The Modern Era
The Post War
The Post War
Excerpts from the Handbook for Air Force Non-Commissioned Members
The first two years after World War II were called the Air Force"Interim Period" during which the emphasis was on demobilization and the return of the RCAF to a peace-time basis. By July 1946, all of the RCAF squadrons overseas had returned to Canada and most of the home-based units had also been disbanded. The few units that were retained resumed pre-war activities including aerial photography and survey.
In February 1946, the first post-war plan for the RCAF was announced. It provided for a Regular Force component of 16,000 personnel, an Auxiliary of 4,500, and a Reserve of 10,000. It proposed eight Regular Force squadrons and fifteen Auxiliary squadrons. In April 1946, the first seven post-war Auxiliary units were formed. During the "Interim Period," the RCAF's peace-time establishment came into effect and many personnel of the Regular Force reverted to a lower rank.
On December 12, 1946, with the appointment of the Honourable Brooke Claxton as Minister of National Defence, the three armed services were again united in one Department, as they had been in the period from January 1923 to May 1940. By the end of 1946, when the last WDs were released and it was disbanded, the RCAF had been reduced to a total of 12,735 officers and airmen. On September 30, 1947, the last group of personnel who had been on active service since September 1, 1939, "stood down."
Laying the Foundations
The next 15 months, October 1947 to December 1948, was a period of marking time and laying the groundwork for the future. There was an expansion in Regular Force strength from 11,569 in 1947 to 13,832 in 1948. New Aircraft were introduced, including the "North Star" (September 1947) and the RCAF's first jet fighter, the "Vampire" (January 1948).
Air Transport Group
No. 9 Transport Group was formed at Rockcliffe on February 5, 1945 to handle the increased RCAF transport requirement. This signalled the eventual formation of Air Transport Command in 1948 as an operationally separate entity within the RCAF. Consistent with the restructuring of the Canadian Forces in the late 1960s and early 1970s, Air Transport Command was again reformed into Air Transport Group on September 2, 1975, and remains operational to this date.
The United Nations and NATO
Excerpts from the Handbook for Air Force Non-Commissioned Members
By the end of 1948 the threat of Nazi-Fascist domination had been supplanted by the menace of the Communist Regime. On December 28, 1948, the Minister of National Defence announced an expanded program for Canada's armed forces to meet "changing circumstances." The ceiling on strength was to be removed, existing air bases were to be reconditioned, new bases were to be developed, and the design and production of jet Aircraft were to be undertaken in Canada. April 4, 1949, Canada, together with 11 other nations, signed the North Atlantic Treaty and undertook to play her part in the common cause of mutual defence against aggression. Upon ratification by the signatory states, NATO came into effect August 24, 1949.
Peacekeeping
Since its inception, the United Nations (UN), through its charter has placed the maintenance of international peace and security first among its purposes followed closely by the solution of an economic, social, or humanitarian problems. For nearly 45 years, the Air Force has been heavily involved in UN operations. As one of the UN's strongest proponents, Canada has historically participated as a key player - whether it be restoring and upholding peace or responding to a humanitarian relief mission. Air Transport Group has been particularly tasked with many UN operations. These include:
United Nations Operations Korea (1950-53)
On June 25, 1950, North Korea invaded South Korea and thus Air Transport Command, newly formed on April 1, 1948, was to perform its first long term airlift in support of overseas United Nations operations. From July 27, 1950, until June 9, 1954, less than two dozen North Star Aircraft of Air Transport Group flew 599 missions, netting over 34,000 flying hours without fatality or serious injury. Staging out of McChord AFB in the United States, the venerable Aircraft were typically flown to Tokyo via Alaska, Shemya in the Aleutians and Misawa in Northern Japan. Throughout the four years the small contingent of North Stars airlifted 13,000 personnel and 7,000,000 lbs. of freight and mail. This was to become the third largest airlift of all time for the RCAF and CAF.
In announcing the decision to end the operation, Hon. Brooke Claxton, the Minister of National Defence , said
"to all those who have taken part in the RCAF's operations on the airlift (Operation Hawk), I pass my personal congratulations for a demanding task done in proud Air Force fashion. I can give no higher praise than this."
