Little Norway – Part Two (Text Version)

Little Norway
Part Two
Where They Trained

1942 poster created for “Wings for Norway” campaign.

Norway became the first European country to train aircrews in Canada and the only country to establish their own air training program. This training was officially approved by the Canadian government in August 1940, and from this date on the Norwegians intended to carry out a complete 70-week air training programme. The first official training began on 21 September 1940, [eleven student pilots] with an introductory course, then Elementary training at Little Norway, followed by Advanced training in Curtiss and Douglas aircraft, then off to England and twin-engine training, followed by Operational Training in U.K. By February 1941, after thirty-five pilots had been trained at Little Norway, it became obvious the original training plans would be far too ambitious an undertaking and their air training program must be scaled back. The RCAF were fully absorbed into the organization, and construction of the B.C.A.T.P., so the Norwegian government in exile in United Kingdom approached the British Air Liaison Mission and ask if they could use the RAF Schools in Canada to train pilots beyond the elementary stage. They also ask permission to use the RAF and RCAF schools to train air observers, air bombers, and air gunners. The Norwegian Air Force were now assigned advanced pilot training on Harvards at two RAF schools in the Prairies, No. 32 S.F.T.S. at Moose Jaw, Saskatchewan, and No. 34 Service Flying Training School at Medicine Hat, Alberta.

The first issue of Prairie Flyer, cover by RAF artist L.A.C. Sumner G.A.,
September 1941

FIRST Course #14 begins 16 April 1941. Three Norwegian flying instructors and eighteen pilot students arrived at No. 32 SFTS Moose Jaw, Saskatchewan.

On 13 July 1940, the Canadian government gave the OK for the movement of four RAF service flying training schools from the United Kingdom to Canada. In August, this was revised to eight S.F.T. Schools, two Air Observer schools and one General Reconnaissance school. These new RAF schools would be constructed by the Canadian government but all costs for operating and RAF training was borne by the United Kingdom. The move to Canada began in October 1940, and No. 32 S.F.T.S. arrived at Moose Jaw, Saskatchewan, in November where it was -11 degrees C. Due to the lack of British Oxford twin engine aircraft for training, No. 32 S.F.T.S. was issued with 71 new Harvard trainers and began training on 9 December 1940. That is why the first Norwegian student pilots were posted to No. 32 S.F.T.S. of the RAF for single engine Harvard training, Course #14, beginning on 16 April 1941.

The Canadian RAF schools were commanded by their own officers, who more or less followed the British customs and traditions, which preserved British national identity in Canada. The magazine was totally British content, even [above] cartoons, and there was no mention of the Norwegian student pilots in the RAF “Prairie Flyer” News Magazine.

The first Norwegian Harvard trainer fatal accident took place at the relief landing field, 20 May 1941.

 

SECOND Course # 21 begins 26 June 1941. Twenty-two Norwegian student pilots and two instructors arrived that evening.

1 August 1941, 06:25 hrs. serious accident to Harvard #2804. On cross-country flight Norwegian student pilot #568 Cpl. Drangshelt, E.C. attempts a forced landing due to shortage of fuel, and was slightly injured.

13 August 1941, Harvard #2567 and Harvard #2627 collided in mid-air whilst on formation flying. LAC P.V.G, Sandman #2567 bailed out landing satisfactory. Harvard destroyed. Cpl. G. E. H. Grundt-Spang of the Royal Norwegian Air Force, flying solo in Harvard #2627 landed safely, aircraft slightly damaged.

21 August 1941, 07:30 hrs. minor accident to Harvard #2748. Cpl. G.P.L. Owren, student pilot R.N.A.A.F. was flying solo and entered a drive, due to excessive speed the fuselage front side panels were torn off his Harvard.

31 August 1941, Wings presented to Course #21, two pupil officers, four sergeants, and 15 corporals of the Norwegian Air Force. Wings parade presented by Captain Jenn-Hansen who flew from Little Norway, Toronto, for the event. One student pilot failed his wings.
THIRD Course # 27 begins at 06:00 hrs 1 September 1941. One 2nd Lt. and twenty-two student pilots arrive. The school has 78 Harvard trainers on strength. 18 September 1941, Cpl. F. Cleve, RNAF, swung on landing in Harvard AJ731, slight damage.

Wings Parade for course #27 by Capt. C. R. Nagvik, RNAF, who flew in from Toronto, Little Norway. One Norwegian officer and twenty pilots received wings, two failed.

FOURTH Course #35 began on 29 December 1941, 15 Norwegians, all graduated on 10 April 1942.
FIFTH Course #53 begins on 12 April 1942, 18 Norwegian student pilots, all received wings on 31 July 1942.
SIXTH Course #59 begins on 5 July 1942, ten Norwegians in a class of 60 personnel. 25 July 1942, one RAF and one RCAF student of course #59 are killed this day. Pte, O. Gabrielsen RNAF, flying Harvard AJ637 has a mid-air 22 miles east of Wymark, Saskatchewan. The Canadian is killed and Gabrielsen makes it back to base, uninjured.
Wings Parade for Course #59 is held on 23 October 1942, the very last Norwegian class to train at No. 32 SFTS Moose jaw, Saskatchewan. The British RAF school has received 95 twin-engine Oxford trainers and the Harvard trainer is gone. All future training of RNAF student pilots will now move to RAF No. 34 SFTS at Medicine Hat, Alberta, where Norwegian training began on 1 September 1941.

In nineteen months [16 April 1941 to 23 October 1942] No. 32 RAF S.F.T.S. at Moose Jaw, Saskatchewan has trained and graduated 104 Norwegian student pilots in the RCAF Harvard trainer.

Sgt. Marius Eriksen [bottom far right] took his training at No. 32 SFTS but his course number is not known. [Possibly Course #21 – 26 June 1941] His famous career in the RAF can be found on a number of websites. He first flew with No. 331 [Norwegian] Squadron RAF, photo taken at RAF Catterick, England, August 1942. Author painting replica.

No. 331 [Norwegian] Squadron was formed at RAF Catterick on 21 July 1941. These images were taken around 19 August 1942, Dieppe Raid.

The first Norwegian class at No. 34 S.F.T.S. RAF Medicine Hat, Alberta, became course #27, which began on 1 September 1941. In February 1943, RAF Sgt. L. Bolton created an official [rare] RAF school unit badge which was approved by King George VI, November 1943.

From April 1941, Little Norway at Toronto and later at Muskoka [May 1942] became an elementary flying training school for Norwegians, following the same standards and training syllabus as the RCAF British Commonwealth Air Training Plan. Four hundred Norwegian pilots were trained to the elementary flying level at Little Norway [Toronto and later Muskoka] and subsequently three-hundred and twenty-five graduated to wings standard at other RAF and RCAF Service Flying Training Schools in Canada. You can now follow the order of merit given to the first 23 Norwegian pilots by their British RAF flying instructors at No. 34 Service Flying Training School at Medicine Hat, Alberta. It is interesting to read how the British ranked each pilot on three choices of most suitable aircraft he should be assigned. Upon receiving their Norwegian wings, the new pilots were returned to Little Norway for service training on assigned fighters or bombers, then off to England or Iceland for operational training and combat. The Norwegian nominal roll was kept separate from the British RAF student pilots in training at 34 SFTS Medicine hat, Alberta. The list of Course #27 [1 September 1941] and Course #53 [13 April 1942] now follows.

The Norwegian student pilot marks from Course #27

 

This graduation class #65 at 34 SFTS Medicine Hat, Alberta, 22 January 1943, featured pilots from Czechoslovakia, Fiji, France, Holland, and four Norwegians from Little Norway.

The Allied foreign pilots had their photo taken separate from the 39 RAF pilots.

The training of student Norwegian pilots continued –

Course #69 – 20 March 1943 – Nine student pilots
Course #71 – 16 April 1943 – Six student pilots
Course #73 – 14 May 1943 – Two student pilots
Course #77 – 9 July 1943 – Twelve student pilots
Course #79 – 6 August 1943 – Nine student pilots
Course #81 – 3 September 1943 – Two student pilots
Course #85 – 29 October 1943 – Ten student pilots
Course #87 – 26 November 1943 – One student pilot

This marked the end of Norwegian training at Medicine Hat, and only one Norwegian student pilot remained training in Course #87. Posted back to Muskoka for final Norwegian training.

 

Sgt. F. N. Ostervold became the last Norwegian student pilot to train and graduate from R.A.F. No. 34 Service Flying Training School at Medicine Hat, Alberta. The British school graduated 99 Norwegian student pilots who were all posted back to Little Norway at Muskoka, Ontario, to complete their training before going overseas.

No. 16 Service Flying Training School at Hagersville, Ontario, opened its doors on 8 August 1941, an RCAF twin-engine school flying Avro Anson aircraft. The second RCAF news Magazine was titled “The 16th Oracle.”

The first three Norwegian Courses at No. 16 SFTS Hagersville [#90-#92-#96] trained eleven student pilots selected for twin-engine bombers and they graduated from flying the RCAF Avro Anson Mk. I, II, and III.

By September 1943, the flow of Norwegian recruits arriving at “Little Norway” Muskoka began to slow down. It was becoming clear for economical and advantageous reasons; the structure of Norwegians advanced training student pilots must be directed to other RCAF schools in the B.C.A.T.P. The first twin-engine advanced training of Norwegian students at No. 16 SFTS Hagersville, Ontario, began with Course #90 on 19 September 1943, when one RNAF instructor and two airmen were taken on strength and three student pilots arrived for training. On 20 September 1943, RCAF Liaison Officer F/L S.K. MacDonald was attached to the RNAF and he arrived at Hagersville to observe the new Norwegians training in the Anson.

