CMFT NEWSLETTER CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION No. 31 Winter 86/87 CONTENTS Presidents Report…….. Letters to the Editor. Homesite Update.. What Have We Got?. Tribute for Outstanding Contribution….7 Hampden Update. ..9 The Bendix Trophy… ..10 Escape by Biplane…….. CMFT’s Nelson 88-1 Dragonfly. 11 15 Donations…… Wants and Needs/Help Wanted. .17 19 New Members… Related Organizations… News from Other Groups…. .21 COVER PHOTO: CMFT’s CF-100 Canuck, RCAF 18138 flying formation with ‘146 and 145 of 445 Squadron, Aug. 17, 1953. The CF-100 will to moved to the museum storage site for display in Spring 1987. Photo courtesy Bob Baglow/Canuck Publications. CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION 1986/87 EXECUTIVE OFFICERS E.V. (Ed) Zalesky, 531-2465 President J.E. (Jerry) Vernon, 420-6065 Vice-Pres Rose Zalesky, 531-3744 Secretary/Treas Stoney Jackson, 386-9997 Chairman, Van.Is Bruce Jubb, 479-1187 Vice-Chairman, Van.Is Tom Palmer, 477-5706 Sec/Treas Van.Is Board of Directors Adams, Michael Anderson, Ian Lang, Marvin Robinson, Jane Elgood, Terry Stunden, Ron Thompson, Bill Thompson, Wilma Fraser, Doug Gardhom, Fred Gerow, Earl Hudak, Tony Vernon, Jerry Way, Peggy Jackson, G. Barry Jackson, Stoney Zalesky, April Zalesky, Ed Knowles, Peter Zalesky, Rose The Canadian Museum of Flight and Trans- portation is a non-profit society dedi- cated to the preservation of aviation and transportation heritage. Charitable status allows for the issuance of tax deductible receipts for donations of artifacts, goods and money. It is governed by a board of 20 Directors, elected annually. Elections held in April. COMMITTEE HEADS Frank Stevens, 580-6252 Flying Phone Mary Dewberry, 278-0755 April Zalesky, 531-3744 Special Events Joe Smith, 590-6262 Display/Buildings Research Jerry Vernon, 420-6065 Ken Swartz, 688-4810 Communications/PR Restoration Brian Burke, 536-6573 Jerry Olsen, 687-6805 Underwater Recovery April Zalesky, 531-3744 Newsletter Sean Keating, 984-2070 Recovery/Hauling Mark Zalesky, 531-2465 Peggy Way, 536-6573 Gift Shop Photography Clyde MacLeod, 685-2529 Computer Services Colin Hamilton, 536-5193 Tour Guides Jane Robinson, 591-6665 Without portfolio Ross Gregory, 874-6763 Without portfolio VANCOUVER ISLAND MEMBERS MEET THE LAST WEDNESDAY OF EVERY MONTH AT 7:30 P.M., AT THE BAY STREET ARMOURIES, VICTORIA. PLEASE USE THE FIELD STREET ENTRANCE. ANYONE INTERESTED IS WELCOME TO ATTEND. NOTICE OF MEETING NEXT MEETING THURS JAN 15, 8:00 PM, SHOP. GUESTS WELCOME! MEETINGS HELD THE THIRD THURSDAY OF EACH MONTH AT THE STORAGE SITE, IN THE SHOP. Editor: April Zalesky Page 2

PRESIDENT’S REPORT December 1986 1986 was a banner year for CMFT. With exceptionally high input from volunteers, a great deal was accomplished. The highlight of the year was CMFT’s in- volvement with Expo 86. Three aircraft on static display, plus a restoration work- shop provided a degree of exposure that could not have been gained any other way. It was a herculean effort, but the spinoff resulted in record numbers of visitors from around the world coming to the Mus- eum, and a new awareness of our existence. The new Gift Shop, completed as a project of the Senior’s Wing under a New Horizons (Canada Health and Welfare) grant has been the cornerstone of the Museum’s 1986 fund- ing efforts, with sales more than tripled over last year. Open House 86 was its usual success in spite of our failure to list it as an Expo 86 Special Event. Members coming to the rescue to complete urgent tasks such as the models and air- craft for display at Expo have increased the camaraderie so important to the suc- cess of any organization. New memberships continue to reflect a broad spectrum of people, young to old, bringing a wide range of talents. A very necessary situation for survival of organ- izations such as ours. Several new exhibits on hand this year, mostly created by assembling material already on hand. This was accomplished mainly through the apprenticeship training program developed for the Employment and Immigration Canada job creation projects. A permanent homesite remains the prime objective of the museum, and its search continues to take up a disproportionate amount of our energies. The latest pos- sibile site, and one which shows more promise than others prior, is the old Surrey Co-Op site on Highway 10 at Clover- dale. Cloverdale wants it, Surrey wants it, the Ministry of Tourism wants it, and since Surrey does not seem disposed to allow us to remain where we are, it is the best available alternative, or perhaps even a better alternative than the Bound- ary Bay site on which we have been working for the past two years without measurable progress. Your museum is growing by leaps and bounds, and with that growth comes the inevitable bureaucracy. Systems are being worked out, with heavy emphasis on compu- ters, to ensure continuity through many volunteer and short-term employee hands, and we’re getting better organized by the day. Members ask how they can help if they can’t come out to do the many clerical tasks or help with yard work and aircraft restorations, or special functions. The answer is simple. The number one function you as a member can carry out is to: *PROMOTE THE MUSEUM IN ANY WAY YOU CAN. You can also: *RESPOND to requests to make our needs and wishes known to your MLA, MP or whoever is in a position to assist the museum. *INVITE friends, relatives and acquaintan- ces to become members. *BRING your family or visitors to the museum (the tour season Mar 15 – Oct 15). *URGE relatives or friends to donate avia- tion related items to the museum, either now, or as a provision of a Will. *ATTEND meetings, member functions. *READ your newsletter. *VOLUNTEER your time, expertise or cash if you can. PARTICIPATING MEMBERS ARE THE BACKBONE OF THE MUSEUM. WITHOUT THEM, THERE IS NO MUSEUM. We can be justifiably proud that we are virtually self-funding a rare situation for any non-profit. We’ve come a long way, but there is still a long way to go to meet our commitment to establish an all-encompassing Transport- ation complex. It can only happen if each of us continues to work towards that goal. It is with sincere pleasure that I con- gratulate each and every member of this organization. Well done! Ed Zalesky President page 3

