Library Reference Number: 239
NATO Air Training Plan
As you probably know, because of the need to train aircrew quickly during WW2, the British Commonwealth Air Training Plan (BCATP) was implemented to provide RAF and other nations’ aircrew with basic training well away from the theatres of war in Canada, Southern Rhodesia and the USA before being posted to operational Squadrons.
This continued to some extent post-war and was for some, replaced between 1950 to 1958 by the NATO Air Training Plan which was quite similar but undertaken solely in Canada under the auspices of the RCAF with the purpose of improving NATO airpower in response to the perceived military threat in Europe from Soviet bloc countries. At that time there were three FTS stations in Canada and three in the UK, and postings were based on which FTS was ready to accept a new course when an initial training course finished, so there was a 50/50 chance of being sent to Canada.
The program trained pilots and navigators from NATO signatory countries including the UK, Denmark, Norway, the Netherlands, France, Spain, Portugal, Turkey, West Germany, Belgium, Greece, and Italy and, as in the British Commonwealth Air Training Plan, Canada was chosen because of its remoteness from the potential battle areas in Europe. Also, like the BCATP, the NATO Air Training Plan used air stations throughout Canada, with many located on the prairies well away from congested urban areas and where the land was open and flat. In fact many of the old BCATP stations were expanded and used for the NATO training program.
Training began at RCAF Station London, Ontario, at the NATO Training & Induction School where students were familiarized with RCAF aircraft and flying terminology, and were taught flight procedures, meteorology, basic navigation and basic English. Student navigators went to an Air Navigation School (ANS) such as RCAF Station Winnipeg or RCAF Station Summerside. For pilots, the next step was Flying Training School (FTS) using Harvard aircraft. Training continued on T-33 jet trainers, Beechcraft Expeditors, or Mitchells at an Advanced Flying School (AFS).
Training changed in 1956 when a Primary Flying Training school was opened at RCAF Station Centralia. At Centralia, student pilots first trained on de Havilland Chipmunks and then on Harvards. After primary training, pilots were selected to train on multi-engine aircraft or single-engine aircraft. For multi-engine aircraft, trainees went to an Advanced Flying School where they would train on Expeditors or Mitchells. For single-engine aircraft, trainees would go to one of several other Advanced Flying Schools using T-33 jet trainers. RCAF graduate pilots would be posted to an Operational Training Unit (OTU) where they would learn to fly operational aircraft. Foreign pilot graduates would be sent home.
At least two of our current SSACA members were trained under the NATO Plan and one of them, John Nish, describes his experiences.
For the R.A.F. contingent the course began in the autumn of 1956 when we gathered at R.A.F. Kirton-in-Lindsay for our basic training which included the usual "square bashing" plus initial classroom teaching in preparation for the subsequent pilot and navigator training which, at the end of the course, we were told would take place in Canada. This was greeted with enthusiasm, especially from the pilots, as it meant we would be able to experience the wonderful Canadian built Lockheed Silver Star known affectionately as the "T-Bird".
Our journey to Canada was by sea on the Empress of Scotland from Liverpool to Halifax. Halifax, because in January the St. Lawrence river is frozen, preventing the ships from reaching their summer destination of Montreal. So we travelled by train to Toronto and then on to London where we met up with other groups from France, The Netherlands, Norway, Turkey and Italy. We were somewhat taken aback to find that we appeared to be on what, for the non English speakers, was a language course, however the Canadians were great hosts and while our European colleagues were in classrooms we were treated to two or three weeks of cultural and industrial visits such as to Niagara (including the power station), Stratford, General Electric locomotive works and sheet glass making (Pilkingtons, I think).
Back Row L to R 1. David Lomax later became a reporter with the BBC often appearing on Panorama and later still worked free-lance for Channel Four. Hosted the reunion 2. Wg.Cdr. Brian Warsap O.B.E. who was station commander on Ascension Island shortly
after the Falklands conflict. 3. Gp.Capt Rod Clayton 4. Barry Highgate 5. Nick Allen 6. John Nish Front Row L to R 1. Slade Penoyre 2. Murray Morgan 3. Sqn.Ldr. Paddy Roberts 4. John Brown 5. Fritz Stacey.
At last we came in sight of aircraft when the student pilots in the group were sent to R.C.A.F. Centralia, which is on the side of Lake Huron. At this time those to be trained as navigators went to Winnipeg. Here at Centralia we were joined by the Canadian students and I shared a room with R.C.A.F. Flight Cadet Wayne McKenzie, the only Canadian member of 5614 to attend our reunion, in 2013, by flying over to Devon from his home in Calgary.
Our preliminary flight training at Centralia was in DHC Chipmunks and here I had a distinct advantage in that I had already flown about 50 hours in the Chipmunk as a member of Hull University Air Squadron. The Canadian built Chipmunks had a lovely bubble canopy as opposed to the greenhouse canopy of the R.A.F. version. The preliminary training on Chipmunks was introduced because the R.C.A.F had been using the North American Harvard for ab initio training and this had proved very costly in the high number of hours needed before first solo and the idea of doing 25 hours on the Chipmunk enabled the instructional staff to assess the potential of students and considerably reduce the, previously high, drop-out rate on Harvards.
