European Aviation History

  Although it wasperiphery to their main tasks, the ATA also engaged in testing aircraft.  Testing primarily took   place in the context of preparing the all-important Handling and Pilot's Notes. These provided in concise, easily-consulted form all the pertinent specifications of a specific aircraft. They identified the type of engines, air screws, brakes, flaps, gills, and the fuel requirements as well as the number and size of the fuel tanks etc. In addition, they provided recommendations for boost, rpm, mixture, rudder and flap at take-off, climb, cruise, and landing. Information was provided on stalling speeds with flaps up and down and often tips on things to watch for.  For example:  "Across wind or down wind, the aeroplane is liable to tip on its nose unless every precaution is taken."  "The hydraulic cut-out screechs loudly as pressure builds up, and stops with a loud bang at 800 lbs. Avoid running between 2100 and 2200 rpm."   "If te...

  The ATA didn't just ferry aircraft, it carried passengers.    The ATA never intended to be a passenger-carrying operation. Britain's two national airlines, British Airways and Imperial Airways were merged in November 1939 to form British Overseas Airways Corporation or BOAC. This national airline continued to fly throughout the war and was particularly important for maintaining contact and communication with Britain's far-flung colonies. The ATA did not attempt to undercut or compete with this service, but by the end of the war it had carried thousands of passengers. The bulk of those passengers were the pilots of the ATA en route to or from one of their ferrying assignment, i.e. they were the passengers carried in the ATA's own "air taxis."  Any pilot qualified to fly on twin-engine aircraft could be assigned to fly one of the ATA's taxis, but over time some of the pilots proved particularly suited to the role of "taxi driver" and were assigne...

  Although the Air Transport Auxiliary was founded with a open mandate to do "whatever it could" with the resources it had (pilots), ferrying was not envisaged at the start. Yet from 1 May 1940 until the summer of 1945, the ATA held a monopoly on this function in Britain. But just what did that actually entail?   In the early days, Britain was under attack from the air (part of the Battle of Britain), and aircraft factories were receiving particularly intense attention from the Luftwaffe. In consequence, the ATA was asked to help clear newly produced RAF aircraft away from these prime targets. This task entailed picking up aircraft that had just rolled off the assembly line and were completely untested to the nearest RAF Maintenance Unit, where they were be fitted with such vitally important equipment as radios and armaments. In short, the ATA was flying potentially faulty aircraft without communications or self-defensive capabilities.  As soon as the modifications were c...

 The Second World War saw an unprecedented utilization of 'woman power' in the armed forces. Yet in the United States and Great Britain these women were overwhelmingly employed in separate organisations (e.g. the ATS, WRNs and WAAF in the UK, or the WAC and WAVES in the US) rather than fully integrated into the military.  The Air Transport Auxiliary was the exception.     The integration of women in the ATA as regular employees meant that the women enjoyed the same conditions and terms of employment as their male colleagues. Thus, the women of the ATA wore the same uniforms as their male colleagues except for being allowed to wear a skirt instead of trousers for 'dress' occasions. This uniform consisted of a dark blue, single-breasted uniform tunic, light blue shirts and a black tie. When women wore a skirt they were supposed to wear black stockings, but many ignored this 'regulation' and wore skin-coloured stockings instead. In addition, pilots -- whether men o...

  The esprit de corps of the ATA was compared to that of a "crack squadron in the RAF," yet the atmosphere was very different. It started with contempt for 'bumpf," aversion to drill, and rebelliousness against uniforms. The situation might have been dangerous and disastrous had it not been balanced by dedication to duty, self-discipline, and maturity.    One defining characteristic of the ATA's work ethos was tolerance and respect for the eccentricity and of other members. There was no pressure to conform in the ATA; rather, non-conformists set the tone, and the ATA prided itself on being a collection of individualists. Yet while there was no official or formal "Code of Conduct," this was because none was necessary. The merest hint that behaviour had been 'inappropriate' and could lead to dismissal was enough to induce corrective action. Women pilots who flew with the ATA particularly stressed that it was a very "civilised organisation....

 In what some might call "typically British" fashion, the early days of the ATA were a bit of a muddle. With time, however, the organisation secured a place and a role on the border between civilian and military spheres -- in many ways comparable to the Merchant Navy.    Members of the ATA wore a uniforms, held ranks, and worked hand-in-hand with the armed forces all without being engaged in combat. In the early days, ATA pilots were simply "loaned" to the RAF and operated out of RAF facilities, receiving their assignments from RAF officers and flying alongside RAF ferry pilots. However, this caused friction due to different rates of pay, the absence of Mess privileges, and what some participants described as a "lack of military manners" on the part of the civilians.  The Air Ministry briefly considered commissioning the ATA pilots but decided against the scheme because of (justified!) doubt as to whether the volunteer hobby fliers, many of who were well- ...