LETTERS TO THE EDITOR Dear Sir, I am just writing a few lines to thank you so much for your kindness in allowing me to inspect your Norseman and the exhibits you had on display at Expo. if you do remember, I am the London “Bobby” who saw you folks in May, and after my trip to that lovely city of Vancouver, I did visit your Museum at Surrey. I and my Uncle had a most interesting tour around for a coup- le of hours. I cannot tell you what pleas- ure it gave me to view the aircraft, es- pecially the Fleet Finch as that was a first for me. I do think you are all doing a wonderful job, and I wish you every success with your project. I am a life member of Shuttleworth as well as being a member of the Croydon Airport Society which four of us formed last year. If there is anything I could do for your or any of your members in the way of photos or slides or anything in the UK. air scene, please do not hesitate to con- tact me, and I will be very interested to follow your progress. R.A. (Roly) Fane 43 Repton Road Orpington, Kent England BR6 SHR Dear Sirs, Would you please run the following notice in your publication: ATTENTION FORMER MEMBERS OF THE WINNIPEG FLYING CLUB: The Winnipeg Flying Club is endeavoring to contact former students and members. The Club would like to have their addresses to form a mailing list. This will enable the Club to keep former Mem- bers and Students up to date on develop- ments for the proposed 60th Anniversary and Reunion of the Club to be held in 1967. Please mail replys to: Mr. Terry Patton General Manager Winnipeg Flying Club Box 31, Group 6A, RR #18 Winnipeg, MB, R3C 4A3 page 4 Dear Sirs, Thank you for your letter in answer to my letter on the Lysander and for Newsletter 30 with details of the restoration. I am astounded at the excellent restor- ation when the Lysander was in such a state as received and on top of that it was done by people who were not familiar with the original. Your article on the Hampden reminds me of a very interesting story. In 1948, I made the aquaintance of an ex-RCAF pilot. I think his name was Fred Hiley. Fred flew Hampdens in approx. 1940 laying mines in the North sea. There had been some sus- pected sabotage at his station as they ahd lost a number of Hampdens in mysterious circumstances. Now the pilot was directly over the bomb bay, virtually sitting right on the large sea mine. As Fred told me the story, at take off they had just left the ground and the last he remembered was the oil pressure on both engines falling. right off. Weeks later he woke up in Hos- pital. He learned from eye witnesses that the plane crashed, the mine went off and he spiralled through the air on fire to land in a haystack, from which he was soon plucked. Of the rest of the crew and plane, it was totally disintegrated; no recognizable remains were found. The theory behind Fred’s survival was that as a mine explodes the initial expansion takes place gradually before the full combustion of the explosive develops. This expansion took Fred on his seat out through the canopy like a rocket. It was his close proximity which saved him. An- other 6′ away for instance would have spelt disintegration. Fred is unique. The only person to sit on a seamine whin it exploded and survive. Keep up the good work you are doing. Walter McGowan Seattle, WA

HOMESITE UPDATE CMFT has been participating in meetings to try to help make the Boundary Bay Tran- sportation Heritage Centre a reality. Progress has been disappointingly slow, with one delay after another. While CMFT has three more years to go on its present lease, it isn’t much time when you consider how much work must be done to prepare a site and facilities for the move. We have therefore continued to search for alternative homesites, and to lobby for permission to remain where we are. A secondary site isn’t a bad idea in any event, as the new site might not have adequate workshop and storage space. The most recent development is that a Surrey Alderman is proposing, with the support of the Minister of Tourism, the Chamber of Commerce, and hopefuly, Surrey Council, that the transporation museum locate at the old Surrey Co-Op site in beautiful downtown Cloverdale. This site has many advantages, including space to get started in, available land adjacent for expansion and for a strip, some buildings and services already in place, excellent road access, trackage, and the full support of the Chamber of Commerce. Tentative plans call for a phased in app- roach, with the Transortation Museum (trucks belonging the B.C. Provincial Museum) going in first, the cars from the Transportation Collection next, and the CMFT last, as that is the order of need. While there are many details yet to be worked out, and no one has really come up with where the money is coming from to make it all happen, at least there are a lot of people working on it. It’s a great idea, and we urge that mem- bers and supporters write your ML.A., the Minister of Tourism – the Hon. Bill Reid, and to Surrey Council expressing your support. Following are some sample letters, and of course addresses for Surrey MLA’s and Cabinet Ministers. Non Surrey residents please write your own MLA, Surrey Council, and to the Hon. Bill Reid, Minister of Tourism. But, please do not