Updated 10 July 2021
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Course 76 “37” S.F.T.S. Calgary
No. 32 E.F.T.S. Bowden Alberta
12 January 1943
No. 37 SFTS Calgary Alberta
To be continued later…
Original post
Research by Clarence Simonsen
Clarence sent me two stories to post on this blog.
Hello Pierre,
Clarence
OK with that?
This is Clarence Simonsen’s second story.
117 pages!
Three Corners RAF Canada
Unedited text version
Three Corners – R.A.F. in Canada
Three and a half months after the outbreak of the Second World War, a group of men gathered in the office of Canadian Prime Minister Mackenzie King, for the signing of an “Agreement Relating to the Training of Pilots and Aircrews in Canada”. It was just before midnight 16 December 1939, but P.M. King insisted the document be signed on 17 December, which happened to be his birthday, and the beginning of the British Commonwealth Air Training Plan, [known in England as – The Empire Air Training Scheme].
Canadians first learned of this aircrew training plan on 10 October 1939, when P.M. Mackenzie King addressed the country by radio, and stated in part – “The young men so trained will join either their air force squadrons maintained by their respective governments, in the theatre of operations or the United Kingdom Royal Air Force units; while those from the U.K. who get their final training in Canada, will go back to join R.A.F. squadrons in the field”.
In the spring of 1940, the war took a turn for the worse, which put more pressure on British airfields airspace demand, causing a downturn in training activities. On 13 July 1940, the Canadian Government received a request from the RAF; they wished to move four complete service flying training schools to Canada. Canadian Air Minister, Hon. Charles Gavan “Chubby” Power, replied the four schools could be accommodated, then added – “If the British wished to transfer more schools to Canada, room for them would be found, however it must be understood all costs for the RAF schools must be borne by the United Kingdom”.
At once the RAF revised its request to include eight service flying training schools, two air observer schools, one bombing and gunnery school, one air navigation school, one general reconnaissance school and one torpedo bombing school. The RAF was coming to Canada.
On 29 August 1940, the complete staff and equipment for No. 7 Service Flying Training School, set off from Peterborough, England, for training in Canada. A site at Collins Bay, Ontario, was being built and to avoid confusion with other BCATP schools they became No. 31 SFTS, also named – Norman Rogers Aerodrome.
[From this point on all numbers 31 and above were reserved for RAF schools transferred or formed in Canada during WWII].
No. 31 S.F.T.S. RAF Kingston, Ontario. first RAF school in Canada.
Mr. Norman Rogers was the Minister of National Defence under P.M. Mackenzie King and one of the founding members of the B.C.A.T.P. who signed the document on 17 December 1939. He was killed in a plane crash on 10 June 1940, and the first RAF school in Canada was named in his honour. Norman McLeod Rogers was born in Amherst, Nova Scotia, educated at Acadia University, served in WW I, then graduated in 1919. He was the second closest political friend to P. M. King, who appointed him Minister of National Defence in 1939. He was killed in the crash of Lockheed Hudson N7360, RCAF Rockcliffe VIP transport.
Winter of 1942-43 at No. 31 SFTS Kingston, Ontario.
Norman Rogers Aerodrome today 2010
No. 31 SFTS Kingston was equipped with obsolete Fairey Battle aircraft, which had been shipped from England. For nine months they experienced great difficulty in getting spare parts, and even had inmates at the Kingston penitentiary manufacture parts to keep the aircraft flying.
In May 1941, the problem was solved when the school began to re-equip with Harvard aircraft.
Between 9 September 1940 and 3 November 1944, the RAF operated twenty-six aircrew training schools in Canada, plus No. 31 R.D.F. [Radio Direction Finding] school at Clinton, Ontario, and No. 31 Personnel Depot at Moncton, New Brunswick.
No. 31 R.D.F. School was the only one of its kind in North America, training Americans and Canadians alongside the RAF. No. 31 P.D. was also a one of a kind, the main reception centre for all members of the RAF moving by ship to and from the United States and Canada.
The main port of arrival became Halifax, Nova Scotia, or New York City, New York. Next stop a quick change from boat to troop train, and a new adventure in a huge country. At Moncton the RAF were split into groups of 50 or more and sent west to various Elementary Flying Training Schools. The average transcontinental train journey could take five days and four nights, and for the first time the British realized that Quebec Province was different from the others. Due to this political climate no RAF training schools were built in Quebec. A total of 47,406 British airmen passed through Moncton to be trained in Canada. The greatest number of these British pilots received their wings in the three Prairie Provinces, where six schools were located in Alberta, seven in Saskatchewan and two in Manitoba. There were 899 British lads killed in training in Canada and their graves are scattered across this vast country. They got no wings, no recognition, and they are forgotten today in Canadian history. This is the story and photos of four RAF flying schools located in Alberta, Canada, the crash sites and forgotten graves.
God Bless them all.
THE FOLLOWING R.A.F. ISSUE MAP WAS DATED JANUARY 1942. THIS COVERS THE AREA OF MY RESEARCH AND PHOTOS. AMBER AIRWAY NO. 1 WAS THE HUGE AIR HIGHWAY FROM THE U.S. TO ALASKA WHICH PASSED OVER ALL OF THE RAF TRAINING SCHOOLS FEATURED IN THIS HISTORY.
RAF Schools covered on Map
No. 36 S.F.T.S. Penhold, Alberta – [top of page] four photos, short history. Officially opened on 23 August 1941.
Innisfail, Alberta – this was the RAF relief field for No. 36 SFTS. Officially opened in August 1941.
No. 32 E.F.T.S. Bowden, Alberta – Photos, main story, crash sites. [note the 13 graves of RAF killed in Bowden are located in Innisfail]. Officially opened at Swift Current, Sask. on 12 July 1942. Officially opened at Bowden 16 November 1942.
Netook, Alberta – this was the relief field for No. 32 EFTS Bowden, but the site is not marked on map. This was a grass strip [large cross] and is part of my story, photos etc. [located between Bowden and south to Olds, Alberta] Opened January 1942.
Airdrie, Alberta – this was relief field to No. 37 S.F.T.S. RAF Calgary. Opened October 1941. Main story, photos, bomb range, etc.
No. 37 S.F.T.S. RAF Calgary – short history, 43 graves in Burnsland cemetery. Officially opened 22 October 1941.
Currie Barracks RCAF school which became No. 3 SFTS under BCATP this is not covered in the story. [Also named – Calgary South] RCAF Shepard – this was the relief field for No. 3 SFTS RCAF at Calgary South. Not covered in the story.
No. 31 E.F.T.S. RAF, De Winton, Alberta – This is the main part of the story, photos, nine graves in Burnsland, Calgary, etc. Officially opened 18 June 1942 RAF Gladys was the relief field for De Winton, a single grass strip. Inverlake, Alberta, [a grass strip] was the second relief field for RCAF Shepard, but it is possible it was also used by RAF De Winton?
No. 36 S.F.T.S. RAF Penhold, Alberta
In March 1940, Penhold, Alberta, farm land was considered as a site for an RCAF Elementary Flying Training School. In July, these plans changed when the RCAF Aerodrome Development Committee endorsed the construction of a Service Flying Training School for the Royal Air Force coming to Canada.
Construction began in November 1940, [Doncaster Construction Co., Edmonton] and continued throughout the winter, in temperatures of minus 35 F. On 1 August 1941, five double wide hangars and 31 other buildings were ready for the RAF. In the last week of July 1941, the nucleus of RAF Penhold, had formed at West Kirby, England, where they boarded the H.M.T. Stratheden, which sailed from Clyde to Halifax, Nova Scotia. They departed RAF Personnel Depot, Moncton, New Brunswick, on two different trains and arrived at Penhold base five days later.