United Nations Emergency Force (UNEF) - Suez
In 1956, less than two years after the completion of Operation Hawk, a crisis developed in the Middle East. The Hon. L.B. Pearson , then Minister of External Affairs, appeared before the UN General Assembly with a plan to bring peace to Suez. In November, No. 435 Squadron in Edmonton, received notice that within a few hours they were to be ordered to the Middle East. It was the first time since World War II that the RCAF had deployed a complete unit outside of North America. Airlifting troops, mail and equipment from Italy to Egypt, the crews found problems with the desert sand and navigational facilities, the latter being most important as precision was required during overflights of Egypt. The UNEF continued this mission until the "Six Day War" of 1967.
Congo
Another major UN operation for No.426 Squadron began in 1960 in the Republic of Congo. Canada provided air control, internal communications and air transport. In June 1964, after four years of service, the Congo operation came to an end. During this period Air Transport Group's Yukons and North Stars transported 12,000 passengers and over 4,000,000 lbs. of freight.
Other UN Missions
There have been several other commitments made by Canada for UN operations. These have included: transport of personnel and supplies in New Guinea; an observer mission in Yemen (a duty which was extremely difficult due to the many tropical diseases and harsh weather conditions); an observer group in India and Pakistan for peace supervision in the Kashmir region; and the continuing Cyprus obligation.
Korea
The expansion of Canada's defence forces was given a considerable stimulus in June 1950, by the Communist attack upon South Korea. When the United Nations undertook to resist this unprovoked and unjustified aggression the RCAF contributed a transport capability. In addition to the services of No. 426 Squadron, some 20 RCAF fighter pilots saw action in Korea while attached to units of the USAF. In air combat these pilots destroyed nine hostile Aircraft, probably destroyed two more, and damaged eight. In strafing attacks on ground targets they accounted for several locomotives, railroad cars, and trucks. One pilot was taken prisoner in December 1952, when forced down behind the enemy lines. He was held captive for two years before being released. Hostilities ended on June 27, 1953, with the signing of the Armistice.
NATO Training
Simultaneous with the RCAF's participation in the UN's resistance to Communist aggression in Korea came the Force's responsibilities under NATO. In 1950, facilities were made available for training NATO aircrew in Canada and by the summer of 1955, 10 countries (Belgium, Denmark, France, Greece, Italy, the Netherlands, Norway, Portugal, Turkey, and the United Kingdom) had sent students here for training in RCAF schools. The training of students from these countries tapered off by late 1957. The last class of observers graduated at Winnipeg, March 1958, while the last class of pilots graduated some four months later. In approximately seven years, 1951 - 58, Canada produced over 5,000 pilots and observers for the 10 countries. The admission of West Germany to the NATO family resulted in the commencement of training of German aircrew in September 1957 which continued to May 1959.
The Canadian Air Division Europe 1951
The RCAF contributed an Air Division (AIR DIV) of 12 F 86 (Sabre) Squadrons (300 Aircraft) to the 4th Allied Tactical Air Force. The first Fighter (F) Wing of three squadrons was established at North Luffenham, England, late in 1951, crossing by sea and by air. The other three wings all flew across the Atlantic to their new bases in France and Germany (2 Wing Grostenquin, France, 3 Wing Zweibrucken, Germany, and 4 Wing Baden-Soellingen, Germany). Early in 1955, 1 Wing moved from North Luffenham, England to Marville, France. Air Division Headquarters was located at Metz, France, and a supporting Air Materiel Base was maintained at Langar, England.
In November 1956, No. 445 Squadron flew from Uplands, ONT. to Marville, France as the first step in a plan to replace one Sabre squadron with one of CF 100 Canucks at each of the four fighter wings of 1 Air Division. The switch was completed early in August 1957, when Air Div Aircraft totalled 200 F 86 Sabres and 100 CF 100 Canucks.
