 10 October 1819, Dundee, Angus, Scotland; father-Thomas Millie, mother-Mary McWattie (batch # C112827, Source Call # 0993425, Printout call # 6900646)

So Melanie, I think we have you back to Scotland:
1. Henry Millie married Magdalene Rumgay in Fife Scotland in 1790.
2. Thomas, born 1796 in Ceres, Fife, Scotland, married Mary McWattie, 9 December 1818, Dundee, Angus, Scotland.
3. Henry Millie born 10 October 1819, Dundee, Angus, Scotland, married Mary Dempster 1851 in Dublin
4. Henry Herbert Millie (H.H. Millie) born February 1863 in Ireland, emigrated to Canada early 1880's, married Caroline Sarah Mills, abt. Feb. 1900 in Manitoba
5. Emma Lily Millie born abt March 6, 1901, married Joseph Patrick McGarrity, 1919
6. Lawrence Patrick Dempster McGarrity, born 1924, married Jean Anderson
7. Melanie McGarrity

I think this is pretty accurate based upon these published records. If you are energetic, you should order the microfilms from the LDS and copy the records yourself, ideally taking a print or the original registers. Not only will this document the facts, but the original registers may have additional information not picked up on the LDS indexes.

The next question is what happened to the other brothers of Thomas who went to Ireland, who were their children and grandchildren, and did Thomas have any other children besides Henry 1821 and Magdalene.

Bob's Henry Thomas Beale Millie (H.T.B.) was born September 14, 1862, in Kilkenny, Ireland, and emigrated to Canada around the time of H.H. and his brothers. H.T.B.'s parents were Robert Millie and Elizabeth Beale. (Although born in Ireland, I have always held out to Bob that he is Scottish in origin: Millie's all come from Scotland, and the south of England (perhaps French before that, but that is all beyond me), and H.T.B. was Presbyterian, basically a Scottish Protestant religion.) Was this Robert another son of Thomas, and a brother of Henry 1821 and Magdalene? Or was he a son of one of Thomas' brothers, Andrew, John or Robert, and a first cousin of Henry 1821 and Magdalene? I think given the scarcity of Millie's generally, and in Ireland in particular, these Irish Millie's of Scottish descent must be connected, and H.T.B. and H.H. were cousins, sharing common grandparents in either Thomas Millie and his wife ??, or in Henry Millie and Magdalene Rumgay. The common names, Henry, Henrietta, Robert and Thomas are all there (H.T.B also had a sister Henrietta). All were Presbyterian, indicating Scotch origin, and all came from the counties around Dublin.
If I were a betting man, that's where I would put my money.

Best regards
David

NOTE 2./ An Account of the Advance of the 7th Fusiliers of London by Alexander Campbell @ http://library.usask.ca/northwest/campbell/campbell.html

The 7th Fusiliers, a battalion of militia which was headquartered in London, Ontario. This unit was called into active service on April 1, 1885 and, within a week, had embarked on their journey west -- a journey made more arduous by the gaps in the railway above Lake Superior. After stops in Winnipeg and Swift Current, the 7th Fusiliers did not reach the area of the fighting until after General Middleton's forces had defeated the Métis at Batoche. The unit was one of many which served to protect the Northwest Field Force's lines of communication. The 7th Fusiliers left for their return journey to Ontario in mid-July without ever seeing combat.

NOTE 3./ This question is still UNRESOLVED: The Kilkenny reference as well as the Scott surname reference seems to indicate something more than a non relationship:

MILLIE, Jonathan Marriage
Wife: Annabella SCOTT
Marriage Date: 20 Mar 1856 Recorded in: Patricks, Kilkenny, Ireland
Collection: Civil Registration
Husband's Father: John MILLIE
Wife's Father: George SCOTT
Source: FHL Film 101377 Dates: 1856 - 1856

NOTE 4./ North West Canada Medal (Received by both HTB Millie and George W. Jacobs)

Terms
The medal was originally approved for presentation to soldiers taking part in the suppression of the Rebellion of 1885, but only to those who served west of Port Arthur. Award of the medal was also approved for some of the volunteers who participated in key actions, including the crew of the steamer "Northcote" which was recognized for its services at the Battle of Batoche, and members of the Prince Albert Volunteers who fought at Duck Lake. A grant of 320 acres of land or scrip of $80 were also awarded to these recipients.

The North West Mounted Police (NWMP) were initially excluded from receiving the medal. Those serving in the NWMP during the Rebellion (prior to July 3, 1885) were made eligible in 1887, but were not awarded accompanying land or scrip. During the 1930's surviving NWMP veterans of the Rebellion received $300 grants in lieu of the land or scrip that originally had been denied to NWMP recipients.

Bars
Saskatchewan: Awarded to all those who took part in any or all of the main encounters during the rebellion. These took place along the Saskatchewan River at Fish Creek, Batoche, Cut Knife and Frenchman's Butte.
(Batoche): Medals have been found with an unofficial bar for the battle of Batoche.
Description
A circular, silver medal, 1.42 inches in diameter.
Obverse
A diademed and veiled effigy of the Queen Victoria, facing left, with the legend: VICTORIA REGINA ET IMPERATRIX. (Identical to the Egyptian Medal.)
Reverse
The legend: NORTH WEST / 1885 / CANADA appears in three lines within a wreath of maple leaves.
Mounting
A plain, straight, suspender is attached to the medal with a double-toe claw.
Ribbon
The slate grey (blue) ribbon is 1.25 inches wide, with crimson (0.25 inch wide) stripes, 0.125 inches from each edge.
Naming
The medal was issued to military recipients unnamed, but a considerable number were named locally. Those later awarded to the NWMP were engraved with the recipient's name prior to presentation.
Dates
The medal was authorized on 24 July 1885, for issue to military personnel on 18 September 1885. A Canadian Order-in-Council of December 13, 1996 recommended that the NWMP receive the medal. This recomendation was accepted by the British Government on February 16, 1887.
Issued
There were 5,650 medals issued (16 of them being British Officers), plus 1,753 Saskatchewan Bars. There were 920 medals authorized for issue to members of the NWMP.

