Shipbucket

Devoll Expedition

The Norwegian expedition arrived in Greenland waters on 2nd September 1941, and deposited the first landing party at Jónsbú on the Hochstetter Foreland to establish a radio station, expanding the trapper’s camp there. The vessels then moved down the coast for what was to be the main Norwegian centre in Raudesland at Myggbukta. Their presence was detected though on 8th September when they were spotted by the Danish weather observer at Eskimonæs on Clavering Island, and their presence relayed to the US force. The news spurred the Greenland Patrol into action, with the USCGC Northland steaming in to intercept from the South Patrol, and the USCGS Northwind and USCGC Bear moving down from the Northeast Patrol.
With the Northland’s Grumman J2F-4 providing forward scouting, the Norwegian flotilla was spotted off Hold With Hope on the 12th September, before they could reach Myggbukta. Alerted by the presence of the J2F, the Norwegian vessels realised that their presence in Greenland waters was now known, and that the ability to establish a defensible foothold on Greenland in secret was no longer possible. The Norwegian vessels were polar supply ships and whalers, and not military vessels by any stretch of imagination, and so their only hope was to evade engaging with the approaching USCG vessels.



The Norwegian vessels attempted to scatter and run east to the open ocean, hoping to be able to lose themselves in expanse of the Atlantic. The Buskø was the only one of the 4 ships of a reasonably large size, and so they found themselves being shadowed by the J2F. The superior size and speed of the Coast Guard cutter now came in to play, and by the early afternoon the flagship of the Norwegian flotilla hove to and was boarded without shots being fired. Intercepting from the north, the USCGS Bear was able to intercept and capture the Furenak on the following morning, but the two remaining Norwegian vessels, the Veslekari and Ringsel, slipped free and made their way back to Norway.
Initial low-key interrogation of the Norwegian captives led to the Coast Guard being made aware of the station at Jónsbú, and the USCGS Northwind steamed to the area, captured the Norwegian team, and destroyed their camp.
With prize crews on board the captured Norwegian vessels were escorted to the US, with their crews having been arrested for lacking “proper travel documentation”. Arriving in Boston, the matter received extensive media coverage, and although falling below the threshold for an attempted military invasion, a massive public outcry was made against European military expansionism into the Americas.

Corrected drawing title

Newfoundland

While the other territories of British North America had united into the Dominion of Canada over the period of 1867 to 1873, Newfoundlanders rejected confederation in 1869 and remained a self-governing colony. In the 1907 Imperial Conference in London Newfoundland was conferred with the status of Dominion, and so put on an equal footing with Canada, Australia, and New Zealand.
As a loyal member of the Empire, Newfoundland raised a national regiment for the Great War, the 1st Newfoundland Regiment. After having been initially sent into action in the disastrous Gallipoli campaign with the ANZAC dominion troops, the regiment was posted to the Western front where they were involved in the horror of the first day of the Somme. On that day the Newfoundlanders were effectively wiped out in a single failed advance through no-man’s land. As the war progressed additional reinforcements brought the regiment back on strength, and the reformed unit received the honour of being awarded the title of “Royal Newfoundland Regiment” in light of their further actions at Ypres and Cambrai.
After the War though, the war debt and pension liability imposed significant strain on the Newfoundland economy, further exacerbated by the mounting debt for the trans-island railway. Political corruption scandals and the economic collapse of the Great Depression crippled Newfoundland to the extent that in 1933 the Newfoundland government voted itself out of existence and petitioned King George V to temporarily suspend Newfoundland’s constitution and administer the country from Britain – thus surrendering her Dominion status to become again a British Dependant Territory. Controlled now by a non-elected Commission of Government, even with British aid little could be done to solve the basic economic problems of a small primary-produce country in a global recession. Regardless of the short-term change in administration Newfoundlander sentiment was split between 3 possible futures; a return to responsible self governance, union with Canada, or a union with the United States. While British consideration of Newfoundland’s future between independence and Canadian confederation was fairly neutral, the thought of Newfoundland entering into any formal union with the US was beyond contemplation.
With the US implementing the Monroe Line in 1941, Britain could see that the barrier to US troop deployments outside the Americas was not the only result, the counter-prohibition on the deployment of European forces into the western hemisphere was now a potential under the original Monroe Doctrine and the legal mechanisms of the Havana Conference. As a Dependant Territory and not an independent nation, a future call for union with the US from within Newfoundland was a potential touch paper for conflict between the US and Britain. In a bid to bolster local pro-British and pro-Canadian sentiment British aid and assistance now pivoted to increasing military and strategic investment.
With the support of the Newfoundland Commission of Government and the British Government, No.125 Squadron RAF was reformed as a maritime patrol squadron, and Newfoundlander serviceman and fresh recruits found themselves posted to the squadron. Advanced training was undertaken on the SARO Lerwicks, freshly withdrawn from frontline service.



