North Atlantic air ferry route in World War II: Difference between revisions

Edit links
From Wikipedia, the free encyclopedia
Browse history interactively
← Previous editNext edit →
Content deleted Content added
VisualWikitext
Bwmoll3 (talk | contribs)
137,292 edits
→‎Origns: edited and expanded
Bwmoll3 (talk | contribs)
137,292 edits
→‎Origns: edited and expanded
Line 5: Line 5:


==Origns==
==Origns==
With the outbreak of World War II in Europe, both the British and French governments contacted the United States with regards to purchasing combat aircraft to supplement existing [[Royal Air Force]] and [[Armée de l'Air]] peacetime forces. During the 1920s and 1930s, the British [[Imperial Airways]] had developed air routes thughout the [[British Empire]], however air routes between Europe and [[North America]] consisted of seaplane service opeated by [[Pan American]] airways, using [[Boeing 314]] long-range transatlantic flying boats. Although small airports existed in Newfoundland and Iceland, the only practical way to get the short-range fighter aircraft purchased in the United States by France and Britain to Europe was by cargo ship.<ref>http://www.joebaugher.com/usattack/a17.html Northrop A-17</ref>
With the outbreak of World War II in Europe, both the British and French governments contacted the United States with regards to purchasing combat aircraft to supplement existing [[Royal Air Force]] and [[Armée de l'Air]] peacetime forces. <ref>http://www.joebaugher.com/usattack/a17.html Northrop A-17</ref>
<ref>http://www.joebaugher.com/usaf_fighters/p40_7.html Curtiss P-40D (Kittyhawk I)</ref>
<ref>http://www.joebaugher.com/usaf_fighters/p40_7.html Curtiss P-40D (Kittyhawk I)</ref>
<ref>http://www.joebaugher.com/usaf_fighters/p39_5.html Airacobra I for RAF, P-400</ref>
<ref>http://www.joebaugher.com/usaf_fighters/p39_5.html Airacobra I for RAF, P-400</ref>
<ref>http://www.joebaugher.com/usaf_bombers/b25_22.html Mitchell with Royal Air Force</ref>
<ref>http://www.joebaugher.com/usaf_bombers/b25_22.html Mitchell with Royal Air Force</ref>
<ref>http://www.joebaugher.com/usaf_bombers/b17_6.html Fortress I for RAF</ref>
<ref>http://www.joebaugher.com/usaf_bombers/b17_6.html Fortress I for RAF</ref>
<ref>http://www.joebaugher.com/navy_fighters/f2a_2.html Brewster F2A-1</ref>
<ref>http://www.joebaugher.com/navy_fighters/f2a_2.html Brewster F2A-1</ref> During the 1920s and 1930s, the British [[Imperial Airways]] had developed air routes thughout the [[British Empire]],<ref>http://www.century-of-flight.net/Aviation%20history/coming%20of%20age/imperial%20airways.htm</ref>
<ref>http://www.lboro.ac.uk/gawc/rb/rb253.html Global Networks Before Globalisation: Imperial Airways and the Development of Long-Haul Air Routes</ref> however air routes between Europe and [[North America]] consisted of seaplane service opeated by [[Pan American]] airways, using [[Boeing 314]] long-range transatlantic flying boats.<ref>[http://en.wikipedia.org/wiki/Boeing_314 Boeing 314]</ref> Although small airports existed in Newfoundland and Iceland, the only practical way to get the short-range fighter aircraft purchased in the United States by France and Britain to Europe was by cargo ship.