NOTE 5./ 1891 East Middlesex, Ontario Canada census,
Name: Henry Millie
Gender: Male
Marital Status: Single
Age: 32
Birth Year: abt 1859
Birthplace: England
Relation to Head of House: Lodger
Religion: Free Church
French Canadian: No
Father's Birth Place: Ireland
Mother's Birth Place: Ireland
Province: Ontario
District Number: 90
District: Middlesex East
Subdistrict: London East
Archive Roll #: T-6352
.

NOTE 6./ 1901 Census District: ON MIDDLESEX (East) (#87) Subdistrict: London (City) Wards No. 3 and 4 D-5 Page 21

Family Name Sex Relationship M/S DOB Age
235 Millie Henery M Head M Sep 11 1857 43 Private
235 Millie Grace F Wife M Jun 3 1875 25
235 Millie Harry M Son S May 27 1893 7
235 Millie Ethel F Daughter S Oct 8 1894 6
235 Millie Hilda F Daughter S Jun 13 1899 2

NOTE 7./ 1911 Middlesex East, London Township, Bronghdale Village census

Name Home in 1911 (Province, District, Sub-District) Birth Birthplace Relation
Henry Millie Ontario, Middlesex East, London Township, Bronghdale Village 1858 Ireland Head
Grace Millie Ontario, Middlesex East, London Township, Bronghdale Village 1874 Ontario Wife
Henry W Millie Ontario, Middlesex East, London Township, Bronghdale Village 1891 Ontario Son
Ethel Millie Ontario, Middlesex East, London Township, Bronghdale Village 1894 Ontario Daughter
Hilda Millie Ontario, Middlesex East, London Township, Bronghdale Village 1898 Ontario Daughter
Louise Millie Ontario, Middlesex East, London Township, Bronghdale Village 1902 Ontario Daughter
Ruth Millie Ontario, Middlesex East, London Township, Bronghdale Village 1908 Ontario Daughter

NOTE 8./ HTB re-enlistment papers on 8-4-1917 show his dob to be 9-14-1862 indicating his age of 57 years 10 months according to the document. I believe this to be in error since if his what I believe to be his actual dob of 9-11-1857 was given, he would have been 62 years old and probably ineligible for military duty.

NOTE 9./ Commonwealth War Graves Commission: Casualty Details

Name: MILLIE
Initials: H T B
Nationality: Canadian
Rank: Sergeant
Regiment/Service: 7th Regiment
Age: 57
Date of Death: 11/06/1918
Service No: 2943
Additional information: Son of the late Robert and Isabel Millie; husband of Grace Edith Millie, of 20, Wharncliffe Rd., London, Ont.
Casualty Type: Commonwealth War Dead
Grave/Memorial Reference: Mil. plot. R.1. G.21.
Cemetery: LONDON (MOUNT PLEASANT) CEMETERY

NOTE 10./ Historical Perspective: The Year Was 1885
The year was 1885 and the flow of settlers to western Canada increased greatly with the completion of the Canadian Pacific Railway.

And in Canada's North-West Territories there were rumblings of a rebellion. In what is now Saskatchewan and Alberta, three groups had grievances with the Canadian government in Ottawa. The Metis, descendants of fur traders and indigenous peoples, were concerned about legal claim to their land; white settlers were waiting for official property titles necessary to secure loans and felt their interests weren't represented; and the starving First Nations peoples who had been promised farming equipment and aid were angry that treaties weren't being observed.

The rebellion, which would only last for two months, was led by Louis Riel, a Metis who had fought for the rights of Manitoba residents during the Red River uprising in 1869-70. He formed a provisional government and armed forces. These forces clashed with government troops at Duck Lake and although the Metis claimed this first victory, the rebellion was subdued by the end of May, and Louis Riel was arrested and hung for treason.

In the United States, anti-Chinese sentiment was on the rise following the California gold rush, which had brought more than 100,000 Chinese to American shores. In September of 1885, violence erupted. In a Union Pacific Coal Mine in Rock Springs, Wyoming, there was a dispute over who had the right to work in a particularly rich area of the mine. Paid by the ton, white workers rioted, burning the Chinese quarter of town, and killing twenty-eight Chinese miners. The perpetrators were never prosecuted and Army troops had to be called in to protect those Chinese who wished to return to their homes.

In Chicago, Sarah E. Goode, a former slave, became the first African American woman to be awarded a patent from the U.S. government for her design of a “cabinet bed.” Her invention could be used as a cabinet by day, but opened into a bed for sleeping.

In June of 1885 the U.S. received a package--actually two hundred and fourteen packages. In them was the Statue of Liberty, waiting to be assembled on Bedloe’s Island. The statue would be unveiled in late October of 1886.

Great strides were made in the field of medicine in 1885, when Louis Pasteur successfully treated Joseph Meister for rabies with his new vaccine.