use the let- ters as is, or if you do, please re-write them in your own handwriting or type them up on your own letterhead. Form letters are not effective. Individual letters are! Surrey Residents: The Hon. .E. Reid, Minister of Tourism, MLA, Surrey White Rock Cloverdale, 1550 Foster St., White Rock, 8.C. V48 3X8 The Hon. Rita Johnston, Minister of Munic- ipal Affairs, MLA, Surrey Newton, 6926 King George Highway, Surrey, B.C., V3W 429 Joan Smallwood, MLA, Surrey Guildford Whalley, 13652 108th Ave., Surrey, B.C., V3T 2K6 Mayor and Council, Municipality of Surrey, 14245 56th Ave., Surrey, B.C., V3W 1J2 SAMPLE (SURREY RESIDENT) I wish to express my support of the prop- osal to utilize the Surrey Co-Op property in Cloverdale as a Transportation museum, to house the collections of a number of groups, including the Canadian Museum of Flight and Transportation, who have accuin- ulated collections of transportation art- ifacts and displays. This proven attraction would help to revitalize Cloverdale, and ensure its position as a world class tourist destina- tion. New jobs will be created, while present merchants will enjoy increased trade. This central location has excellent high- way access, and is a natural Skytrain /bus destination when it reaches Surrey. Please do what you can to help make it happen. Signed SAMPLE (NON-SURREY RESIDENTS) Much the same, except state that it would be a destination that you and your out of town friends would enjoy visiting. page 5

WHAT HAVE WE GOT? More and more we are being asked: Just what does the museum have? For those of you who have not yet bought a copy of the “Guide to the Collection”, the following is a condensed list of what actually be- longs to CMFT. COMPLETE OR REBUILDABLE AIRCRAFT: Aeronca 11AC, Auster Mk.6, Avro Anson Mk.5, Avro CF-100 Mk.3, Bellanca Skyrocket, 2 Beech 18’s, Bensen Gyrocopter, 2 Bensen Gyro- gliders, Bergfalke Glider, Boeing Stear- man, Bowers Flybaby, Brantly 8-5 Helicop- ter, 2 Bristol Bolingbrokes, Dageling Primary Glider, DeHavilland Gipsy Moth, DeHavilland Mosquito, DeHavilland Tiger Moth, DeHavilland Vampire, Fleet 168 Finch, Fairchild Cornell, 2 Fairchild Huskys, Fairchild 71, Frankfort Cinema (Corcoran) Glider, Grunau Baby Glider, Handley Page Hampden (as salvaged), Howard DGA-15, Lockheed Lodestar (awaiting purch- ase) Lockheed (Canadair) T-33 Trainer, 2 Lovings Love Racers, Mignet Pou de Ciel (Flying Flea), Nelson (Boulus Bumblebee) Dragonfly Glider, North American Harvard, 2 Noorduyn Norseman, Piasecki HUP-3 Heli- copter, 2 Piasecki (Boeing) H-21 Heli- copters, Piper J3 (L4), Republic Seabee, Schweitzer TG3 Glider, SESa Fighter Rep- lica, Sikorsky S-51 Helicopter, Sikorsky S-55 Helicopter, Sopwith Camel Replica, Spezio Sport, Stampe SV4, Stinson L1 Vig- ilant, Waco AQC-6, Waco INF, Westland Lysander. ITEMS ON DISPLAY LOAN TO CMFT: Aeronca C- 3, DeHavilland Leopard Moth, DeHavilland Hornet Moth, DeHavilland Tiger Moth Sea- plane, Found Centennial, Moraine Saulnier, Naval Aircraft N3N, Piper J-3, Piper PA- 16, Piper PA-18, Piper PA-20, Piper PA-22, Highway 86 Fire Truck and Roadroller. INCOMPLETE/DAMAGED AIRCRAFT – DISPLAY CON- DITION ONLY: Avro Anson Mk.2, Blackburn Shark, Fairey Battle, Hawker Hurricane, Supermarine Stranraer. MISCELLANEOUS ARTIFACTS AND TRANSPORTATION ITEMS INCLUDE: Several automobiles, motor- cycles and military pattern trucks (in storage), engines, armament, propellors, floats, skis, aircraft parts and compon- ents, ground support equipment. DISPLAY ARTIFACTS AND LIBRARY ITEMS: Assorted instruments and other small artifacts, patches & crests, medals, log books and other memorabilia, aircraft models (including airlines), missiles, practice bombs, manuals, plans & drawings, aviation art, thousands of books and pho- tos, plus other items too numerous to mention. The CMFT “Guide to the Collection” lists most of the larger items in detail, with information and photos for many. They are available in the Gift Shop for $5.00 each. If you would like a copy mailed, please include $1.00 for postage. In addition to the Guide, there are many other interesting things in stock in the Gift Shop. Please see page 24 for details. Left: Stinson L1 Vigi- lant of the type slated for eventual restor- ation by CMFT. page 6

TRIBUTE FOR OUTSTANDING CONTRIBUTION The Canadian Museum of Flight and Trans- porttion is a success because of the ded- ication and support of its members. We thank every one who has given of their time, expertise or money. Your efforts are acknowledged and appreciated. Many of us tend to forget how much effort it takes to make good things happen. Vis- itors and members read the newsletters or come out for a visit and see the work that has been accomplished, without realising that the museum has only one paid employee – a Junior office clerk. While some work is accomplished through the Manpower grants, the bulk is done by a very few people. Especially few this summer, except for the Expo crew, as the volunteer turn out can only be optimistic- ally described as dismal. There are a few people who are on call with their time, their equipment, and their cash to magically move all the goods, equipment and artifacts from all over Canada, not to mention around the site itself. In case you think there’s not much to it, try pushing the finished Boly, for example. BILL AND WILMA THOMPSON A very special tribute goes out to BILL AND WILMA THOMPSON, who for more than ten years have provided small trucks and lar- ger trucks, small and large trailers, tou boats, cranes, barges, equipment, their own time and all expenses to move whatever needed moving from where ever it happened to be to wherever it needed to go. They are always on hand to help with all the dirty and hard work no questions asked, and often at the expense of