The majority of RCAF ATC personnel served at RCAF Stations in Canada and in Europe. There were some, however, who found themselves in rather unusual circumstances - with postings to locations that that simply were not "the norm". Such was the case with a posting to the HMCS Bonaventure.
In December 1968 I was selected for a southern cruise to Bermuda on the Grey Funnel Line - the HMCS Bonaventure. I was stationed at Shearwater when my posting came in for the "Bonnie". Before you ask - the answer is "no", I did not volunteer for this assignment, I was simply posted - for a period of between 18 and 24 months which was a normal posting to any ship.
But what on earth - RCAF ATC personnel being posted to a Navy vessel? All a result of Mr. Hellyer's "unification and integration" I suppose.
Prior to being posted to the ship, we were on an "attached posting" with our posting to be effective the summer of 1969. Our GCA Officer was Captain (F/L) Joe Wright. He ensured that we were all fully qualified GCA controllers right from day one. Our compliment consisted of the following personnel - all with RCAF background and all were experienced GCA controllers: CWO Bill Duchuck, Sgt Bill Graham, Sgt Murray Palmer, Sgt Gord McSweeney, Cpl Jim Walsh and myself, Cpl Bob Browner.
We were the first RCAF personnel to be transferred to a ship. In this day and age, such a posting is considered to be quite normal. Ships that carry "Sea King" helicopters have Air Force crews attach posted when deployed at sea.
We sailed for workups in August 1969 with the exception of Bill Graham who eventually made a dramatic arrival on a Tracker. I am unable to quote his "words of wisdom" on arrival. We found that were were now part of the CCA (Carrier Control Approach) group. The CCA room was very small. The main radar operations centre, quite similular to a GCI, would hand the aircraft over to us on final approach, and if a missed approach occurred, or the aircraft was waved off, we handed the aircraft back to the main radar operations centre for further action. Limits of 200 feet and a half a mile visibility were in effect, however, because there were no obstructions at sea, the aircraft would continue their approach until they saw lights, something like VASIS, or the flagman. Most of the time we did carrier approaches, especially at night, however, during pilot carrier qualifications they did VFR circuits and landings. We generally worked 4 hours on and 4 hours off when we were at sea.
As I recall, there really wasn't too much in the line of recreational facilities aboard the Bonnie, with the exception of movies and card games. We would spend most of our off duty hours sleeping, or perhaps I should say "trying to sleep". I thought the food was very good. The Junior ranks were allowed two beers a day plus 1 rum TOT. The higher ranks had an un-official bar. Mail delivery was OK - when we were within range of land a special tracker aircraft called the COD would deliver and pick up the mail.
HMCS Bonaventure was eventually decommissioned on 10th January 1970. The last cruise that we were on was to Boston, Mass in the USA and there was only one single aircraft on board at the time. Most of the RCAF types that had served on the Bonnie were then transferred to Shearwater.
We must give much deserved credit to our Naval Air friends Radar Operations and Air Bosuns who were ATC trained by the RCAF for subject duties.
Updated: February 10, 2005