Henry married Grace Edith MELMER on 04 Jul 1892 in London, Middlesex, Ontario, Canada. Grace (daughter of William MELMER and Louisa LAVINE) was born on 03 Jun 1874 in Ottawa, Carlton, Ontario, Canada; died on 27 Oct 1937 in Mt Morris, Michigan; was buried on 30 Oct 1937 in Mt Pleasant, Lot 594, Section Ta, London, Ontario, Canada. [Group Sheet] [Family Chart]

Notes:

NOTE 1./ 1901 Census District: ON MIDDLESEX (East) (#87) Subdistrict: London (City) Wards No. 3 and 4 D-5 Page 21

Family Name Sex Relationship M/S DOB Age
235 Millie Henery M Head M Sep 11 1857 43
235 Millie Grace F Wife M Jun 3 1875 25
235 Millie Harry M Son S May 27 1893 7
235 Millie Ethel F Daughter S Oct 8 1894 6
235 Millie Hilda F Daughter S Jun 13 1899 2

NOTE 2./ 1911 Middlesex East, London Township, Bronghdale Village census

Name Home Birth Birthplace Relation
Henry Millie Ontario, Middlesex East, London Township, Bronghdale Village 1858 Ireland Head
Grace Millie Ontario, Middlesex East, London Township, Bronghdale Village 1874 Ontario Wife
Henry W Millie Ontario, Middlesex East, London Township, Bronghdale Village 1891 Ontario Son
Ethel Millie Ontario, Middlesex East, London Township, Bronghdale Village 1894 Ontario Daughter
Hilda Millie Ontario, Middlesex East, London Township, Bronghdale Village 1898 Ontario Daughter
Louise Millie Ontario, Middlesex East, London Township, Bronghdale Village 1902 Ontario Daughter
Ruth Millie Ontario, Middlesex East, London Township, Bronghdale Village 1908 Ontario Daughter

NOTE 3./ HISTORICAL REFERENCE 1901

"The Atlanta Constitution" (Atlanta, Georgia), 15 December 1901, page 3:
MARCONI SPEEDS MESSAGES ACROSS ATLANTIC OCEAN

From Newfoundland to Cornwall Italian Inventor Sends Message Without Wires.

St. Johns, N.F., December 14. Signor Marconi announced the most wonderful scientific discovery of modern times tonight in stating that he had received electric signals across the Atlantic ocean from his station in Cornwall, England. He explains that before leaving England he made plans for accomplishing this result, for while his primary object was to communicate with ocean liners in mid-ocean he hoped also to succeed in attaining the wonderful scientific achievement of wireless telegraphy across the Atlantic.

Signor Marconi's station in Cornwall is most powerful. He has an electric force, generated there, a hundred times greater than at his ordinary stations. Before he left England he arranged that the electrician in charge of the station which is located at Poldhu, should begin sending signals daily after a certain date, which Signor Marconi would cable him after having perfected his arrangements here.

Signor Marconi arrive here a week ago Friday, selected Signal Hill, at the entrance to the harbor, as an experimenting station and moved his equipment there. Last Monday he cabled to the Poldhu station to begin sending signals at 3 p.m. daily and to continue until 6 p.m. these hours being respectively 11:30 a.m. to 2:30 p.m., St. Johns time. During these hours Wednesday Signor Marconi elevated the kite with an aerial wire by means of which signals are sent or received. He remained at the recorder attached to the receiving apparatus and to his profound satisfaction signals were received by him at intervals, according to the programme arranged previously with the operator at Poldhu.

These signals consisted of repeating at intervals the letter "s" which, in Marconi's code is made by three dots, or quick strokes. This signal was repeated so frequently and so in accordance with the plan, arranged to provide safeguards against the possibility of a mistake, that Signor Marconi was satisfied that it was a genuine transmission from England. . .

NOTE 4./ HISTORICAL REFERENCE The Year Was 1913
The year was 1913 and there was turbulence in the Balkans. Following a coup in the Ottoman Empire, the first Balkan War continued with allied Balkan states defeating the Ottoman Empire. The peace treaty, signed in London on May 30, redrew the map lines of southeastern Europe. In June, Bulgaria, unhappy with the new boundaries, attacked Greece and Serbia in a short-lived effort to gain control over Macedonia. The Treaty of Bucharest ended the second Balkan War giving control of Macedonia to the Greek and Serbian allies.

Tragedy struck on October 14 in Senghenydd, Wales, when an explosion ripped through a coal mine killing 439 men and boys in the worst coal mining disaster in Welsh history. The explosion left 205 widows and 542 children without a father. Postcards commemorating the disaster can be found online through the National Library of Wales. Wikipedia also lists the names of those killed in the disaster. The Coal Mining History Resource Center maintains a national database of mining deaths and injuries in the UK.

The following month, across the Atlantic a powerful storm dubbed the "Great Lakes White Hurricane" took 235 lives and caused up to forty shipwrecks. Most of the casualties came from large freighters wrecked on Lake Huron. The NOAA website includes accounts describing thirty-five foot waves in succession, of the grisly sight of sailors washing up on Canadian shores following the storm, and in one interesting story where one of the "victims" walked in on his own funeral.

Earlier that year in March, a catastrophic flood had brought disaster to Dayton and other cities in the Miami River valley. The flood took more than 300 lives and caused more than 100 million dollars in damage. Photographs accompany the story of the flood and aftermath in Dayton in this article from the Dayton Metro Library.

In 1913, Thomas Woodrow Wilson succeeded William Howard Taft in the presidency of the United States. During that first year in office, one of the most significant pieces of legislation passed was the Sixteenth Amendment, which provided for the creation of an income tax.