having to can- cel paying jobs of their own. This same family is on hand for all major functions, putting in innumerable hours and doing what needs to be done. And they do all this in spite of living on the Sunshine Coast, which involves extra costs for travel, accomodation and time. They do this with no fanfare, and not nearly the recognition they deserve. The large plaque presented to them at the Fall Dinner is an effort to show them the meas- ure of our appreciation. THANK YOU BILL AND WILMA! GERRY VAN HUMBECK & PETER DE VRIES When the museum was faced with the pros- pect of having to give up the H21 heli- copter because it was just too big to move at an affordable price, Vancouver Island members Gerry Van Humbeck and Peter de Vries came to the rescue complete with truck, trailer, equipment, gas and oil, most of the expenses, and used up two weeks of their holidays and did the impos- sible. It’s here now. A SPECIAL THANK YOU TO GERRY AND PETE! cont. page 8 page 7

Tribute…cont. from pg.7 Gerry and Peter finally got on the road from Ontario, after multiple problems with loading, unco-operative truck engines, etc. They received excellent treatment from weigh-stations and freeway patrols across Ontario, Manitoba, Saskatewan and Alberta. It was only when reaching beaut- iful(?) B.C. that they encountered a major stumbling block. When stopping at the weigh-station in Golden, they were confr- onted by an employee who must have been having a slow night. The aircraft, which was ingeniously loaded on the trailer because of its size, happened to be 10″ over-length. The scale employee offered them two choices: Hire a pilot car for the entire distance between Golden and Surrey, at incredible cost; or cut the extra 10 off the aircraft. As it was evident that the employee would not listen to reason (he wouldn’t even call his superior for advice), Gerry and Peter were forced to remove the tail cone of the helicopter. Luckily a shop owner in Golden kindly let them use his equipment, and they were only delayed an entire day (with hauling permit time quickly running out). It is extremely disappointing to make it halfway across Canada with no problems, only to get to your home province and come to a grinding halt. Only in B.C. you say? Pity! EXPO VOLUNTEERS The undisputed highlight of this year or of this decade was Expo 86, and the mus- eum’s involvement there. The Norseman, Lysander and Quickie served to tell the world about the Museum, but nothing did it better than the Stampe restoration project. Sincere thanks go out to the many people who helped provide the 80 man hours per day, seven days per week, that manning the display involved. Outside of the those people who were “reg- ulars” at the display, very few people realize how much time and effort two very special seniors devoted to the project. Frank Coulter and Fred Gardhom could have been enjoying Expo as visitors, enter- taining guests, going fishing, or whatever pursuits are their fancy as a reward to having put in a lifetime of work, but they chose instead to spend nearly all those weeks at the often thankless task of res- toring the Stampe at the display. CMFT owes you both a debt of gratitude. THANKS, FRANK COULTER AND FRED GARDHAMI EXPO UPDATE Expo 86 was extremely successful for the museum, both in the amount of world-wide publicity received and in the progress done on the Stampe. The aircraft is basic- ally finished, with the next major step being fitting it with an airworthy engine. For those of you who may not have seen the aircraft during the last few weeks of the fair, the Expo logo and color stripes were put on the tail, making for a very impres- sive paint scheme. The logo will remain on the aircraft, and it will be flown at airshows and other displays as an on-going tribute to Expo and to those who put in so many hours on the project. We would like to take this opportunity to thank everyone who helped out at the Expo site. We put in a total of more than 15,000 man-hours at the site, not includ- ing the extra work off-site for additional displays such as the models and the static aircraft (Lysander, Norseman and Quickie). Special thanks go out to Fred Gardham and Frank Coulter who kept things running through the whole fair. As an added bonus, we hosted a huge number of visitors to the Surrey site as a result of Expo, and signed up 200 more members over the summer. Thanks also go out to the few dedicated members who put in time at the Storage Site, where some days we had up to 130 people visit during the 11:00 to 3:00 open hours. page 8

HAMPDEN UPDATE The last real news item we printed on the recovery of the Handley Page Hampden, P5436 was in the Spring issue telling of the recovery attempts to May. A lot has happened since, with the final recovery being made in mid-June of this year, and the aircraft is now resting at the Storage Site as most of you are aware. CMFT has been the target of considerable criticism on the project, and we would like to set the record straight with some facts. When the aircraft ditched, the bomb doors were open causing the entire belly of the aircraft to be ripped open when it hit the water. The outer 17 of the starboard wing was ripped off in the ditching as well. It came to rest on the bottom in a nose-down attitude, with most of the star- board wing (including engine and gear) and the nose buried in the bottom. Over the years the aircraft filled with silt, and some of the buried pieces completely dis- integrated. Straps were placed under the port wing and over the starboard wing, and the aircraft was gently (and surprisingly) pulled free of the bottom in one piece. As it was being moved slowly to shore, a cable (which was rated for a further 2 tons) snapped on the deck, dropping the aircraft 36, where it stopped