On 23 August 1941, RAF No. 36 SFTS opened under command of Group Captain W. B. Farrington, DSO.
RAF Penhold – 1943
A total of 1,284 pilots graduated from RAF Penhold, with over 1,000 members of the R.A.F. Twenty-one students were killed in training, 18 were R.A.F.
Main gate to Red Deer Airport [ex-RAF Penhold]
The first Airspeed Oxford was received on 25 August 1941, and the first student was injured on 29 December 1941, LAC D.A. Phillips crashed in Oxford AS523. Eighteen RAF fatal casualties are buried in Red Deer Cemetery, plus two Australians and one New Zealand student pilot. Oxford crash Penhold 1941 Penhold – 1942 Red Deer Cemetery contains the 21 graves of the pilots who lost their lives at RAF Penhold 1942-44. This memorial at Red Deer Cemetery is not correct. The first thirteen names are members of the RAF who were killed at No. 32 EFTS Bowden. They all rest at the Innisfail cemetery.
The next 21 names were killed at No. 36 SFTS Penhold. LAC Maxwell Clarke is listed as RAF but was in fact Australian. The lone RCAF name LAC Duncan Mckenzie Trussler was killed at No. 14 SFTS Aylmer, Ontario, and his name should not be on this list. This must be changed to correct the RAF grave site history?
1. Oxford AS523 LAC Philip E. Bushell 6 January 1942. The Oxford had been taken on charge 7 August 1941, this accident was Cat. “A”, aircraft off charge 18 August 1942.
2. Oxford 1508 LAC Arthur S. White 29 January 1942.
3. RAF tractor Cpl. Stanley Ryder 30 January 1942. No aircraft accident. Cleaning snow, the tractor hit ice and rolled, killing the driver.
4. Oxford AS972 LAC Ralph A. Stevens 10 March 1942.
5. Oxford BG304 LAC E. R. Delamere 27 July 1942. Aircraft taken on charge 12 March 1942, Cat. “A” accident, off charge 22 February 1943.
6. Natural dead Flt./Sgt. George F. Jennings 24 September 1942.
7. Oxford BM767 LAC Charles W. Thorp 29 October 1942. Aircraft taken on charge 24 March 1942, Cat. “A” accident, off charge 22 February 1943.
8. Oxford X6555 LAC Cyril W. Smith 9 April 1943. Killed with his flight instructor.
9. Oxford X6555 Flt./Sgt. Kenneth L. Gover 9 April 1943. Aircraft taken on charge 17 September 1941, Cat. “A” accident, off charge 20 August 1943.
10. Oxford T1181 LAC Peter J. Stuart 13 June 1943. Killed with his flight instructor.
11. Oxford T1181 LAC Donald B. Young 13 June 1943.
12. Oxford LAC Ronald E. Lay 2 January 1944.
13. Oxford BG435 LAC Philip A. Carter 25 January 1944. Aircraft taken on charge 22 April 1942, Cat. “A” accident, off charge 24 March 1944.
14. Oxford LAC Kenneth G. Biggs 17 March 1944.
15. Oxford AT464 LAC Jack Mann 24 April 1944. Aircraft taken on charge 25 September 1941, Cat “A” off charge 26 May 1944.
16. Oxford AT464 LAC Gerald R. Fisher 24 April 1944. Possibly the Flight instructor.
17. Oxford X6734 F/O Instructor Donald Merry 4 May 1944. This aircraft crashed 3 miles from the airfield and the student pilot was seriously injured but not killed. Aircraft taken on charge 24 March 1944, Cat. “A”, off charge 4 May 1944.
18. Drown P/O Donald J. Stewart 23 July 1944. Swimming accident.
Today’s original R.A.F. buildings and two hangars remain on site at Red Deer Airport – ex-[RAF Penhold]. This was the cover of the final edition of the RAF newsletter, September 1944. By the end of October all aircraft and RAF personnel had departed, the school officially closed 1 November 1944. RAF Relief Field [Big Bend] Innisfail, Alberta. In October 1941, the land of four Innisfail farmers was expropriated by the Canadian Government for constructing an RAF relief airfield for No. 36 Service Flying Training School, Penhold, Alberta. One section of land was taken from the four quarter sections of farmers Lyman Melrose, Dave Bateman, Les Munro, and Jack Stubbs. Construction started in April 1942, [Crown Paving & Contracting Co., Edmonton] situated on the south-west corner where Alberta Highway #54 makes two bends. The RAF nicknamed the airfield “Big Bend”. The RAF relief field had one hangar with control tower, one H-hut barracks, a motor transport garage, and three paved runways in a triangular pattern, each 3,000 feet long. Training began in August 1942. Training ceased in September 1944, and on 1 November, the land was turned over to Crown Assets Corporation, and sold to three farmers. The H-hut and hangar were dismantled in July 1946, while the motor transport building remained until 1990. In 1984, the Innisfail Flying Club took over the airfield. Relief Field RAF “Big Bend” summer 1942, looking west. Same location looking West – March 2010 Coming in to land at Innisfail 23 April 2010, looking straight North The same runway, 10 March 1942, LAC Ralph A. Stevens killed in Oxford AS972. Red Deer Cemetery Innisfail Fall 1998, looking South Roof of Innisfail [Big Bend] Hangar winter 1942 No. 32 E.F.T.S. RAF Bowden In August 1940, the Canadian Government expropriated the farmland of John Thompson, located two miles north of the town of Bowden, Alberta. The farmhouse and barn remained with the family, shown above in spring of 1941. Both buildings would be in direct line of the new RAF school runway at No. 32 EFTS Bowden. [Built by Western Canada Construction Co., Edmonton] The same house – 20 March 2010. RAF Bowden 1944 John Bugbee joined the RAF in 1938, conscripted 20 August 1939, posted to ground defence of RAF Biggin Hill, Kent. He was posted to No. 85 Squadron RAF on 7 September and arrived in France where he remained until the evacuation in late May 1940. In May 1941, he was sent to the RAF gathering depot at Manchester, where 400 men took the train to Scotland. They boarded the troopship “Britannic” and departed Scotland 20 May 41. Two days on the sea and they were informed the next stop was Halifax, Canada. The ship docked at Halifax on 28 May and the next day they arrived at No. 31 Personnel Depot, Moncton, N.B. Four days and five nights later they arrived at No. 39 S.F.T.S. RAF Swift Current, Saskatchewan, which was still under construction. John Bugbee became the clerk under RAF chief flying instructor, S/L Piercy. New Tiger Moth aircraft from the RCAF arrived and flight training began in mid-June 1941. No. 32 EFTS RAF Bowden was still under construction when the ground party moved from Swift Current, on 15 September. Bugbee was the last to leave in mid-October, and recalls there was no heat in any of the buildings. He went to work in a great coat, hat, and two fountain pens. One kerosene heater attempted to heat his room but the air temperature was freezing. John wrote until his fountain pen froze, then placed it on the heater and continued until that pen froze. Ground crews worked outdoors with only wood fires to keep them warm. In early November steam heat arrived and flight training got under way on 16 November. The first three flight instructors were F/L Bulmore, F/L Holden, and S/L Townsend. No. 32 EFTS Bowden officially opened at Swift Current. Sask. on 12 July 1941. John Bugbee returned to Bowden after the war, married his Canadian girl-friend and farmed near Red Deer, Alberta. [interview Sept. 1986] This gate sign photo was taken by John Bugbee upon his arrival at the main gate to RAF Bowden, midOctober 1941. Same location 20 March 2010 First Flying Accident Bowden It was to be expected that aircraft accidents would take place during training and when student pilots began to fly solo. My research of RAF Bowden has recorded and saved 117 crash sites. The first near fatal accident took place in the spring of 1942, when a Tiger Moth in difficulty almost struck the Thompson house before crashing into the cattle fence and bursting into flame. The RAF pilot escaped injury. March 1942 – looking north March 2010 This photo of LAC Tom Malam was taken at Stratford, England, in November 1941, just before he left for training in Canada. On 27 May 1941, Tom was flying Tiger Moth #5034, under instruction of Sgt. Pilot Sig Neilson [RCAF]. The Tiger Moth was one of the original ones assigned at Swift Current, Sask. on 26 June 1941. Tom hit the power lines over the Eastern part of Bowden and crashed into the street. Both