Crossword puzzles first came to fame in 1913 with the first publication of a puzzle by Arthur Wynne in the New York World on 21 December. They grew in popularity in the 1920s as they began appearing in other U.S. newspapers, eventually spreading across the ocean where they first appeared in the British Pearson's Magazinein February 1922.

Another innovation that year was the zipper, patented by Swedish immigrant, Gideon Sundback. Originally patented for use on galoshes, it later spread to clothing items.

Harry married Marguerite JACOBS on 26 Jan 1914 in Church of the Redeemer, London, Middlesex, Ontario. Marguerite (daughter of John David JACOBS and Arminta GARDINER) was born on 14 Jul 1893 in London, Middlesex, Ontario, Canada; died on 11 Nov 1946 in Toronto General Hospital; was buried on 14 Nov 1946 in London , Ontario, Canada, Woodland M, 82 - NE. [Group Sheet] [Family Chart]

Grace married Leonard Douglas EADE on 01 Jun 1915 in London, Middlesex, Ontario. Leonard (son of Henry Charles EADE and Robina Denby MARSHALL) was born on 14 May 1896 in London, England. [Group Sheet] [Family Chart]

Grace married Donald CAIN after 1915. Donald (son of John CAIN and Mariah J UNKNOWN) was born on 06 May 1894 in Caradoc, Middlesex South, Ontario; died in in Montrose, Michigan?. [Group Sheet] [Family Chart]

Family/Spouse: Never MARRIED. [Group Sheet] [Family Chart]

Louise married Arthur Lawrence PIGGOT in 1925 in Middlesex, Ontario. Arthur (son of Charles Esau PIGGOTT and Annie Amelia FULJAMES) was born on 20 Feb 1887 in Croydon, Surrey, England; died on 26 Aug 1974 in Flint, Genesse County, Michigan. [Group Sheet] [Family Chart]

Ruth married Willard Winefred WIGARD on 22 May 1926 in Flint, Michigan. Willard (son of Oscar Nelson WIGARD and Elsie Winnifred SCHELL) was born on 11 Apr 1904 in Superior City, Ward 1, Douglas County, Wisconsin; died on 08 Nov 1989 in Flint, Genesee, Michigan. [Group Sheet] [Family Chart]

Notes:

NOTE 1./ In a Class of its Own : The AVRO Arrow

(Chapter 12 of The Fight for Canada: Four Centuries of
Resistance to American Expansionism, by David Orchard.)

Canada's ongoing struggle for its own economy was graphically demonstrated by
an episode in the aerospace industry. It involved an airplane, a jet interceptor, that could fly twice the speed of sound and was called the Arrow.

Until 1940, Canada had looked to Britain for its military supplies. With the declaration of war in 1939, Britain urgently needed a source of supply herself. C.D. Howe, an American­born engineer and businessman, was made minister of munitions and supply in the King government and given the job of organizing Canada's war industry. He recruited one thousand businessmen ­ "Howe's boys" ­ from across the country, set up twenty­eight Crown corporations and achieved dramatic results. Canada's gross national product ­ the total value of goods and services produced by the nation ­ jumped astoundingly, from $5 billion in 1939 to $12 billion in 1943, and Canada climbed to fourth among the Allies in industrial production. By the end of 1944, Canadian shipyards had turned out almost 600 ships; some 45 aircraft companies, running 24 hours a day and employing 80,000 workers, had produced 16,000 aircraft. Declared Howe: " Never again will there be any doubt that Canada can manufacture anything that can be manufactured elsewhere." 1

Sir Roy Dobson of Hawker­Siddeley Aircraft, developer of 180 aircraft projects in England, came to Canada and was impressed by what he found. "It opened my eyes, I'll tell you," he said. "If these so­and­so's can do this during a war, what can't they do after. One thing this country would need is an aircraft industry of its own: design and development, not just assembling somebody else's stuff." Later he explained:

"I saw a great country full of natural resources, all kinds of metals, all kinds of minerals and oil, all kinds of capacity for growing wheat and other kinds of food, and yet it seemed to me... lacking in the finer engineering developments... in things like aircraft, aircraft engines and so on. And I couldn't imagine... a nation with this sort of potential carrying on without demanding ­ not just asking, or thinking about it, but demanding ­ its own aircraft, its own aircraft industry, its own engine industry and indeed a lot of other industries too... So I said, 'All right. That's my field. I'm going to have a go at it." 2

By 1945, the Royal Canadian Air force was the third largest in the world in terms of men and equipment. Robert Leckie, chief of air staff, had for years had fought for an independent Canadian air force, with aircraft designed in Canada and built to suit Canadian needs. At the close of the war, Roy Dobson and C.D. Howe struck a deal, and A.V. Roe (AVRO) Canada was set up in the Victory Aircraft plant outside of Toronto "to give Canada," as Dobson told the press, "a basic industry which, in our opinion, she badly needs. Canada will become the aircraft production center of the British Empire within ten years."3 Hamilton native Fred Smye, aircraft production director at Victory, became the first employee and a driving force behind AVRO future success.

March 17, 1949, saw the test run of the first Canadian jet engine, the AVRO Chinook. In August, the AVRO Jetliner, the first North American commercial jet aircraft and second in the world, made its maiden flight, fourteen days after the British Comet had lifted briefly a few feet off the ground in England. In April 1950, eight years before the first American commercial jet airplane took flight, the AVRO Jetliner carried the world's first jet airmail, from Toronto to New York, where its crew was welcomed with a ticker tape parade through the streets of Manhattan. The trip was made in half the flight time of a conventional airplane.