in a nose-up atti- tude. New cables were then hooked up to the original straps, and the aircraft was towed to shore. As the aircraft was being placed on the bottom, it refused to sit in a proper attitude, and had to be rested on its back. It is unfortunate that the news media and general public’s first look at the aircraft was of the shredded belly and rotten lower wing surfaces. As well, the remains of the starboard wing were twisted back from the center section, confirming what was attested to in the pilots’ report of the ditching. In fact, the force when the aircraft hit the water was so great that the plexiglass from the nose had been blown clear through into the tail cone. As there was no remaining outer skin for structural support, the aircraft had diff- iculty bearing its own weight. Straps were placed around the base of both wings and a spreader bar placed between them to dis- tribute the weight during the lift to the barge. As the aircraft left the water, the spreader bar unexpectedly folded. The crane, unable to handle the uneven weight, came to a sudden stop which caused the aircraft to fold in tuo at the center section. Surprisingly, the damage was minimal, as it folded at the bend in the center sec- tion where it would eventually have to be taken apart anyway. Above: A representation with a model show- ing the position of the Hampden when first located. Jerry Olsen photo. When the time came to do the lift, it was unknown how much of the aircraft was left under the mud. As the 600 depth was beyond the reach of divers, all recovery procedures had to be done by a remotely controlled submarine guided with the aid of a video monitor. The Hampden was finally lifted onto the barge and transported to Garden Bay. There, it was dismantled for easier haul- ing, and moved to the storage site over the following few weeks. Despite the unexpected problems that pla- gued the salvage operation, we now have the world’s only complete Hampden. True, a great deal of work is necessary to bring It to display standards, but what we have to start with is considerable. cont. page 21 page 9

THE BENDIX TROPHY This article is reprinted from the Planes of Fame Museum Newsletter “TAM News” Vol. 10 No. 3. THE RACE FOR THE BENDIX TROPHY The year was 1931. In June, Wiley Post and Harold Gatty flew around the world in their monoplane, “Winnie Mae”. Post’s historic solo flight was still two years away. Retractable landing gear was intro- duced, giving a big boost to aircraft speeds. The trend toward the use of metal rather than wood for aircraft structures promoted durability to harness ever-in- creasing horsepower. This bubbling atmos- phere provided the right climate for the first Bendix Trophy Race, designed to encourage the development of new aircraft. Sponsor Vincent Bendix, the brilliant industrialist, put up a then-impressive $15,000 prize. This first Bendix Trophy Race from Bur- bank, California, to Cleveland, Ohio, was held September 4, 1931. Fittingly enough, one of America’s first air heros, Jimmy Doolittle, emerged the winner. In 1922, the ex-Army pilot had been the first flyer to span the continent in less than 24 hours. The Bendix race presented a new challenge to Doolittle. Flying a fast Laird Super Solution, Doolittle had to stop for fuel during the race. His com- petitors flew larger but slower Lockheeds that didn’t have to stop. What’s more, Doolittle flew by dead reckoning, follow- ing mountains, rivers and towns while fighting off shifting winds, storms and massive cloud banks. Doolittle averaged 223 mph, finishing in 9 hours and 10 minutes. Then he flew on to New York, shattering the transcontinental record of 12 hours and 25 minutes by bet- ter than one hour. In the years that followed, new planes, new records, new adventures and new pilots were a predictable part of the races. In 1933, the competition became a coast-to- coast race with Roscoe Turner setting a New York to Los Angeles record of 11 hours and 30 minutes. Amelia Earhart entered the race in 1933 only to drop out due to a slow start. In 1935 Ben Howard edged out page 10 Turner by 23 seconds in the closest race, and in 1936 Louise Thaden and Blanche Noyes, flying together, became the first women to win the race. Their entrance was motivated, in part, by Vincent Bendix himself, who felt that women should com- pete. In 1936, he offered $2,500 to the first woman who could finish the race. From 1937 to 1939, winning planes were of special interest. they were commercial aircraft designed by Alexander de Seversky world famous fighter pilot, engineer and airplane builder from Russia. A veteran flier of World War I, de Sev- ersky wanted to build swift long-range fighters that could operate in the Air Corps so he turned to the Bendix Trophy Race where he could fly his planes to prove their worth. The thunder on Europe’s battlefields in the ’30s led to the suspension of the races form 1940 to 1945. EVENT L LAP When peace returned, the private aircraft that competed with such dash and color, like the Laird Solution and Howard Racer, were virtually museum pieces. An era had ended. In their place came swift military fighter aircraft like the P-51, P-80, and later the F-84, F-86, F-100 and 8-58. To accomodate these jets, the Bendix Trophy Race established the “J”, or Jet, Division when it resumed in August, 1946. A wom- an’s division also was added that year. Jacqueline Cochran won that initial race, Colonel Leon W. Gray captured the first “J” competition, and Paul Mantz grabbed what would be his first of three consec- utive wins in the standard aircraft compe- tition. cont. page 22