pilot and instructor walked away. Crash site 27 May 42. The man in white shirt was Bowden Police Constable Ed Shenfield. He had no idea what was going on or what to do? The RAF Bowden relief field [Netook] was located straight south of the main airfield. This was a grass field, in the form of a large cross, which still remains today and is used for Olds Air Cadet Glider program in the summer months. March 2010, Modern Building – Air Cadet League of Canada This is the original [and only] RAF building at Netook, built in 1942, [Western Canada Construction Co., Edmonton] still in use today 2010. The name Netook was first used by explorer Peter Fidler in 1792, who wrote he was located near a special ceremonial site of the Blackfoot nation called “Nee-Tuck-Kis”, for a single standing lone pine tree. Later, the Calgary to Edmonton stagecoach followed the Blackfoot trail north past this same site and the C.P.R. later routed north past the very location. From 1913 to 1916 the CPR had a siding which they named “Netook” for lone pine. In 1928 a post office opened and remained until 1958. The RAF relief field was in operation from January 1942 to September 1944. In 1953 the original RAF grass strip was taken over by the city of Olds, and a gliding program was started for the Air Cadet League of Canada. On 26 August 2012, Rick Mercer taped a show on the Air Cadets training at Netook. In 1942, RAF Bowden had three flights with over one hundred students flying D.H. 82C Tiger Moth aircraft, which did touch and go landings at Netook. Three RAF student pilots were killed flying the Tiger Moth at Netook. 19 February 1942 – LAC Reginald J. Whyte, 3 August 1942 – LAC Charles T. Mann and last 10 September 1942 – LAC Norman Presland. The young RAF student pilots remained training in Canada for an average of eighteen months. A large number fell in love with Canadian girls and some [like John Bugbee] returned to make their home in Canada after the war. In 1985, while conducting research on RAF Bowden, I interviewed a Mrs. Elsie Duncan. Elsie married a Canadian, raised a family, but she never forgot her very first love – British student pilot – LAC Norman Presland, whose photo, and accident clipping she still saved. Norman Presland laid to rest in Innisfail, Alberta. Photo looking West – March 2010 Thirteen R.A.F. killed in training at Bowden rest in Innisfail cemetery. 19 February 1942 – LAC Reginald J. Whyte – Tiger Moth #5155 3 August 1942 – LAC Charles T. Mann – Tiger Moth 10 September 1942 – LAC Norman W. Presland – Tiger Moth 19 September 1942 – P/O Gordon H. Williams – Stearman # FJ923 19 September 1942 – LAC Owen W. Wynne – Stearman # FJ923 26 July 1943 – LAC Ivon G. Davies – Cornell #14409 27 August 1943 – F/L Ralph Mount – Cornell #10740 27 August 1943 – LAC Cuthbert W. Ellis – Cornell #10740 26 October 1943 – Sgt/Pilot Barry Thompson – Cornell #14395 26 October 1943 – LAC Nevil Armstrong – Cornell #14395 14 May 1944 – F/Sgt. James C. Fowler – Cornell #14488 26 August 1944 – LAC Charles De Wever – Cornell #14488 26 August 1944 – Sgt/Pilot Gordon Bennett – Cornell #14396 Note – LAC Charles Wever [Belgian] remains were repatriated after the war and he now lies in the Belgian Air Force plot of honour in Brussels Cemetery. His best friend and fellow pilot Karel Margry contacted the author in December 2011, with these corrections. In July 1943, phase two of the BCATP, Belgian and Dutch pilots joined the RAF training school in Bowden. Alberta RAF Lend-Lease During the Second World War, Canada refused to accept United States lend-lease, paying for all her aircraft, plus supplying Canadian and American built aircraft to the RAF schools in Canada to start training. The first RAF Elementary Flying Training Schools in Canada received RCAF Tiger Moth aircraft for training, but the RAF was to supply their school’s permanent aircraft complement. In late 1941, the RAF found the Canadian and British elementary trainer production was fully committed, so they turned to the most obvious choice, American lend-lease trainer aircraft. On 17 October 1941, RAF personnel inspected the USAAF PT-17 at the Stearman Aircraft company in Wichita, Kansas, and requested a number of alterations for RAF winter training in Canada. The new designation was PT-27 and a contract for 300 aircraft was signed on 5 November. Shortly after the signing the Stearman Company asked the RAF if they would accept production line PT-27’s without the modifications. To speed up delivery the components for the modifications would be shipped to Canada for installation by the RAF. The answer was “yes”. One PT-17 [which retained its serial number USAAF 41-25453, used for pilot notes and flight testing] and 300 PT-27’s were delivered to Canada beginning 2 March 1942. The USAAF serial numbers were 42-15570 through 42-15869. The RAF serial numbers became FD968 to FD999, FJ741 to FJ999 and FK100 to FK108. Eight of these aircraft were assigned to RCAF No. 3 Flying Instructor School at Arnprior, Ontario, with the other 292 assigned to three RAF schools in Alberta. No. 31 EFTS RAF at De Winton, No. 32 EFTS RAF at Bowden and No. 36 EFTS at Pearce, Alberta. No. 36 EFTS Pearce began operations on 17 March 1942, when 12 C.P.R. railway cars unloaded 32 Officers, 304 airmen and 50 students in training. The school officially opened on 30 March, and flew only PT-27 Stearman biplanes. The journey to Canada began in West Kirby, England, sailed on the Queen Mary to New York and boarded the train for Alberta. Due to the famous southern Alberta strong winds, which proved too difficult for the student pilots to deal with, the school closed on 14 August 1942. No. 2 Flying Instructors School, RCAF, opened at Pearce, 3 May 1943. PT-27 Stearman crashes at RAF relief field, Netook were many. Stearman FJ875 which today flies with Vintage Wings of Canada Stearman crash at Netook 1942 and same location 2010 For some reason the RAF grass relief field at Netook was laid out in the form of a large cross. In July 1942, FJ875 was taking off when FJ903 came in to land. They met in the middle of the cross. Today FJ875 flies with Vintage Wings of Canada. This landing took place in a farmer’s field 20 miles West of RAF Bowden. The pilots walked away but others were not that lucky. On 29 July 1942, Flying Instructor P/O A.G. Clark and his student took off from Bowden in Stearman FD990. Student LAC F.J. Brand was flying the Stearman as they approached No. 36 S.F.T.S. RAF Penhold. Upon landing the student pilot lost control, they crashed, and both were killed. Both were flown to No. 43 SFTS R.A.F. Medicine Hat and interned. B.C.A.T.P. Phase Two – July 1942 The spring of 1942, saw many profound changes for the RAF training schools in Canada. The original BCATP was to expire on 31 March 1943, plus Canada’s financial responsibilities for air training and the cost of building the RAF schools in Canada had increased enormously. Canada’s outlay for building the R.A.F. training schools [March 1942] came to $104 million, with RAF miscellaneous debt of another $8 million. On a visit to Washington, 15 April 1942, PM King asked President Roosevelt if the Americans would like to be involved in the new BCATP. The President thought it was a good idea and suggested all United Nations with air training programs be invited to a special conference in Ottawa, Canada. The British Government had been taken by surprise and strongly opposed. The conference was held on 19 May, with delegates from Free French, China, Belgium, Czechoslovakia, Holland, Norway, Yugoslavia, and Poland, attending. The first part of this conference involved the co-ordination of the BCATP and USAAF air training plans. Nothing became of this until 26 April 1943, when the U.S. and Canada formed a committee which met every two months. This committee remained in effect until after the war, providing air training talks between the RCAF and USAAF. The second part of the conference was restricted to New Zealand, Australia, Canada, and the United Kingdom. Unlike the original signing of BCATP, where hard