Following P.F.T.S. we were posted to R.C.A.F. Moose Jaw in Saskatchewan and were given either travel warrants or, if a car owner, allowed to drive.
I had been with my friend Wayne when he bought his first car which was a Volkswagen "Beetle" and three of us set off in the Beetle for the 1,300 mile drive to Moose jaw. As it was still winter, with much snow, we drove via the U.S.A. south of the great lakes, re-entering Canada to the north of Minneapolis. It was an eventful journey which we completed wearing our flying suits to keep warm due to a faulty heater which, in the Beetle, took air from around the exhaust and fed it into the car. Unfortunately we had the bad luck to have a crack in the exhaust which allowed CO to enter with the warm air and one of the three had to be taken to hospital after collapsing when we arrived at a roadside cafe. Hence the rest of the journey had to be done without any heat whatsoever.
After the uncomfortable trip from Ontario to Saskatchewan we were soon enjoying the fine accommodation and messing facilities at Moose Jaw and straight away we began the serious business of the Basic Flying Course and learning to cope with the Harvard.
The course was hard work and the Harvard is not the most pilot friendly aircraft; its handling qualities were fine once it was in the air but it could be difficult on take-off and landing. Landings were particularly tricky due partly to the very poor view from the cockpit and also because of a tendency to "ground loop" at the slightest provocation. However, it grew on us and we came to look forward to aerobatic and formation flying. Instrument training was challenging mainly due to the "Radio Range" system of navigation beacons in use at that time. Off course on one side of the beam and you heard the Morse code signal for "A" (dit-dah) and if off course to the other side you received an "N" (dah-dit), hence when you were on the beam you heard a continuous tone. VFR navigation was much simpler; most prairie towns lay along the main trans-Canada railway line and roads generally ran N-S or E-W and, adjacent to the railroad, there were large grain silos with the town name emblazoned on them in big, clear letters.
The final stage of our training was with the Advanced Flying School at R.C.A.F. Gimli which is in Manitoba and about 60 miles north of Winnipeg. Our T-Birds were built by Canadair under license from Lockheed and fitted with a Rolls Royce Nene which was slightly more powerful than the early U.S.A.F. machines which were powered by an Allison J33-A-23. T-birds were a joy to fly with an excellent all-round view, good handling, smooth ride and very quiet, in fact all the qualities which were lacking in the Harvard. On successful completion of the course we were presented with both R.A.F. Wings and the special N.A.T.O. Wings, however the latter must not be worn with R.A.F. uniform.
In March 2013, nine former members of N.A.T.O. Air Training Plan course No. 5614 held a reunion which was held at the home, in Devon, of David Lomax, one of the R.A.F. group.
We have held reunions in the past but this was the first occasion which my friend Wayne has managed to attend and it was wonderful to see him again, not having met for 56 years. At a reunion five years ago we were joined by two of our old friends from the Royal Netherlands Air Force.
One of my old course members has two of his three daughters who qualified as R.A.F. pilots, one flying Nimrods and the other Harriers. Unfortunately he is missing from both photos but he did fly down from Inverness on the Monday following the reunion so that he could meet Wayne and me in Bath.
L to R Slade Penoyre, Nick Allen, John Brown, Wayne McKenzie, Dermot Boyle (Navigator), John Ford (5613), Jeremy Davidson (5613), David Lomax, John Nish
In 1963 Wayne McKenzie, who at that time was the R.C.A.F. Station, Gimli test pilot, was forced to eject from a T-Bird and was picked up by a Squadron Leader who arrived on horseback! A report of the ejection is in R.C.A.F. magazine:- "Flight Comment" 1963, Issue 6, p 12 - 15. ( See copy here )
I was one of the very lucky National Servicemen to be selected for aircrew training, just before that option was terminated.
After demob. I joined Blackburn Aircraft Ltd working in both the Flight Test and Aerodynamics departments prior to, and during, the flight test programme on the Buccaneer.
Also after completing National Service, I found that my old school headmaster was looking for a replacement C.O. for the school squadron of the A.T.C. due to the impending retirement of the teacher holding the position. The headmaster was very much in favour of the A.T.C. because Amy Johnson had been a former pupil, and he also wanted a C.O. who had connections with the school, so he saw me as a suitable choice and I was quickly appointed as C.O. of 763 (Kingston High School) Squadron, A.T.C.
Amy Johnson bust which was displayed in the school entrance hall.
The A.T.C. has been a great influence in my life, easing my entry into Hull University Air Squadron, membership of which contributed my acceptance as aircrew during N.S. and I continue to keep in touch with my local 1701 (Johnstone) Squadron.
Obtaining a P.P.L. enabled me to continue flying and, after our move to Scotland in 1967, I became a member of Glasgow Flying Club where I flew regularly in numerous types of club aircraft.
In 1996 during my term as Chairman, we were required by B.A.A. to leave our original clubhouse and move to the opposite side of the main runway to a site which had been part of H.M.S. Sanderling. This site had the important benefit of an R.N.A.S. apron with direct access to runway 10/28. I remain an honorary member of Glasgow Flying Club.