ESCAPE BY BIPLANE The following article is reprinted with Mike Donnet’s kind permission from the Journal of the Royal Air Force, Spring 1975 issue. ESCAPE BY BIPLANE When the Germans invaded Belgium in May, 1940, Mike Donnet had just completed trai- ning as an officer cadet in the Belgian Air Force. In the desperate one-sided battle against the might of the Luftwaffe he flew slow, vulnerable reconnaissance aircraft Renard high-wing monoplanes – and was lucky to survive. He once escaped almost certain death at the hands of four Messerschmitt 109s be- cause they apparently mistook his machine for a German Henschel that had just bombed his airfield. He says; “That night we broached a pre- cious bottle of champagne and toasted fut- ure victories. Some of us had to wait years for them. More of us never lived to see them.” Just 21 days after his war started he was a prisoner of the Germans. But early in 1941 he was released and went under- ground in Brussels. The watchful eye of the Gestapo was every- where, but he and a pilot freind, Leon Divoy, decided to try to escape to England to continue the fight. G-ASHS Many ways were explored and it was finally agreed that the surest way was to BUILD an airplane and escape with it! Divoy had the necessary facilities and a powerful motorcycle engine that was suitably modi- fied for the purpose. But they had no propeller! That really posed a problem. It was while discreetly enquiring as to the availability of a propeller that, by a stroke of great fortune, they were told of an old Stampe SV4 biplane, owned by a Belgian baron who had commanded a fighter squadron, stowed away on his estate in the Forest of Soignes outside Brussels. The Germans, however, occupied the chateau, only 300 yards away. And the aircraft had been immobilised. Taking tremendous risks – “My hair curls now at the realisation,” Mike says – they got a key made to fit the padlock of the shed containing the veteran biplane, and gently opened one of the doors. Says Mike: “It was stiff and with every squeak we held our breath, ready to run. Surely someone must hear us? No movement across the field, no shouts or flashlights or running feet. “With a final heave and what sounded like an ear-splitting crash the door was fully cont. page 12 page 11

Biplane…cont. from pg.11 open. We dived for the bushes and lay there for 15 minutes before venturing out again. Everything was quiet and we slipped into the shed. “The Stampe was there! Covered in dust but very much there and, as far as we could see by our small torch, complete and in one piece. “I patted it lovingly. The ailerons creaked when I moved the stick; the two tyres were flat as pancakes and the fuel tank was bone dry. There was no dashboard and instruments. “But these were small setbacks we could surely overcome. The main things were all there.” Helped by Mike’s young brother Mark and other brave men, within earshot of the enemy, they returned several times to the shed to prepare the aircraft for flight. Divoy made a makeshift instrument panel and they overcame many other problems, the greatest of which was obtaining petrol. They were delighted to get some Luftwaffe aviation fuel sold on the black market! They chose May 19, 1941 for the date of their hazardous flight to England. Mike writes: “So there we were. A night take-off from a small field at the back of a house full of German soldiers: in an aircraft which had not flown for years and with an engine which has not run for as long: with home-made rudimentary instru- ments and nothing but darkness to protect us. It was all quite mad and quite impos- sible and had one chance in a hundred of coming off. “So we were mad and the idea was prepost- erous, yet we went on with it. Why? If you have ever lived in an occupied country and seen that country overwhelmed and crushed in days; if you know what it is to wake at night in fear for the sound of a car engine outside or a knock on the door; if you eke out a daily existence by per- mission of a steel-helmeted, armed and jack-booted totalitarian authority; if you have known all these things you will und- erstand why we went on with it. If you have never known these things you can only guess and call us mad.” page 12 The night of May 19 arrived – and with it came a great despair. As a dog barked and leaves rustled, Mike waited in the pitch darkness for Divoy to open for what they hoped was the last in He returned, with a face as blac: the night. “They’ve changed the lores!” he whispered in a voice choking with rage and frustration. “They’ve bloody-we!! changed the God-damned locks!” They were so crestfallen that Mike got in touch with underground organizations to attempt another way of escape. But, with a new key, they eventually returned to the chateau to try again with the Stampe. They found that Lady Luck was on their side after all, says Mike. A loose petrol union was discovered in the engine and if they’d got away on May 19 they’d have probably come to a sudden stop. The next attempt was on June 30. They got the aircraft out again to start the en- gine. But it wouldn’t fire. Back two nights later with an aircraft engineer, they discovered the reason. The Stampe had been fitted with a special throttle for inverted flying and they had placed it in the wrong position. When they thought the throttle was open it was in fact shut! They set a new date for departure – July 4. At 2 o’clock that morning, in bright moonlight, Mike, Leon Divoy and a new member to the team, the courageous Miche Jansen (Jansen was a civil engineer and a reserve officer in the Belgian Air Force. He was deeply involved in the underground and eventually got caught. The Gestapo gave him the usual treatment. He was then condemned to death, but managed to escape the night before he was to be executed! He made his way to England where he flew as an Airgunner in Mitchells of the 2nd T.A.F.), pushed the frail-looking little biplane out of its shed again into the adjoining field. Carrying secret papers given them by Jansen, the two pilots got aboard. This was it! The noise of conversation came from the chateau as the propeller was swung and the motor coughed, spluttered and then fired. cont. page 13