line bargaining, and in-fighting was so conspicuous, business was easily disposed of, and the British agreed to the amalgamation of the RAF schools into the BCATP. In June 1942, the RAF had 10,000 airmen in various states of training in Canada. R.A.F. schools now in Canada will continue in the present position of retaining their British RAF identity under administration of the RCAF. All RAF elementary flying training schools in Canada will be civilized on similar lines of the RCAF BCATP schools, except that flying instructors and special ground instructional posts will be manned by RAF personnel in uniform. The agreement “recognizes” by reason of operational requirements fighter squadrons must remain under control of the commander in chief of RAF fighter command. All RCAF fighter squadrons so far as possible will operate from RCAF stations manned by Canadian staff. The gross cost of phase one of the BCATP was $697 million, of which Canada paid $441 million, UK paid $106 million with liability to Canada of $88 million. The second phase of the BCATP was signed and dated 1 July 1942 to 31 March 1945. The total cost was $1,446,310,000.00. The United Kingdom share was 723,000,000.00 Canadian dollars, which included $283,500,362.00 in lend-lease material. Elementary Flying Training Schools now went through numerous changes which affected the RAF in Canada. Due to the rapid expansion of the second phase of the BCATP, the EFTS were enlarged [double wide hangars, more H-huts, etc.] and given four new classes. Class “A” – pilot training for up to 90 pupils. Class “B” – pilot training for up to 120 pupils. Class “C”- pilot training for up to 180 pupils. Class “D’ – pilot training for up to 240 pupils. All RAF elementary schools came under control of civilian management, [July 1942] which freed two thousand RAF ground personnel for combat service, plus hundreds of RAF flying instructors were posted to other RAF schools in Canada. Some RAF EFTS were closed down, such as No. 36 RAF Pearce, Alberta, 14 August 1942. The aircraft, ground crews, and flying instructors were moved to other RAF schools in Alberta. De Winton single hangar was expanded to a double wide and all the PT-27 Stearman from Pearce were flown to de Winton. No. 32 EFTS RAF Bowden was taken over by the Edmonton Flying Club on 20 July 1942. The Chief Air Engineer was Mr. George W. Frost, who I interviewed in 1986, and provided a rare look into the civilian take-over of the RAF schools. George was born in London, England, in 1906, educated at Hitchin Grammar School. He came to Canada in 1920, joined the Edmonton Flying club in 1926, and completed his degree in aeronautics by 1929. He built two aircraft, which he had test flown by July 1937. George joined the RCAF in 1940, but left the service to become Chief Air Engineer of Bowden in July 1942. George recalled the age of the RAF student pilots began to change in the summer of 1942, as more combat veterans were coming to Canada for pilot training. P/O Don Webber was one of these veterans, who joined the RAF from the start of WWII. Don Webber joined the RAF in 1939, trained as an air gunner, and was posted to No. 2 Army Co-operation Squadron, which had just returned from France, 10 May 1940. Don placed a request for RAF pilot training but received no reply and forgot about it. He flew in Lysanders over the evacuation of Dunkirk, the Battle of Britain, and progressed through the ranks to Pilot Officer. In May 1942, his request for pilot training was accepted and he spent six weeks studying for a stiff written exam, followed by a one month flying course, then soloed in 6 hours. In August, Don sailed from Scotland to New York on the “Queen Mary”, and then spent three weeks at the personnel centre at Moncton, N.B. On the trip to Canada, Don paired up with three other veterans, F/O Taffie Davies, who earned a D.F.M., as gunner for the armless RAF pilot McLaughlan, and the Fairy Battle raid on the Amiens bridge in Belgium, P/O Stan Rock, who did a tour on “Battles” and F/O Norman Clay, D.F.C., who completed a gunner tour on Wellingtons. The four became close drinking buddies, and for that reason requested to go to the furthest RAF EFTS in Canada. The four air-battle veterans were placed on a train for RAF Bowden, with 30 LAC Cadets, and the trip lasted twelve days. [They stayed on the train until it stopped at Vancouver, B.C., then returned east to Alberta and north to Bowden, the normal trip west took only five days]. When the train stopped at some unknown Canadian city, the four would dash off for a quick pint of beer, and then run back to their departing train. 15 September 1942, P/O Don Webber [left] and F/O Taffie Davies, DFM, wait for transport at Bowden train station. March 2010 The C.P.R. Bowden train station was located on the left, where the second set of tracks run today. The 1942 circle driveway to the train station still remains today, centre of photo with snow drift. Built in 1904, it remained in service until 1968. In a twist of fate, the original station was moved to Historical Village at Innisfail, Alberta, the same location of the RAF Bowden grave site. Archie Pennie had his first contact with the BCATP at Heaton Park, Manchester, where thousands of want-to-be RAF pilots were assembled. Many of his early friends and room-mates failed to match the standards and he never saw them again. His name was called and his group were directed to paint the letters B.C.A.T.P. on their kit bags for the voyage to Canada. Next was a troop train ride to Clyde and the troopship H.M.T. Letitia awaited them. Each man received a card and his read – “C” Deck, Mess 21, Hammock #86. They arrived at Halifax and made a quick change to troop train, and the first look at Canada. The train took them to Moncton, N.B., the first staging post, and the first shower in eleven days. The next day they were divided into groups of 50 and departed for EFTS in Western Canada. From Manitoba west they dropped off groups of 50 cadets at the various RAF schools. Upon arrival at Calgary, only one hundred remained, half went south to No. 31 EFTS De Winton and half went north to No. 32 EFTS Bowden. LAC Pennie completed course #64 at Bowden from 15 September 42 to 5 December 42, the same as P/O Don Webber, and his three veteran RAF gunners. Archie recalled a tragic Stearman crash that took the life of a class mate and his instructor. On a warm Canadian harvest day, 19 September 42, Flying Instructor P/O Gordon Williams and his pupil LAC Owen William Wynne took off in Stearman FJ923. They never returned to base. The crash site was found in a farmer’s field, where the aircraft had impacted the ground at a violent force, killing both pilots. Cause unknown. Chief Air Engineer George Frost recorded three photos of the crash site. The man in white coat was the RAF Medical Officer at Bowden, Doc Lawton. This grave marker reads the year 1943, but should in fact be 19 September 1942. As winter approached the Canadian prairies, no cold weather modifications had arrived for the RAF PT-27 Spearman’s, mostly the entire pilot’s canopy. Archie Pennies’ course #64 was the last to train in the open cockpit PT-27, and to do so they were issued with leather face masks, to prevent freezing of the face skin. Archie Pennie at Bowden for ferry flight to Calgary – 6 December 1942. On 14 November 1942, all PT-27 flying training at De Winton and Bowden came to a halt. The only ‘true’ fully modified PT-27 [RAF serial FK108] arrived in Canada on 23 October 42, for testing, but it was too late. On 28 November 1942, the decision was made to fly the remaining 287 PT-27’s to the USAAF for an equal number of Fairchild Cornell aircraft. A new chapter in the RAF training aircraft was about to begin. Archie Pennie graduated at No. 32 EFTS Bowden on 5 December 1942. The next day [photo above] he flew a PT-27 Stearman to No. 37 S.F.T.S. RAF Calgary, Alberta. American bone-chilled ferry pilots flew the aircraft to Great Falls, Montana, where the last PT-27 arrived on 24 April 1943. The Canadian built Fairchild Cornell