Course #90 graduated on 11 February 1944, and the three student pilots were posted back to Muskoka, [Little Norway] for further training.

Course #92 began on 17 October 1943, with five RNAF student pilots in training and they graduated on 10 March 1944, posted to Muskoka, Little Norway.
Course #96 began on 12 December 1943, with three RNAF student pilots. All three graduated 5 May 1944, posted to Muskoka.
Course #100 began on 27 January 1944, with original intake of 68 trainees. This was a new special course which trained in two aircraft [Harvard and Anson] taking 28 weeks to complete. Eight RNAF students graduated and were posted to Muskoka 26 August 1944.

At the end of January 1944, No. 16 SFTS at Hagersville took on a new revolutionary [one-of-a-kind] training program involving two different aircraft, the Harvard and Avro Anson. They had on strength 73 Avro Anson twin-engine and 50 Harvard single-engine trainers. Course #100 became the experimental training course which lasted for seven months of training, fourteen weeks in a Harvard and fourteen weeks in an Anson. Hagersville became the only service flying training school in the BCATP employing this two-type training method. Eight RNAF student pilots graduated from this special first course and one Sgt. Storm-Larsen was married at the end of his training. His new Canadian bride had the honor of pinning his wings on her husband’s uniform in front of his Commanding Officer and special guests. Two Norwegian Cornells arrived from Little Norway and put on an aerobatic display for the graduation ceremony, plus a Canadian built Lancaster Mk. X arrived from Malton, Ontario, to give rides to the graduation class.

Thirty-eight RNAF student pilots were the only Norwegians to receive this special dual fourteen weeks training in the Harvard and Avro Anson. Under the old system pilots who trained on single engine trainers became fighter pilots, and twin-engine pilots went to bombers. These BCATP dual trained pilots could be assigned to fighter or bomber aircraft. This replaced the need to re-train Norwegian pilots at Little Norway, [Muskoka] as they could now be sent directly to England or Iceland, for Operational Training duties.

In total thirty-eight Norwegian student pilots received Wings under this dual training program and graduated as qualified to fly both fighter and bomber aircraft. This new training program became a perfect fit for the Norwegians pilots in both time and cost. Four other BCATP schools would adopt this new training [Harvard – Anson] before the end of World War Two. [No. 9 SFTS, No. 13 SFTS, No. 14 SFTS, were RCAF and No. 41 SFTS which was an RAF School]

Course #104 began on 11 March 1944, containing another eight Norwegian student pilots. This was another 28-week course in both Harvard and Anson, with graduation on 20 October 1944.

 

Twenty-two more Norwegians would be trained at No. 16 S.F.T.S. Hagersville until 31 March 1945. In total 49 student pilots received their wings, [38 on the dual aircraft training course] and five RNAF members were on staff at the school.

On 29 May 1943, Lt. Commander R.J. Thommassen of the Royal Norwegian Navy arrived at No. 1 S.F.T.S. Camp Borden to study training methods and arranged for future Norwegian student fighter pilot courses. After the Norwegian student pilots received their wings at No. 1 SFTS they returned to Little Norway, Muskoka, Gravenhurst, Ontario, where Lt. Tommassen was placed in charge of the next phase of RNAF training.

The first Course of eleven Norwegian student pilots trained at No. 1 S.F.T.S. Camp Borden began on 18 September 1943, and received their wings on 11 February 1944. The Harvard trainer was featured on the front cover page for the RCAF magazine “Wings Over Borden” during their training period. The RNAF student pilots would attend seven different courses at Camp Borden [#90, #96, #100, #104, #113, #118, and last #121] where 78 would receive their wings. This Norwegian training at an RCAF SFTS was covered in great detail by the Canadian Press Corps, appearing in local newspapers.

 

Out of 52 pilot graduates the Norwegians came 1st and 2nd in Course #96, 5 May 1944.
Course #100 graduates on 10 August 1944, and seven more Norwegians received their wings.

 

Course #104 graduated ten RNAF pilots, 19 October 1944.

Course #113 contained twenty-two Norwegian student pilots.

The last Norwegian student pilot training course held at Camp Borden became #121, which graduated nine pilots on 29 March 1945.

The Norwegian government provided all elementary training aircraft, [plus early advance trainers] training equipment, plus instructors, paying the total cost for all training in Canada. The Norwegian Merchant Marine Navy had the 4th largest fleet in the world at this time, which paid the total cost of training in Canada. This Merchant marine fleet supplied Great Britain with 50 per cent of her oil and one-third of all supplies during the war. That is why the RAF schools in Canada trained hundreds of Norwegian aircrew during WWII; the math is simple to add up. My history mainly covers the Norwegian pilots trained in Canada, recorded in their Daily Diary by the RAF and RCAF, which totals 325 pilots. In total 3,593 Norwegian personnel served at Little Norway, [Toronto and Muskoka] in which 2,500 were troops trained in Canada, this includes all ranks and trades. Aircrew training total is recorded in Ottawa as 677, with 426 of these being pilots. Records are not clear on how many Norwegian pilots were trained and received their wings at Little Norway, Toronto Island Airport, but it appears to be between 30 to 35 up until April 1941. My calculations record possibly 40 Norwegian pilots [Army and Navy] received their wings at Little Norway, Toronto Island Airport.

In 1941, the RCAF course for air bombers and air observers was very much the same. For Canadian RCAF air observer student’s instructions began at Initial Training School which lasted for six weeks. This is where they were introduced with the tools of the trade, compasses, drift recorders, sextants, and they were given instructions in solving textbook problems in navigation. Next came bombing and gunnery school which lasted eight weeks, then on to six weeks at air observer school. No. 1 Bombing and Gunnery School, at Jarvis, Ontario, officially opened on 19 August 1940, with the first RCAF class of 58 students [Air Gunners] graduating on 30 September 1940. This class now moved on to six weeks of Air Observer training.

On 16 December 1940, Group Capt. Izzit, RNAF, conducted the first conference with Air Commodore B.E. Brookes, OBE, with regards to training of Norwegian Air Observers and Air Gunners. A second meeting took place on 13 January 1941, when His Royal Highness Olav of Norway met with Air Commodore Brookes over a special luncheon in Toronto. The cost, length of course, and other details were discussed and agreed upon in principal.

The first eleven Norwegians arrived at No. 1 B & G School, Jarvis, on 17 February 1941, three Air Observers and eight Air Gunners. This course for Norwegians would last for eighteen weeks and the cost would be estimated on 24 March 1941, at $17,000 per Norwegian student for the full eighteen weeks of training. On 3 March 1941, Lt. Commander P.W. Lea, RNAF, arrived at Jarvis for a special course, [#13] possibly part of the same Air Observer course, which graduated on 12 April 1941, with three RNAF students.

Course #15, 7 June 1941, graduated three RNAF students as Air Observers.
Course #23, 30 August 1941, graduated six RNAF students as Air Observers.

In June 1942, the RCAF began phasing out the training of air observers, which ended in October. On active operations the air observer was being overworked and could not give proper attention to the navigation of his aircraft. This created special training of navigators and the course was extended from twelve to twenty weeks. The new course gave more air time practice for the student and the complete course became more intense, plus borderline students were failed. Two new RCAF categories were created in November 1942, navigator bomber [B] or navigator wireless [W].

Course #31, 6 June 1942, graduated eight RNAF students as Wireless Air Gunners. Seven were sent to No. 4 A.O.S. London and one to No. 1 A.O.S. Malton, Ontario, to complete training.
Course #40, 10 October 1942, graduated six RNAF as air gunners. Return to Toronto.
Course #42, 7 November 1942, graduated twelve RNAF as air gunners. Return to Toronto.
Course #44, 9 January 1943, graduated two RNAF as air gunners. Return to Toronto.
Course #52, 15 May 1943, graduated ten RNAF as air gunners. Return to Toronto.
Course #53, 29 May 1943, graduated one RNAF as Navigator “B”. Return to Toronto.
Course #79, 25 June 1943, graduated one RNAF Navigator “W”, posted to No. 1 A.O.S. Malton.
Course #57, 26 July 1943, graduated one RNAF as air gunner. Return to Toronto.
Course #85, 20 August 1943, graduated two RNAF as Navigator “B”. Posted to No. 1 A.O.S. Malton.
Course #88, 17 September 1943, graduated one RNAF Navigator “B”. Posted to No. 1 A.O.S. Malton.
Course #67, 11 December 1943, graduated one RNAF Wireless air gunner. Posted to H.Q. at Toronto.
Course #93, 1 January 1944, graduated one Navigator “B”. Posted to H.Q. Toronto. This became the last Norwegian trained by the RCAF schools at Jarvis and Malton, Ontario.
In total 87 Royal Norwegian Air Force students were trained at RCAF No. 1 Bombing and Gunnery School at Jarvis, Ontario, and No. 1 Air Observer School at Malton, Ontario. With the new course extended in June 1942, this training at the very least cost Norway $100,000. War is not cheap.

One of the Norwegian BCATP schools of training most often omitted by historians is No. 1 RCAF, General Reconnaissance School at Summerside, P.E.I. This was a special school opened on 6 July 1942, consisting of 21 courses [17 for pilots and 4 for Air Observers ‘Navigators’]. The pilot’s course was nine weeks and the Air Observer [Navigator] was four weeks. Each class consisted of 24 trainees and some students were moved from one course to another.