AVRO then designed and produced the Orenda jet engine, named after the god of the Iroquois. Developed by a small group of about forty young Canadian engineers, the Orenda was one of the most successful turbojet engines ever built. By 1954, more than one thousand had been delivered to the Canadian air force.

AVRO went on to design and build the highest­rated all­weather, long­range fighter in NATO, the CF (Canadian Fighter) 100. The first of hundreds of Orenda­powered aircraft was delivered to the RCAF in October, 1951. By 1958, the Canadian content in the CF 100 was 90 percent, and in its Orenda engines 95 percent. AVRO, following a buy­Canadian policy, established a network of Canadian suppliers and sub­contractors, which created a beehive of development activity in nearly every other Canadian industry. By now, A.V. Roe was the third­largest company in Canada, employing 50,000 people in all divisions and carrying out 70 percent of all research in Canada.

October 4, 1957, saw the official roll­out of the first AVRO Arrow ­ a supersonic jet fighter designed and built in four short years. With the Arrow, AVRO had created a brilliant aviation industry that drew to Canada international specialists at the top of their fields. After the unveiling, Aviation Week reported: "AVRO CF­105 Arrow has given Canada a serious contender for the top military aircraft of the next several years. The large, decidedly advanced delta­wing fighter was rolled out of the Malton plant a few days ago... The Arrow's power, weight and general design leave little doubt of its performance potential."Flight, another international aviation magazine, called the Arrow "the biggest, most powerful, most expensive and potentially the fastest fighter that the world has yet seen." 4

On March 25, 1958, the AVRO Arrow Mark I ­ a "great, sleek, white bird," to one observer ­ lifted gracefully from the runway and was airborne for the first time.5 The most advanced aircraft in the world, it exceeded all expectations. At three­quarter throttle, the Arrow flew at nearly twice the speed of sound ­ faster than the most advanced plane in the Canadian Air Force three decades later, the American F­18.

The world speed record in 1958 was 1404 mph. The first five Arrows, fitted with temporary, less powerful engines, flew at 1320 mph. Into the sixth Arrow was installed the most advanced and the most powerful engine in the world, the brand new Iroquois, Canadian designed and built from scratch. On February 19, 1959, the AVRO Arrow Mark II, fitted with Iroquois engines, was on the tarmac, being prepared for the test flight expected easily to break the world speed record. Behind it, another thirty­one Mark IIs, Iroquois equipped, were ready to roll down the assembly line.

At the sprawling 400­acre AVRO plant just outside Toronto, almost everybody felt good about their work. They saw themselves as contributing to Canada. Absenteeism was low and lateness was rare. The atmosphere was described by one aviation writer as touched by magic: "They were so proud of that airplane, and of the inescapable fact that they were producing something that was the best in the whole bloody world. You could sense it the minute you walked in the place." Joe Morley, the sales and service manager, explained: "We were all possessed with one ideal ­ the Arrow. No one, even in junior management, ever punched a time clock; it would have been as much overtime as straight time." 6 The design and development people were top notch, as were the engineers. The Arrow "was in a class of its own and at least twenty, if not thirty, years ahead of its time in terms of design philosophy, materials, and manufacturing technique!" 7

Yet all was not as well as it seemed. A peculiar thing had happened back in 1950: C.D. Howe had ordered production of the AVRO Jetliner stopped after the first aircraft was completed. One of the outstanding aeronautical achievements of its day, the one and only Jetliner broke records with every flight. Robert Rummell, chief engineer for Trans World Airlines in the United States, described the pioneer plane: "The Jetliner, the first jet transport produced in North America, was an advanced, medium­range, 450 ­mph plane that first flew an amazing eight years before Boeing's 707. This extraordinary achievement is all the more remarkable considering that it was the first product of a new company in a country not dominant in the development or construction of aircraft. The design, developed by A.V. Roe Canada (AVRO), was conspicuously ahead of any competitive transport." 8

Then, one Saturday, early in February 1957, after eight years of flying, the Jetliner came in for a routine check. The following Monday morning, the staff found the craft cut in two. It was sold for scrap. In 1959, Fred Smye, at the time the president and general manager of AVRO Aircraft, said:"It had exceeded every specification and if it had gone ahead would be selling around the world today." 9 A few days after the Jetliner was destroyed, the Saturday Evening Post of February 16, 1957, carried a two­page centerfold advertisement of the new Boeing "Jetliner," the 707, proudly describing it as "America's first Jetliner, the only American jet airliner flying today." 10

Now, on the morning of February 20, 1959, at 9.30, Prime Minister John Diefenbaker was in the House of Commons to deliver a statement on "one facet of the national defence" of Canada. "The government of Canada," he went on, "has carefully examined and re­examined the probable need for the Arrow aircraft and Iroquois engine known as the CF­105... The conclusion arrived at is that the development of the [Arrow] aircraft and Iroquois engine should be terminated now." 11

The shocked employees heard the news first from a reporter. A telegram from Ottawa ordered AVRO to "cease and desist as of receipt of this telex on all government contracts and acknowledge that you are so proceeding." And over the public address system, 14,528 employees were told their services would no longer be needed. They were laid off immediately. Ordered by Raymond O'Hurley, minister of defence production, to "cut up the Arrow and destroy... all material associated with it," Smye refused. O'Hurley replied: "If you don't do it, we'll send the army in to do it." 12 Teams of men with cutting torches came into the factories and cut the completed Arrows into scrap. The blow torches didn't stop until the "obscene destruction of millions of dollars worth of finished and almost­finished planes, of tools, jigs, fixtures and masses of expensive production and test equipment" was complete.13 Some of the employees who had built the aircraft were seen to "stand and cry as grown men seldom cry" as they watched the torches "melt down and cut to pieces the magnificent airplanes which they had spent seven years of their lives designing, creating and building."14 Operating manuals, blue­prints, records, drawings and thick volumes of specifications data were collected and destroyed.