PT-26A In 1943, the Canadian Government adopted the Fairchild Cornell PT-26A as the primary trainer in the BCATP. Built by Fleet Aircraft Ltd. Toronto, Ontario, they became the killer aircraft in the RCAF and RAF. George Frost recalls – “We switched to Cornell II training aircraft at Bowden in May 1943. The training order stated “Do not overstress the Cornell” but what we did not know was during construction there was a fault in the leading edge of the main wing at the root, which caused the wing to shear off in a dive. This killed a number of good RAF chaps at Bowden. The Cornell should have been grounded after the first crash. Eventually, a reinforcement of the centre section main spar corrected the trouble”. A total of ten RAF pilots were killed in the Cornell trainer at No. 32 EFTS, Bowden, Alberta. George Frost crash photos of Cornell 10740, which took the lives of Flying Instructor F/L Mount and student LAC Ellis, 27 August 1943. Location two miles south and four miles west of RAF Bowden. Bob Evans [Curator of Canada’s Bomber Command Memorial Museum, Nanton, Alberta] stands in front of PT-26A Cornell #14424, which flew at No. 32 EFTS Bowden, June 1943 to Sept. 1944. This is the only known survivor that flew with the RAF at Bowden. Aircraft donated to Nanton by farmer Ernie Oakman in 1989. The original engine has been rebuilt and the aircraft will fly at some date. RAF Relief Field, Airdrie, Alberta. In the summer of 1940, the RCAF Aerodrome Development Committee, selected 640 acres of farmland two miles east of the village of Airdrie, Alberta, for construction of a RAF relief field for No. 37 Service Flying Training School, RAF, Calgary, Alberta. The relief field opened in the fall of 1941, and for the first year operated as a training field for future pilots of multi-engine aircraft [Airspeed Oxford] doing touch and go landings from the main field in Calgary. Original construction map of Relief Field, Airdrie, 1942. Construction by Dutton Bros., Calgary. The original base construction was one hangar, one H-hut and three service buildings. In August 1942, the base was expanded to include one more H-hut, two service buildings, plus three buildings for the assembly of small smoke bombs. The bomb assembly buildings were located on the North – East side of the airfield Mobile – RCAF flight-control truck and Ambulance Airdrie, 1943. RAF pilots [who received their wings in Calgary] flew their Harvard aircraft to Airdrie. This class has their smoke bombs attached [under wings] and will soon depart the airfield. This 1943 photo was taken at the bomb assembly site. The mobile RCAF control tower [truck] directed 8 to 10 Harvard’s as they took-off, dropped smoke bombs and landed for a reload. Airdrie hangar seen in background, photo looking North-West. In the shadow of the mobile control tower truck, an RAF Harvard takes off [northwest] towards the Rocky Mountains and the Airdrie hanger. The three bomb assembly buildings can be seen on the right. The bomb range was located five miles East of the Hangar. The half mile long lake looking N-E, very close to what the pilots first saw as they flew over the ridge. April 2010. The two observation towers were constructed by the RAF in 1942 and used until they left in April 1944. The RCAF re-opened Airdrie in August, using 12 Cessna Crane aircraft for bomb practice on the same east lake. In March 1945, 18 RCAF Harvards arrived from North Battleford, Saskatchewan, and bomb training continued until September 1945, when the base closed. Harry Cornwall lived on the south side of the bombing range lake and farmed the land around the lake. He recalled hundreds of bombs on his farm land until the RCAF came and removed them. He purchased one of the original RAF bomb towers from the RCAF for $133.00, then moved it by tractor to his farm where he placed it over his water well. It remains there today, maybe the only RAF bomb tower in all of Canada? This amazing photo was taken over the RAF Bomb range lake east of relief field at Airdrie, Alberta, 1943. The horizon [north] would be the approx. location of the RAF Penhold school. This is the type of air space the RAF trained in over Southern Alberta 1942-44. Harvard FE824 was taken on charge No. 37 SFTS RAF Calgary on 9 February 1943 and off charge [RCAF] 2 October 1946. Total hours flying time 2053:00. Arriving at RAF Airdrie, winter 1942. Alberta Pallet Co. workers, [Doug Goshick] left, same location April 2010, the H-huts are gone. The RAF water tank for firefighting [rear] was built in summer of 1942, still working today. Left RAF Medical Officer [Al Walton] and RAF Service Police [Crawford] South side of Hangar 1944. Same site April 2010 [author – Simonsen] RAF students cleaning hangar floor 1943. Alberta Pallet Co. 2010, same location of original windows. The RAF bases in Alberta were built on the North-West Staging route [Amber Airway Number One] that ferried American aircraft to Edmonton, Alaska, and on to the Soviet Union. Many Bell P-39 Airacobras and Douglas C-47 in Russian markings landed on the RAF fields. P-39 RAF Bowden 1943 On 14 April 1944, an American Douglas Digby was returning from Alaska, when it lost an oil line over an RAF grass field at Netook. The next stop was Airdrie where it made an emergency landing and became stuck in the snow covered wet field. The old bomber landed just short of the South-East RAF Airdrie runway. Airdrie hangar can be seen on the far left. The Digby was towed to the Airdrie hangar where the oil line was repaired and off they flew south to Great Falls, Montana, USA. Hangar 2010 The inside of the original RAF building attached to the south side of Airdrie hangar today. In 1957, the abandoned runways were used as a race track, while the ex-RAF buildings were purchased by Don Southland and used in the fabrication of prefabricated trailers for the oil industry. In 1969, Tom Conroy purchased the airport and formed the Airdrie Country Club of the Air. Tom saved the airport and turned it into a friendly base for all area pilots. The Conroy’s also owned and flew four bright yellow RCAF vintage Harvard trainers, performing aerobatics at numerous local air shows. Photo – Mrs. Conroy – July 1978. In 1979, Tom Conroy [right] was killed in a plane crash while flying with a close friend. Mrs. Gwen Conroy [left] continued to operate the airport until 1998, when it was sold to current owners “Airdrie Airpark Inc.” Son – Thomas Conroy still flies his Harvard. Gwen passed away in 2006. [The author would like to express a thank you to the Conroy family for keeping the history and sound of the RAF alive over the city of Airdrie. Mrs. Conroy was a friend who supplied and shared much of her airport history with me] – C.A.Simonsen Mrs. Conroy photo – July 1987. At this date all the original RAF buildings were in use. Today, Tom P. Conroy still flies his Harvard out of the ex-RAF Relief field, at Airdrie, Alberta. No. 37 S.F.T.S. RAF Calgary, Alberta This photo was taken at 5,500 ft., 4 April 1941, looking straight north. No. 37 S.F.T.S. [RAF] was built on McCall airfield located in northwest Calgary, Alberta. The school was still under construction when the above photo was taken, officially opening on 22 October 1941. Calgary became No. 4 Training Command Headquarters on 1 October 1941. They were responsible for all BCATP operations in Alberta, Saskatchewan, and British Columbia. No. 37 SFTS became the administrative and operational control centre for all the RAF schools in Alberta. The RAF school closed on 10 March 1944. Burnsland Cemetery was established in 1923 and contains 22,061 burials. This includes most of the city’s World War One veterans and the New Zealand, Australian, American, Canadian and British killed training in BCATP. The Union Jack flies over the section that contains 43 RAF students and pilots killed in Calgary and De Winton 1941- 45. Two RAF graves are from “F for Freddie” crash 10 May 1945 R.A.F. Killed in Calgary and De Winton by the Year 1941 – 2 Calgary 1942 – 20 Calgary – 4 De Winton 1943 – 8 Calgary – 5 De Winton 