This was the information each arriving student received at the start of training and the marks assigned for each course. The first four Norwegians arrived for Course #24, 29 December 1942. This course graduated General Reconnaissance Navigators on 22 January 1943, two RNAF officers failed and two graduated back to Little Norway. The two failures were transferred to a later course.

Course #75, graduated five RNAF Pilots on 25 January 1943, and none began with this course.
Course #27, graduated one RNAF Navigator on 5 March 1943.
Course #28, graduated three RNAF Navigators on 2 April 1943, one RNAF student was transferred to a later course.
Course #85, Pilots graduated two RNAF officers on 5 April 1943.
Course #32, graduated three RNAF Navigators on 31 May 1943.
Course #34, began 18 May 1943 – graduated six Navigators on 25 June 1943.
Course # 35, graduated one RNAF Navigator on 31 May 1943.
Course #85, graduated two RNAF Pilots on 4 June 1943.
Course #37, began training 5 July 1943, and graduated one RNAF officer and three airmen on 3 August 1943.
Course #38, began 12 July 1943, and graduated five Navigator N.C.O.s on 3 September 1943.
Course #39, began 26 July 1943, and graduated one RNAF Navigator on 3 September 1943.
Course #102, pilot course began 2 August 1943, and graduated three N.C.O.s on 1 October 1943.
Course #40, began 9 August 1943, and graduated two RNAF officers as Navigators on 18 September 1943.
Course #42, began 8 September 1943, and graduated five RNAF Navigators on 15 October 1943.
Course #44, began 25 October 1943, and graduated five RNAF as Navigators on 12 November 1943.
Course #114, pilot course, began 25 October 1943, and graduated seven 22 December 1943.
Course #106, pilot course, and graduated four, one failed, 29 October 1943.
Course #115, began 1 November 1943, and graduated two RNAF officers on 31 December 1943.
Course #49, began 13 December 1943, and graduated six RNAF in 1944.

The training of Norwegian pilots and ground crews continued in 1944 and early 1945, my count records forty-one more graduated from RCAF Summerside, P.E.I. The total Norwegians trained appears in my count to be around 100 RNAF students and most were Sgt. Navigators. One Norwegian was sent to hospital and another was transferred to a later course due to poor grades. It is possible these two students never graduated. The lack of Norwegian names, which were never recorded or attached to the RCAF Daily Diary, makes for much guess work.

On 1 February 1944, No. 1 General Reconnaissance School [RCAF] Summerside and No. 2 Air Navigator School at Charlottetown, P.E.I. [21 February 1944] were both combined under new RCAF Reconnaissance and Navigation School training programs. The war was coming to an end, and the RAF had disbanded at Charlottetown, and had returned to England. The various RCAF courses in navigation were now completed in the next few months, and at least four RNAF students would graduate from No. 1 N. and R School at Summerside.

On 4 February 1944, No. 1 Navigational and Reconnaissance School officially began training at Summerside, P.E.I.

A new training school news magazine now appeared titled RECCO, with cover designed by RCAF staff instructor artist Sgt. Dick DuPord. The new school had on charge 118 Avro Anson Mk. V training aircraft in May 1945, when the above issue [V-E] Victory Europe was issued.

Course #170, 2 February 1945, graduated two RNAF students.
Course #172, 16 February 1944, graduated one RNAF student.
Course #178, 29 March 1945, transferred one RNAF student [Lt. pilot] due to sickness. Graduated #179 course on 6 April 1945.
Course #80, 29 March 1945, graduated one RNAF officer, two transferred to course #82.
Course #82, 13 April 1945, transferred one RNAF student to class #84.
Course #187, 1 June 1945, graduated one RNAF student. The very last course with Norwegian training, six graduated.

Artist Sgt. DuPord created a 100% per cent Canadian Avro Anson pin-up girl who appeared in each issue of RECCO. The WWII school was disbanded on 15 September 1945, but continued postwar RCAF training until 1950.

The other [sister-school] General Reconnaissance School [Royal Air Force] was located next door at Charlottetown, P.E.I. No 31 G.R.S opened on 20 January 1941, and trained mostly RAF students, a good number of Australians, and a few RCAF, Poles, and Czech students after mid-1942. The British also trained 43 Norwegian Sgt. Navigators at No. 31 G.R.S. in five Courses. Unlike the RCAF this British RTAF school recorded all the Norwegian names in a normal roll for each course, and I have only added the dates of training. This saved a good section of Norwegian NCO navigator student training records. An unknown British artist also revealed his hidden talents to the international students.

 

Arrival at No. 31 G.R.S. Charlottetown, P.E.I. by unknown British artist.

 

The last Norwegian course to train at No. 31 G.R.S. In total 43 student Sgts. were trained as Reconnaissance Navigators, the first class 26A were twelve Norwegian Army Air Force navigators with rank of Quartermaster.

No. 31 G.R.S. [RAF] was officially disbanded on 21 February 1944, and the British staff left Canada. The RCAF took over the following day and the Air Navigation training continued, under Canadian instructors.

The first RCAF course # 96 began on 3 March 1944, with 77 Avro Anson Mk. V training aircraft. The first RNAF student graduated course #107, as a Navigator “B”, 22 December 1944.

Course #114, 29 March 1945, graduated five RNAF students as Navigator “B”.
Course #117, 27 April 1945, graduated six RNAF students as Navigator “B”.

A special Norway 8th Victory loan program was held at the school on 2 May 1945, and the war was over in Europe five days later. The 20 minute “March of Time” July 1941 film “Norway in Revolt” was shown.

The very last class of ten Norwegians graduated from RCAF No. 2 Air Navigation School on 22 June 1945, Course #121. In total 22 Norwegian students graduated from No. 2 A.N.S. Summerside, P.E.I. The school was disbanded 7 July 1945.

No. 4 Bombing and Gunnery School at Fingal, Ontario, opened on 25 November 1940. The first three Norwegian students arrived for Course #17, 14 April 1941. They graduated on 7 June 1941, and appeared in the July “Observer” school newsmagazine. The three RNAF students were A. Fjallstad, Alf Steffen-Olsen, and Chris Krogh.

Course #22, 16 August 1941, graduated four RNAF Air Observer students.
Course #24, 1 January 1942, Wireless Air Gunners, graduated 2nd Lt. P. Jespersen and one RNAF airmen student.
Course #38, 3 March 1942, graduated one RNAF student.
Only ten Norwegian students trained and graduated from No. 4 B & G School at Fingal, Ontario.

Norwegians were also posted to special RCAF training schools across Canada. No. 8 Bombing and Gunnery School at Lethbridge, Alberta, conducted the first course on Aircraft Recognition, and Lt. F. Loberg RNAF was on this course beginning 20 June 1942.
Records in Ottawa, Canada, state 677 Norwegian aircrew graduated and received flying badges. Four hundred and twenty-six pilots were trained to the elementary level at Little Norway, [Toronto and Muskoka] and they were posted to RAF and RCAF schools where they received their wings. The Daily Diary of each school records the following totals:
No. 32 SFTS, Moose Jaw, Sask., [RAF] graduated 104 RNAF pilots, No. 34 SFTS, Medicine Hat, Alberta, [RAF] graduated 99 RNAF pilots, No. 16 SFTS, Hagersville, Ontario, [RCAF] graduated 49 pilots and No. 1 SFTS, Camp Borden, [RCAF] graduated 87 pilots. That’s a total of 330 pilots out of 426 trained in Canada.

Ottawa records show 251 Norwegian aircrew were trained in BCATP schools, and graduated with a badge. My Daily Diary records show 87 were trained at No. 1 B & G School Jarvis, Ontario, and No. 1 A.O.S. Malton, Ontario. No. 4 B & G School Fingal, trained ten RNAF students, and 100 graduated from No. 1 General Reconnaissance School, Summerside, P.E.I., plus 43 at No. 31 G.R.S. Charlottetown, P.E.I. RCAF No. 1 Navigation and Reconnaissance, Summerside, P.E.I graduated six RNAF, and RCAF No. 2 Air Navigation graduated 26 RNAF students.

Give or take one or two, that adds up to 272 aircrew members [some being pilots] and 330 pilots, total 602 out of 677. Twenty-three pilots were killed flying, seven died in accidents, and ten aircrew members were killed in training, total forty killed in Canada. It appears 35 RNAF [Army and Navy] pilots were possibly fully trained at Little Norway, Toronto Island Airport, from 21 September 1940 to March 1941, where they received their wings.

Muskoka’s “Little Norway” officially closed on 16 April 1945, and the flying school was shipped to Great Britain, along with 75 Fairchild aircraft and the two Cadet aircraft. Thirty of these aircraft arrived in Norway between June and July 1945. Some are in museums today.

Little Norway – Part Two (PDF Version)

Research by Clarence Simonsen

Little Norway Part Two

Click on the link above.