The Lerwicks had been an unmitigated failure in RAF service, and proved themselves just as unsuitable for the training role, quickly removing any hope that the Newfoundlanders would be able to have any success in being able to salvage the reputation of the Lerwicks and use them operationally. Instead, 125 Squadron was soon equipped with the new Catalina Mk.I aircraft, ironically already purchased from the US when the Lerwick had originally been seen to be unfit for service. The unit was quickly transferred to Newfoundland control and became the founding unit of the newly created Royal Newfoundland Air Force.



While most of the Dominion air forces maintained the Imperial RAF roundel, to ensure the obvious separation between Britain and Newfoundland a new roundel based on the PWG native flag tricolour was adopted, while the Great Seal of Newfoundland graced the tail of Newfoundlander aircraft.

British Trans-Atlantic Air Service

Before the War, Imperial Airways had planned on setting up a trans-Atlantic flying boat service to the Americas. As Canada did not have a national airline to partner with, Imperial had partnered with Pan Am to run the service to New York. The first of the new Empire G-Class boats had just started crew training when war with Germany had derailed plans and the aircraft had been conscripted into military service as British civil aviation had been shut down.
By mid 1940 and the German Armistice, British civil aviation again became a priority. The new production G-Class boats started entering service in 1941, but it was in a commercial climate different to that of the late 1930’s when the service had been initially planned, and even Imperial Airways had been rebranded as BOAC. The New York route was still an economic success by itself, but now the need to include Newfoundland added another destination. The new Canadian domestic airline, Trans-Canada Air Lines, had now matured to become a suitable partner to support a North American service, and Canada had sponsored the construction of a new land airport at St.John’s in Newfoundland to complement the seaplane terminal. Canada and Newfoundland were now able to have a direct connection to Britain, with TCA’s Lockheed Super Electras feeding into BOAC’s flying boat service.



While the Britain-USA route remained a simple out&back service, the route to Newfoundland was the start of BOAC’s new Golden Route, extending the connection of the UK to the British possessions of Bermuda and the West Indies.

Canada Goes To War

As a British dominion Canada had automatically been at war with Germany in 1914 when Britain declared war. This lack of autonomy had led to major political tension in Canada, which peaked with the Conscription Crisis of 1917 which split the country and further divided English and French Canadians. In 1931 the Statute Of Westminster devolved foreign policy to the individual Dominions, and so in September 1939 Canada was now free to make its own military decisions. Britain’s declaration of war on the 3rd of September led to several days of debates in both the Canadian House of Commons and Senate, and both voted almost unanimously to declare war on Germany on 10th September 1939.
Just like the European nations, Canada had seen the increasing tensions and understood that peace would need to be defended. The Canadian military had suffered years of neglect, but unlike in Europe a frantic rearmament campaign had not started, and at the time war was declared Canada’s permanent military consisted of less than 11,000 soldiers, sailors and airmen, and little modern equipment. Canada’s rearmament had instead been more measured, and was more concerned with building capacity to support Britain than in preparing for self defence.
Only days before the Polish crisis initiated war, the Canadian government had stated their war policy in the event of future conflict, including prioritising Canadian defence, aiding Newfoundland and the West Indies, and most effectively serving its allies by providing munitions, raw materials and food. Additionally the RCAF should be the first service to serve overseas. This very moderate policy was further validated by the Canadian public with a significant provincial electoral win against anti-war parties in Quebec, and a federal electoral win after an attempt at censure by more bellicose parties in Ontario.

Empire Air Training Scheme

As Britain was seen as being an unsuitable location for the training of flight crews for a major conflict, due to its proximity to the European war and of course British weather. In consequence at a conference in Canada in December 1939 Britain and the Dominions agreed to set up a multinational plan to train aircrews. The audacious plan was for the training of almost 50,000 aircrew each year for as long as required. Initial training would be undertaken in various Empire countries, with all advanced training being undertaken in Canada. Graduates would be assigned to service with the RAF, and posted to new squadrons identified with the RAAF, RCAF and RNZAF.
The potential of a military commitment that would not lead to conscription for foreign service was a god-send to the Canadian government who did not want a replay of the Great War’s conscription crisis. Training started in Canada in April 1940 at Toronto, graduating at the end of September. These initial graduates formed the core of the instructor corps of the programme, and the first graduates to be posted to Britain for active service as observers received their wings in October 1940. The first pilot group to be posted to the RAF graduated in November 1941.
The RCAF had selected Fleet Aircraft to provide their basic trainer from the early 1930’s with the Model 7 Fawn, with the updated Model 16B Finch having just entered service when war was declared. These locally designed and built aircraft were supplemented by DH.82C Tiger Moths, built by de Havilland Canada. As a result of Canadian conditions both of these basic trainers adopted a look not seen in other nations, large enclosed heated canopies.



More advanced training was undertaken in Canadian built versions of British aircraft, from the Miles Master aircraft for fighter pilots, to the Oxfords, Ansons, Bolingbrokes, Battles and Lysanders at the bombing and airgunnery schools.