North American Aerospace Defence (NORAD)
Excerpts from the Handbook for Air Force Non-Commissioned Members
The natural culmination of a series of military agreements extending over the years between the two friendliest neighbour-nations on earth was the formation of an organization for their mutual air defence. August 1, 1957 a joint announcement by government authorities of Canada and the United States heralded the integration of the air defence forces in the two countries under a single operational command answerable to the chiefs of staff of both countries. Accordingly the integrated headquarters of NORAD situated at Colorado Springs, Colorado, began its functions on September 12, 1957. Its Commander was General Earle E. Partridge , USAF, and his deputy was A/M C. Roy Slemon , formerly CAS, RCAF. A Canadian Headquarters for NORAD was established at North Bay, ONT.
Home Defence
Operating in the front line of Canada's air defence during the 1950s, squadrons of CF 100s formed the main bulwark against surprise aerial attack by manned bombers. A network of Aircraft control and radar warning units guided the squadrons. The war-time Aircraft Detection Corps was revived under the new title of Ground Observer Corps (GObC) to supplement the radar screen. Manned by civilian volunteers trained by the RCAF, the GObC, as well as identifying over-flying Aircraft and reporting on their movements, gave valuable assistance in search and rescue operations.
Postwar Aircraft in Service
Excerpts from the Handbook for Air Force Non-Commissioned Members
Re-equipment of the Air Force with state of the art Aircraft and ancillary equipment began a few years after the end of the World War II. The F- 86 (Sabre) was being manufactured under license in Canada for supply to Canadian based and Air Div squadrons. The interceptor for around the clock defence was the CF 100, a Canadian designed and produced twin-jet all-weather fighter. Both the CF 100 and the F 86 were powered by a Canadian designed and built jet engine, the Orenda.
The T 33 (Silver Star) jet trainer was also being produced during this period under license by Canadian manufacturers. The DC 3 (Dakota), the transport workhorse of the Service was partially replaced by the C 119 (Packet). For maritime reconnaissance, the wartime Lancaster gave way to the Neptune and the Argus.
In 1953, the RCAF became the world's first airforce to acquire jet transports when two Comets were flown from the United Kingdom to Canada. The helicopter also became a valued asset. The helicopter was indispensable to the success of many operations and rescue flights due to accessibility to remote places where fixed-wing Aircraft could not land, and its overall versatility. The value of the helicopter was well illustrated in 1956 during which 108 Communications Flight Logged 10,000 hours while transporting 14,000 personnel and 9,000 tons of equipment and supplies to sites along the mid-Canada Radar Line.
Canada's Aerobatic Team Heritage
Canadian military formation aerobatic teams have played a distinguished part in our aviation history. Since the inception of the Siskins in 1929, many teams have exemplified the skill, professionalism and teamwork characteristic of the Air Force. Many Canadians still remember the breathtaking displays of the RCAF Golden Hawks (1959-63) and Golden Centennaires (1967). Since 1971, the tradition of excellence has been upheld by the Canadian Forces Snowbirds, known officially as No. 431 Air Demonstration Squadron.
The Snowbirds are recognized internationally as one of the finest aerobatic teams in the world and are one of only three teams that fly nine Aircraft in their show. In 1990 the team celebrated its 20th Anniversary with the introduction of red and white smoke in its display for the first time. By the end of the 1992 airshow season, over 70 million spectators across North America had witnessed the team perform. Throughout the years, the Snowbirds have consistently fulfilled their mandate of public relations and recruiting while establishing themselves as a symbol of national pride and proud ambassadors of the men and women of the CF.
The Avro Arrow CF- 105
Canada's need for a long-range, all- weather, super-sonic interceptor as an eventual replacement for the CF 100 gave rise in 1953 to the development of the CF 105 (Arrow) and the Iroquois jet engine. July 22, 1957, the Iroquois engine was officially unveiled by the Hon. George R. Pearkes , Minister of National Defence. The unveiling of the Arrow took place in October 1957.
After extensive ground tests, the 35 ton Arrow MK.I made its first test flight on March 25, 1958. This Aircraft was considered decades ahead of its time and far superior to any Aircraft in the interceptor role. However, the economic situation in Canada resulted in the disbandment of the Arrow program. Many still consider the loss to be Canada's most devastating blow to the Aircraft industry.
The Arrow was an all weather delta wing interceptor with a MACH 2 (twice the speed of sound) capability and an electronic black-box system, linked to ground radar, capable of directing the Aircraft to the intercept point with uncanny accuracy. It was a magnificent Canadian achievement in Aircraft design.