Excerpt

Norway became the first European country to train aircrews in Canada and the only country to establish their own air training program. This training was officially approved by the Canadian government in August 1940, and from this date on the Norwegians intended to carry out a complete 70-week air training programme. The first official training began on 21 September 1940, [eleven student pilots] with an introductory course, then Elementary training at Little Norway, followed by Advanced training in Curtiss and Douglas aircraft, then off to England and twin-engine training, followed by Operational Training in U.K.  By February 1941, after thirty-five pilots had been trained at Little Norway, it became obvious the original training plans would be far too ambitious an undertaking and their air training program must be scaled back. The RCAF were fully absorbed into the organization, and construction of the B.C.A.T.P., so the Norwegian government in exile in United Kingdom approached the British Air Liaison Mission and ask if they could use the RAF Schools in Canada to train pilots beyond the elementary stage. They also ask permission to use the RAF and RCAF schools to train air observers, air bombers, and air gunners.  The Norwegian Air Force were now assigned advanced pilot training [Harvard’s] at two RAF schools in the Prairies, No. 32 S.F.T.S. at Moose Jaw, Saskatchewan, and No. 34 Service Flying Training School at Medicine Hat, Alberta.

Little Norway – Part One (Text Version)

Research by Clarence Simonsen

Little Norway
Toronto and Muskoka, Canada
Part One

1942 poster created for “Wings for Norway” campaign.

The text of the now famous “King’s Speech” was published in Canadian Maclean’s Magazine on the 1 October 1939 issue. It was broadcast by His Majesty the King to his subjects on 3 September 1939, the day war was declared on Germany by Great Britain. Canada formally declares war on Germany on 10 September 1939. Canadians had no idea [Bertie] King George VI, had a Royal stutter which caused profound embarrassment to his Royal family. An excellent historical film in 2010 reveals the truth, preserving our hidden past.

In Norway another King had much bigger problems to worry about. During the ‘Phoney War’ [September 1939 to April 1940] Hitler made plans for the invasion of Norway and Denmark, with the code word of “Weserubung.” Orders were issued by Hitler on 1 March 1940, and the invasion of Norway began in the early hours of 9 April 1940. The Norwegian campaign gave the British their first bitter lesson on German air superiority. The complete operation was run by thoroughly trained German officers who knew their men and equipment.

H.M. King Haakon VII [with ear muffs] runs from the German bombers at Elverum and escapes.

LIFE 13 May 1940, the raid killed U. S. Air attaché Capt. Robert Losey, first American killed by Germans in WWII.

LIFE 13 May 1940 – German troops advance into Oslo, Norway, 9 April 1940.

Eight new American fighters still in packing crates were recovered by the Germans.

The invasion of Norway and occupation of Denmark marked the start of the Western Front and the end to the “Phoney War” of WWII. The battle for Norway also introduced a new word for traitor to the free world. In 1945, Quisling was found guilty of treason and hanged.

Just three and one half months earlier, the British Commonwealth Air Training Plan had been created as the result of an agreement signed by the United Kingdom and Canada, dated 17 December 1939.

Survey work and construction of new airfields began at once and by 24 January 1940 the sites for all planned schools had been selected. Over 120 new airfields were needed which included main aerodromes and relief emergency landings fields. Twenty-four present airfields needed new buildings and hangars, while over eighty were totally new construction.
On 29 April 1940, the first [All-Canadian] class of 164 BCATP recruits began training with six drop-outs, twenty-five wireless air operator/gunners, forty-one air observers, and ninety-two pilots. These pupils had just begun training when World War Two entered a critical phase after Denmark and Norway were conquered by the Nazis. At this period of time the BCATP was still little more than a collection of airfields on paper and partly constructed training fields. After Norway the German “Blitzkrieg” continued into May and June 1940, Holland, Belgium, and then France fell to the Nazis onslaught with England the next country under siege.

On 13 July 1940, the United Kingdom urgently asks the Canadian government if they could move four complete Service Flying Training Schools to Canada. The sudden fall of Norway, Denmark, Holland, Belgium, and France placed much more operational pressure on British airfields and this greatly affected training activities. No. 7 Service Flying Training School from Peterborough, England, sailed for Canada on 29 August 1940. The Battle of Britain delayed the movement of further RAF schools to Canada until October 1940, when four schools were transferred. In total 26 RAF schools would be relocated or formed in Canada during World War Two. The western prairie provinces trained the most RAF students, with seven schools located in Saskatchewan, six in Alberta and two in Manitoba. When you consider that 47,406 British aircrews were trained in Canada, the RAF presence in the west was huge. Small Prairie forgotten graveyards contain the remains of these lads who crashed during training. Another very large percentage of these young British students would be killed in Bomber Command during the first three years of WWII, and three-quarters have no known grave.

Before the Nazi invasion, Norway had two separate branches of the air forces, the Navy Air Force and the Army Air Force.

In the early morning of 9 April 1940, six Norwegian pilots flying obsolete British Gloster Gladiator aircraft attacked the German invasion. The six brave pilots were named – Arve Braathen, Rolf Torbjorn, Per Waaler, Dag Krohn, Finn Thorsagar, and Kristain Fredrik Schye. While the fight proved worthless and the aircraft were destroyed, the six pilots survived to escape and fight again. Five pilots would escape to Canada and become flight instructors at Little Norway. Beginning in June 1940, the gallant remains of the two air forces choose to carry on the fight against Hitler from the United Kingdom. The King and key members of the government had left Norway in early June on the HMS Devonshire and became the new government-in-exile based in London. Due to limited air space and the increasing attacks from Germany on air fields in England, the RAF began [29 August 1940] sending their aircrew for training in Canada. The Norwegian Government approached Canada requesting the approval to move and train their aircrew on Canadian soil. Bernt Balchen, a famous Norwegian aviator negotiated directly with the Canadian government to obtain an agreement to set up the training camp. The simple fact the Norwegian government-in-exile had ready money to establish their own training centre and purchase American training aircraft, [twenty million American] allowed negotiations to move rather quickly. The deal was approved in principle on 19 June 1940, and officially construction began at Toronto Island Airport in early July. On 21 July 1940, 120 Norwegian Officers and men sailed to Canada in two Norwegian vessels “Iris” and “Lyra.” They arrived in Toronto harbour on 4 August 1940.

This last battle for Norway appeared as a painted wall mural when Little Norway [Toronto, Canada] opened on 10 November 1940.

American artist [war correspondent] Tom Lea drawing of Bernt Balchen at Iceland in 1944, the man who negotiated directly with the Canadian Government for the training site at Little Norway, Toronto Island Airport, in summer of 1940.

Norwegian officials negotiated with the Toronto Harbour Commission and obtained the use of the Toronto Island Airport and a piece of property next to the Toronto “Maple Leaf” Baseball stadium. The site consisted of H-huts, a hospital, a reception depot, a radio school, technical school, and miscellaneous units for training. Known as “Little Norway” it became an elementary flying training school following the same training standards and syllabus as the [BCATP] British Commonwealth Air Training Plan schools. The school received little free help from the RCAF and no identification number like the schools in the BCATP. Some assistance was supplied from the Toronto Flying Club and minor flying training began in late September 1940, official inauguration on 10 November 1940. Personnel at the camp who had escaped Norway numbered just over 300, including technical trainees from the Merchant Marine section who formed the backbone of the new Norwegian Air Force.

Air Commodore Brookes was the senior RCAF Officer in Command of No. 1 RCAF Training Command, Toronto, Ontario.

On 5 April 1943, Little Norway was officially returned to the RCAF at a special event and it became RCAF Lakeside Camp “M” Depot, [Manning]. In 1954, the property and original buildings were returned to the City of Toronto, where this July 1953 real estate map was completed. For the next two years the poor of Toronto were housed in these WWII buildings. All camp buildings were demolished in 1956, returned to a baseball parking lot and later a public park area.

Col. Oscar Klingenberg became the officer in charge of training and the first Army/Navy pilot training was taught as two individual courses. The Norwegian government in exile unified these two forces [unofficially 28 March 1941] and they became the Royal Norwegian Air Force, by Royal Decree, with a new badge, on 1 November 1944. The first Commanding Officer became Vice-Admiral Hjalmar Riiser-Larsen, [Navy] 5 August 1940 to March 1941.

Special RCAF Service Police Course No. 6, was given to Nine Norwegians 16 October 1940.

The Norwegian Service Police Officers at Little Norway, Toronto Island, 1940

English was the language of aviation instruction at all schools in the British Commonwealth Air Training Plan and the same rules applied to the Norwegians. A total of 3,325 Norwegian troops, pilots, aircrew, engineers, and other aviation ground crew trades were stationed at Little Norway, with 426 pilots trained to elementary flying qualifications. [The above poster created for a fundraising campaign was proposed for a Norwegian stamp in 1942, but not printed until 1946].

This huge wall mural [painted at Toronto Little Norway] showed the route taken to reach England from Nazi occupied Norway in 1940. Six aircrew were killed by the Germans during the invasion.

12 April 1940 – A. Buraas,

15 April 40 – H.J. Skappel,

17 April 40 – R.H. Olsen,

17 April 40 – E.L. Pedersen,

20 April 40 – E.F. Johansen and

27 April 40 – O. Kireby.

On 30 April 40 – four aircrew were killed in a building bombed by Germans. E.J. Erlandsen, T. Hoivik, K. E. Mykland, and J. Tandsether. Killed between Norway and Shetland –

1 May 40 – H.S. Dosen,

2 May 40 – O.S. Braenne and J.D.S. Ravn.

15 May 40 – killed on Polish troop carrier Czrobry, F. Aandahl.

30 November 1941 – B.M. Havardson went down with ship between Norway and U.K.

16 March 42 – O. Anderson captured while escaping to U.K. shot by Germans.

At least 16 aircrew members were killed attempting to escape to England.

This huge mural in Little Norway displayed the sea route from England to Toronto, Canada.

