Webber, James Raymond: my Cold War Air Force experience (March 13, 2017)
Interviewee: Webber, James Raymond
Interviewer: Taylor, Mercedes
An interview/narrative of James Webber's experiences during the Cold War. Interview took place on March 13, 2017 in Victoria, B.C.
ABSTRACT: Born on a farm in Manitoba in 1936, Ray Webber joined the Air Force in March of 1955. He had previously been employed at a grain elevator, and saw an advertisement on a fence post searching for recruits. His training took place at Manning Depot in St. John, Quebec, and after eight weeks was transferred to Trenton Ontario. After this initial training further training was required to become better acquainted with an airfield. Webber recalls using lanterns and an old World War II airfield for training exercises. Training was much more hands on and did not rely so heavily on technology as it does today. Following his time in Trenton, Webber was transferred once again to Cold Lake, Alberta. This was a newer base with many airplanes, something Webber says helped in putting his training to use. There was much activity, with CF-100s and B-25s used in the Airborne Intercept training for the aircrew. Expediters were called “bug smashers” and were used as targets. T-33s did instrument readings for the air crew. Airborne Intercept training and instrument flight rules were a big part of training. Webber describes what a normal day at Cold Lake would have been like, what flight plans were like, and how operations were performed. After Cold Lake, he was transferred to Marville France, and recalls his trip to Europe by ship. There were two squadrons of F-86s in Marville and one squadron of CF-100s. Webber describes activity as being hectic at times. There were a lot of planes in Europe at this time, with 75 on Webber’s base and four bases total. Americans were close and had even more planes, Webber recalls. Practice operations included tactical evaluations and shooting down targets, with the priority being to get aircraft back without incident. After one year in France Webber returned to Canada, becoming involved in Ground Controlled Approach Radar, or the precision landing of aircraft. At this time Webber’s duties included receiving aircraft, which didn’t require special equipment in the aircraft. More training took place for Webber in Borden, Ontario, where training involved real airplanes. Webber explains that this type of training doesn’t exist anymore, as training practices such as these are now performed in simulators. Traffic and final approaches were practiced. There was an emphasis on knowing what the pilots were going through, as Webber and his colleagues received hands on training that provided real life experiences. Each controller had to set up and align his own equipment, something that is now performed by computers. After his time receiving more training in Canada, Webber was once again stationed in Marville, France. He performed radar approaches until returning to Canada in 1960. Some of the characteristics that make a good air traffic controller were discussed, such as being able to pass on good information at the right time. Spatial orientation tests were performed, Webber says that 13% of the general population cannot pass such a test. Challenges he experienced included keeping track of adequate fuel and directing the safe landing of aircraft that were running low. Bad weather was also a factor. Other challenges had to do with stresses on the job and the ability of controllers to leave work at work and personal lives at home. Following his time in France Webber was once again located to Canada, and worked with other types of radar in the Department of Transport, such as ILS (Instrument Reading System). A move to Churchill Manitoba and the Maguire Airforce Base was next, where B-36s were always on patrol. KC-97s would take up fuel to refuel bombers. CF-104s were also there for cold weather testing the year Webber was stationed in Churchill. He recalls one of the new carriers having an unknown problem that required it to land unexpectedly. Webber emphasizes that all aircraft looked the same on radar – as just a tiny dot- so all landings were treated with the same diligence. When the craft was landed Webber realized that he was one of very few air traffic controllers to have a B-52 landing on their record. After a year in Churchill Webber was stationed in Gimli Manitoba, operating the same radar that had been used in Europe. It was here that he was commissioned. More training was to follow at a variety of locations, and then Portage La Prairie became home for four years. Training remained a constant throughout. Again Webber emphasised the importance of passing correct information at the right time, as well as a calm temperament and hands on training. Improvements in technology however, meant that some methods began to change, a fact that wasn’t always welcomed. Webber was promoted to Executive Staff Officer to the National Defense College and transferred to Kingston Ontario. This position involved a lot of travel, which included trips behind the Iron Curtain as well as all over Asia and Africa. Following Kingston he was