CANADIAN AVIATION POLICY
Post-war RCAF operations were closely allied with civilian operations: this was not an accidental outcome, but rather a deliberate government policy to maximize the contribution of an Air Force, which for many politicians, and particularly the serving officers of the Army and Navy, had only marginal justification and utility. Since the only military threat during the 1920's appeared to be the United States and because the only conceivable military action by Canada would be in consort with the British Empire, the formation of a Canadian Air Force with solely military duties could not be justified. In the 1910's the development of Canadian aerodromes and air harbours kept pace with a relatively slow growth of civil aviation. Indeed, government authorities were quite oblivious to the importance of aviation and the role it could play for Canada. However, in 1919, the Air Board Act was passed with the aim of administering and controlling civil aviation. On June 30, 1920, the government recognized the need for a Military Air Force and thus organized the Air Force on a wholly non-permanent basis on June 20, 1920.
Up until 1924 flying in Canada was used "mainly as an improved method of observation. Straight transportation work was subsidiary to this and undertaken only when other modern facilities were lacking." The conservative Canadian view was that we would wait and see the results of airmails in Europe and the USA before committing funds to subsidize such an "organization which had to fly by itself in Canada, as perhaps in no other country."
RCAF OPERATIONS 1923 TO WW II
The Royal Canadian Air Force did not become reality until 01 April 1924 when the formation was approved by the Order-in-Council no. 935. For several years, the fledgling RCAF was primarily engaged in support to civil air operations. For example, equipment was obtained to carry out crop dusting in Cape Breton against the spruce budworm or crop-dusting against wheat rust in Manitoba. An incongruous precedent for WW II anti-submarine patrols were anti-smuggling liquor patrols carried out for the RCMP.
The RCAF was reorganized in 1927 and given four tasks to complete: These tasks were:
Direct coastal/Home Air Defence;
Maintenance of neutrality;
Support of Civil Aviation;
Provision of squadrons for expeditionary forces (if required).
For a long period, there was much debate as to how the RCAF could best support aviation in Canada and it was decided in 1927/28 that the RCAF would become involved in active support of flying clubs. Civil support operations meant that the RCAF would assist any community which organized an aerodrome, one instructor and adequate hangarage for one or more planes. This became translated into the provision of two light aircraft, and in each subsequent year, the RCAF would match the club i.e. if the club obtained one aircraft, the RCAF would also provide one. In addition, the RCAF agreed to train one instructor per club at Camp Borden and grant 100 dollars to those clubs authorizing a pilot licence to a club member. This was one of the most imaginative, innovative and successful steps taken by any government to assist civil aviation. The groundwork here was invaluable for later use by the British Commonwealth Air Training Plan.
During the Great Depression, the RCAF was almost decimated; strengths fell to thirty per cent of it's establishment and the Air Order of Battle in 1936 was:
8 Siskins;
15 Atlases;
5 Vancouver Flying Boats;
4 Blackburn Sharks;
40 Trainers;
45 Civilian a/c
Total: 117 a/c of all types-small wonder that there was no perceived need to provide a system of air traffic control.
TRANS-CANADA AIRWAY
In September 1920, the Air Board organized a coast-to-coast flight, Halifax to Winnipeg, by flying boat and Winnipeg to Vancouver by landplane. The energy and funds available were diverted to developing flying in the North rather than air transportation from Halifax to Vancouver. Inter-city services were considered impractical owing to a lack of funds and equipment.
In 1927, the government began construction of the first two government airports at St. Hubert and Rimouski. The U.S. airway expansion and possibility of Canada becoming an aviation tributary of the U.S. led to a momentous 1927 Government decision to build the Trans-Canada Airway. Land surveys began in the Prairies. Construction began on the Prairies in 1929 with lighted intermediate fields at 30 mile intervals Winnipeg - Calgary - Edmonton. During 1930, night service was inaugurated with stops at Regina, Moose Jaw, Medicine Hat and Calgary. In 1931, several radio range beam stations were installed and several new feeder routes to cover the Prairie cities were established.
During 1932, the World Depression forced suspension of the Trans-Canada Airway, although some land surveys continued in B.C. and Northern Ontario. Later in 1932, the necessity for work for single, homeless men led to Government labour projects which were manpower - intensive and land clearing for Trans-Canada Airway aerodromes was approved. This land-clearing continued until 1936 when relief camps closed on June 30 and the Civil Aviation Branch assumed construction responsibility with mechanical equipment and trained personnel. Indeed, contractual work ensured complete preliminary development of all intermediate aerodromes by August 1st, 1937. During this period, also the Prairie system was revised increasing aerodrome distance to 60 miles, improving lighting and giving one-third of construction funds to 17 municipalities for their aerodrome development. The government continued development of 70 intermediate aerodromes and installed 21 radio range Beacons.
By April 1st, 1938, Trans-Canada Airway training flights started on the western route and by May 1st 1942, flights were using the route from Vancouver to St. Johns, Newfoundland. The Trans-Canada Airway consisted of 100-mile principal airports with radio-range stations installed: in addition to these aerodromes, the intermediate aerodromes, spaced at approximately thirty-five miles interval between the hundred-mile airports, were proving advantageous to short-range aircraft. Total cost of establishing this airway was $8,232,971. See Appendix B
THE NORTHWEST AIRWAY
The possibility of an airway accessing Northwest Canada and Alaska from Edmonton had often been discussed. Some flights in 1935/1936 established the concept plan and sites approximately 100 miles apart were surveyed in 1938. It was decided to start construction in 1940 and by the beginning of 1942, the bases were complete enough to start regular flights. Again, the farsightedness of the government was excellent as this route became the main WW II access for the United States to Alaska and the North West of the continent. This route was of vital importance to the United Nations as it was the shortest route from the North American continent to Asia and the Orient.
Updated: November 23, 2004