Canada’s Air Force Reserve is little known or understood by Canadians at large or, for that matter, by the military community. This component of the Air Force has had a proud heritage and its aviators are among some of Canada’s most famous and decorated warriors. But times are not what they were.

Although provisions had been made for an Air Force Reserve on 1 April 1924 (the birthday of the Royal Canadian Air Force), it was not until 1932 that reserve units were actually formed. On 5 October, three squadrons were created at Toronto, Vancouver and Winnipeg with an army cooperation role. In 1934 two additional squadrons were formed at Montreal. From 1935 through 1938 units followed at Hamilton, Regina, Calgary, Quebec City, London, Halifax and Saint John. They were grouped into three wings and designated the Auxiliary Active Air Force.

The visionaries creating this auxiliary were Air Marshal Wilf Curtis (Chief of the Air Staff, 1947-53), AVM Frank McGill and AVM Adelard Raymond, all reservists, successful businessmen and community leaders. They used their considerable influence to assemble the talent and monies to create the first reserve squadrons.

There were 11 regular and 12 auxiliary squadrons at the outbreak of the Second World War. The reserve units were mobilized and represented one-third of the RCAF’s strength at the time. Two of the first three squadrons overseas in 1940 were reserve units. Four others were tasked as bomber reconnaissance squadrons. The rest were disbanded to become reinforcements. The two reserve squadrons overseas were eventually designated No.401 (City of Westmount) and No.402 (City of Winnipeg) Fighter Squadrons. No.401 was the only Canadian fighter squadron engaged in the Battle of Britain. This squadron achieved an enviable record: nine squadron aces, 195 aircraft destroyed, 35 probables, 106 damaged, and 15 DFCs, but at a cost of 34 pilots. Although most of the reserve pilots went to fighter or bomber units, some became night fighter and intruder pilots.

The war was the making of the RCAF. It came of age, although the Canadian units were basically under RAF command and control. The British Air Ministry believed it too difficult to form a Canadian fighter group because of the geographical nature of RAF Fighter Command. RAF Bomber Command, being more suited to Canadian needs, saw the formation of No.6 (RCAF) Bomber Group. In total, 48 squadrons served overseas. The RCAF ultimately grew from 4,060 regulars and reservists to 215,200 in 78 squadrons.

After victory, the RCAF was reduced to 16,000 all ranks, consisting of eight regular squadrons and 12 in an auxiliary force. The Auxiliary grew to 5,900 all ranks. Most of the squadrons were tasked with the country’s air defence and assigned Canada’s first jet fighter, the deHavilland Vampire Mk III, followed by the Sabre 5. This was by far the most important peacetime role for the Reserves. It was similar to the US Air National Guard and Canada’s Regular Force. There were also 11 Aircraft Control and Warning squadrons and medical, technical training and intelligence units. Command and control flowed through appropriate auxiliary wing headquarters under Air Defence Command. For the next decade the Auxiliary enjoyed a high defence profile.

By 1958 as priorities changed, the Auxiliary took a downward spiral. This period of decline was related to the rising cost of equipment and a diminishing defence budget. Moreover, the new nuclear-capable “air force in being” concept contributed to a diminished fighter role for the Reserves. On 1 April 1964 many of the remaining squadrons were retired. Upon unification 1 February 1968, the RCAF Auxiliary ceased to exist. It was integrated into the amorphous Canadian Forces Primary Reserve that was dominated largely by the land element.

By 1970 Canada’s Air Force Reserve had fewer than 700 people. The surviving units were scattered, isolated from real purpose, and became insular in outlook. Most damaging was the cut to their essential training programs. The elimination of the university and RMC “ab initio” aircrew training programs, together with fewer transfers from the Regular Force, severely crippled the Air Reserve’s professional officer corps.

With the formation of Air Command in 1975, and the recharged Air Force leadership under Lieutenant General Bill Carr, “Father of our modern Air Force,” the Air Reserve was again given new purpose and meaning. A concept of “twinning” Regular squadrons with Reserve units gave new roles and energy to the Reserves. Another innovation was the augmentation flight - the military version of “office overload.”