1 May 40 – torpedoed and killed between UK and Canada, S. Kristoffersen and O. R. Stenli.

28 Feb. 1942 – A. Hansen, torpedoed in Atlantic in route to Canada.

26 September 1942 – O.N. Berg torpedoed in Iceland on way to Canada.

26 September 1942 – P.E. A. Bergby, torpedoed on way to Canada.

26 September 1942, ex-Camp Commander of Little Norway, Ft.Lt. F.L. Vogt was returning to U.K. from Toronto when his ship was torpedoed.

Like the BCATP schools all instruction was in English, with Norwegian sub-titles. If language training was required, the RCAF allowed the Norwegians to attend War Emergency Training Plan Schools which offered courses in English as well as science and mathematics. The Fairchild-built M-62A [above] #149 in photo was delivered between 23 November 1940 and November 1941.

The first official introductory pilot training began on 21 September 1940, with eleven RNAF student pilots in the course. The next course contained twenty student pilots, and began in early December 1940. This image was taken by the old Toronto Telegram Newspaper and records the second class of twenty RNAF students in training at Little Norway, Toronto Island Airport, December 1940. These five elementary trainers are de Havilland Tiger Moths possibly loaned from RCAF Camp Borden.

In early 1940, the Norwegian Government purchased 24 American Curtiss Hawk 75-A-6 aircraft and nineteen had been delivered at the time of the German invasion. Only four of the twin Wasp-powered Hawk fighters had been assembled and none were ready for combat. These four were bombed and destroyed by the invading Germans. Some of the crated aircraft were disabled by the Norwegians, however thirteen would be captured by the Germans and repaired to flying condition. At least eight of these would be sold by Germany to Finland and used against the Russians during WWII. The remaining five aircraft [75-A-6] were on a freighter in the middle of the Atlantic, which was then diverted to France. The Norwegian government was planning to establish a Norwegian training base in France, but when France was invaded, the American fighters were shipped to England and became “Mohawks” flying in the RAF.

Norway had also ordered 36 Cyclone-powered Hawk 75-A-8 fighters but none were delivered before the German invasion. At least 30 of these aircraft were ferried to the new “Little Norway” base established in Toronto Island, Canada. Shown [above] are three of these advanced trainers in Norwegian colors, flying over Little Norway, 1940.

The American Cyclone engines at Little Norway 1940

In February 1940, the Norwegian Government initially ordered 36 Douglas DB-8A-5/A33 aircraft with company construction numbers 715 to 750. After the German invasion, 9 April 1940, the Norwegian aircraft order was taken over by the U.S. Government, then later they delivered the aircraft to Little Norway, Toronto Island, between October 1940 and January 1941. The Curtis and Douglas aircraft were both powered by the Wright Cyclone engine, which was ideal for training technicians and ordering spare parts.

These images were taken during the first visit to “Little Norway” by Crown Prince Olav and Crown Princess Martha in October 1940. Princesses Ragnhild, Astrid, and five-year-old future King of Norway Prince Harald had a number of photos taken in front of and in the cockpit of the American Douglas DB-8A-5 aircraft.

Little Norway in October 1940, Princess Ragnhild, future King Harald and Princess Astrid with Norwegian pilots in training.

One of the Norwegian pilots in cockpit of Douglas DB-8A-5
at Little Norway, October 1940

The first official complaint of low flying over the City of Toronto was received on 24 March 1941. Two days later the student pilots were ordered that flying over the city was restricted to 2,500 feet and no dives or turns could be performed, only straight flying from one point to the other.

On 5 July 1941, Fl./Lt. J. A. Anderson and Ft./Lt. H. Bjornstad were killed when their Douglas-8A-5 crashed at Port Credit, Ontario. In August 1941, 31 Douglas-8A-5 aircraft were returned to the United States, which became reclassified as Douglas-A-33-DE. The Norwegian Air Force retained four of the original Douglas-8A-5 aircraft and used them for training at Muskoka, two would be lost in flying training accidents.

On 20 January 1942, Ft./Lt. P. C. Ring was killed when his 8A-5 crashed at Oakville, Ontario. One year later, 24 January 1943, the last crash of an DB-8A-5 occurred at Snelgrove, Ontario, killing pilot Fl./Lt. O. H. M. Backer.

In August 1940, Georg Unger Vetlesen and Thor Solberg placed orders for 36 Fairchild M-62A aircraft, which began arriving by American ferry pilots on 23 November 1940. A new era was beginning and Little Norway became an elementary flying training school, following the same standards as the RAF and RCAF British Commonwealth Air Training Plan schools.

The original Fairchild Model 62 was designed in 1938 as a two seat, open cockpit, monoplane trainer for both military and civil flying schools. In September 1939, the U.S. Army Air Corps ordered two hundred and seventy with the designation PT-19. All the other civil and export trainers were designated M-62A.

In August 1940, the exiled Norwegian Government purchased 36 Fairchild M-62A trainers from the plant in Maryland, and these began arriving at Little Norway on 23 November 1940. These aircraft were never assigned to the U.S. Army Air Corps and therefore contained no U.S.A.A.C serial numbers or designation PT-19. The thirty-six M-62A were delivered to Little Norway between 23 November 1940 and November 1941. The aircraft were identified by Norwegian assigned serial numbers painted in large white numbers on the fuselages sides. The odd numbers were staggered in a ranged from 101 to 171. The above photos [top right and bottom left], probably taken in spring of 1941, shows ten Norwegian Fairchild M-62As at Little Norway and flying over Lake Ontario. The serial numbers are – 101, 103, 109, 113, 121, 127, 129, 131, 135, and 137.
Note – #129, #135 and #31 have 1941 PT-26 canopy.

These Norwegian M-62As were flown open cockpit, with a small dual vacuum supply attachment on the left hand side under the pilot front windscreen. [Below same photo shoot] These original aircraft were all converted to the standard PT-26 designed with 1941 canopy, winter heating, and modern instruments. Note below – #109 and #121 have open cockpit while #129, #135, and #131 has a modern PT-26 canopy.

These aircraft were powered by a 175 h.p. Ranger engine and the starting handle hole could be seen on the left-hand side of the engine cowling. It is reported the Norwegians upgraded these aircraft with an engine driven generator, electric engine starters, and engine driven vacuum pumps to power the new gyro-stabilised instruments.

This mural in Little Norway [Toronto] showed the bombing of Berlin by Norwegian Hawk 75-A-8 aircraft and the anger of Hitler.

This mural displayed the fact many Norwegian aircrews married Canadian ladies and raised a family during their training period at Little Norway in Toronto.

The attractive blonde haired Norwegian pilots caught the eye of many Toronto Canadian girls with many marriages taking place during training. Unfortunate flying training accidents also took place and a number of children lost their birth father. I would guess most of these young widows remained in Canada and possibly remarried Canadians.

During WWII a 20-year old Canadian was in the same physical condition as a 50-year old Norwegian. Maybe that’s why they attracted the Canadian girls.

The Royal visit to “Little Norway” in October 1941

On 13 January 1941, Air Commodore G.E. Brooks OBE, held a special luncheon with His Royal Highness Crown Prince Olav of Norway. During this man-to-man meeting future RCAF training plans for the RNAF were discussed.

On 24 March 1941, the cost of training one Norwegian Air Observer is estimated at $17,000 per student for eighteen weeks training. I’m sure the cost of training a Norwegian pilot for eighteen weeks at an RCAF Service Flying Training School was around $20,000. It is estimated the RCAF charged Norwegians $1,000 per week for training in BCATP schools in Canada.

The first 80 Norwegian students [35 pilots] and other trades are nearing the end of their training at Little Norway and the Canadian request for ship transport to Iceland is made for 20 April 1941.

This first official flying complaint [24 March 41] is directed to the Norwegian Air for low flying over the heart of downtown Toronto. On 26 March 1941, the RCAF No. 1 Training Command issues strict new orders to the Norwegians at Little Norway. “All future Norwegians pilots and student pilots are not to fly at less than 2,500 feet over the City of Toronto, and it must be a straight flying course, no turning or diving.” A senior RCAF staff officer gave specific reference to a Douglas aircraft which flew low over Casa Loma, and a Curtis P-26 which flew low over the downtown Toronto celebration for American visitor Wendall Wikkie.

In total 23 Norwegian pilots would be killed while training in Canada, plus seven died from disease, drowning and car accidents. Ten other ground crew ranks lost their lives while training, from 251 aircrew members. Three of six new powerful Northrop N-3PB patrol seaplanes would crash during early Canadian training and take six Norwegian aircrew lives.

In early 1940, the Norwegian government went looking for a modern seaplane of American manufacture, powered by an American Wright Cyclone engine. They decided on a model offered by a newly incorporated Northrop Aircraft Inc. at Hawthorne, California. The contract for 24 aircraft was signed on 12 March 1940, and production began on a new N-3PB patrol-bomber seaplane constructed with two single pedestal float mounts, which was a new advanced feature, suited for the sea coastal area of Norway. On 9 April 1940, Norway was invaded by Germany and the Norwegian government in exile moved to London, England. The first N-3PB seaplane rolled off the production line in California on 22 December 1940, and was given Norwegian serial number 301. American test trials took place the same day [22 Dec.] at Lake Elsinore, California, and the flight was perfect. In total 25 seaplanes were constructed and only one remains in the world today.

N-3PB serial 301 at Lake Elsinore, California, 22 December 1940, after Northrop’s test pilot Vance Breese completed his first flight.