Biplane…cont. from pg.12 “Bon voyage!” yelled Jansen above the engine. There was no need to whisper now. If the Germans came running they would be too late. But the engine had to warm up and Mike waited impatiently for Divoy who had won a toss to decide who should fly the air- craft first to open the throttle. Mike writes: “We held it for two minutes, then the fuselage vibrated as the throttle went wide and the engine took on a louder roar. Slowly we began to trundle forward over the grass, then faster and faster. The Stampe bounced along and I felt the tail lift. Bounce, thud, bounce, another thud. “The black shadowy trees were beginning to blur past now and I thought I could hear shouting. I had my revolver cocked and ready over the side. Nothing, no-one was going to stop us now! “I felt the control column ease back. She rose, sank again, then came up, and sud- denly the jolting had ceased and we were airborne! “Then the stick jolted forward and we pitched down into a dive headed straight for the trees. We both had our hands on the control column. I was in front and Divoy with the dual control was in the rear cockpit. “We pulled hard and she came up, wheels and wings brushing the leaves. Then we were up and over the trees. I saw the ground drop away and the forest and the shed and the field fall into the dark behind. “Up, up through the night sky we climbed, the little engine roaring away as if it, too, was joyous at being in the air again. At 10,000 feet Divoy levelled off. I don’t know what he felt like but my mind was a whirl of excitement, relief and sheer unmitigated surprise that we seemed to have done it. I twisted round and I could see his face split in a triumphant grin. He reached one arm forward over the cowling between the two cockpits. I reached mine back and we grasped hands. I leaned my head back, looked up at the stars and laughed out- right. “I checked our course as best I could. About 60 degrees left of the Pole Star would give us a true course of about 300 degrees and this would bring us to Eng- land. The little engine sang sweetly. Now it was everything to us. All our hopes and our future, in this world or the next, hung on that engine. “ule could make out Chent and the Scheldt estuary. This meant we had drifted too far north and had to correct. Divoy banked to port until we thought it was about right, then levelled off again. “Suddenly we both shot bolt upright as the aircraft, us and the sky were bathed in a sudden white glare. Then we realised it was a searchlight groping for us across the sky. It missed us and the beam swept on leaving us in the dark as we crossed the coast and saw the dull, silver glimmer of the sea. “Then the motor died away! All at once silence, emptiness and despair. We madly jerked throttles, switched on and off, turned fuel-cocks every way. Nothing happened. “We continued gliding silently through the night: the sea, which now looked cold and hostile, waiting for us below. Suddenly I remembered we had forgotten to bring the two old car inner tubes which were to be our survival gear. “I can’t swim,” came Divoy’s voice over the headphones. He sounded gloomy. I didn’t know if he was joking or not. By now it was too late to consider a forced landing inland or on a beach. We were down to a thousand feet and bracing our- selves for a wet, crash landing. “Then, as suddenly as it had stopped, the engine picked up! The unbelievable had happened. Why or how we never knew, but there were all the pistons pumping up and down again like mad and all the valves popping open and shut and that blessed roar of power once again. “Slowly we regained altitude and with every revolution of the propeller our cont. page14 page 13

Biplane…cont. from pg.13 escape grew more certain. Even if that engine did it again on us surely we could now glide down to somewhere where a Brit- ish ship or aircraft would see us. “Divoy had a splendid sense of occasion and it did not fail him on this one. He groped around in his cockpit and reached his arm forward to me again. This time he held a bottle of brandy and together under the stars, at several thousand feet and halfway to England, we drank our toast to freedom! “Nevertheless we were not out of trouble even yet. Every time we reached 3,000 feet the motor started to cough and splut- ter. It began to feel very cold. “Just before sunrise I took over the con- trols and behind me the blackness of the sky began to pale as a hint of the coming dawn. “I realised all at once that the horizon ahead was broken slightly here and there from its level line. It must be the En- glish coast. “We had thought to find the English coast bristling and alert and that we would certainly be intercepted by fighters. It seemed almost an insult to have come in an hour or two from enemy-occupied Europe and be greeted with such sleepy, morning in- difference. “This quiet had me worried. Had something gone wrong with our navigation? Had we unknowingly in the dark gone round in a circle? Was the land below not a wel- coming England but a very inhospitable Holland or France? “The engine began spluttering again and we relised that we would have to make a land- ing somewhere; preferably in a spot of our own choosing while we still had some pou- er. In any event we had only about 15 minutes’ fuel left, so the matter was really beyond any decision we might make. “We peered over the side, Divoy to port and I to starboard. Then I called Divoy to my side and he saw exactly what we had been looking for. A nice, level-looking