With the [[Fall of France]] in June 1940, and the loss of much war [[materiel]] on the continent, the need for the British to purchase replacement materiel from the United States was urgent. Aircraft ordered by France and also by the Netherlands were impounded. The aircraft purchased in the United States by Britain were flown to airports in [[Nova Scotia]] and [[Newfoundland]], partially dis-assembled and loaded on ships and transported to England where they were unloaded and re-assembled, a process that could take several weeks, not counting any damage to the aircraft incurred in the shipment. In addition, German [[U-boat]]s operating in the [[North Atlantic Ocean]] were a constant menace to shipping routes in the North Atlantic making it very hazardous for merchant shipping between Newfoundland and Great Britain.
With the [[Fall of France]] in June 1940, and the loss of much war [[materiel]] on the continent, the need for the British to purchase replacement materiel from the United States was urgent. Aircraft ordered by France and also by the Netherlands were impounded. The aircraft purchased in the United States by Britain were flown to airports in [[Nova Scotia]] and [[Newfoundland]], partially dis-assembled and loaded on ships and transported to England where they were unloaded and re-assembled, a process that could take several weeks, not counting any damage to the aircraft incurred in the shipment. In addition, German [[U-boat]]s operating in the [[North Atlantic Ocean]] were a constant menace to shipping routes in the North Atlantic making it very hazardous for merchant shipping between Newfoundland and Great Britain.

Revision as of 12:50, 4 April 2011

The North Atlantic air ferry route was a series of Air Routes over the North Atlantic Ocean on which aircraft were ferried between the United States and Great Britain during World War II to support combat operations in the European Theater of Operations (ETO).

The routes originated at several Army Air Bases in New England, which permitted short range single-engined aircraft to be flown to Britain using a series of intermediate airfields in Newfoundland, Labrador, Greenland and Iceland. Long-range multi-engined aircraft could be flown from Newfoundland directly using Great Circle routes to airfields in Ireland and southwest England; or via the Azores to the UK or airfields in French Morocco to support Allied air forces in the Mediterranean Theater of Operations (MTO). Later in the war, air routes over the North Atlantic were developed from South Florida via Bermuda to the Azores.

Origns

With the outbreak of World War II in Europe, both the British and French governments contacted the United States with regards to purchasing combat aircraft to supplement existing Royal Air Force and Armée de l'Air peacetime forces. [1] [2] [3] [4] [5] [6] During the 1920s and 1930s, the British Imperial Airways had developed air routes thughout the British Empire,[7] [8] however air routes between Europe and North America consisted of seaplane service opeated by Pan American airways, using Boeing 314 long-range transatlantic flying boats.[9] Although small airports existed in Newfoundland and Iceland, the only practical way to get the short-range fighter aircraft purchased in the United States by France and Britain to Europe was by cargo ship.

With the Fall of France in June 1940, and the loss of much war materiel on the continent, the need for the British to purchase replacement materiel from the United States was urgent. Aircraft ordered by France and also by the Netherlands were impounded. The aircraft purchased in the United States by Britain were flown to airports in Nova Scotia and Newfoundland, partially dis-assembled and loaded on ships and transported to England where they were unloaded and re-assembled, a process that could take several weeks, not counting any damage to the aircraft incurred in the shipment. In addition, German U-boats operating in the North Atlantic Ocean were a constant menace to shipping routes in the North Atlantic making it very hazardous for merchant shipping between Newfoundland and Great Britain.

In the summer of 1940, President Roosevelt began negotiating with the British Ambassador to the United States for the American lease of British bases, the "rental" to take the form of fifty over-age destroyers. On 2 September 1940, the Destroyers for Bases Agreement was completed. In exchange for the destroyers, the U. S. got ninety-nine-year leases for air and naval bases in the Dominion of Newfoundland, Bermuda, British Guiana, Antigua, Trinidad, St. Lucia, Jamaica and the Bahamas.

While the exchange of destroyers for a string of Atlantic bases was under negotiation, and then, while plans and preparations for developing the new bases were getting under way, Great Britain and Canada were consolidating their position in the North Atlantic by stationing troops in Iceland and were attempting to counter German activities in Greenland.

Neither the United States, nor Canada or Great Britain desired any Nazi facilities or armed forces in Greenland. However, although Iceland was viewed as a part of Europe, Greenland was viewed as part of the North American Continent and Roosevelt felt that the British developing a military presence there was in violation of the Monroe Doctrine. The US Department of State reached an agreement on 9 April 1941 with the Danish Foreign Minister that as a result of the European war there was a danger that Greenland might be converted into a point of aggression against nations of the American Continent by Nazi Germany. The agreement, after explicitly recognizing Danish sovereignty over Greenland, granted to the United States the right to locate and construct aircraft landing fields and other facilities for the defense of Greenland and for the defense of the North American continent. As soon as the agreement with the Danish Government was concluded, President Roosevelt authorized the War Department to go ahead with the preparations for building airfields and other facilities in Greenland. The United States had also taken over the defense of Iceland under an agreement with the Danish and British in July 1941, relieving the British from having to garrison forces there which were needed on the home front and in Egypt battling Rommel in the Western Desert Campaign. United States Army engineers began improving the airstrips previously begun by the British.