Back in Little Norway, [Toronto] the harsh Canadian winter had caused Lake Ontario to freeze over and seaplane training was impossible. The Royal Norwegian Air Force appealed to the RCAF for a warm weather training base where the new N-3PB aircraft could be delivered and used for training. RCAF Station Vancouver [Jericho Beach] was picked as the site and six new N-3PB seaplanes were ferried from the factory in California to Portland, Oregon, then north to RCAF Station Jericho Beach, arriving between 19 February and 5 March 1941. The six new seaplanes were flown in pairs with serial numbers 302 to 307. On 21 February 1941, training began in Northrop seaplane Norwegian #303, [below] with student pilot Erling Jorgensen and instructor Sub/Lt. Harold Kruse. On take-off from Jericho Beach the aircraft climbed to over 1,000 feet, rolled over and entered a dive, crashing at Point Atkinson into 400 feet of water. Both occupants were killed instantly and their N3-PB sea aircraft was never salvaged.

 

On 17 March the remaining five N-3PBs were flown to RAF No. 32 Operational Training Unit at Patricia Bay, B.C., to continue the pilot training. On 18 March, the second day of the training syllabus, seaplane #305 stalled on take-off and crashed killing instructor Ft/Lt. Kaare S. Kjos and student pilot Jens E. Riiser. [Lt. E. Bjorneby a passenger survived the crash and was saved by two RCAF, LAC Philip P. Conlin and Cecil R. James.]

Training came to a halt, as it was determined the new aircraft was too powerful with a much larger aircraft weight for the new inexperienced Norwegian student pilots. It was powered by a single Wright ‘cyclone’ GR-1820 radial engine, which produced 950 h.p. at sea level. The remaining four aircraft were flown to Jericho Beach, dismantled and shipped by rail back to Little Norway in Toronto. Aircraft #302, #304, #306, and #307 left Jericho Beach in the first week of April 1941, and arrived at Little Norway five days later.

The four aircraft were reassembled at Toronto Island Airport [Little Norway] where this image was taken, [possibly around 20 June 1941] showing #2, aircraft serial #302 in background. This aircraft was shipped to Reykjavik, Iceland, in March 1942, coded GS-N, and lost on 17 September 1942. It is believed the other two seaplanes are serial # 304 [foreground] and #306 behind the soldier on Norwegian guard duty.

In May 1941, pilot training in the Northrop Seaplane N-3PB resumed at Little Norway in Toronto Island airport. On 20 June 1941, seaplane #307 was taking off from Lake Ontario surface and when it failed to gain enough height it collided with the smoke stack on the Toronto Island ferry “Sam McBride”. Killed were instructor Fl./Lt. Finn Strand Kjos and student pilot Ft./Lt. Trond Harsvik.

Photo Image from the Toronto Star Newspaper,
Port Race, Toronto Harbour, 21 June 1941

This crash made Toronto newspaper headlines, which declared it was only a matter of time before a plane crashed into the city itself. This growing political fear and the impractical flight training on the same airport used by civil aviation aircraft caused the immediate search for another Norwegian airport location. The new Little Norway would be constructed 80 miles north of Toronto, in the beautiful lake region of Muskoka, opening on 18 January 1942. July 1941 marked the end of training in the N-3PB seaplanes in Canada, with the three surviving aircraft placed into storage at Toronto Island Airport. Arrangements were already in place for all future advanced training of Norwegian pilots to be carried out in RAF No. 32 S.F.T.S., Moose Jaw, Saskatchewan, and RAF No. 34 S.F.T.S. at Medicine Hat, Alberta, in western Canada. The first class of 18 Norwegian pilots began advanced training at No. 32 Moose Jaw, Sask. on 16 April 1941. All elementary training of Norwegian pilots, aircrew, and other categories was carried out at Little Norway Toronto Island Airport until end of April 1942, then one year later it officially closed on 5 April 1943, when it was turned over to the RCAF and became “Lakeside” No. 1 Manning Depot.
The other eighteen new N-3PB seaplanes were dismantled, crated, and shipped on board the Norwegian steamer “Fjordheimn”, the voyage from New York to Reykjavik, Iceland, took thirteen days. They arrived on 19 May 1941, and twelve were placed into service with the new formed No. 330 Norwegian Squadron.

The first Norwegian Naval No. 330 RAF Squadron was established at Reykjavik, Iceland, on 25 April 1941, equipped with 21 Northrop N-3PB seaplanes. The first 18 new N-3PB aircraft were shipped by rail to New York City, crated, and placed on the Norwegian steamer “Fjorheim” which arrived at Reykjavik, Iceland, on 19 May 1941. Twelve seaplanes were assembled and divided into three flights. No. “A” flight was based at Reykjavik, with four aircraft, “B” flight was based at Akureiry in Northern Iceland, [four aircraft] and “C” flight was based at Budareiry in Eastern Iceland, [four aircraft].

In March 1942, the three surviving Canadian N-3PBs [302, 304, and 306] were taken out of storage at Little Norway [Toronto] crated and placed on the steamer “Delta” for delivery to Reykjavik, Iceland. The above photo shows Northrop N-3PB serial number 304, which arrived at Jericho Beach, Canada, after 19 February 1941, survived at Little Norway, Toronto, and arrived at Reykjavik, Iceland. The seaplane was given code letters GS-V, lost on 24 November 1942.

Eleven of the 21 seaplane N-3PB aircraft based in Iceland would be lost on patrols or crashes from the first operation on 23 June 1941, until they were replaced by the Catalina Mk. III in mid-January 1943.

No. 323 – lost 24 July 1941,

No. 324 – [GS-G] lost 30 July 1941,

No. 311 – [GS-B] exploded 16 Sept. 1941,

No. 315 – [GS-L] lost 22 Oct. 1941,

No. 321 – [GS-E] lost 4 Feb. 1942,

No. 301 – [GS-A] lost 25 April 1942,

No. 310- – [GS-B] lost 16 August 1942,

No. 302 [GS-N] lost 17 Sept. 1942,

No. 313 – [GS-L] lost 4 November 1942,

No. 304 – [GS-V] lost 24 November 1942, and

No.320 – [GS-U] lost 21 April 1943.

On 21 April 1943, N-3PB No. 320 code GS-U, took off from Budareiry with pilot Wsewolod Bulukin and wireless operator Leif Rustad onboard. Due to heavy snow they were forced down on the glacier river Thjorsa and crash landed. The crew survived and the seaplane sank into the river mud. Thirty years later it was recovered and restored by Norwegian, British, and American volunteers. Today it is the only remaining example of the Northrop N-3PB in the world.

A proud example of the Royal Norwegian Air Force was Northrop N-3PB seaplane, which flew in British Columbia, Little Norway, Ontario, and Iceland during WWII. The insignia was created by the author and not based on any known design used during WWII.

Note – The No. 1 RCAF Training Command Daily Diary records the date as 5 April 1943.
At 14:00 Hrs., 5 April of 1943, “Little Norway” was officially relocated to a small airport located near Gravenhurst, in the summer recreation area of Muskoka, 80 miles north of Toronto. Four hundred and thirty acres of land were obtained from monies received from the Royal Norwegian Air Force, plus Norwegian, Finnish, Danish [Canadian], and construction began on the H.Q. log building in early spring 1941.

 

The Norwegian Prime Minister Jens Nygaardsvold was present for the official opening day on 4 May 1942, and he dedicated the log building “Little Skaugum” for Crown Prince Olav of the Royal Norwegian family.

This is the group photo of the Norwegian Staff at Headquarters “Little Norway” Toronto Island Airport, late 1941. They would remain in charge of elementary and advanced training until April 1943. The Air Officer Commanding was Lieutenant Colonel Ole Reistad and Chief of Staff, Commander Ole Remlapp. The Toronto Island training area was officially turned over to the RCAF on 5 April 1943, and became a Manning Depot for new Canadian recruits. The buildings were returned to the City of Toronto in July 1954, and demolished two years later.

The Norwegian Headquarters moved to Muskoka, also named “Little Norway” and now concentrated on elementary pilot training, as the flow of recruits began to slow down. Norwegians faced one unique problem, cut off from a guaranteed flow of new recruits, they began to find it impossible to keep existing squadrons up to strength. In early September 1943, a Royal Norway Women’s Auxiliary Air Force was created at Muskoka, and eleven airwomen began training on 29 September. In total three courses were completed and twenty-seven females graduated before it was disbanded in October 1944. I’m not clear on why the women’s Air Force was created but possibly to allow more male ground crew members to take pilot training. Muskoka was also turned into a Norwegian recreational center for skiing in winter and swimming, fishing, and camping in the summer months. All recruits spent time at the resort to rest, relax, and recuperate before they began training.

 

The Norwegian mascot at Muskoka, who drank beer.

With the opening of the new training school at Muskoka on 4 May 1942, the decision was made to standardize Norwegian training to the British Commonwealth Air Training Plan type aircraft. Under Lend-Lease agreement, 50 additional Canadian built Fairchild PT-26, PT-26A, and PT-26B Cornels were delivered.

The founding father, Reuben Fleet, established Fleet Aircraft Ltd on 23 March 1930. In the first ten years it established a reputation of excellence in and out of Canada. In February 1942, an agreement was signed between the Canadian Government and Fairchild to construct PT-26 Cornell aircraft in the Fleet Aircraft at Fort, Erie, Ontario. The first 672 Cornell PT-26 RCAF aircraft were built by the Fairchild Hagerstown, Maryland, plant until the production line commenced at the Fort Erie, Canadian plant in November 1942. [Below] is the first built U.S. serial 42-14299, production number T4-4000.

