Bennett, Donald Clifford Tyndall
Survived 1940-11-10
Birth Date: 1910-September-14
Born:
Home:
Enlistment:
Enlistment Date: Unknown
Decorations: CB, CBE, DSO
Service
RAFVR
Unit
(Ferry) FU- Ferry Unit (RAF)
Base
Gander
Rank
Air Vice Marshall
Position
Civilan
Service Numbers
Hudson Mk.III T9422
Ferry Flight 1940-November-10 to 1940-November-10
(Ferry) FU () Gander, Newfoundland
Air Vice Marshal Donald Clifford Tyndall Bennett, CB, CBE, DSO (14 September 1910 -15 September 1986) was an Australian aviation pioneer and bomber pilot who rose to be the youngest air vice marshal in the Royal Air Force. He led the "Pathfinder Force" (No. 8 Group RAF) from 1942 to the end of the Second World War in 1945. He has been described as "one of the most brilliant technical airmen of his generation: an outstanding pilot, a superb navigator who was also capable of stripping a wireless set or overhauling an engine". Wikipedia
Bennett and ATFEROOne of the many significant accomplishments of Don Bennett's career in aviation was being appointed flying superintendent of the Atlantic Ferry Organization (ATFERO).
Prior to March 1941, aircraft manufactured in the United States were being disassembled, crated and shipped across the Atlantic. The ships were vulnerable to attack by the German Navy, particularly U-boats and the time of delivery was about three months.
Max Aitken, First Baron Beaverbrook, had been appointed Minister of Aircraft Production (MAP) by Winston Churchill. Notwithstanding the enormous challenges of weather, range, navigation, icing of aircraft and lack of experienced pilots, Beaverbrook accepted the challenge and through his contacts at Imperial Airways and the Canadian Pacific Railways (CPR) an agreement was signed, and they created an Air Services Department within CPR. This privately owned Canadian Company became the Atlantic Ferry Organization (ATFERO) on March 1st, 1941.
As flying superintendent, Don's role encompassed selecting, testing and preparing aircraft; aircrew training, with a specific focus on navigation; and leading the first flight across the Atlantic. Since 1939, the Hudson Mk I, manufactured by Lockheed at their factory in Burbank California, were being shipped by sea to the UK. The ATFERO team travelled to Burbank in August 1940 and Don commenced flight testing the Hudson and the Lodestar. Lockheed provided two Hudson Mk IIs (T9370 and T9365) for testing, and they were flown back to Montreal.
The American Neutrality Act prevented American Pilots from flying across the border to Canada (a belligerent nation). The solution was to fly the aircraft to Pembina, North Dakota, taxi to the Canadian border where they would be hauled into Canada by tractors or draught horses to Emerson Manitoba. From there they would be flown to their designated Canadian destination by non-American pilots. By August of 1940, due to the shortage of pilots, Americans were being allowed to fly in Canadian air space, just not officially and not across the border.
Back in Montreal, in September, the process of selecting and training pilots began. Ultimately 44 pilots from the197 candidates passed certification for making Atlantic flights. There was a lack of qualified navigators, and it was decided that the inaugural flight, very much a "proof of concept" exercise would comprise eight (ultimately) seven aircraft with Don Bennett piloting the lead aircraft and acting as navigator for the entire formation.
The potential pilots began their training in British navigation, technical systems and flying the Hudson. Wireless operators received their training from BOAC air crew. September 15th Don test flew the Hudson Mk IIIs and by the 5th of November all eight of the Mk IIIs arrived at St. Hubert Airport. They were tested, particularly for icing; had extra fuel tanks installed, and with one exception being withdrawn due to engine trouble, made their way to Gander.
Don flew to Gander on November 9th expecting the Atlantic flight to commence that evening only to find the aircraft covered in ice, that delayed the departure by a day. The pilots had been provided with detailed flight plans, weather maps, forecasts, cruising cards covering fuel consumption prepared by Bennett. Without a navigator they were attempting to "follow the leader' with every possibility that they would get separated, and they had to maintain radio silence within 400 miles of the Irish coast. Each crew was given the opportunity of turning back up to four and a half hours into the journey.
The seven aircraft, led by Don Bennett, took off at 6.52 pm from Gander, heading for Aldergrove, near Belfast. A number of mechanical issues arose, including radio and navigation failures among the aircraft and air sickness among the crews. They encountered a North Atlantic Storm for most of the journey that resulted in significant icing and the order was given to separate. However, they were able to pick up Don's periodic positioning reports until they neared the Irish Coast.
Lockheed Hudson M lIIA T9422 North Atlantic Aviation-Museum Gander Newfoundland Photo Bzuk.jpeg image not foundAfter a flight of 10 hours, 17 minutes Don arrived at Aldergrove with the remaining aircraft landing within the hour. Most of the crews returned immediately by ship to Canada, Don followed on November 19th. The second formation flight occurred on 28/29 November and the third on 17/18 December. A 100% success rate with no aircraft lost. It would not last.