The mutilated scraps of the most advanced engine and airplane in the world were delivered under tight security to a Toronto scrap yard, along with the tools that produced them. Afterwards, a government official said tersely, referring to the Arrow: " Forget it! It never existed. Get that into your heads."15

Some 650 major sub­contracts were cancelled. The Arrow's demise affected the livelihood of nearly 100,000 Canadians and the fate of dozens of industries. Some historians, commentators and government members, using wildly distorted figures, have cited high production costs as one reason for the Arrow's cancellation. The total spent on the Iroquois engine and development of the Arrow, including the finished aircraft, was approximately $300 million. Another $200 million would have been required to complete them after which each Arrow would have cost the government $3.7 million, roughly the price of a contemporary, less sophisticated U.S. plane. And the money, technology, jobs and talent would have remained in Canada. (The Financial Post estimated that at least 65 percent of the total cost of the Arrow programme came back directly to the government in taxes.) The Arrow, in the words of Edith Kay Shaw, an aviation­engineering technologist who worked on the AVRO Jetliner, the CF­100 and the Arrow, "represented one of the greatest bargains in aircraft ever offered," to say nothing of the tens of thousands of jobs created and dozens of domestic spin­off industries in everything from plastic to design.16

Why was the Arrow cancelled? The official reason given by the government was that the missile age had dawned and manned jet fighter aircraft, including the Arrow, had become obsolete. Accordingly, the new American missile system, called the Bomarc missile system, was to be purchased, and because Canada could not afford both the Arrow and the Bomarc, the Arrow had to go. Behind­the­scenes pressure from the United States for Canada to buy the Bomarc ­ a system that was untried, unproven and would eventually prove useless ­ was direct and effective. In a meeting between the Canadian defence minister, George Pearkes, and the U.S. secretary of state for defence, Neil McElroy, the Canadian government asked what would happen if Canada refused to buy the Bomarc. The Canadians were told that "the consequence would be... the emplacement of at least one more Bomarc Squadron in the U.S., south of the Great Lakes."17 Because the Bomarc had a limited range of 250 miles, this would mean, in the advent of war against incoming Soviet missiles from the north, the certainty of nuclear holocaust above Canada's most densely populated regions. Consequently, the Canadian government decided to purchase the Bomarc, put them further north in Canada, and terminate the Arrow.

Within two months of the Arrow's cancellation, Canadians were told that fighter aircraft to intercept Soviet bombers were still necessary after all. Ten months later, General Lawrence Kuter of the United States, Commander­in­chief of the North American Air Defence agreement (NORAD), requested that Canada equip itself with supersonic fighters such as the American F­101B. In 1961, Canada purchased sixty­six of these dated aircraft ­ in no way comparable to the Arrow ­ from the United States. Two decades later Canada would spend roughly $5 billion ($30 million per plane) purchasing the American F­18A, an aircraft still inferior to the Arrow.

As for the Bomarc missile system, admitted by the Americans themselves to be entirely for the the defence of the American Strategic Air Command and not for Canada, it turned out to be an expensive dud which became obsolete before it was installed.
A significant but little known fact is that the Arrow was the only aircraft in the world capable of downing the new, top secret U­2 spy plane developed by the CIA, which in the late 1950s was overflying countries around the globe. The U­2 flew at an altitude of 70,000 feet, unreachable by any existing interceptor but well within the Arrow's range. In 1960, Defence Minister Pearkes admitted the U­2 was overflying Canada and that without interceptor aircraft, Canada was powerless to police its own skies against such an intruder.

Judith Robinson of the Toronto Telegram, February 10, 1959, wrote that Canada's role from the point of view of U.S. defence planners was to "provide for the defence of the United States three things: a narrow margin of time, distant early warning signals, and rocket bases. Just those three things. Manned supersonic fighters based in Canada have no place in U.S. defence plans."18

The New York Times carried a report, stating "Canada has had the dubious privilege of being first in learning the economic and political implications of U.S. domination in weapons... the result is... no real defence... a disappearing Canadian Air Force and aircraft industry; and a fearfully ill­equipped Army. Why? Because... [Canada has] conformed to U.S. concepts, doctrines and weapons."19

In 1717, the manufacturing of beaver hats was begun in Montreal. Four finished hats were turned out every day. Then came the order directly from the King of France to kill the industry. There was to be no competition from the colony for French hat makers. Colonies "are established solely for the utility of the country that forms them," Louis XIV said.20 Two and a half centuries later, instead of from Versailles, the pressure came from Washington.

The AVRO Jetliner was destroyed to allow the Americans to introduce their Boeing Jetliner, eight years after the Canadian Jetliner had first flown. Just as the Mark II was about to fly, and in all likelihood bring the world's speed record to Canada, thirty­seven supersonic aircraft were scrapped. To make sure no new aircraft would rise from the cuttings of the blow torches, a free­trade agreement in defence supplies, the Canada­U.S. Defence Production Sharing Agreement of 1959, was signed. That agreement integrated the defence industries of the two countries. Canada agreed to rely on the United States for defense technology, and has never again tried to be self­reliant in the aerospace and defense industries. Instead of producing its own aircraft, Canadian industry was reoriented to produce parts for U.S. contractors. In 1958, within three months of the Arrow's cancellation, Canada joined NORAD, which integrated the air defence of the two countries under a "joint" command head quartered in Colorado. In the future, Defence Minister Pearkes said, the United States would supply jet interceptors defence if Canada should require it. The operation of these two agreements ensured that Canada would never again create and produce high­tech aircraft. The very country that has invaded Canada repeatedly, and has been by far its most dangerous and sustained threat over the centuries, now "looks after" Canada's defence.