Using these new airfields in Newfoundland, Greenland and Iceland, land based air routes were developed to transport United States aircraft, soldiers and war supplies between the United States and the United Kingdom

North Atlantic Route

Under the Destroyers for Bases Agreement, the first United States troops arrived in Newfoundland on 29 January 1941. The first USAAF presence in Newfoundland was in May 1941 when six Douglas B-18 Bolos from the First Air Force 21st Reconnaissance Squadron arrived at RCAF Station Gander. As an alternate, the Canadian government in September 1941 began the development of Goose Bay in Labrador.

During the preceding July the United States had sent engineers to Narsarsuaq in Greenland for the building of the air base that came to be known as Bluie West 1 (BW-1), which later became the headquarters of the Greenland Base Command. In the following September work began on Bluie West 8, a much more northerly base at Sondrestrom on the western coast of Greenland. On the east coast, an airfield was built at Angmagssalik (Bluie East 2). These airfields, along with airfields in Iceland established an air route of "stepping stones" across the North Atlantic Ocean though which aircraft could be ferried to Great Britain from manufacturing plants in different locations in the United States to Prestwick Airport, near Glasgow, Scotland. This air route was known as the North Atlantic Route, and became one of the major transport and supply routes of World War II.

The North Atlantic Route was initially operated by the 23d Army Air Forces Ferrying Wing, Army Air Forces Ferrying Command, initially headquartered at Presque Isle Army Air Field, Maine. Ferrying Command was re-designated Air Transport Command on 1 July 1942. The 23d Ferrying Wing was replaced by the ATC North Atlantic Division, Grenier Army Air Base, New Hampshire on 1 January 1944. The Royal Air Force counterpart organization was RAF Ferry Command (before mid-1941 known as RAF Atlantic Ferry Service and after March 1943 No. 45 Group within RAF Transport Command).

The winter of 1942-43 presented major problems all along the North Atlantic Route. A high accident rate due to weather was experienced beginning in September 1942 and it continued to climb. On 22 November Air Transport Command suspended the transportation of passengers across the North Atlantic for the duration of the winter. ATC traffic to Great Britain was diverted to the South Atlantic air ferry route in World War II. The distance to Britain by this route was significantly longer than the North Atlantic route, but distance dis-advantage was eclipsed by the fact that operations that could be maintained on a year-round basis.

Mid-Atlantic Route

Efforts on another front were also productive. Prior to 1943 the Portuguese government only allowed German U-boats and navy ships to refuel in the Azores. However diplomatic efforts in 1943 persuaded Portuguese Prime Minister António de Oliveira Salazar to lease bases on Azores Islands to the British. This represented a change in policy and was a key turning point in the Battle of the Atlantic allowing the Allies to provide aerial coverage in the middle of the Atlantic.

The British established RAF Lagans Field at an existing airport on Terceira Island, and the United States constructed Santa Maria Field on Santa Maria Island. On 1 December 1943, British and United States military representatives at RAF Lagans Field signed a joint agreement outlining the roles and responsibilities for the USAAF and United States Navy use of RAF Lagans Field. In return, the US agreed to assist the British in improving and extending existing facilities at Lagens. Air Transport Command transport planes began landing at Lagens Field immediately after the agreement was signed. By the end of June 1944, more than 1,900 American airplanes had passed through these two airfields in the Azores.

The air routes established allowed long range multi-engined aircraft fitted with auxiliary fuel tanks to be ferried from Morrison Field, in South Florida through Kindley Field, Bermuda to one of the two airfields in the Azores. then on to RAF St Mawgan in Cornwall throughout the year. Single-engine aircraft, however, had to be ferried on the North Atlantic Route due to their shorter ranges. Also aircraft were ferried from Newfoundland via the Azores to Cornwall. This route was subsequently designated as the Mid-Atlantic Route. In addition, ATC ferried aircraft to French Morocco to support forces in the Mediterranean Theater of Operations (MTO) from the Azores.