Don led the 4th formation flight in T9465 departing on 28th December. Of the seven aircraft, one crashed on takeoff, no casualties, blocking another from getting off the ground. A third Hudson returned with engine trouble and a fourth experienced radio transmitter failure. After this trip though, Don was able to convince Lord Beaverbrook that trained navigators were required, and Navigator training became a part of the British Commonwealth Air Training Plan with training provided by BOAC navigators experienced in flying the Atlantic.
Five months into its operations, the ATFERO began to encounter problems. Initially there was a dispute over the delivery of PBY 5 Catalina's that resulted in the "Atlantic team" breaking up. The organization was "facing severe growing pains" and becoming the target of national and international criticism. The demand for aircraft far outstripped the capacity of ATFERO to deliver. The most acute issue was the difficulty in recruiting pilots. Something had to be done to relieve this "bottleneck". The result was CPR relinquishing control to MAP and then with questions arising about ATFERO's performance, it was decided that the Air Ministry would take over and ATFERO would become RAF Ferry Command on the 20th July 1941.
While the high-level politics around ATFERO's performance played out, Don Bennett conducted the first survey flight to Greenland with the objective of establishing a northern route to facilitate aircraft that didn't have the range for a direct flight. He identified landing sites, and this survey flight would lead to an aerodrome being built at Narsarsuaq on the route that would take aircraft through Goose Bay, Greenland and Reykjavik.
Another contribution that Don made during this time was inaugurating the so-called Return Ferry Service: flying crew who had delivered aircraft to the UK back to Canada instead of sending them by sea. On the 8th of May, 1941 he carried 24 pilots on mattresses in the bomb bay of a B 24 Liberator, flying directly to Montreal.
During the 11-month CPR/ATFERO period up to 20th July 1941, (when the organization became Ferry Command), of 293 aircraft, 289 arrived in Britain with four aircraft and five lives lost. A staggering success considering the challenges. Ultimately, the ferry organization in its various guises delivered more than 10,000 aircraft covering 17 different types built in American and Canadian factories.
Carl Christie, the author of "Ocean Bridge", the most comprehensive history of the ferry organizations, is afforded the final word about this phase of Don's life: "�There is no doubt that Bennett was the single most important individual launching the transatlantic service
The source of this summary of Don Bennett's contribution to the Atlantic Ferry Organization is the first volume of Ian Campbell's biography of Bennett entitled "�Relentless Skies: Volume 1: The Most Efficient Airman (1910-1942)
Damcasters discuss the book "Relentless Skies" with author Ian Campbell
Lockheed Hudson A-28 A-29 AT-18
Source National Air Force Museum of Canada.
The Lockheed Hudson was an American-built light bomber and coastal reconnaissance aircraft built initially for the Royal Air Force (RAF) shortly before the outbreak of the Second World War and primarily operated by the RAF thereafter. The Hudson served throughout the war, mainly with Coastal Command, but also in transport and training roles, as well as delivering agents into occupied France. They were also used extensively with the Royal Canadian Air Force's (RCAF) anti-submarine squadrons.National Air Force Museum of Canada.
Wikipedia Hudson 
Harold A Skaarup Web Page 
Hudon - Kestrel PublicationsHudson T9422 Mk.III - Ferry Flight - 1940-11-10 to 1940-11-10
6 Group Unavailable
Air Vice Marshal Donald Clifford Tyndall Bennett, CB, CBE, DSO (14 September 1910 -15 September 1986) was an Australian aviation pioneer and bomber pilot who rose to be the youngest air vice marshal in the Royal Air Force. He led the "Pathfinder Force" (No. 8 Group RAF) from 1942 to the end of the Second World War in 1945. He has been described as "one of the most brilliant technical airmen of his generation: an outstanding pilot, a superb navigator who was also capable of stripping a wireless set or overhauling an engine". Wikipedia
Bennett and ATFEROOne of the many significant accomplishments of Don Bennett's career in aviation was being appointed flying superintendent of the Atlantic Ferry Organization (ATFERO).
Prior to March 1941, aircraft manufactured in the United States were being disassembled, crated and shipped across the Atlantic. The ships were vulnerable to attack by the German Navy, particularly U-boats and the time of delivery was about three months.
Max Aitken, First Baron Beaverbrook, had been appointed Minister of Aircraft Production (MAP) by Winston Churchill. Notwithstanding the enormous challenges of weather, range, navigation, icing of aircraft and lack of experienced pilots, Beaverbrook accepted the challenge and through his contacts at Imperial Airways and the Canadian Pacific Railways (CPR) an agreement was signed, and they created an Air Services Department within CPR. This privately owned Canadian Company became the Atlantic Ferry Organization (ATFERO) on March 1st, 1941.
As flying superintendent, Don's role encompassed selecting, testing and preparing aircraft; aircrew training, with a specific focus on navigation; and leading the first flight across the Atlantic. Since 1939, the Hudson Mk I, manufactured by Lockheed at their factory in Burbank California, were being shipped by sea to the UK. The ATFERO team travelled to Burbank in August 1940 and Don commenced flight testing the Hudson and the Lodestar. Lockheed provided two Hudson Mk IIs (T9370 and T9365) for testing, and they were flown back to Montreal.