Canadian Aviation

As an enormous country with a small population spread over isolated settlements, Canada had surprisingly lagged behind the rest of the world in adopting air transport, and did not have a “national airline” until 1937. Although a national airways system had been planned and airstrips and meteorological stations started to be constructed, the enforced austerity of the Great Depression had pushed aviation back to an unfunded extravagance, to the extent that even the air mail contracts were cancelled. The initial boom of small operators “bush flying” to move people and supplies to the far flung communities faded, and the companies merged or disappeared as the industry rationalised.
Canadian bush flying allowed the movement of supplies and people across the boreal forests, capitalising on the innumerable lakes and rivers to provide ready-made water landing sites in the summer and ice-covered landing grounds in the winter. The climatic extremes meant that aircraft suitable for European or US conditions were often not robust enough for northern Canada, and several US companies set up Canadian subsidiaries to try and build for the Canadian market. The downside though, was that the export market was limited by competition with those same international models that were optimised for every environment other than northern Canada. So Canadian aircraft tended to be produced in small production runs, and unfortunately many designs did not progress beyond the prototype stage.
Some imported aircraft were ideally suited to Canadian needs though, particularly Junkers’ corrugated skinned transports. Due to a heavy tariff imposed on German aircraft imports only the largest companies could consider their service, and Canadian Airways based in Winnipeg was Canada’s largest air company. Operating a large fleet of various bush aircraft, Canadian Airways invested significantly in Junkers aircraft operating most of the 9 W33 and W34 aircraft imported into Canada and the only Ju 52 freighter exported from Germany. The Junkers aircraft provided excellent service, alternating between wheels, skis and floats as seasonal needs dictated.



The lack of Canadian airlines meant that US companies were able to set up cross-border services unopposed, and even Imperial Airways was not able to co-ordinate trans-Atlantic services. By the mid 1930’s the Canadian government finally stepped in and formed Trans-Canada Air Lines as a branch of the Canadian National Railway to be the Canadian flag carrier airline. First flying in September 1937 on mail routes, TCA started passenger flights in Lockheed Model 10 Electras and Model 14-H2 Super Electras, and finally ushered in airline service to Canada.

Arsenal Of The Empire

Canada had started working to produce military aircraft for Britain in 1938 with the formation of Canadian Associated Aircraft to built Handley Page Hampden light bombers. The organisation was a consortium of 6 Canadian manufacturers from Ontario and Quebec and allowed the individual companies to gain experience in modern aircraft manufacturing practices, and provided the boost that would allow those companies to be able to respond to wartime production needs. The Hampden was a major leap forward for all the companies involved and production soon peaked at 15 aircraft per month from two assembly facilities. British needs had changed rapidly through 1940 though, and the Hampdens had shown themselves to not be suitable for daytime bombing, and instead become night bombers and maritime aircraft. The initial order of 80 aircraft for export for the RAF was extended, but now for another 80 aircraft for Canadian domestic use as the Hampden Mk.II fitted with American Wright GR1820 engines.

Fairchild Aircraft Canada

Fairchild Aircraft from the US had setup a Canadian subsidiary in 1920 as a surveying and support company. But from the early 1930’s they had expanded to producing Fairchild aircraft for the extremes of the Canadian North. Most designs had proven unsuccessful in service trials, but Fairchild had finally developed a winning design with the Model 82, building 24 for Canadian and export customers before production was stopped for wartime models.



In 1938 Fairchild joined the Hampden construction programme, mainly tasked with production of the Hampden tail assemblies. As Fairchild expanded and geared up they also received the contract to construct Bristol Bolingbroke light bombers for the RCAF. Canada had selected the Bristol 149 Bolingbroke for the RCAF’s coastal reconnaissance-bomber role, and acquired a production licence for Fairchild Aircraft. An initial batch of 18 aircraft were constructed as Bolingbroke Mk.I’s from imported components before production commenced on the definitive Mk.IV with American instrumentation.

Canadair

Drawing together Canada’s small aviation companies into a consortium able to construct an aircraft as complex as the Short S.29 Stirling was a massive achievement for the Canadian government and the companies themselves who still maintained their individual construction businesses while building the Stirlings.
The British government needed to setup a shadow factory in Canada to build additional heavy bombers away from the potential battleground of Europe and in 1940 plans were initiated to build Short Stirlings. Initially Canadian Associated Aircraft were to extend their operation to build the Stirlings after the production of the Hampdens, but once the complete sets of blueprints and technical drawings had been received from Britain the full extend of the complexity of the project was apparent, and obviously exceeding that of CAA. In response the Canadian government set up Canadair as a Crown Corporation to manage the project and allocate state resources as required.
With full state support the first flight of the first production Stirling Mk.II took only 16 months from the arrival of the blueprints, and a year from the arrival of the pattern aircraft from Britain. The pattern aircraft had itself been modified and test flown in Canada to develop the modifications required to accept the US built Wright R-2600 engines and modified turrets.



The Stirlings now commenced a one-way service, flying trans-Atlantic formation delivery flights to the UK for service in RCAF squadrons in Britain.

I'm intrigued by the ventral turret, is it your own design or based on a real proposal? It reminds me of the 20mm cannon turrets designed for the 'Ideal Bombers'.

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