Comox is located 120 miles north of the British Columbia capital of Victoria. It began it life during World War II. Comox was selected for the site of an airfield primarily because it was directly below the main airway (route) flown by aircraft from the United States to Alaska and the Far East.
It became a military airfield in May 1943. In September of the same year, a flying control unit from the RAF's No. 32 Operational Training Unit was set up to provide air traffic services during training flights. Comox soon found itself tending to transient air traffic from both sides of the border. In May 1944, No. 32 OTU moved its entire unit to Comox because of heavy air traffic at RCAF Station Pat Bay (Victoria). No. 31 OTU had been training anti-shipping crews on the Handley-Page Hampden bomber at Pat Bay and continued in Comox. In June 1944, No. 32 OTU was taken over by the RCAF and renumbered No. 6 OTU. This OTU remained there until January 1946, when it moved to RCAF Station Greenwood, Nova Scotia. RCAF Station Comox was then placed in the care of the Department of Transport.
RCAF Station Comox was reactivated in June 1952. On 1 November 1954, 409 All Weather (Fighter) Squadron and 51 Aircraft Control and Warning Squadron were created as part of Air Defence Command. Other units that have been long-time residents at Comox are VP 407 Squadron and 442 (Transport and Rescue) Squadron (formerly 121 Communications Unit).
In February 1955, operating from QRA (Quick Reaction Alert) facilities, crews of 409 Squadron began a 24 hour alert. They could be airborne in a matter of a few short minutes in their Avro Canada CF-100 Canuck Mk. 4As. In early 1955, the runways were extended from 5,000 to 8,000 feet. In September 1957, because of the new NORAD command, 409 Squadron was integrated into NORAD's 25th Region from the 5th Air Division. Later that year, in December, No. 51 AC&W Squadron disbanded. In September 1961, RCAF Station Comox changed commands when they became part of Maritime Air Command. The runways at RCAF Station Comox were further lengthened to 10,000 feet in anticipation of the new CF-101 Voodoo.
In the fall of 1962, an Electric Countermeasures Warfare (ECW) detachment of 409 Squadron was formed at Comox with CF-100s. Their job was to harass their supersonic replacements and give other NORAD squadrons "a good workout". The change to Maritime Air Command at Comox itself lasted until June 1964, when the station reverted back to Air Defence Command. While the runways were being repaired during the summer of 1964, 409 Squadron operated from Paine Field, Washington, near Seattle. In 1967, as a result of unification, RCAF Station Comox became CFB Comox. Incidentally, the last flight of an RCAF aircraft was a CF-101 Voodoo of 409 Squadron (see below). The last of 409 Squadron's CF-100s were transferred to St. Hubert, Quebec, in April 1968. 409 Squadron left Comox in 1984 for conversion to the new CF-18 Hornet. With their departure went the USAF's Detachment 5 of the 425th Munitions Support Squadron.
In 1992, 414 Squadron moved to Comox from North Bay. They are currently tasked with T-33 conversion training, electronic warfare training, target towing, and other tasks. In 1995, 409 Squadron returned to Comox as a reserve unit tied to 414 Squadron, however, this did not last long, for shortly after they stood-up, they were stood-down. But 414 Squadron now has a small reserve establishment with the squadron.
Reference to the statement "Incidentally, the last flight of an RCAF aircraft was a CF-101 Voodoo of 409 Squadron". I should remember this event quite vividly as I was the controller on duty in the control tower at the time.
The Date: - Friday, 31 March, 1967.
The Significance: - The Canadian military was about to endure a dramatic change. As a result of unification and integration, the RCAF would cease to exist at of 23:59 local time. We were to become the Canadian Armed Forces.
As can be expected there were some wild parties scheduled for the last night of the RCAF. Not only was it a TGIF, but we were looking at a formal Mess Dinner in the Officer's Mess.
The Plot: - Since we were on the west coast, it was concievable that an aircraft from Comox would become the "very last" RCAF aircraft to fly. While a slight possibility, there was always the chance that another RCAF aircraft might have been airborne between Comox and the International Date Line - thereby making them the last RCAF aircraft to fly. If this was the case - I never did hear about it.
The plan was simple - taxi out, get airborne before midnight, and be able to claim that you were the last RCAF pilot to fly an RCAF aircraft before we became the CAF.
Everything was going off without a hitch, and as we approached the "midnight hour" I received a request for a low pass down the centerline. There was no known reported air activiy at the time, so I approved the request, asking a check at 15 miles back for final approval. It was about this time, I suppose, that the poop was destined to hit the fan.
The Voodoos "floored it", broke the sound barrier, and hit a burner climb as they crossed the threshold of the active runway. OK - the show was over. They landed, taxied in to the ramp, and there is no doubt in my mind that they returned to the Officers Mess for more partying.
The Problem: - Low level, breaking the sound barrier, in the Comox Valley. I wouldn't even want to guess as to the amount of damage that was incurred - all those "green houses" along the final leg going "pop", "pop", "pop" in the Comox Valley.
The Results: - I recall a story to the effect that the COs desk was covered with messages (local and official) of complaint when he arrived at his office the next morning. I heard that the pilots had been grounded pending a full investigation. I never did hear anything further pertaining to this incident - or perhaps better said, if I did hear anything else, I have long forgotten.
Oh yes - and what of that "tower controller" who had approved the pilots request? Thank God for tapes.. which I am certain were listened to by Lord knows who and/or how often. The tapes verified that I had approved a low pass - with no mention of a "high speed, burner climb". None-the-less, by the end of the year, I was transfered to Goose Bay.
Updated: April 13, 2005