The American Neutrality Act prevented American Pilots from flying across the border to Canada (a belligerent nation). The solution was to fly the aircraft to Pembina, North Dakota, taxi to the Canadian border where they would be hauled into Canada by tractors or draught horses to Emerson Manitoba. From there they would be flown to their designated Canadian destination by non-American pilots. By August of 1940, due to the shortage of pilots, Americans were being allowed to fly in Canadian air space, just not officially and not across the border.
Back in Montreal, in September, the process of selecting and training pilots began. Ultimately 44 pilots from the197 candidates passed certification for making Atlantic flights. There was a lack of qualified navigators, and it was decided that the inaugural flight, very much a "proof of concept" exercise would comprise eight (ultimately) seven aircraft with Don Bennett piloting the lead aircraft and acting as navigator for the entire formation.
The potential pilots began their training in British navigation, technical systems and flying the Hudson. Wireless operators received their training from BOAC air crew. September 15th Don test flew the Hudson Mk IIIs and by the 5th of November all eight of the Mk IIIs arrived at St. Hubert Airport. They were tested, particularly for icing; had extra fuel tanks installed, and with one exception being withdrawn due to engine trouble, made their way to Gander.
Don flew to Gander on November 9th expecting the Atlantic flight to commence that evening only to find the aircraft covered in ice, that delayed the departure by a day. The pilots had been provided with detailed flight plans, weather maps, forecasts, cruising cards covering fuel consumption prepared by Bennett. Without a navigator they were attempting to "follow the leader' with every possibility that they would get separated, and they had to maintain radio silence within 400 miles of the Irish coast. Each crew was given the opportunity of turning back up to four and a half hours into the journey.
The seven aircraft, led by Don Bennett, took off at 6.52 pm from Gander, heading for Aldergrove, near Belfast. A number of mechanical issues arose, including radio and navigation failures among the aircraft and air sickness among the crews. They encountered a North Atlantic Storm for most of the journey that resulted in significant icing and the order was given to separate. However, they were able to pick up Don's periodic positioning reports until they neared the Irish Coast.
Lockheed Hudson M lIIA T9422 North Atlantic Aviation-Museum Gander Newfoundland Photo Bzuk.jpeg image not foundAfter a flight of 10 hours, 17 minutes Don arrived at Aldergrove with the remaining aircraft landing within the hour. Most of the crews returned immediately by ship to Canada, Don followed on November 19th. The second formation flight occurred on 28/29 November and the third on 17/18 December. A 100% success rate with no aircraft lost. It would not last.
Don led the 4th formation flight in T9465 departing on 28th December. Of the seven aircraft, one crashed on takeoff, no casualties, blocking another from getting off the ground. A third Hudson returned with engine trouble and a fourth experienced radio transmitter failure. After this trip though, Don was able to convince Lord Beaverbrook that trained navigators were required, and Navigator training became a part of the British Commonwealth Air Training Plan with training provided by BOAC navigators experienced in flying the Atlantic.
Five months into its operations, the ATFERO began to encounter problems. Initially there was a dispute over the delivery of PBY 5 Catalina's that resulted in the "Atlantic team" breaking up. The organization was "facing severe growing pains" and becoming the target of national and international criticism. The demand for aircraft far outstripped the capacity of ATFERO to deliver. The most acute issue was the difficulty in recruiting pilots. Something had to be done to relieve this "bottleneck". The result was CPR relinquishing control to MAP and then with questions arising about ATFERO's performance, it was decided that the Air Ministry would take over and ATFERO would become RAF Ferry Command on the 20th July 1941.
While the high-level politics around ATFERO's performance played out, Don Bennett conducted the first survey flight to Greenland with the objective of establishing a northern route to facilitate aircraft that didn't have the range for a direct flight. He identified landing sites, and this survey flight would lead to an aerodrome being built at Narsarsuaq on the route that would take aircraft through Goose Bay, Greenland and Reykjavik.
Another contribution that Don made during this time was inaugurating the so-called Return Ferry Service: flying crew who had delivered aircraft to the UK back to Canada instead of sending them by sea. On the 8th of May, 1941 he carried 24 pilots on mattresses in the bomb bay of a B 24 Liberator, flying directly to Montreal.
During the 11-month CPR/ATFERO period up to 20th July 1941, (when the organization became Ferry Command), of 293 aircraft, 289 arrived in Britain with four aircraft and five lives lost. A staggering success considering the challenges. Ultimately, the ferry organization in its various guises delivered more than 10,000 aircraft covering 17 different types built in American and Canadian factories.
Carl Christie, the author of "Ocean Bridge", the most comprehensive history of the ferry organizations, is afforded the final word about this phase of Don's life: "�There is no doubt that Bennett was the single most important individual launching the transatlantic service
The source of this summary of Don Bennett's contribution to the Atlantic Ferry Organization is the first volume of Ian Campbell's biography of Bennett entitled "�Relentless Skies: Volume 1: The Most Efficient Airman (1910-1942)
Damcasters discuss the book "Relentless Skies" with author Ian Campbell