relocated to Summerside PEI as the Base Administrative Officer and had many different areas of responsibility, including maritime patrols with Argus search and rescue. Webber’s time in PEI was short-lived however, and following this was once again transferred to Europe, this time stationed at Baaden Baaden in Germany. After his time in Germany, it was back to Manitoba and Air Command Headquarters as the Senior Staff Officer Cadets. He oversaw cadet camps for three years before moving on to Organizations and Establishments, tracking all the positions in the RCAF. It was during this time that he volunteered to move to Comox in Colorado Springs. Changes in recruiting practices were taking place at this time, and it became a requirement to have a university degree in order to be promoted to major. Ray Webber took his uniform off in 1993, though continued to work as a civilian in the same job until 2000. He says the military was hard on families with so much moving around, and that the training is never complete; there are always new opportunities for learning and updating skills. 0:00 – 3:50 – Growing up in Manitoba on farm, how he came to enlist, impressions of military prior to enlistment. 3:51 – 5:05 - Training in St. John’s Quebec at Manning Depot. 5:06 – 5:57 – Trenton Ontario, Contact training and becoming acquainted with an airfield, preparations for night flights. 5:58 – 7:29 – Grand Bend Ontario, Air Traffic Control Operator, description of conditions at Grand Bend, description of training received there. 7:30 – 8:13 – Cold Lake unit transfer, a newer base with much activity. 8:14 – 9:29 – Airborne Intercept training, description of types of aircraft used: CF-100s, B-25s, T-33s, IFR (instrument flight rules). 9:30 – 10:22 – Operations at Cold Lake, types of shifts, delegation of tasks. 11:11 – 14:51 – Transfer to Marville, France. Trip across Atlantic, first impressions of France, description of squadrons (F-86s, CF-100s), description of his base and the other Canadian bases, priorities of his position (tactical evaluation, shooting down targets, maintenance of security while getting aircraft back). 14:52 – 16:12 – Return to Canada, work with Ground Controlled Approach Radar and the precision landing of aircraft, description of equipment involved. 16:13 – 17:25 – Training in Borden Ontario, comparisons to training today. 17:25 – 24:41 – Discussion of equipment used, characteristics that make a good controller. 24:42 – 26:31 - Types of emergencies that would occur, how they were handled. 26:32 – 26:57 – Back to Winnipeg from France to work with Department of Transport. 26:57 – 27:52 - ILS – Instrument Landing System and training. 27:53 – 28:45 - Move to Churchill Manitoba, same type of radar being used. 28:46 – 29:59 – B-36s patrolled, transport of nuclear weapons, KC-97s would take up fuel, refuel bombers at Maguire Air Force Base, CF-104 cold weather testing. 30:00 – 31:31 – B-36s one of the new carriers at the time, story of landing a B-52 safely. 31:32 – 33:14 – Weather and radar challenges, building trust with pilots. 33:15 - 36:00 – Transfer back to Gimli and commissioned to the ranks, more training in Gimli. 36:00 – 37:15 – Description of training in Borden and Rivers Manitoba, 1967. 37:16 – 40:43 - Training on Tudor aircraft, T-33s, C-45s for maritime and transport command. 40:44 – 42:50 - Explanation of Instrument Flight Rules (IFR) 42:51 – 46:50 – Opinions on women starting to come through training. 46:51 – 53:20 - Promoted to Executive Staff Officer to the National Defense College, much travel in this position. 53:21 – 57:10 - Transfer to Summerside PEI, promotion to Base Administrative Officer. 57:11 – 01:04:10 - Back to Germany to fill Base Air Traffic Control Officer position, base life in Germany and operations. 01:04:11 – 01:08:14 - Took on Senior Staff Officer Cadets position back in Canada. 01:08:15 – 01:10:30 - Changes in requirements for Air Force promotion later in career. 01:10:31 –01:13:27 - Retirement and work for RCAF as a civilian. 01:13:28 - 01:26:11- What it takes to be a successful Air Traffic Controller, where command and control is going and how it has changed over the years.
- In Collection:
- 1 sound recording (MP3)
- 38.83388, -104.82136
- 51.5, 10.5
- 48.4359, -123.35155
- Original sound recordings (MP3) also available.
- Canadian Military Oral History Collection
- WJR_860
- Special Collections Finding Aid: https://uvic2.coppul.archivematica.org/military-oral-history-collection
- March 13, 2017
- Digital sound recording in .mp3 format at 64 kbps. Recorded in digital format by interviewer, technical and cataloguing metadata provided by JF. Interview recorded in digital format for UVic Special Collections in 2017. Migration metadata by KD and MT.
- Rights
- This interview has been posted with the understanding that it may be used for research purposes only. Should the interviewee or their heirs have any objections to this interview being accessible on the Internet, it will be removed promptly. Contact UVic Special Collections for permission if using for other than research purposes: speccoll@uvic.ca
- DOI
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