Strength and Organization
The strength of the Regular Force tripled from 14,000 officers and airmen in 1950 to over 50,000 by 1958. The new "manpower ceiling" authorized for the three services in January 1955, allotted the RCAF Regular a maximum of 51,000 personnel, placing it for the first time in Canada's history higher than the Army (49,000). Women were now included in strength figures. Instead of being a separate "Division" as they were during the war years with their own ranks and rate of pay, women were given the same rank titles and received the same pay as their male comrades.
The Auxiliary sub-component of the RCAF Reserve also began to increase sharply, rising from just over 1,400 in mid- 1949 to 5,900 by mid-1952. Unlike its pre-war counterpart, the post-war Auxiliary eventually had Aircraft control and warning units, technical training units, radar and communications squadrons, as well as fighter and light- bomber squadrons.
The Sixties
Excerpts from the Handbook for Air Force Non-Commissioned Members
The cancellation of the Avro Arrow was a first step in change for the Air Force. Its loss became a turning point as the Force began to downsize in the number of Aircraft and personnel. The F- 86 Sabre and CF- 100 Canuck were replaced by the CF- 104 Starfighter, the CF- 101 Voodoo, and the number of Aircraft per squadron was also decreased. A fleet of 13 CL- 66 Yukon Aircraft joined the transport force in 1960 followed by the Canadair Cosmopolitan, which replaced the North Star on overseas trips, and the CC- 130 Hercules. The CC- 109 Cosmopolitan was also introduced for domestic and North American activities. Other transport Aircraft which entered the Forces in this period were the Caribou, the Buffalo and the Falcon. In the mid-1960s three interceptor squadrons were disbanded and replaced by the BOMARC surface to air missile. The CF- 5 Freedom Fighter was chosen as Canada's next generation of attack Aircraft. It was a decision of much controversy as many airmen considered the American F- 4 Phantom to be the preferred choice.
Two Aircraft deserve particular mention for long term service, the T- 33 Silver Star from the Korean War to the 1990s, and the CC- 129 Dakota from World War II to 1989. Both of these Aircraft were on the Canadian aviation scene for over forty years.
Unification
In February 1968, the 45,000 officers, men and women of the RCAF, including 19 types of Aircraft and support material, were incorporated into the single Canadian Armed Forces (CAF). This transformation initially fragmented the RCAF and the change from the airforce blue to the CAF green uniform and to different rank titles was viewed with dismay by many personnel. RCAF HQ was disbanded and air activities were carried out by a number of functional components. For example, support to land forces was performed by tactical air units under Mobile Command (Army). Maritime Command (Navy) took over functional control of coastal Aircraft. Although the Army and the Navy retained their headquarters, the Air Force was left without a central authority.
Creation of Air Command
Excerpts from the Handbook for Air Force Non-Commissioned Members
It became evident that a headquarters focal point was required to restore unity of command, as well as an air identity for Canadian air force personnel. This led to the formation of Air Command Headquarters, Winnipeg, on September 2, 1975. The Commander of Air Command was given command of all Canadian Forces air activities including the former Naval Fleet Air Arm and Army Flying Corps. The newly-formed Command adopted the old 1920 Air Force motto "Sic Itur ad Astra" and was presented its Colours on July 31, 1982, by Governor-General Edward Schreyer.
Role
Air Command was headquartered at Winnipeg and was responsible for Canadian air power at home and abroad. It consolidated aviation functions, unified all air resources, regular and reserve, and co-ordinated their employment and deployment. Air Command established a clearcut identity and served as a focal point for airmen and airwomen in the Forces in the same way that sailors and soldiers related to Maritime and Mobile Commands. It exercised jurisdiction over air doctrine, flight safety and common air policy matters such as training standards for all air units in the Canadian Forces.
The groups that made up Air Command were:
- Maritime Air Group (MAG) with headquarters in Halifax, N.S.
- 10 Tactical Air Group (10 TAG) , St Hubert, P.Q.
- Air Transport Group (ATG) , Trenton, ONT.
- Fighter Group (FG) , North Bay, ONT.
- 1 (CA) DIV HQ Europe and Air Reserve Group (ARG) , Winnipeg, MB.