In 1976, with the full support of General Carr, the Air Reserve Group was formed providing a renewed sense of identity and credibility. The Reserve Air Force could now bring its concerns directly to the Commander and his council. The newly established Air Reserve Group commander had, at last, a seat at the council table.

The Air Reserve again prospered. It was on a new course as a useful and productive resource. Put in place were technical and professional standards equivalent to the Regular Force, meeting augmentation and mobilization objectives. Squadrons were converted to helicopters, Trackers, and Dash 8 aircraft. A pilot wings training program was resurrected, a centralized trades training school created, and access to staff college training (including NDC) for reserve officers was provided.

During this growth period in the mid-80s, the Air Reserve staffed the strategic planning document Project 2010 or “The Way Ahead.” Many of the project’s initiatives such as privatizing military flying training and meteorological services took off. Alas, during the early 90s unit retrenchments continued. Again the Air Reserve was sacrificed on the altar of budget cuts and Regular Air Force survival.

Today the Air Reserve is a relatively small augmentation force lacking the structure to evolve a senior line management capability. The senior Air Reservist is a brigadier general. She is both an advisor to the Chief of the Air Staff, and a staff officer within the branch. The one encouraging development in preserving the Air Reserve heritage is the tasking of No.400 and No.438 squadrons for tactical helicopter operations. These units are flying Griffin helicopters using a 70/30 split of Reserve and Regular members. The other remaining flying squadron is a “reserve-heavy” unit, No.402, with the Dash 8 aircraft. A new “reserve-heavy” airfield engineering squadron has been established in addition to four similarly tasked flights. Other components of today’s Air Reserves are the 14 augmentation flights at various bases and stations that provide support in a variety of trades from police and clerks to flight engineers.

Another positive development affecting future employment of Reserves is the new flexible tour-length policy. Reservists can be now deployed in-theatre for as little as 3-4 weeks. Thus, Air Reservists can fully participate in NATO/UN deployments. Canada can be justly proud of recent contributions by Air reservists in Bosnia-Herzegovina because of these changes.

Within the Total Force concept, one can only serve the Air Force as a whole. That said, there is still a great sense of anguish about what has been allowed to “fall apart” with respect to the Air Reserves. One does not get the sense that the Air Reserve, as presently structured, could provide the core Air Force with the rapid surge capability required in a national emergency.

A great number of the Reserve establishments appear to be filled with full time reservists covering off Regular vacancies rather than reserve-heavy units fulfilling needed operational roles. History teaches that a structure without a full command element, an assigned operational mission with training to fulfil the role, will be an ineffective player unable to affect policy within the defence management establishment.

The ability to mount timely global air operations has deteriorated to where Canada is almost totally reliant on others. The Reserves could well bridge this gap by organizing the pool of experienced professional crews now in the external market place. Arguably, our military institutional culture seems averse to a stronger Reserve, particularly one with a greater operational role using state of the art equipment. But the concept of a stronger Reserve, integrated more fully within the Air Force structure, is not only cost effective, but would address concerns such as the chronic shortage of trained pilots and technicians. Innovative concepts such as reserves crewing a C-17 Globemaster III, using a joint lease arrangement with the USAF, within an Air Transport Auxiliary, is a type of formation that was employed by the RAF during WWII with great effect. An adaptation could provide greatly needed strategic airlift capability at an affordable cost in hopefully, a restructured Air Force. This would leverage our forces into becoming more agile, flexible and expeditionary capable.

Paradoxically, those who serve in the Air Reserves continue to do a truly magnificent job both at home and abroad. The shortcomings of the Reserves seem as much political as military. So long as Canadians are willing to lurch along on others’ defence efforts and money, the Reserves will not be a high priority. And, Canada’s Reserve Air Force will remain perpetually in survival mode at Canada’s defence periphery for the foreseeable future. 

BGen Neroutsos was a former Commander, Air Reserve Group and DCOS Mobilization at Air Command HQ. He has spent over forty years in military and civil aviation and resides in Sidney, BC.

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