The history of the Royal Canadian Air Force begins in 1914, with the formation of the Canadian Aviation Corps (CAC) that was attached to the Canadian Expeditionary Force during the First World War. It consisted of one aircraft that was never called into service. In 1918, a wing of two Canadian squadrons called the Canadian Air Force (CAF) was formed in England and attached to the Royal Air Force, but it also would never see wartime service. Postwar, an air militia also known as the Canadian Air Force was formed in Canada in 1920. In 1924 the CAF was renamed the Royal Canadian Air Force (RCAF) when it was granted the royal title by King George V. The RCAF existed as an independent service until 1968.Milberry 1984, p.14-16Milberry 1984, p.367
The modern Royal Canadian Air Force, formerly known as Canadian Forces Air Command, traces its history to the unification of Canada's armed services in 1968, and is one of three environmental commands of the Canadian Forces. The Royal Canadian Air Force has served in the Second World War, the Korean War, and several United Nations peacekeeping missions and NATO operations. The force maintained a presence in Europe through the second half of the 20th century.
Beginnings Beginning years
The first heavier-than-air, powered aircraft flight in Canada and the British Empire occurred on 23 February 1909 when Alexander Graham Bell's Silver Dart took off from the ice of Bras d'Or Lake at Baddeck, Nova Scotia with J.A.D. McCurdy at the controls.Roberts 1959, p. 3. The 1/2-mile flight was followed by a longer flight of 20 miles on 10 March 1909.
McCurdy and his partner F. W. "Casey" Baldwin had formed the Canadian Aerodrome Company, and they hoped that the Department of Militia and Defence would be interested in buying the company's aircraft. Two staff officers at Militia Headquarters were interested in using aircraft for military use, and so the aviators were invited to Camp Petawawa to demonstrate their aircraft.Greenhous 1999, p. 13. On 2 August 1909, the Silver Dart made four successful flights; however, on the fourth flight McCurdy wrecked the craft on landing when one wheel struck a rise in the ground. The Silver Dart never flew again.Roberts 1959, p. 6. A second aircraft, the Baddeck No.1, was flown a few days later, but was severely damaged on its second landing. Before the accidents, however, the Silver Dart made the first passenger flight aboard a heavier-than-air aircraft in Canada when McCurdy flew with Baldwin.Milberry 1984, p. 11. After the crashes, the militia department showed no interest in aircraft. It was not until the First World War that the Canadian government became interested in military aviation.Milberry 1984, p. 13.
First World War At the beginning of the First World War on 4 August 1914, Canada became involved in the conflict by virtue of Britain's declaration. Some European nations were using aircraft for military purposes and Canada's Minister of Militia and Defence, Sam Hughes, who was organizing the Canadian Expeditionary Force (CEF), inquired how Canada could assist military aviation. London answered with a request for six experienced pilots immediately, but Hughes was unable to fill the requirement.
Hughes did authorize the creation of a small aviation unit to accompany the CEF to Britain and on 16 September 1914, the Canadian Aviation Corps (CAC), which was formed with two officers, one mechanic, and $5000 to purchase an aircraft from the Burgess Company in Massachusetts, for delivery to Valcartier, near Quebec City. The Burgess-Dunne biplane was delivered on 1 October 1914, and was shipped immediately to England. On arrival, the biplane was transported to Salisbury Plain where the CEF was marshalled for training. The craft never flew. It quickly deteriorated in the damp winter climate. By May 1915, the CAC no longer existed.The History of Canada's Air Force – The Beginning – Canadian Aviation Corps. 1914–1915 Retrieved 2011-04-27
During the First World War over 20,000 Canadians volunteered to serve with the Royal Flying Corps (RFC) and the Royal Naval Air Service, producing such aces as William Barker, W.A. "Billy" Bishop, Naval Pilot Raymond Collishaw, Roy Brown, Donald MacLaren, Frederick McCall, and Wilfrid "Wop" May.Milberry 1984, p. 15. In 1917 the RFC opened training airfields in Canada to recruit and train Canadian airmen. The Canadian government advanced the RFC money to open an aircraft factory in Toronto, Canadian Aeroplanes, but did not otherwise take part.Milberry 1984, p. 14.
In 1915, Britain suggested that Canada should consider raising its own air units. However, it was not until spring 1918 that the Canadian government proposed forming a wing of eight squadrons for service with the Canadian Corps in France. Rather than the proposed eight squadrons, the British Air Ministry formed two Canadian squadrons (one bomber, one fighter). On 19 September 1918, the Canadian government authorized the creation of the Canadian Air Force (CAF) to take control of these two squadrons (eventually to become No 1 Wing, CAF) under the command of Canada's Lieutenant-Colonel Billy Bishop, the leading ace of the British Empire and the first Canadian aviator awarded the Victoria Cross. In June 1919 the British government cut funding to the squadrons, and in February 1920, the CAF in Europe was disbanded, never having flown any operations.Milberry 1984, p. 16.
There had been some thought that these two European squadrons would be the nucleus of a new Canadian air force.Greenhous 1999, p. 23. However, on 30 May 1919 the Canadian government decided against a new military air force because it was felt none was needed.Greenhous 1999, p. 24.