Crimson Route

Main article: Crimson Route

The Crimson Route was a planned Great Circle route to ferry aircraft from manufacturing plants in Southern California via Montana over Canada to Greenland using Sub-Arctic air routes. This route had the advantage of avoiding the poor weather over the North Atlantic by flying over the high latitudes of northern Canada to Greenland, then across Greenland to Iceland and on to Great Britain. Aircraft manufactured in the Midwest and Eastern United States could be flown north over Ontario or Quebec to Greenland as well, avoiding the often stormy North Atlantic. Several airfields were developed in northern Canada, and the route was tested by some RAF aircraft, however the project was ended in 1943 by the development of the Mid-Atlantic Route from Florida to the Azores and never fully developed.

Airfields

North Atlantic Route

Name Location Country Coordinates Notes
Grenier Army Air Base Maine US 42°55′57″N 071°26′08″W / 42.93250°N 71.43556°W / 42.93250; -71.43556 (Grenier AAB) Initially First Air Force base, jurisdiction assumed by Air Transport Command in 1 January 1944. Grenier became the headquarters of the North Atlantic Division of Air Transport Command (ATC), it's primary mission was the ferrying of aircraft from the United States to Great Britain. Approximately 300-400 aircraft transited the airfield each month over North Atlantic Route. Placed on standby status on 30 October 1946.
Presque Isle Army Airfield ME US 46°41′20″N 68°02′41″W / 46.68889°N 68.04472°W / 46.68889; -68.04472 (Presque Isle AAF) Presque Isle Airport taken over by the Army Air Corps on 15 September 1941. 23d Ferrying Wing AAC Ferrying Command headquarters was established. The mission of the wing was to facilitate the transfer of Lend-Lease aircraft to England and act as an embarkation point for movement of Army Air Corps personnel and equipment. From Presque Isle, most ferried aircraft were flown to RCAF Station Gander, Newfoundland, then switching to Goose Bay, Labrador in mid-1942.
The airport remained Corporate HQ of Northeast Airlines, and was operated as a Civil/Military airfield throughout the war. Presque Isle remained the primary point of departure on the North Atlantic Route throughout the war, 1380th AAFBU, North Atlantic Division, Air Transport Command activated in 1944. Returned to civil control September 1945.
Dow Army Airfield Maine US 44°48′51″N 068°49′51″W / 44.81417°N 68.83083°W / 44.81417; -68.83083 (Dow AAF) Commercial airport taken over by USAAC in September 1941. Assigned to Air Service Command. Its initial mission was the maintenance and preparation of Lend-Lease aircraft bound for Great Britain, being transported by AAC Ferrying Command to RCAF Stations in Newfoundland. After American entry into World War II, performed any necessary servicing on aircraft transiting over North Atlantic route. In addition, beginning in early 1943, it acquired the additional mission of training engineer aviation personnel and staging hundreds of 4-engined heavy bombers and preparing them for the overseas flight to European and Mediterranean combat theaters. Jurisdiction transferred to Air TransporT Command March 1944. Over 8,400 aircraft passed though Dow in 1944, and approximately 2,150 in the last five months of the European conflict in 1945. After the end of the European war in May 1945, Dow was a stop on the return leg for aircraft returning to the United States, and remained part of ATC's North Atlantic Transport route for strategic air transportation between the United States and the United Kingdom. Placed on standby status May 1946.
Stephenville Air Base NF Newfoundland 48°32′38″N 058°33′12″W / 48.54389°N 58.55333°W / 48.54389; -58.55333 (Stephenville AB) Developed by the United States and Newfoundland as a ferrying staging field in mid-1941 as a result of the 1940 Destroyers for Bases Agreement under Newfoundland Base Command. Specifically developed with long runways to accommodate large multi-engined aircraft capable of Trans-Atlantic crossings when equipped with internal auxiliary fuel tanks. Used by Air Transport Command for direct flights to RAF St Mawgan in Cornwall, an air distance of 2,357 miles (3,793 km). Was capable by use of the largest United State aircraft and was the largest military airfield located outside of the Continental United States when constructed. The base became a frequent stopping and refueling point for USAAF aircraft crossing the Atlantic in both directions. Remained active after the war, renamed Ernest Harmon Air Force Base in 1948. Turned over to Canadian national government in 1966 with expiration of United States agreement with Canada for use of military bases.
RCAF Station Gander NF Newfoundland 48°56′13″N 054°34′05″W / 48.93694°N 54.56806°W / 48.93694; -54.56806 (RCAF Station Gander)