The new Norwegian training base at Muskoka received ten RCAF PT-26 Cornells between August – 1 October 1942, and these were given odd staggered Norwegian serial numbers from 173 to 191. [These RCAF aircraft Cornell Mk. Is were built at the Fairchild plant, Hagerstown, Maryland and received RAF serial numbers. The following were received by the Norwegian Air Force in August 1942.

RAF serial EW341 production #T4-4400 [#173] RAF serial FH766 [#183]
RAF serial EW342 production # T4-4401 [#175] RAF serial FH767 [#185]
RAF serial EW343 production # T4-4402 [#177] RAF serial FH768 [#187]
RAF serial EW345 production # T4-4403 [#179] RAF serial FH769 [#189]
RAF serial EW348 production # T4-4404 [#181] RAF serial FH770 [#191]

Twenty PT-26B aircraft were delivered between 13 July and 3 September 1943, given staggered Norwegian odd serial numbers 193 to 231. These aircraft came with cockpit hood for blind flying training, and were all constructed at Fleet, Fort Erie, Ont. In total 250 were constructed and delivered to the RCAF as Cornell Mk. II aircraft, the first 157 had RCAF serial numbers 10751 to 10907. The first 15 with RCAF serial numbers 10751 [#193] to 10765 [#231] were delivered to the new airfield “Little Norway” at Muskoka.

Eleven PT-26 aircraft were delivered between June and August 1944, given staggered Norwegian odd serial numbers 233 to 253. These came from a batch of 251 Cornell Mk. II’s built at Fort Erie, Ontario, with RCAF serial numbers 10500 to 10750.

Seven PT-26B aircraft were delivered in June 1944, given staggered odd serial numbers 255 to 267. These were built at Fort Erie, Ontario, and delivered as Cornell Mk. II’s.

Two PT-26A were delivered in June 1944, Norwegian serial 269 and 271. These were produced in early 1944 at Fort Erie, Ontario, in a batch of 1,307 PT-26A aircraft.

From November 1942 until May 1945, 2,853 Cornell’s were built by Fleet Aircraft in Fort Erie, Ontario. The first fatal PT-26B flying accident at Muskoka took place on 26 August 1944, when Ft/Lt. R.G.N. Heise and Fl./Lt. B. Ottersen lost a wing and crashed at Germania, Ontario. The lost wing section was found but no large wreckage was recovered from the crash site.

A week later, another PT-26B lost a wing but the two Norwegians escaped death by parachute. This was a common fault with the early Fleet construction of the main wing spar, and many Canadian and RAF aircrews in training were killed across Canada. Norwegian training in the Canadian built PT-26 aircraft was temporarily suspended until the cause was determined and repaired.

Two original M-62A purchased in August 1940, still flying at Muskoka winter 1942.

This air and ground crew parade image taken at Muskoka in summer of 1942, shows the aircraft have received the serial number on tail, nose, and the normal large fuselage marking. The aircraft are all M-62As, with Norwegian serial numbers 119, 111, 131, 129, 141, and 157.

The “Wings for Norway” aircraft fundraising campaign toured the United States and Canada gathering over $400,000 in donations. Swedish-Americans donated $100,000, with the remainder received from Norwegian expatriates, plus Americans and Canadians. Norwegian aviators and sailors took part in a special fund-raising parade held on Fifth Ave. in New York City, which raised a large sum. The money was used to purchase many aircraft, which were painted in “Gift Squadron” colors with a ‘Wings for Norway’ map of north or South America on the fuselage with the name of donation country. The engine cowling received the nose art name of the main donator.

 

An “El Gaucho” mascot is presented to the representative to Canada for the Norwegian Ministry of Defence, General W. Steffens. Gauchos are the horsemen and ranch workers [Cowboys] of the South American Pampas [plains] with their own tough masculine identity which has no boundaries. This mascot came with the first “Wings for Norway” Gift aircraft #141 purchased and donated from Argentina and Uruguay.

Argentina and Uruguay would donate four aircraft all named “El Gaucho” #141, El Gaucho II #151, El Gaucho III #161 and El Gaucho IV #177.

Gift aircraft “Sweden I” and “Illinois” flying with skies
during winter training at Muskoka.

Special Norway Gift aircraft nose design

The Wings for Norway Gift aircraft “Spirit of Little Norway” received a special nose art design which was adapted from the large wall mural which was painted in the Airmen’s Mess, Little Norway, Toronto. The Norseman warrior is driving the Nazis from his homeland.

American Gift aircraft, and [below] Miss United States Navy even attended.

During a fund-raising benefit, a true story was told by one of the Norwegian student pilots [ex-boy scout] who escaped to train in Little Norway, and it was printed by the world press. This is the story that first appeared in “Boys Life” a scouting magazine, Vol. XXXII, No. 8, August 1942.

This article had a huge worldwide effect on the story of Norwegians training in Little Norway and attracted many famous people including Louis de Rochemont, the man who innovated and created the newsreel film “The March of Time.” The origin of the March of Time began on 6 March 1931, when CBS aired a 15-minute radio program in a dramatized news format. The program used live radio actors, a live orchestra, and elaborately staged sound effects to broadcast the world news. Radio pioneer Fred Smith and circulation manager Roy E. Larsen obtained permission to use material from Time magazine, which evolved into “The March of Time.” This highly successful radio formula gave birth to the idea movie-goers had a huge desire to see more. Producer Louis de Rochemont joined forces with Roy E. Larsen and The March of Time came to the big screen on 1 February 1935. From 1935 to 1951, the March of Time current news films were shown in over 9,000 Canadian and American movie theatres and educated 20 million people per month on the fast changing world at war.

The techniques and structure of these first news films were innovated by Louis de Rochemont which had a major influence on the future news documentaries to the present day. These 15 to 20-minute news films cost $25,000 to $75,000 each and produced a huge profit until the rise of television in 1951. The wisdom of Ted Turner took over [copied] where Louis de Rochemont left off, and today CNN rules the world using the very same dramatized news format.

In July 1941, Louis de Rochemont came to “Little Norway, Toronto Island, and filmed a [19 min. 45 second] history titled “Norway in Revolt” which was released in movie theatres in September 1941. The film earned him an Academy Award nomination. The “March of Time” film was also featured in the 6 October 1941 issue of LIFE magazine. After the filming was completed, Louis de Rochemont donated a large sum of money to the Norwegian Air Force. The second last Fairchild M-62A aircraft delivered to Little Norway in November 1940, #169 was selected for the ‘gift squadron’ painting and the nose art became “March of Time.”

This ‘gift squadron’ aircraft received a special fuselage painting for March of Time producer Louis de Rochemont. In a circle, a large radio microphone is imposed over a number of radio format sheet papers. In 1939, the original March of Time radio program was suspended; however the series was revived in 1941, with a new format of big name actors portraying leading world figures, such as Adolf Hitler and Benito Mussolini.

LIFE magazine 6 October 1941

 

In August 1942, Mr. Thor Solberg [insert] and Mr. P. Sivertsen donated two Interstate S.1A Cadet aircraft for liaison flight duties. [NC37358 and NC37360] Thor Solberg was born on a farm at Solberg, Norway, near Floro, 28 March 1893. Beginning on 17 July 1935, he flew from USA to Norway, arriving on 16 August, after 57 hours of flight time. He wanted to show the world that Norwegian Viking explorer “Leiv Eiriksson” had discovered America and flew the reverse route. In 1940, he formed his own airline company, then after the invasion of Norway, he returned to U.S. and began training of American pilots at his own “Solberg” airport at Readington, New Jersey. He had a very successful aviation career in Norway and the United States, and became a big supporter of the Norwegian training in Little Norway. He was placed in charge of ordering and purchasing the training aircraft used at Little Norway. Today he is honored in both Norway and the New Jersey Aviation Hall of Fame.

These two Interstate Cadet light planes were put to great use flying the 80 mile trip from Toronto Island Airport to the new training area in the Muskoka region. They also had on charge one RCAF Harvard trainer, which I’m sure was also painted in Norwegian colors, however I could never locate an image.

The Royal Norwegian Air Force hands over Little Norway to the RCAF, 14:00 hrs 5 April 1943. The new RCAF Camp was named “Lakeside Camp” No. 1 “M” [Manning Depot] and remained for the next ten years. I’m positive hundreds of Toronto youth joined the RCAF and received their manning training in the old original Little Norway buildings.

The Globe and Mail newspaper Toronto

Norwegian Commanding Officer Lt. Col. Ole Reistad presents a copy of Camp Little Norway to Air Commodore Frank S. McGill, Air Officer Commanding No. 1 Air Training Command, RCAF. This special gift photo publication was printed in Toronto in early 1943, containing 294 images of the training and life at Little Norway. Almost all of the images in this part one history were taken from my free domain publication copy. It was presented as a special gift to a few selected members of the RCAF. Today copies sell for $140 to $160 on the Internet, my research is free and may be used by anyone.

