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Report on the Progress of Civil Aviation 1939 – 1945

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Report on the Progress of Civil Aviation 1939 – 1945 Report on the Progress of Civil Aviation 1939 – 1945 Prepared by John Wilson from contemporary documents in the library of the Civil Aviation Authority Foreword Page 1 Chapter I 1939: Civil Aviation after the outbreak of War Page 4 Chapter II Empire and Trans-Oceanic Services Page 9 Appendix B Details of Services Operated During the Period, set out year by year Page 68 Appendix C Regular Air Services in British Empire Countries other than the United Kingdom, set out year by year Page 140 Note that names of companies and places are copied as they were typed in the UK on a standard typewriter. Therefore no accented letters were available, and they have not been added into this transcript. Report on the Progress of Civil Aviation 1939 - 1945 Foreword by John Wilson When in the 1980s I was trying to unravel the exact story surrounding a PBY aircraft called "Guba" and its wartime career in carrying airmails to and from West Africa, I came across a voluminous report [Ref.1] in the Civil Aviation Authority (C.A.A.) Library which gave me the answers to most, if not all, of my questions, and enabled me to write a short booklet [Ref.2] on the vicissitudes of trying to keep an airmail service running in wartime conditions. The information contained in the report was so comprehensive that I was able to use it to answer questions raised by other researchers, both philatelic and aeronautic, but my response to requests for "a copy" of the full document had to be negative because I was well aware of the perils of copyright law as applied at the time, and also aware of the sheer cost of reproduction (I still have the original invoice for the photocopying charges levied by the C.A.A. Library, and I have never dared to show it to my wife!!). However, when my working life became a little less demanding, I decided to undertake the daunting task of re-typing the text into a computer, and in 1993 I was given permission by both the C.A.A. and H.M.S.O. (Her Majesty’s Stationery Office) to reproduce the report for the benefit of other researchers. The Report The entire report consists of almost 600 closely typed foolscap pages, and it is clear from the changes of style and punctuation used that it was typed in sections at the end of each year of the War. Because of this “at-the-time” recording, the report has proved to be an impeccable source of accurate information for both philatelic and aviation researchers. In transcribing the report for the benefit of postal historians, I left out the purely statistical sections and also the sections covering the development of Radio and Meteorological Services, and confined the text to those details which could help to unravel some of the “mysteries” of wartime airmail routes. The first chapter of the report is a short resumé of the situation that existed in 1939 after the outbreak of war. From the second chapter, I transcribed the section “Empire and Transoceanic services”, this being a year by year; service by service; area by area; route by route analysis and description of how the routes were organised and run. There are detailed appendices to the report, and of these I initially transcribed Appendix B, which gave a very detailed listing of routes arranged by airline and year by year. It was this Appendix that proved of enormous help to many collectors in establishing the exact mail routes used by British Overseas Airways Corporation and its associated companies. 1 However, it later became apparent that there was also a need for the information contained in Appendix C, which dealt with regular air services to and through countries of the British Empire carried by non-British airlines, such as Pan American Airways, and in a series of landmark articles published during 2007 and 2008, several postal historians finally, and correctly, analysed the trans-Atlantic routes of Pan American Airways using the data from Appendix C. With this in mind, I once again bent my back over the keyboard and transcribed the text of Appendix C for the benefit of other postal historians, thus providing in one volume a reference work containing an enormous amount of detailed information to help any researcher through the tortuous subject of World War 2 airmail services. Now; a few personal observations. It has always been my belief that the first principle of any historical research is to consult, if possible, the original source documents, since these are the most likely to be correct. I also believe, most fervently, that such documents should be presented, if transcribed, in their complete and unabridged format, void of any interpretation by the transcriber, editor or publisher. To adopt any other procedure is to risk distortion and/or misinterpretation of the evidence and the generation of false conclusions and assumptions that can be, and often are, treated by later readers as being true and accurate. The production of this very book is a direct result of just such false information, and began with the description of an airmail cover by none other than Francis Field as shown below. Some of you will recognise the unmistakeable handwriting. Using the data contained in the C.A.A. Report proved quite conclusively that this description was, not to put too fine a point on it, complete nonsense, but I have seen 2 covers in displays written up with this “nonsense”. This is how errors can be passed down as fact, when care is not taken to verify such “fact”. I have presented this report in its original text form, and have not changed any of the wording nor inserted any of my own interpretation or conclusions. Chapters 1 and 2, together with Appendix B are complete as originally typed. However, in Appendix C there were pages and pages of detail covering internal air services across Canada and Australia that I have not included on the basis that many of these were carried out by small private companies having few aircraft and often serving as links between two or three communities. What I have transcribed of Appendix C is every scrap of information on the inter-Continental and trans-Oceanic services that the Appendix contains, and which are of assistance to the philatelic researcher. Appendix B is a model of layout consistency and is easily understood. Appendix C is less consistent, showing that different typists from year to year used their own individual styles. You will find, for example, that dates are initially shown as “2nd December” but this style later changes to “2/12”. All dates are in European format, i.e. Day/Month/Year. In Appendix C I have included some brief guidance notes, and these are clearly identifiable by being in italic typeface and prefaced “Editor’s Note”. Note that there is a gap in Appendix B from 1st September 1939 to 31 December 1939. This gap is in the original report and I have no explanation for it, since the original pagination shows that it was never typed. I, and many others, have found the information in this report of inestimable value. I hope that subsequent readers will find it equally helpful. PLEASE BEAR IN MIND: that everything after this page is a word for word exact transcription of the original report, compiled at the end of each year of the war. I have confirmed with the Office of Public Information that since the original document is now outside the “fifty year rule”, it is exempt from Government restriction and may be freely used. However, since I am the transcriber and publisher, I do retain personal copyright but with a very light touch. Feel free to download it, copy sections of it and quote bits of it, but as a matter of courtesy I would ask you to acknowledge me as the source. Happy researching. John Wilson February 2009 Ref. [1]. “Report on the progress of Civil Aviation 1939 – 1945”. CAA File DS 43225/1. Ref. [2]. “The Guba Story”. Privately published. Available from Richard Beith Associates, 7 Corum Place, Blackford, Auchterader, PH4 1PU 3 Report on the Progress of Civil Aviation 1939 - 1945 Chapter I 1939: Civil Aviation after the outbreak of War. The position and role of civil aviation in the event of war was naturally the subject of careful examination by His Majesty's Government prior to the event, and the conclusion was reached, which was abundantly justified after the actual outbreak of hostilities, that the resources of civil aviation would have transport and communication functions of first-class national importance to perform in war. It was further decided that these functions could best be performed by maintaining in service, as civil aircraft with civil crews and under civil direction, a considerable proportion of the civil transport fleet of this country. To secure, however, on the one hand the most economical application of these resources in the national interest, and on the other the strict control of civil flying in the interests of air defence, it was obvious that a degree of control of the activities of civil aviation, far exceeding that exercised by the Air Ministry in peace time, was necessary. The responsibility for directing and controlling this contribution of civil aviation to the war effort was assumed, at the beginning of the "emergency" period, by the Department of Civil Aviation, and the services which it co-ordinated were for convenience styled "National Air Communications". It was the aim of the Department, with a view to efficiency and the avoidance of unnecessary dislocation, to conduct these operations as far as possible through already existing commercial machinery, particularly the operating companies, but some dislocation was of course, unavoidable.
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