Goose Bay Airdrome LB Labrador 53°19′09″N 060°25′33″W / 53.31917°N 60.42583°W / 53.31917; -60.42583 (Goose Bay Airdrome) Sited at the RCAF Station Goose Bay
Bluie West 1 GL Greenland 61°10′00″N 045°25′59″W / 61.16667°N 45.43306°W / 61.16667; -45.43306 (Bluie West 1)
Bluie West 8 GL Greenland 67°00′38″N 050°42′33″W / 67.01056°N 50.70917°W / 67.01056; -50.70917 (Bluie West 8)Invalid arguments have been passed to the {{#coordinates:}} function
Bluie East 2 GL Greenland 65°34′59″N 37°37′00″W / 65.58306°N 37.61667°W / 65.58306; -37.61667 (Bluie East 2)
Meeks Field Iceland Iceland and Faroe Islands 63°59′03″N 22°36′24″W / 63.98417°N 22.60667°W / 63.98417; -22.60667 (Meeks Field) Built in 1941, headquarters of Iceland Base Command. Long runway used for ferrying of multi-engined aircraft. 1386th AAFBU, North Atlantic Division, ATC. Became NATO interceptor base during the Cold War as Keflavik Airport. Turned over to Iceland Government 2006.
Patterson Field Iceland Iceland and Faroe Islands 63°57′31″N 22°32′58″W / 63.95861°N 22.54944°W / 63.95861; -22.54944 (Patterson Field) Originally Svidningar field, used by Iceland Base Command as a fighter base for air defense, however also used by ATC as an overflow base for ferrying single-engine aircrft due to it's short runways. USAAF air activity ended at the airfield in March 1947.
Reykjavík Airport Iceland Iceland and Faroe Islands 64°07′48″N 021°56′26″W / 64.13000°N 21.94056°W / 64.13000; -21.94056 (Reykjavík Airport) Built by Royal Air Force in October 1940 and also known as "RAF Reykjavik". Used as a civil/military airfield during the war, tuned over to Icelandic government in July 1946 and since then it has been operated by the Icelandic Civil Aviation Authority (now named Flugstoðir Airport).
RAF Vágar Faroe Islands Iceland and Faroe Islands 62°03′49″N 007°16′38″W / 62.06361°N 7.27722°W / 62.06361; -7.27722 (RAF Vágar) 491 miles (790 km) air miles from Iceland. Used as refueling/servicing/emergency landing base. Built by British Royal Monmouthshire Royal Engineers in 1942 after April 1940 occupation by the British of the the Danish Faroe Islands due to the occupation of Denmark by Nazi Germany. Control of the islands reverted to Denmark following the war,
Prestwick Airport Scotland UK 55°30′34″N 004°35′40″W / 55.50944°N 4.59444°W / 55.50944; -4.59444 (Prestwick Airport) 467 miles (752 km) air miles from RAF Vágar, 852 miles (1,371 km) air miles from Iceland. Initial ATC base in United Kingdom for receiving ferried aircraft from the United States. 1403d AAFBU, European Division. Began operations in July 1941 as Eastern Terminus, Atlantic Division, Ferrying Command. Remained as primary terminus of North Atlantic route throughout the war. Under United States control until 31 May 1945.
RAF Nutts Corner Northern Ireland UK 54°37′45″N 06°09′00″W / 54.62917°N 6.15000°W / 54.62917; -6.15000 (RAF Nutts Corner) 519 miles (835 km) air miles from RAF Vágar, 863 miles (1,389 km) air miles from Iceland. Opened in 1941, ATC base established in June 1943, 1404th AAFBU, European Division. Detachment also at RAF Langford Lodge, Northern Ireland. Closed 30 June 1945.
RAF Valley Wales UK 53°14′53″N 04°32′07″W / 53.24806°N 4.53528°W / 53.24806; -4.53528 (RAF Valley) 621 miles (999 km) air miles from RAF Vágar, 979 miles (1,576 km) air miles from Iceland. An established RAF Stations, it was brought into use in April 1943 as an ATC base, 1407th AAFBU, European Division. Was the closest ATC controlled airfield to most of the US Eighth and Ninth Air Force stations which where in East Anglia on the other side of the UK. 60-70 aircraft arrived each day, then forwarded to operational bases. Returned to sole RAF use in September 1945. During the 1950s, MATS operated WB-50 Superfortress weather aircraft (28th Weather Squadron) from the base.
RAF St Mawgan Cornwall UK 50°26′16″N 05°00′21″W / 50.43778°N 5.00583°W / 50.43778; -5.00583 (RAF St Mawgan) Pre-war civil airport taken over by RAF initially as a satellite of nearby RAF St Eval. Saw some use by USAAF Antisubmarine Command in 1943, 479th Antisubmarine Group flying modified B-24 Liberator antisubmarine aircraft over western ocean approaches to Great Britain. Turned over to Air Transport Command, 1 June 1943 for long-distance transports arriving from Stephenville Air Base, Newfoundland and aircraft being ferried to England from the Azores. Operated by 1406th AAFBU, ATC European Division. Served as hub for North African Division, ATC flights from French Morocco, along with ferried aircraft over the South Atlantic Route by ATC South Atlantic Division originating in South Florida. Was also terminal for ferrying of aircraft to Twelfth Air Force in French West Africa and Tunisia from United Kingdom, along with transport of supplies and materiel. Returned to RAF control February 1946.