Introduction Little Norway (Text Version)

Research by Clarence Simonsen

Introduction
“Little Norway”
Toronto Island Airport 1940-1943

After spending four years in the Canadian [Army Military Police] Provost Corps, I completed the entrance exam for the Metropolitan Toronto Police Force in August 1965, being sworn-in on 6 October 65, and graduated from the [Metropolitan Toronto] police college in March 1966. After four months of walking the beat in #14 Division [Little Italy, which was another country to this western born guy] I was posted to #23 Division in Etobicoke. After just five weeks, I was detailed to a part-time posting at a special police station which only operated in the Canadian National Exhibition grounds during the month of August, closing on 2 September each year. Born and raised in western Canada, I had no idea of what to expect or the long Toronto history involved. First opened in September 1879 as the Industrial Exhibition, the name was changed in 1912, “Canadian National Exhibition” and a new police station was constructed in the grounds. That is where this rookie police officer arrived, and what an eye-opening experience, as the 1960s and 70s was the golden age for the grandstand shows where world class entertainers performed. Each day you were assigned a different beat in the C.N.E. grounds, and the most hated was standing seven long hours [boring, boring] guarding the Royal Bank of Canada. Out of four weeks each rookie cop got the boring bank duty twice; however I also received the beat on the Toronto Island Airport twice, pilots, aircraft, and the last week of August air show. During my police college training, all recruits received a course on the important historical parts of Toronto, which included Ward’s Island and the creation of the Toronto Island Airport, but nothing was said about the training of Norwegian pilots during WWII.

In 1968, a new senior police constable arrived at #23 Division and from time to time we were assigned to the same [scout] car. This senior constable [can’t recall his name] was posted to #23 for only four winter months, as he was assigned to one of three police boats which patrolled the Toronto harbour front. During those cold winter night shifts, [which he hated] we would get a warm coffee and he would relate his summer time duties to me. He was the very first person to tell me about the Norwegian Air Force that lived and trained at Little Norway from 1940 to April 1943. This came as a complete surprise and my early beginnings to learn more about this Norwegian wartime Toronto history.

As the years passed, I was always assigned duties at the CNE, and then in 1974, I was given the plum-job of the police force, driving the one and only police car on the CNE day shift. The following year, I was working plainclothes and for the ninth year in a row assigned duties at the CNE grounds, including the historical Island Airport.

This was police duty dress for the CNE in August 1975. After working the day-shift, I would stay and work an afternoon [pay duty] which included some big name entertainers. Yes, I got paid to sit in the front row and provide extra security for John Denver and old blue eyes, Frank Sinatra. During this same time period, I was slowly conducting my own research into the history of Little Norway and had a very good understanding of just what took place during the war years, on the very same grounds I was patrolling. In the last week of August 1975, a great world class airshow was performing each day at the CNE and one hot, humid, morning, my partner and I took the short ferry boat to the Toronto Island Airport control tower. The main ground floor of the control tower had a very good restaurant serving pilots, airport staff, and police officers, which was private from the prying eyes and madding crowds of the CNE grounds. As we walked to the control tower, I noticed to my left, one of the Toronto Police boats moored on the east side of the original aircraft hangar used by the Norwegians during WWII. Upon entering the control tower restaurant, there stood my old winter time partner, getting his morning brew. I wish I could recall his name, but I did take his photo, the very last meeting we ever had.

August 1975 ferry crossing to the Toronto Island Airport.

 

 

The same spot recorded thirty-five years earlier, late August 1940, the first year Norwegian student pilots taking the ferry from the Island Airport to their training and living quarters Little Norway. The first training class of eleven student pilots began on 21 September 1940, and twenty more soon followed.

The Toronto Island Airport control tower in late August 1975.

 

The [nameless] Toronto police officer who inspired all my research, holding his morning coffee. The CN Tower was very new to the Toronto skyline and still under construction.

The first history of the Norwegians who came to Toronto “Little Norway” appeared in the January and February 1942 issues of Canadian “White” comics, during the peek period of their training at Toronto Island Airport. When Canada passed the War Exchange Conservation Act in 1941, this opened the door to our first Canadian comic book publishing industry. Maple Leaf Publishing, Vancouver, and Anglo-American Publishing, Toronto, were the first to print Canadian comics in March 1941. In August 1941, three unemployed Toronto artists [brothers Andre and Rene Kulbach and Adrian Dingle] formed Hillborough Studios, 64 Grenville St. Toronto, and began printing their own comic books, Triumph Adventure Comics.

The first issue in August 1941, Vol. #1, issue #1

Each inside cover contained a letter from the editors with the month, volume, and issue number.

In total six issues were published by Hillborough Studios at 64 Grenville St. Toronto. No issue appeared in December 1941.

With the very first issue, it became clear these Canadian comics were different from the others which were just a creation of what might be classified as kid’s fantasy fun. The Triumph Comic drawings and story lines were much better researched and contained stories which could in fact educate Canadian wartime youth.

Churchill appeared in September 1941 and Capt. Cunnington in November 1941. Artist Adrian Dingle created these full-page drawings of WWII heroes and world leaders, the very same style the forbidden American comics were producing on Canadian and RCAF heroes. The Canadian fictional hero characters, like Spanner Preston, were also based on real WWII historical events.

The Canadian Prime Minister appeared in Vol. 1, #4, November 1941.

Today the comic book historians and rich collectors are only inspired by Canada’s first female super hero “Nelvana of the Northern Lights” and her dog Tanero, Vol. 1, #2 cover. The Canadian war content is totally over looked and forgotten. It’s all about money and greed, not history.

In March 1942, the talent of Adrian Dingle was recognized by the more powerful Bell Features comics, who offered to buy Hillborough Studios publishing. Adrian sold the company and most of his staff moved to the more powerful Bell Brothers organization in Toronto. Bell comics were now drawn by a large pool of artists and Dingle would later be promoted to manager in charge of production.

Twelve Bell Feature Canadian comic artists are listed in this 1942 full-page advertisement, created and drawn by Adrian Dingle, at 165 York St. Toronto.

The last two issues of Triumph Comics published by Hillborough Studios featured a two part eight-page strip series [ESCAPE] appearing in January 1942, Vol. 1, #5, and February 1942, Vol. 1, #6. The artist was named H.B. Caulfield, however I believe this was all drawn by Adrian Dingle, under an assumed name. This rare Norwegian comic page series is now public domain.

February 1942, Vol. 1, #6, the last comic issue
printed by Hillborough Studios, Toronto.

This Canadian “White” comic book adventure was in fact based on real events, which I believe were related to artist Adrian Dingle, from which he completed his comic strip drawings under the artist name H. B. Caulfield.

This is the original Norwegian boat in which these three young men sailed to Scotland during thirteen days of terrible storms and Nazi surveillance aircraft.

They were found by a British Royal Navy destroyer and taken to England and then sailed for Little Norway at Toronto, Canada.

Triumph Comics are now owned and published by Bell Features and Publishing Co. Ltd. at 165 York St., Toronto. Adrian Dingle continues to honor WWII heroes with a full-page drawing.

December 1940

August 1975

The full “Little Norway” history in photos and research follows in two parts.

Little Norway – Part One (PDF Draft Version)

Research by Clarence Simonsen

Little Norway Part One

Click on the link above.

Excerpt

The text of the now famous “King’s Speech” was published in Canadian Maclean’s Magazine on the 1 October 1939 issue. It was broadcast by His Majesty the King to his subjects on 3 September 1939, the day war was declared on Germany by Great Britain. Canada formally declares war on Germany on 10 September 1939. Canadians had no idea [Bertie] King George VI, had a Royal stutter which caused profound embarrassment to his Royal family. An excellent historical film in 2010 reveals the truth, preserving our hidden past.

In Norway another King had much bigger problems to worry about.

During the ‘Phoney War’ [September 1939 to April 1940] Hitler made plans for the invasion of Norway and Denmark, with the code word of “Weserubung.” Orders were issued by Hitler on 1 March 1940, and the invasion of Norway began in the early hours of 9 April 1940. The Norwegian campaign gave the British their first bitter lesson on German air superiority. The complete operation was run by thoroughly trained German officers who knew their men and equipment.

Introduction Little Norway (PDF Version)

“Little Norway”
Toronto Island Airport 1940-1943

Introduction Little Norway

Click on the link above.

Research by Clarence Simonsen

Excerpt

After spending four years in the Canadian [Army Military Police] Provost Corps, I completed the entrance exam for the Metropolitan Toronto Police Force in August 1965, being sworn-in on 6 October 65, and graduated from the [Metropolitan Toronto] police college in March 1966. After four months of walking the beat in #14 Division [Little Italy, which was another country to this western born guy] I was posted to #23 Division in Etobicoke. After just five weeks, I was detailed to a part-time posting at a special police station which only operated in the Canadian National Exhibition grounds during the month of August, closing on 2 September each year. Born and raised in Western Canada, I had no idea of what to expect or the long Toronto history involved. First opened in September 1879 as the Industrial Exhibition, the name was changed in 1912, “Canadian National Exhibition” and a new police station was constructed in the grounds. That is where this rookie police officer arrived, and what an eye-opening experience, as the 1960’s and 70’s was the golden age for the grandstand shows where world class entertainers performed. Each day you were assigned a different beat in the C.N.E. grounds, and the most hated was standing seven long hours [boring, boring] guarding the Royal Bank of Canada. Out of four weeks each rookie cop got the boring bank duty twice; however I also received the beat on the Toronto Island Airport twice, pilots, aircraft, and the last week of August air show. During my police college training, all recruits received a course on the important historical parts of Toronto, which included Ward’s Island and the creation of the Toronto Island Airport, but nothing was said about the training of Norwegian pilots during WWII.