1944 – 2 Calgary 1945 – 2 Calgary [These were not part of the BCATP casualties, but the crew of Mosquito “F for Freddie”] Cause of RAF deaths – Calgary, De Winton Harvard trainer crash – 15 Cornell trainer crash – 8 Oxford trainer crash – 6 Tiger-Moth trainer crash – 3 Cessna Crane – 1 Stearman – 1 Fleet Fort – 1 Died natural causes – 2 Hit by Harvard Prop. – 1 Drown swimming – 1 Auto accident – 2 Mosquito [F for Freddie] – 2 This tragic accident took place on 10 December 1942, taking the lives of Flying Instructor F/L Ernest Ford and student LAC Harry Hall. The Harvard was AJ759 The first RAF casualty [Calgary] in an Airspeed Oxford Mk. I, occurred on 5 December 1941. Oxford #AS365 was taken on strength No. 37 SFTS on 20 August 1941. LAC Ernest Thomson was killed. Mosquito “F for Freddie” In 1993, I was conducting research on the RAF history at Airdrie, Alberta. During an interview with Burt Sharp of Olds, I noticed he had a number of photos of the famous Mosquito “F for Freddie”, taken at No. 37 SFTS on the day it crashed. I asked where he got them, and he replied, his sister was a girlfriend of the RAF pilot Biggs, and had taken them just before he took off in “F for Freddie”, 10 May 1945. LAC Burt Sharp [RCAF far right] engine mechanic served at Airdrie, 1943, with the RAF and 1944 – 45 RCAF. Maurice Briggs joined the RAF in 1938, at age 17 years, and trained as an air gunner. In September 1940, he completed a tour of duty with No. 77 Squadron flying in Armstrong Whitworth Whitley aircraft, and was awarded the D.F.C. For the next year he was a gunnery instructor, during which time he applied for pilot training. In April 1942, Briggs began pilot training at No 13 Initial Training Wing Torquay, and the following month was on his way to Canada. Briggs arrived at No. 31 EFTS RAF Bowden in September of 42, and trained in the American PT-27 Stearman aircraft. Briggs was in the same class as P/O Don Webber, #64 which ran 15 September to 5 December 1942. During this period he met and dated Miss Sharp from Olds, Alberta. Briggs moved on to No. 37 SFTS RAF Calgary where he received his wings on 2 April 1943. The wings parade was held in the RAF drill hall building constructed in 1940. Today this is the home of the Aero Space Museum of Calgary. F/L Briggs returned to England, where he was paired with navigator F/O John C. Baker, DFC, and together they completed 107 operations over Europe, flying Mosquito aircraft. In December Briggs and Baker were transferred to Transport Command and ferried Canadian built Mosquitoes from Canada to England. In late April 1945, Briggs and Baker were assigned to take a Mosquito to Canada for the 8th Victory bond drive. On route to Canada they developed problems in D-Dog and returned to England where they received Mosquito Mk. IX, serial LR503, known as “F for Freddie”. The most famous WWII aircraft in the RAF “Freddie” had flown her last operation, #213, to bomb the marshalling yards at Leipzig, Germany, on 10 April 1945. Now “Freddie” was headed to Canada, where Briggs thrilled the crowds with his low level flying displays on a series of one day stops, beginning at Toronto and then heading west. At this point it should also be noted that F/L J. Maurice Briggs, DSO, DFC, DFM, was a most charming British pilot who met and dated at least two Canadian girls during his training days in Calgary. I’m sure he also had lady friends back home in England? Briggs arrived over Calgary on the afternoon of 9 May 1945, and this is the view he saw. The top right corner is the site of No. 37 SFTS RAF Calgary, now taken over by the RCAF. Before landing at the base Briggs put on an aerial display over and through the streets of Calgary. He buzzed downtown flying around and over the rooftop of the Palliser Hotel, [bottom centre]. The Palliser was the RAF party place, known as the “Paralyser”, also a site Briggs had romanced some of his ladies. Briggs was home and he wanted everyone to know it. This March 1943 image was taken looking North-East, showing the south side of Palliser Hotel This flight and the tragic crash the following day will forever be part of Calgary history. Palliser Hotel 1943, [south side] looking North. Same hotel location 1 May 2010. The Palliser is now surrounded by tall buildings. South side of Palliser Hotel 1 May 2010. North side of Palliser Hotel looking south today. Briggs just missed hitting the same flag pole on 9 May 1945. The Hudson Bay Co. is located one block north of the Palliser Hotel. The Hudson Bay Co. building today, 1 May 2010. This photo is looking north-west. On 9 May 45, Briggs flew “F for Freddie” [from left to right] or south to north, below the top [6th floor] of this building, at over 300 mph. This Bay ad appeared in the March 1942 issue of RAF “Wings” Calgary Briggs next arrived over his old airfield and put on some very low flying for all to see. Then he flew over the municipal airport control tower. This Calgary Herald newspaper clipping clearly shows the flag pole and wooden box on the North-West corner of control tower. The next day, 10 May 1945, the port wing of mosquito “F for Freddie” would first strike this flag pole on the control tower roof of the Calgary Hangar. [Below] Richard de Boer stands at same spot 19 April 2010. Richard is the expert on the full history of “F for Freddie”, and gave his permission for use of story and photos. Roof shot showing flag pole and two metal poles. On the evening of 9 May 1945, a huge party was held at the Palliser Hotel in honour of Briggs, Baker, and the end of the war in Europe. It is not known if Miss Sharp attended this party, but she was invited to a special luncheon held the next day, also at the Palliser Hotel. After the luncheon Briggs, and Baker, were flying north to exRAF Penhold, then south to Lethbridge, and back to Calgary that evening. The departure of “F for Freddie” was delayed an hour due to minor repairs and Miss Sharp recorded this photo. Note aerial on hangar roof. 19 April 2010, author [Simonsen] stands in the hangar door, note original metal pole support on roof. Miss Sharp snapped this photo just before Briggs [right] and Baker entered “F for Freddie”, approx. twenty minutes before they would be killed. The Calgary hanger roof top [Post Card] showing wires, starting with flagpole and then five aerial poles, all of which were in line with the Mosquito wing? Just after 4 PM they departed No. 37 SFTS Calgary, and Briggs circled north and made two high speed passes over the old control tower. On a third pass Briggs came in very low, then attempted to pull up at the last minute but the port wing of “Freddie” struck the flagpole on the control tower and metal aerials on hangar roof. The port wing and horizontal stabilizer were sheared off and the mosquito tumbled out of control for approx., one half mile. Calgary Herald photo – Glenbow Archives Richard de Boer, in front of Hangar today looking west. This photo was taken at the first point of impact [control tower roof flag pole] that mosquito “F for Freddie” struck, looking south-east to the grass field where the aircraft landed. The large hangar in background was not built in 1945. The metal aerial pole base on south roof on old hangar is still in place. First possible point of impact [flag pole mount] “Freddie” struck, looking North-West to site of today’s Calgary airport. The cement runway below is the same one “Freddie” used to taxi out for takeoff in 1945. Crash site of “Freddie” which just cleared the farm buildings in background. “Freddie” hit the ground at 400 mph, both crew were thrown clear and landed face down, killed instantly. The famous RAF Mosquito burned to ashes. The next day F/L Briggs and F/O Baker were buried in the field of Honour at Burnsland Cemetery, Calgary. Crash site of “Freddie” – 19 April 2010 Today the farm buildings are gone, and the crash site of “F for Freddie” is the parking lot for Calgary baseball parks. Richard de Boer stands where “Freddie’ burnt. This area was filled with top soil in the postwar era. The point of impact [Old Hangar] is