Although Air Command comprised all air elements of the Canadian Forces, operational control of assigned Aircraft from 10 Tactical Air Group and Maritime Air Group remained with the Commanders of Mobile and Maritime Commands respectively. Ensuring that the Air Groups were capable of fulfilling their assigned operational roles was the task of AIRCOM.
The Eighties
Excerpts from the Handbook for Air Force Non-Commissioned Members
The formation of Air Command rekindled the Air Force team spirit which had burned so fiercely prior to unification. The traditions of "Air Force" were once again highlighted as members searched for the identity they once knew. The Air Force recruit schools had disappeared with the advent of the single service concept and young officers and NCMs were indoctrinated solely into the CF. The Army and Navy with their two headquarters intact continued to emphasize their particular history and traditions through Command indoctrination programs for land and sea personnel. Air Command recognized this shortfall in their professional development programs and introduced "Air Force" training for officers upon graduation from the CF recruit school.
The return to an equivalent program for NCMs was delayed until the return of the airforce blue uniform in the mid-1980s. It is difficult to formally assess the impact of loss of identity, but experience has shown that such a loss negatively affects attitude and performance. The bulk of personnel who entered the CF from the late 1960s to the late 1980s identified with the CF team but were unable to sense the special team spirit of the Air Force.
Total Force
There were many changes to the Air Force in the 1980s primarily in the reduction of Aircraft fleets, radar stations, and some selected bases. These reductions also related to personnel programs. The concept of a combined regular/reserve "Total Force" establishment for Air Force operations was instituted. The major difference from previous "Reserve" programs, such as those in place in the mid-1950s, was that the reserves would become part of an overall team on active air operations. Unit establishments would be a mixture of regular and reserve personnel capable of fulfilling the assigned mission.
The UN-Iraq Conflict
Excerpts from the Handbook for Air Force Non-Commissioned Members
August 2, 1990, Iraq invaded their oil rich neighbour Kuwait. The United Nations (UN) reacted by instituting economic sanctions against Iraq designed to bring about Iraq's withdrawal from Kuwait without the use of armed intervention. These sanctions were unsuccessful.
Later that month the UN adopted Resolution 665 which called on all participating countries involved in the economic sanctions to do whatever was necessary to stop maritime shipping into and out of Iraq. Canada, as a member of the UN, supported and participated in the sanctions.
As the military buildup began in the Middle East, Canada sent two destroyers and a supply ship to the Persian Gulf. As part of the Naval Task Group that was formed to restrict Iraqi maritime trade, the ships and five CH - 124 helicopters were used extensively to monitor the vessels in the Gulf. Shortly thereafter, the Canadian government decided to commit a squadron of CF - 18 fighter Aircraft to the multi- national coalition force. The initial CF- 18 squadron deployed from Canadian Forces Europe (CFB Baden) to Canada Dry One, the nickname attached to the operational base established at Doha, Qatar.
As hostilities heightened and possible war approached, the CF - 18 squadron was expanded to 24 Aircraft and appropriate support personnel. At its peak the Canadian Air Task Group totalled 750 men and women serving in Qatar. War erupted on January 17, 1991 and lasted until early March 1991. By the end of active hostilities the Canadian contingent had 26 CF - 18s and a CC - 137 tanker Aircraft stationed in Qatar. In addition Canada provided CC - 130 Hercules and CC - 137 airlift for all Canadian Forces operations in the Gulf region. During the conflict Canadian fighters fired their first shots since World War II but did not incur any casualties. The Canadian contingent carried out Combat Air Patrols, Sweep and Escort missions, ground attack roles and Sea King reconnaissance. The air power displayed by coalition forces was decisive and effective, setting the stage for a very brief 100 hour ground war. The air war utilized the latest in "smart" bombs such as cruise missiles, laser guided weapons and wire guided munitions. The traditional "dumb" bomb was also employed to good effect. Airborne Warning and Control (AWACS) Aircraft were used extensively throughout the Gulf War as were sophisticated anti-missile systems and the latest in stealth technology.
The Gulf War was the first time Canadian servicewomen served in combat related roles in a theatre of war. Air Command is proud of the professionalism displayed and contribution made by both men and women of the CF during the conflict.