Crystal Route from western North America to Greenland

  • Gore Field, Great Falls, Montana, US
  • The Pas, Manitoba, Canada
  • Churchill, Manitoba, Canada
  • Coral Harbour, South Hampton Island, Canada
    • Crystal 1 (Northwest of Goosebay on same land mass), Quebec, Canada
    • Crystal 2, Cumberland Sound, Baffin Island, Canada
    • Crystal 3, Baffin Sea, Baffin Island, Canada

Bermuda Azores Route

  • Florida
  • Homestead Field, Florida, US
  • Morrison Field, Florida, US
  • Miami, Florida, US
  • Bahamas
  • Kindley Field, Bermuda
  • Azores
  • RAF St Mawgan, UK
  • Marrakesh, Morocco
  • Casablanca, Morocco

Pan American World Airways

Pan American World Airways (Pan Am) was the chosen instrument for building a series of airfields in Africa capable of receiving the planes ferried across the ocean from Recife, Brazil. Besides its reputation as the world's leading airline[citation needed], Pan Am already had a major aircraft servicing facility at Recife.

See also

Notes

  1. ^ http://www.joebaugher.com/usattack/a17.html Northrop A-17
  2. ^ http://www.joebaugher.com/usaf_fighters/p40_7.html Curtiss P-40D (Kittyhawk I)
  3. ^ http://www.joebaugher.com/usaf_fighters/p39_5.html Airacobra I for RAF, P-400
  4. ^ http://www.joebaugher.com/usaf_bombers/b25_22.html Mitchell with Royal Air Force
  5. ^ http://www.joebaugher.com/usaf_bombers/b17_6.html Fortress I for RAF
  6. ^ http://www.joebaugher.com/navy_fighters/f2a_2.html Brewster F2A-1
  7. ^ http://www.century-of-flight.net/Aviation%20history/coming%20of%20age/imperial%20airways.htm
  8. ^ http://www.lboro.ac.uk/gawc/rb/rb253.html Global Networks Before Globalisation: Imperial Airways and the Development of Long-Haul Air Routes
  9. ^ Boeing 314

References

  • Interesting facts about the Atlantic Air Routesof WWII (PDF), bomberlegneds.com


External links

Map all coordinates using OpenStreetMap

Download coordinates as:

Retrieved from "https://en.wikipedia.org/w/index.php?title=North_Atlantic_air_ferry_route_in_World_War_II&oldid=422309516"