GRACE UNITED CHURCH

An article on the Juno Beach web site explains the Royal Air Force Ferry Command

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https://www.junobeach.org/canada-in-wwii/articles/ferrying-aircrafts-overseas/

In May 1941, the Ministry of Aircraft Production cancelled the contract with CPR and took full control by creating the Atlantic Ferry organization (ATFERO). But planes kept piling up in Dorval and Gander, a situation that created much displeasure in the U.S. The ATFERO was unable to recruit enough pilots to meet the demand. As a result, the operation passed under the control of the Royal Air Force (RAF) Ferry Command. Despite being under military supervision, most of the operations were conducted by civilians. A few good ideas helped solve the pilot shortage. Pilots, navigators and wireless operators recently graduated from the British Commonwealth Air Training Plan (BCATP) were called upon and offered a possibility of gaining some transatlantic flight experience before joining their squadrons. Experienced RCAF airmen also helped out by ferrying planes as they were assigned to overseas postings. Finally, some civilians who worked as BCATP trainers offered their services to Ferry Command.

The programme was so successful that in 1941 a second route was created for smaller-range airplanes, such as Douglas DB-7 Bostons and Martin B-26 Marauders. This second route called for re-fuelling airports in Goose Bay, Labrador, as well as in Greenland, in addition to the use of the Reykjavik air base in Iceland. A third route, the South Route, linked the U.S. to Egypt, via the West Indies, South America, Ascension Island and Africa.

As time went by, the planes ferried over to the British Isles were increasingly used to carry passengers, mail, and essential cargo such as medical or technical supplies, even ammunition. This resulted in a final reorganization in March 1943, when all ferrying functions were grouped under a single command: the Ferry Command became No 45 Group of the RAF’s Transport Command, with its HQ still in Dorval.

As ferrying activities developed, Canadians played a more active role in the organization, which otherwise remained essentially a British outfit. In June 1944, there were 634 RCAF personnel out of 1,330 military members of No 45 Group, plus some 200 civilians, mostly pilots and wireless operators from the Canadian Department of Transportation. In 1944, with the U.S. aircraft production at its peak, and Canada starting to supply Avro Lancasters and de Havilland Mosquitos as well, No 45 Group delivered 3,726 planes to Great Britain.

In addition to immediate benefits to the war effort, the ferry system was the basis of a Canadian transatlantic air network. Once the planes were delivered, the crew had to get back home… to do that, Trans-Canada Airlines (TCA), Air Canada’s forerunner, bought in 1943 and 1944 a few Lancasters and modified them to carry passengers and freight. This was the company’s first transatlantic link.

During the war, 9,027 airplanes were ferried across the Atlantic to Allied fighter, bomber, and maritime patrol and transportation squadrons. In September 1945, transatlantic flights had become routine operations.