located behind the large hangar at the top of Richard’s head, one half mile north of crash site. Direction of travel of “F for Freddie” 10 May 1945. After impact “Freddie” tumbled one half mile over the H-huts and just cleared the farm buildings before hitting the ground, then skidding 300 yards to final resting place. The large hangar on right near water is the RAF Drill Hall, where Briggs received his pilot wings in 1943. Today this is the Aero Space Museum of Calgary. Richard de Boer stands in front of Harvard in Aero Space Museum of Calgary. This is the original 1940 RAF Drill Hall of No. 37 S.F.T.S. Calgary, Alberta, and the same location where F/L Briggs received his wings on 2 April 1943. The Harvard is on loan from the Conroy family who flew out of the RAF relief field at Airdrie, Alberta. Full size replica nose art of Mosquito “F for Freddie” hangs in Nanton, Alberta, [Canada’s Bomber Command Memorial Museum]. Painted by author – C.A. Simonsen, 2009. [Curator Bob Evans] No. 31 E.F.T.S. RAF De Winton, Alberta The foundation RAF personnel for No. 31 EFTS De Winton gathered in Northern England in April 1941. They boarded a troop train which took them to Greenock, Scotland. They were put aboard an Irish cattle boat that had been freshly painted, but as LAC Reg Routledge recalled – “the fresh paint slightly improved the looks, but did nothing to disguise the smell of the former occupants.” Two days later they arrived in Iceland, where they spent two nights sleeping on the cold floor of a Quonset hut. They left Reykjavik on the Motor Vessel California and docked at Halifax in the late afternoon, followed by the train ride to Moncton, N.B., then the trip to Western Canada, which took five days and five nights. They were housed in new H-huts at No. 37 SFTS, RAF Calgary, [under construction] until the De Winton base construction was completed. De Winton opened on 18 June 1941. The following photos were taken at RAF De Winton and came from the photo collection of RAF Flying Officer Gafney. Nothing is known of Gafney other that his photo album which was found in a second hand auction sale at Willingham, England, in 1985. The first photo [not shown] of Corporal Gafney was taken at No. 24 flight, RAF Aircrew Recruiting Centre, St. Johns Wood, London, dated 14 July 1941. It appears Gafney was accepted for aircrew training in Canada, with the new rank of LAC. It is possible he was in the second class to begin training at De Winton as the second photo [not shown] records the instrument panel of a Tiger Moth, dated October 1941, No. 31 EFTS. The next two photos were taken by Gafney as he came in to land at No. 37 SFTS Calgary, dated – October 1941. [One shown] Calgary officially opened on 22 October 1941, making this one of the first training flights recorded on film. At least 26 aircraft are parked on the snow covered ground. They appear to be Airspeed Oxfords for bomber pilot training? First snow at No. 37 SFTS, Calgary, Oct. 41. Map location of RAF Calgary and RAF De Winton 1941. The large river is the “Bow” which runs through Calgary and East of De Winton. November, 1941, Thursday night floor cleaning for Friday morning inspection. March 2010, direction east, location of RAF H-Huts in 1941. Nov. 1941, no snow, playing on west side of Hangar #1. Same area 2010 Tiger-Moth flying south-east, De Winton, Dec. 1941, one double wide hangar. In July 1942 the second was expanded to doublewide. De Winton, 1 May 2010 at 5,500 ft by Allan Botting. The class mates of Gafney, Dec. 1941, west side of Hangar #1 De Winton. L to R – Ian Rreekie, Ted Jones, Ted Ivison and Geoff Knowles. West side of Hangar #1, looking North-East. Cement foundation and floor remain from both hangar’s 2010. Flight Instructor Reg Eastwood and Gafney west side of Hangar #1 with #2 in background. Dec. 41. Friend of Gafney – Ben Lyon, Dec. 41. West corner of Hangar #2. They have snow so this would be close to Christmas time. Same location 2010, looking North-East. Gafney [middle row fourth from left] graduated on 12 March 1942. Other names unknown. LAC Gafney moved on to RCAF No. 15 SFTS at Claresholm, Alberta. April 1942 – solo on tractor. The RAF tractors were sold to farmers after the war and two remain at No. 31 EFTS De Winton today. RAF style tractor and snowplough at De Winton base 2010 1944 photo looking West, parade square and edge of rife range [right]. This is from the collection of Flight Sgt. Geoff Sellars who came to De Winton June 1944. Cornell aircraft are parked in front of Hangars. Only rife range remains 2010. Nine RAF pilots [students] were killed at De Winton and all were buried in Burnsland cemetery Calgary. LAC Michael Woozley 5 October 1942 Stearman FJ809 P/O Anthony Frost 25 October 1942 Tiger Moth #4072 LAC K.W.M.N. Perera 8 December 1942 Tiger Moth #4200 LAC Alfred White 27 December 1942 Tiger Moth #5862 F/Sgt. Allan McCue 15 July 1943 Cornell #14449 Sgt. Pilot John Fleming 15 July 1943 Cornell #14449 Sgt. Pilot Ivan Doods 1 September 1943 Cornell #15026 LAC Arthur Bloxham 1 September 1943 Cornell #15026 Sgt. Pilot Clive Lord 28 December 1943 Cornell #15025 LAC Leslie Landels arrived at No. 31 EFTS, De Winton on 6 October 1942. Under the second phase of the BCATP, student pilots from other countries were mixed with RAF students. Leslie recalls his class had many European nationals, Polish, French, Czechoslovakian, Australian, New Zealand, and Canadians. On 8 December 1942, pilot LAC Perera [Czech] was killed while conducting a dog fight with a RAF student. The two Tiger Moth aircraft had a mid-air collision, the British student parachuted to safely but the Czech pilot never made it out of T-Moth 5862. He was buried with full military honours at Cemetery Hill in Calgary. RAF part two of the BCATP at No. 31 EFTS De Winton summer 1942. In July 1942, [course 60] the Czech, Dutch, Free-French and Belgians joined the RAF at De Winton, Alberta. Did they paint the rare Tiger-Moth nose art? Top – student pilot of F/Sgt. Geoff Sellars. Bottom – F/Sgt G. Sellars on wing of Cornell at De Winton July 1944. Today 2010, the runways remain in good shape. One original RAF building remains at front gate to De Winton today 2010 The main entrance to RAF De Winton 2010 Rifle range, looking East, 2010. In the spring of 1944, the British government ask Canada if the RAF schools in the BCATP could be the first to be closed. Canada agreed and this began a slow process of disbanding RAF schools in Canada or turn over to the RCAF. No. 37 SFTS Calgary was turned over to the RCAF on 10 March 1944, No. 36 SFTS Penhold to RCAF 3 November 1944, No. 32 EFTS Bowden to RCAF on 8 September 1944 with No. 31 De Winton, disbanded for good, 25 September 1944. By the end of November 1944, only two RAF schools operated in Canada. No. 31 Air Navigation School at Port Albert, Ontario, closed February 1945, and No. 1 Naval Air Gunner School at Yarmouth, Nova Scotia, closed March 1945. The total cost of the BCATP was calculated at $2,231,129,039.26 with Canada paying 72 per cent of the air training cost. [$1,617,955,108.79] The United Kingdom paid Canada $54,206,318.22 cash and supplied $162,260,787.89 in material, for ten per cent of the overall cost. Australia provided three per cent of the cost [$65,181,068.00] and New Zealand two per cent or [$48,025,393.00]. Lend Lease came to $283,500,362.00 or thirteen per cent of plan costs. In March 1946, the British Government still owed Canada $425,000,000.00 for phase one and phase two of the BCATP. On 7 May 1946, Bill No. 206 passed, [Ottawa] which contained a clause cancelling the money owned Canada by Britain, and the books on the BCATP were closed. Most of the ex-RAF training schools in Alberta, still play an important part in Canadian aviation history. Today most of the WW II RAF buildings are gone and it appears only the cracked and weed covered runways remain as a memorial to the RAF airmen that trained and died in Canada. However, below the surface of each WW II training field remains the buried history of the RAF in Canada. In 1985, I conducted interviews with Mr. George Frost, Chief Air Engineer at No. 32 EFTS RAF Bowden, Alberta. During our talks Mr. Frost stated “Did you know each RAF base in Canada contains an historical burial pit?” Bowden officially closed on 8 September 1944, and nine days later George Frost was informed he would not have to report for work 1 October 1944, he would be given two weeks’ pay in lieu of notice. When the RAF cleared the base he was instructed to bulldoze a pit and dump all the British inventory in the hole, cover it over, and forget about it. On 24-25 September 1944, these actions were carried out by Mr. Frost. A bulldozer dug a deep pit approx. 