Establishment
Air Board and the Canadian Air Force Because of Canada's involvement with aviation during the First World War, the government felt obliged to further its responsibilities related to aviation in Canada. It was thought that since Canada had a large supply of trained personnel and equipment because of the war, government responsibilities could be better enabled by facilitating civil (non-military) aviation. As early as October 1917 a government committee, the Reconstruction and Development Committee, was established to examine issues related to transportation, including air transportation, in the post-war era. The future of civil aviation was also determined by Canada's commitment to the International Convention for Air Navigation, part of the convention signed by Britain in Paris in 1919. Canada was required to control air navigation and traffic within its borders. For these reasons, Canada instituted the Air Board, whose task was mainly regulatory but it was also responsible for controlling civil aviation and handling air defence.Milberry 1984, pp. 16-17.
One of the Air Board's first responsibilities was managing the operation of over 100 surplus aircraft that had been gifted to Canada by the British Government to help Canada with air defence. Several flying boat aircraft and other equipment had also been donated to Canada by the Americans who had temporarily established naval air stations on the east coast pending formation of the Royal Canadian Naval Air Service.Greenhous 1999, pp.20, 24. The Air Board decided to operate these aircraft in support of civil operations such as forestry, photographic surveying, and anti-smuggling patrols. Six air stations were established by the Air Board in 1920–21 for civil flying operations: Jericho Beach, Morley (later moved to High River), Ottawa, Dartmouth, Victoria Beach and Roberval.Milberry 1984, p. 20.
The Air Board's venture into air defence consisted of providing refresher training to former wartime pilots via a small part-time, non-permanent air militia known as the Canadian Air Force (CAF) at the old Royal Flying Corps air station, Camp Borden.Milberry 1984, p. 17. Political thinking at the time was that proposing a permanent military air service, especially during peacetime, would not be popular with the public.Roberts 1959, p. 33. This training scheme began in July 1920 and ended in March 1922 with no new pilots trained.Milberry 1984, p. 21.
In 1922, the Air Board with its CAF branch, the Department of Militia and Defence, and the Department of Naval Services were amalgamated to form the Department of National Defence. The CAF became a new organization and by January 1923 when the reorganization was finalized, the CAF became responsible for all flying operations in Canada, including civil aviation.Milberry 1984, p. 21-22. The CAF itself was also reorganized, effective 1 July 1922. On 25 November 1922, the six Air Board stations were declared CAF stations.Milberry 1984, p.461,462.
Royal Canadian Air Force The thought that the Canadian Air Force should become "Royal" was first generated when the Australian Air Force became "Royal" in August 1921. Formal application to change the title was made on 5 January 1923, and on 15 February 1923, Canada was notified that King George V had granted the title.Roberts 1959, p. 54. The Canadian Government, however, did not officially recognize the granting of the new title, Royal Canadian Air Force (RCAF), until 1 April 1924.Roberts 1959, p. 55.
With this designation, Canada's air force became a permanent component of Canada's defence forces.Milberry 1984, p.462. The new air force was to be organized into a permanent force and an auxiliary or non-permanent Force (Non-Permanent Active Air Force, or NPAAF), but the NPAAF did not become active for another eight years.Milberry 1984, p. 23. The RCAF replaced the Air Board and the CAF as the regulator of Canadian civil aviation and continued civil tasks such as anti-smuggling patrols, forest fire watches, aerial forest spraying, mail delivery, mercy flights, law enforcement, and surveying/aerial photography, and there was some training. A major undertaking by the RCAF during 1927–28 was the Hudson Strait Expedition whose purpose was to investigate ice movements and navigation conditions in the Hudson Strait in preparation for the possible creation of a major shipping port on Hudson Bay at Churchill, Manitoba.Roberts 1959, pp. 91-93. Another notable operation involved assisting the Royal Canadian Mounted Police in curtailing rum-running. Liquor, destined to the United States during the American Prohibition era, was being landed on Nova Scotia's remote coasts. Aircraft patrols meant to prevent this activity accounted for almost half of the civil flying carried out by the RCAF in 1932.Greenhous 1999, p. 36.
In 1927 the management of aviation in Canada was reorganized so that the RCAF, now considered to be a military body, did not control civil flying. A new government branch, the Civil Government Air Operations (CGAO) Branch, was formed to manage air operations that supported civil departments. However, the RCAF administered the branch, and supplied almost all the aircraft and personnel. The RCAF continued to support the CGAO until the Department of Transport assumed responsibility for supporting civil departments or until these departments instituted their own flying services.Milberry 1984, pp. 24, 25.
Budget cuts in the early 1930s affected personnel strength, airfield construction, pilot training, aircraft purchases and operational flying. The "Big Cut" of 1932 was especially devastating to the RCAF. The NPAAF was finally formed in 1932 in response to the budget cuts. The air force began to rebuild throughout the 1930s, however, and priorities were aimed at increasing the strength of the RCAF as a military organization rather than improving it to better support civil air operations.Greenhouse 1999, p. 37 New aircraft were ordered and new air stations were built. Ten auxiliary squadrons were formed between 1932 and 1938. The RCAF expanded or combined its units, and regional commands were implemented.