Ode on a Canadian Warbird
The author remembers childhood, with round engines.
- By Bruce McCall
- Photographs by Bruce McCall
- Air & Space magazine, January 2010
(Page 2 of 3)
Canada, so vast and empty and safely distant from the European war, was the natural venue for a sweeping emergency program called the British Commonwealth Air Training Scheme. Almost as soon as war had been declared against Germany (Canada beating even Britain to the punch), training airbases sprang up across the country to mold fighter pilots and combat aircrews out of raw British Commonwealth and various other Allied recruits. Three or four such bases lay within a 20-mile radius of my Ontario hometown, the closest a mere nine miles east, near the hamlet of Jarvis. To a war-wild kid of eight, this was better than if they'd plunked down the Great Pyramid of Cheops in those empty fields.
My fondest dream was to get as close as possible to the action of the war— fated, barring some miracle, to remain a dream for a kid stranded thousands of miles from the battlefront. But miracles can happen. One such occurred the day in 1942 when my expat Uncle Gib, a New Jersey doctor and a lieutenant in the U.S. Army Air Forces, stopped by on a family visit. “Kindly Uncle Gib,” I should have said, because he leveraged his prestige to wangle the five McCall boys a tour of the Jarvis Bombing and Gunnery School.
What shimmers brightest in memory from that enchanted afternoon 60-odd years ago was the quiet ecstasy of walking along the tarmac and touching real warplanes with my own hands. I discovered that real warplanes were streaked with oil and exhaust burns, scratched and patched in ways that escaped notice in those glamorous aerial views. Only superannuated types flew at the Jarvis school, like the Fairey Battle, an ungainly fighter-bomber that had almost singlehandedly lost the Allied air war over France in 1940; the Bristol Fairchild Bolingbroke, a variant of the Blenheim light bomber; the Westland Lysander, a gawky high-wing observation plane; and the Avro Anson, a harmless-looking twin-engine bombing trainer. All of the Jarvis aircraft were painted bright yellow like all RCAF training aircraft. But in the eyes of the boy airplane nut, every one was vital in the Allied war effort.
The thrills weren't always static. Our tiny corps of fanatics soon sniffed out the fields near town where student fighter pilots practiced low-level runs. The “Danger: Low Flying Area” signs served only as an invitation to stand out there in the open until an AT-6—Harvard, in RCAF nomenclature—suddenly materialized on the horizon and thundered straight toward us 30 feet off the ground, flattening even the nerviest against the earth as it passed overhead in a mad blur of noise and propwash. Whereupon you got up and did it again and again until the last Harvard had gone home.
My own aviation fever was intensified no end by having a father who wore the uniform of the Royal Canadian Air Force. In 1940, seized by the patriotism common among Canadian manhood at the time, he sidestepped his official exemption as a father of five to accept a commission as a pilot officer. At first, he flew a desk in Ottawa as a press liaison officer—natural enough for an ex-newspaperman, but hardly a stage for war heroics. His kids got over the letdown when Dad was assigned to run interference between the RCAF and the Warner Brothers contingent filming Captains of the Clouds, one of Hollywood's innumerable morale-stirring war movies, this one glorifying Canada's bush pilots and starring James Cagney. The McCall boys would reap near-royal prestige a few months later by showing up at school wearing our brand-new RCAF-style blue flannel Captains of the Clouds wedge caps.
Our RCAF connection next brought us a genuine butter-yellow “Mae West” life-jacket, the very kind worn by Spitfire pilots downed over the English Channel. We never bothered to ask how Dad had acquired this priceless article of the Allied air war. We simply made the most of it, taking turns bobbing about in the local swimming pool wearing that floating pillow while the have-nots stared in envy.
Dad was also assigned to shepherd the young Canadian fighter ace George “Buzz” Buerling across the country on a war bond drive. Dad's diary entries from that tour almost wince in pain: The dashing Buzz, fresh from scoring numerous kills in his Spitfire over tiny, beleaguered Malta, made an unlikely poster boy for the Allied cause. He liked killing people—in their parachutes, if the chance arose—and didn't mind saying so to the Canadian press. Buzz was likely to say just about anything, to my father's horror and the regret of Buzz's RCAF sponsors. (The restless Buerling, who'd known little else in his adult life but air combat, felt adrift in peacetime. He soon hired himself out to the fledgling Israeli air force, only to die in a landing mishap in Cairo in 1948.)
Dad would be posted overseas to the Canadian 6th Bomber Group in Yorkshire, England, in the summer of 1943, and military souvenirs kept trickling into our hands: the gorgeous blue-and-gold cloth shoulder patch of the U.S. 8th Air Force, cap badges of virtually every extant British Army regiment, booklets of tiny paper cutout models of British aircraft requiring a surgeon's touch to fold and glue to completion. The childish greed for such loot obscured any observations of what was happening to our father. Charged with writing daily morale-boosting profiles of Canada's brave young airmen for home-front consumption, he found himself over and over again interviewing one Lancaster bomber crew after another before a nightly raid—wholesome lads, many of them barely out of high school— only to find the next morning that they were never coming back. He lost his best friend this way, shot down over Arras, France, one June night in 1944. The relentless tragedies left him shattered; within six months, he was repatriated and out of the service. I don't think he ever really recovered, nor did his seething hatred of everything German ever cool.