8 ft. by 10 ft. and for two days the RAF trucked all British inventory and dumped it in the pit. All the RAF records, crash sites, photos, records of training, kitchen pots, pans, dishes, aircraft parts, uniforms, all RAF tools, rifles, etc. were placed into the pit, bulldozed over and forgotten. In October, the RCAF took over the base until December 1953; it was then turned over to the Alberta Government Corrections for a Boys School. On 1 April 1974, the Government of Canada, Correctional Services, took over the land and ex-RAF buildings for a Federal Institution. In 1982, Bowden Institution was chosen as the site for one of Canada’s six prison farms. This would allow prisoners near the end of their sentence to work with cattle, operate farm machinery and grow vegetables. Bowden also provides triple “A” beef for other prisons and even sells beef to local businesses. In two short years all the original RAF buildings were removed along with the runways, and today only the forgotten burial pit remains at Bowden. On 5 December 1994, I obtained permission from Mr. John Edwards, Commissioner of Correctional Services, Ottawa, to meet with Mr. Mitch Kassen, Warden of Bowden Institution. Warden Kassen was very interested in by research and allowed two [two day] digs to take place, October 1999, and June 2001. The RAF burial pit was not found. In September 2005, I contacted Professor J.M. Maillol, Ph. D, Earth Science Program and Dept. of Geology and Geophysics, University of Calgary. Dr. Maillol was born in France, and showed great interest in my project. Dr. Maillol and his wife donated one full day to conduct magnetic ground survey of the 1944 RAF burial site, which was completed in June. In July 2005, the ground survey image was sent to me and the RAF burial site was found. On 18 August 2006, a letter was sent to the new Warden at Bowden, Mr. Floyd Wilson, requesting permission to dig. The answer was “No”. Permission can no longer be granted. Consultation with our legal services has an issue with uncertainty surrounding the presence of hazards buried in the ground and “ownership” issue [any artifacts found in the ground are the property of the Crown] present too great an obstacle for accommodation. In August 2008, I met with Conservative Member of Parliament, Ted Menzies, Macleod Constituency, briefed him on the RAF Bowden history and burial site. His constituency takes in the Nanton Lancaster Society Museum which has the only Fairchild PT-26A Cornell aircraft to fly at Bowden. The RAF items in the Bowden burial pit would be a perfect fit for Nanton museum. In November 2008, I met with my Conservative M.P. Blake Richards, Wild Rose Constituency and briefed him on my research and problems to save the history of RAF Bowden. To date, no reply from either M.P. Today Canada has at least 26 RAF WW II inventory burial sites, or maybe more if the RAF relief fields also contain forgotten burial sites. Is the WW II inventory still the property of the RAF? Should these 66 year old historical artifacts be left in the ground? The following is info. and extra photos for Mr. Winston Ramsey, Editor-in-Chief, “After the Battle” I have served as a Military Policeman in the Canadian Army 1962-66, the Metro. Toronto Police Force 1966-78, and now after thirty years in security, I will retire in June 2010. I have the most complete history of RAF Bowden in the world but no editor in Canada will publish it. After years of research and efforts to save the RAF history [burial pit] at Bowden, I find it. Then my Government says “No”, it’s ours, and it will remain in the ground. Sad, but true. As I walk the RAF graves in Alberta, and look at the British names, I understand why they gave their lives. It seems my Government has forgotten. Well it’s called “Democracy”. I have now reached the end of the line and hope this article will spur on others to find and save other RAF burial sites in Canada. God Bless – Clarence Simonsen My story title is borrowed from the RAF Bowden magazine 1940 – 44 “Three Corners” The RAF Bowden magazine was of the finest quality and content. It was published by Phoenix Press Co. Calgary. The title came from Shakespeare – …came the three corners of the world in arms, And, we shall shock them. Naught shall make us rue, If England to itself do rest but true… Cover art by F/Sgt. Hickling – RAF Flight Instructor The centre of this magazine has a pin-up girl, water colour by Flight Sgt. D.C. Hickling RAF. This is the Christmas, December 1943 issue. When the Edmonton Flying Club took over in July 1942, they had young female “Bowser Girls” who fuelled the aircraft. I’m sure this water colour was based on one of the real live girls? Maybe she was the girlfriend of Hickling? The Bowser girls of RAF Bowden July 1942. Stearman aircraft. Flight Sgt. RAF Pilots Bowden 1942. The pilot far right is F/Sgt. Hickling, Instructor of No. 1 Squadron, “C” Flight RAF Bowden, plus the magazine art director. Some RAF Bowden crash sites were on water. This student was chasing ducks but got too low. The man in black bathing trunks [left in both photos] is Air Engineer Mr. George Frost, who investigated all aircraft accidents at Bowden. No. 36 EFTS RAF Pearce, Alberta, opened on 30 March 1942 and closed 14 August 1942. The school was located in southern Alberta, which is very windy and hot in the Summer months. Weather conditions can change very quickly in Alberta, as these photos taken at Pearce in July 1941, show a fast approaching cold front moving from West [Rocky Mountains] to East. Pearce was still under construction. Top photo was taken looking South-West, second photo taken looking straight West. The dust reaches thousands of feet into the sky. Seconds before the dust storm hits Pearce, Alberta. This RAF Airmen’s Mess bell came from one of the schools in Alberta. It is part of the BCATP collection in Canada’s Bomber Command Memorial Museum at Nanton, Alberta.. RAF Control Tower Bowden 1942 Forty years later – Fall 1982. The beginning of the end. Beginning in the Fall of 1982, the Canadian Government began to destroy all the original RAF buildings at Bowden, and the institution became a Prison Farm. This building material was then dumped over the site of the original RAF burial pit of September 1944. The complete area was then covered with dirt and became pasture land for the farm cattle. The second dig at Bowden took place in June 2001, Warden Mitch Kassen. The burial site is located on the North-West corner of Corrections property. Machinery and prison farm inmates were supplied for the dig. This is the same location the remains of the RAF buildings were dumped and covered over in 1982. This part of the Bowden Corrections is in fact a cattle farming operation, which provide “AAA” beef for other prisons in Western Canada. The RAF 1944 burial site is located in cattle pasture land, photo above. Air shot of Bowden Corrections farm in 1999. The burial site is located at end of the right side runway, near the trees. At lunch hour I was taken inside the wire, [where they keep the murders, sex offenders, etc.] and showed an original 1943, GMC, RAF aircraft recovery truck, in mint condition and only used by prisoners. Why should inmates [killers] drive such an important part of RAF history? Nanton Lancaster Society sent a letter to Corrections Canada, asking for a donation of the RAF truck. No reply? The End
British Commonwealth Air Training Plan 