Canada went on to spend billions of dollars on civilian and military aircraft from American firms, aircraft less suited to its needs and climate. The "Canadian" defence industry today consists mainly of subsidiaries of American corporations. These subsidiary firms are encouraged to station scouts in the United States to catch word of pending U.S. contracts. They can then make a bid to produce U.S. weapons.

With the cancellation of the Arrow thousands of the highly skilled engineers, designers and aerospace workers, some gathered with great difficulty from all over the world, who for ten years had refused repeated offers from U.S. firms to leave Canada, were thrown out of work and now had little choice. Twenty­six of AVRO's top engineers, including Jim Chamberlin from British Columbia, AVRO 's chief of design, were sent by the Canadian government to NASA, where their skills played a crucial role in landing an American on the moon. Chamberlin was later described by NASA management as "probably one of the most brilliant men ever to work with NASA."21 Highly skilled AVRO 's engineers made their contributions in almost all fields of aviation and technology throughout the Western world, not only with NASA but also with Boeing of Seattle, RCA in Massachusetts, Hawker­Siddeley of England, Fokker of Holland, and the European Space Agency.

With an eight­year lead on the United States in civilian jetliner technology and the AVRO 's Arrow, the Canadian aerospace industry could have taken on the best in the world. It would also have been competition for U.S. corporations. Instead, AVRO 's scrambled for whatever business it could find, at one point landing a contract to produce pots and pans. In 1962, AVRO 's sold what remained of its gutted operations to de Havilland, leaving a wealth of concepts, ideas and designs that, over the next three decades, were used by leading British and American firms. And the myth began to be fostered that Canada did not have the skills, capabilities or resources to build world­class industries on its own.

Polish born Janusz Zurakowski, the decorated fighter pilot who test flew the Arrow, wrote: "Canada, by creating its own industry, could have satisfied most defence requirements ­ but not the American industrialists who wanted the market." He added: "Governments and torches can destroy an aircraft, but they cannot destroy hope, and aspiration... In the hearts of the people, the dream lives on."22

If the Jetliner and Arrow had gone ahead, they, like the CF­100, would have been purchased by other countries. American industrialist Howard Hughes was interested in producing the Jetliner in the United States, and several American companies wished to order the aircraft from AVRO 's. An American company had signed a contract with AVRO 's to produce the Iroquois under license ­ the first contract of its kind signed by the United States with a Canadian company. France had approached AVRO about purchasing 300 Iroquois engines for use in its Mirage jet fighter. Both the United States and Britain were interested in the Arrow because they had nothing comparable.

The technology, the research and the talent, as well as the money since spent on foreign aircraft, both military and commercial, would have remained in Canada. A dynamic aerospace industry would have established itself as one of the major engines driving Canada's economy. Equally significant, Canada would have had the capability to patrol and defend its own borders and airspace against incursion by all intruders. If the Arrow had flown with Iroquois engines, it almost certainly would have broken world records for both speed and altitude. Had the Canadian public seen that happen, cancellation of the Arrow would have been impossible. That is why the blowtorches came in before the Mark IIs could lift off the ground.

The Arrow was not cancelled because it was costly or obsolete or defective. It was, in the words of electronics engineer and Arrow researcher, Palmiro Campagna, "erased from existence, because it was too damn good!"23

NOTES:

(1.) Howe, quoted in Greig Stewart. Shutting Down the National Dream. A.V. Rose and the Tragedy of the AVRO Arrow. (Toronto: McGraw­Hill, Ryerson, 1988), p. 13.
(2) Dobson quoted ibid, p. 29; and in E.K. Shaw, There Never Was an Arrow (Ottawa, Steel Rail Educational Publishing, 1981), p. 32.
(3) Dobson, quoted in Stewart, Shutting Down, p.44.
(4) Aviation Week, October 21, 1957, and Flight, October 25, 1957, quoted in Palmiro Campagna, Storms of Controversy: The Secret Arrow Files Revealed (Toronto, Stoddart, 1992), p. 54.
(5) Shaw, There Never Was, pp. 57­58.
(6) Stewart, Shutting Down, p. 2; and Morley quoted in Stewart, p. 267.
(7) Campagna, Storms, p. 69.
(8) Rummel, quoted in ibid., p. 8.
(9) Smye, quoted in Stewart, Shutting Down, p. 270.
(10) Shaw, There Never Was, p. 40
(11) Diefenbaker, quoted in Campagna, Storms, p. 1.
(12) Stewart, Shutting Down, pp. 261, 273, 274.
(13) Shaw, There Never Was, p. 100.
(14) Ibid., p. 89.
(15) Ibid., p. 110.
(16) Ibid., pp. 173, 167.
(17) Campagna, Storms, p. 100.
(18) Judith Robinson, "Rabbits for the Eagle," (Toronto Telegram, February 10, 1959, quoted in Shaw, Never Was, p. 127. (Shaw relates that after this article, the Telegram dropped Robinson's column and did not reinstate it until she dropped all references to the Arrow or to the defence.)
(19) New York Times,quoted in Shaw, Never Was, pp. 174­175.
(20) Stanley B, Ryerson, The Founding of Canada. Beginnings to 1815 (Toronto: Progress Books, 1963), p. 161.
(21) Zurakowski, quoted in Shaw, Never Was and Stewart, Shutting Down, xii.
(22) Campagna, Storms, p. 122.

NOTE 2./ Detroit Border Crossings and Passenger and Crew Lists, 1905-1957
Name: John Henry Millie
Arrival Date: 24 Sep 1938
Age: 23
Birth Date: 1 Mar 1915
Birthplace: London Ont
Gender: Male
Race/Nationality: Irish
Port of Arrival: Detroit, Michigan
Departure Contact: Mother Marguerette Millie
Microfilm Roll Number: M1478_65

NOTE 3./ Detroit Border Crossings and Passenger and Crew Lists, 1905-1957
Name: John Henry Millie
Arrival Date: 25 Sep 1939
Age: 24 years 6 months
Birth Date: abt 1915
Birthplace: London Ont
Gender: Male
Race/Nationality: Irish
Port of Arrival: Detroit, Michigan
Departure Contact: Mother Margurite Millie
Microfilm Roll Number: M1478_65

NOTE 4./ There is a book by Greig Stewart, "Shutting Down the National Dream", that makes 12 references to Jack Millie's involvement with the CF 105. Your Uncle Jack was, in the beginning, a large part of the seed ideas for the then unnamed, Avro Arrow.
This is one excerpt from the aforementioned book.
"There was myself and a couple of Draftsmen. We had one guy looking after stress, another looking after aerodynamics, and I was trying to tie it all together, that is, getting down on paper something the other guys could work with and something we could submit to the Government as a proposal. We were not working on any response to any Operational requirement for the RCAF. We heard somewhere the air force wanted an airplane and we were trying to come up with something." -------- Jack Millie
As the aircraft evolved, my Dad had a diminished role with the additional specialist personnel brought on board at Avro, and in the final version was mainly responsible for the jet engines being mounted on the fuselage vs attached to the wing of the CF105, Avro Arrow. During this time period, Jack would bring home all kinds of presents at Christmas from benefactors, albeit unknown to me, all of course related to aviation.

John married Verna Annie WILKES on 18 Oct 1941 in London, Ontario, Canada at St James (Westminister) Anglican Church.. Verna (daughter of Arthur Bo WILKES and Esther Mary LIZMORE) was born on 26 Sep 1914 in London, Ontario, Canada; died on 26 Oct 1999 in Toronto, Ontario, Canada; was buried on 30 Oct 1999 in Sanctuary Park Cemetery, Weston, Ontario, Canada. [Group Sheet] [Family Chart]

Family/Spouse: Lieutenant WWII James Grant MOLONEY. WWII (son of William Thomas MOLONEY and Mary Jane ROBERTSON) was born on 01 Jun 1908 in London, Ontario, Canada; died on 20 Mar 1941 in England; was buried on 20 Mar 1941 in Guilford, England, Canadian cemetary. [Group Sheet] [Family Chart]

Notes:

NOTE 1./ Social Security Death Index about Charles H. Piggott
Name: Charles H. Piggott
SSN: 378-20-6616
Last Residence: 48519 Burton, Genesee, Michigan, United States of America
Born: 14 Jun 1926
Died: 27 Jan 2002
State (Year) SSN issued: Michigan (Before 1951 )

NOTE 2./ U.S. Public Records Index 2007
about Charles H Piggott
Name: Charles H Piggott
Birth Date: Jun 1926
Street address: 2397 Maplelawn Dr
City: Burton
County: Genesee
State: Michigan
Zip Code: 48519
Phone Number: 810
Record Number: 439643564

Household Members:
Name Est. Age Birth Year
Bruce C Piggott 48 1959
Charles H Piggott 81 1926
Louise Piggott
Sally J Piggott 42 1964

Family/Spouse: Louise UNKNOWN?. [Group Sheet] [Family Chart]

Family/Spouse: Living COOPER. [Group Sheet] [Family Chart]

Family/Spouse: Living SWAYTEK. [Group Sheet] [Family Chart]

Notes:

NOTE 1./ U.S. Public Records Index about Arthur Lawrence Piggott
Name: Arthur Lawrence Piggott
Birth Date: Feb 1931
Street address: 5508 E Hill Rd
City: Grand Blanc
County: Genesee
State: Michigan
Zip Code: 48439
Phone Number: 810-694-6228
Record Number: 412750439

Household Members:
Name Est. Age Birth Year
Arthur Piggott
Arthur Lawrence Piggott 76 1931
Daisy E Piggott 76 1930
Jr Piggott 76 1931

Family/Spouse: Living UNKNOWN. [Group Sheet] [Family Chart]

Family/Spouse: Unknown. [Group Sheet] [Family Chart]

Family/Spouse: Living VAN WAGONER. [Group Sheet] [Family Chart]

Family/Spouse: Living MINTO. [Group Sheet] [Family Chart]

Family/Spouse: Living POTTER. [Group Sheet] [Family Chart]

Family/Spouse: Living UNKNOWN. [Group Sheet] [Family Chart]

Family/Spouse: Living O'BRIEN. [Group Sheet] [Family Chart]

Family/Spouse: Living BROWN. [Group Sheet] [Family Chart]

Family/Spouse: Living MATHIS. [Group Sheet] [Family Chart]

Family/Spouse: Living WHITESIDE. [Group Sheet] [Family Chart]

Family/Spouse: Living UNKNOWN. [Group Sheet] [Family Chart]

Family/Spouse: Living BONDY. [Group Sheet] [Family Chart]

Family/Spouse: Dale John POMEROY. [Group Sheet] [Family Chart]