field between a road and a railway line. “Divoy continued round across the downwind end of the field, flew back up, then tur- ned in, sideslipping to lose height. He straightened out, cut the motor and eased the stick back. “There was a gentle shiver, a bump, then another bump and we were down. We rolled jerkily a few yards, then slowed to a stop. The engine cut and we sat there in silence. Somewhere a bird commenced his morning song and a little wind rippled the grass of the field. “Good man,”I said to Divoy. “Another land- ing like that and you’ll be fit for solo.” “We scrambled stiffly from the machine. Over to one side there was a small wood, ideally placed to hide fugitive aviators not sure which country they are in. We made a bee-line for it and hid our belong- ings. Then we took a careful look around. “At one end of the field we saw something we had not noticed before. It was a farm- house with a red tiled roof. Obviously that should be our first port of call. “Stepping cautiously across the grass, we could see a farm cart standing in the yard. It had something on the side, Smith Brothers & Sons.” “Divoy read it slowly. ‘Sounds English enough,’ he said. I nodded. “We pushed open the gate. Then I nudged Divoy. This is England all right. Look at those bedroom windows. Open. Only the English sleep with their windows open all night!” Mike Donnet goes on to recall: “The first representative of the English people came round the corner at that moment. He was a oldish man with a white moustache. “Summoning up my best English, I asked: ‘Good morning. Please, where is this place?’ “He looked startled and replied auto- matically, never taking his eyes off us: ‘ThorpeleSoken.” “I asked: ‘Is that England?” “Astonished, he said: ‘Corse it is. In Essex.”” page 14 cont. page 25

CMFT’S NELSON BB-1 DRAGONFLY by Lloyd Bungey One of the most attention grabbing of the complete aircraft in the Canadian Museum of flight and Transportation’s collection is the tubby, pod and boom Nelson Dragon- fly glider. Although often referred to as a Bowlus Bumblebee, the name by which the prototype was known and source of the BB-1 designation, copyright restrictions on the name “Bumblebee” led to it being produced as the Nelson Dragonfly. The design of the Dragonfly dates back to 1945, when American pioneer glider de- signer, Hawley Bowlus in collaboration with engine manufacturer, Ted Nelson, set about designing a two seat powered glider to capitalize on the envisioned post war boom in aviation. The power for the air- craft was to be provided by a 28 HP Nelson horizontally opposed 2-stroke engine driv- ing a small fixed pitch propellor. A Bowlus Baby Albatross sailplane was temporarily fitted with an engine to ob- tain flight test data for the configura- tion of its Bowlus predecessors, the Alba- tross and Baby Albatross sailplanes of the 1930s. The fuselage was a tubby pod, built up of thin mahogany strips glued up in a mould, seating two occupants side by side. At the rear of the pod, a high mounted, tubular aluminum boom protruded aft car- rying the wooden tailplane. Beneath the boom was the small Nelson engine driving a pusher propellor. The high wing, of NACA 4415 section, was of wood and fabric con- struction, braced by a single streamlined wooden strut. A departure from normal sailplane practice was the provision of a cast aluminum, retractable tricycle under- carriage operated by a hand crank, which proved to be a weak point in service. The Nelson Aircraft Company spent a small fortune developing the Dragonfly, which became the first U.S. motor glider to obtain an ATC (and until very recently the only one). Ted Nelson, however, was not satisfied with the aircraft which had a marginal rate of climb (250 fpm at 3,700 rpm) and inadequate engine cooling due to the blanketing effect of the bluff fuse- lage. Although seven were built, a deci- sion was made not to market them. Nelson was still interested in producing a powered glider and commenced a project to design a superior machine to replace his first effort. Designer Bowlus was re- placed with a pair of engineers, Dan Mit- chell and Harry Perl who designed a suc- cessor, the Nelson Hummingbird, very ad- vanced for its time but too expensive. Only a few were made before Nelson gave up on his efforts to produce powered gliders commercially. The Dragonflies, meanwhile, had been earmarked for destruction. Had it not been for some Seattle area glider pilots, they would have, in all probabil- ity, ended up as one big bonfire. In 1950, Harry Higgins, a Boeing engineer, who knew Ted Nelson through working as a draftsman on the Dragonfly project back in 1945, wrote to him hoping to obtain a set of Dragonfly wings. Higgins wanted these to mate with an old Baby Albatross fuse- lage which he had located. Nelson refused the request but offered instead a engine- less Dragonfly, complete with instruments and trailer for $250. Higgins says, “I’d been going to school for 3 years and working for a few months and I didn’t have $250; but I got with Mark Kirshner and we bought a Dragonfly from Ted Nelson. Car- men (Kit) Carson, the famous Boeing test pilot, who was going down to California at the time, offered to trailer the glider back for us. He bought a Dragonfly, a few months later, on the same basis.” “We now had a power glider with no engine in it. Ted refused to sell the engine. He said it was unsatisfactory. We set out to make a glider out of it.”” “We got a nose hook, an old Bowlus alu- minum nose hook from a wrecked Baby Albat- ross, and put it on the nose. I built a fairing to cover over the part that was missing when they took the engine out. Then we made the big mistake of talking to the FAA. cont. page 16 page 15

Dragonfly…cont. from pg.15 “Wait a minute!”, they said, “This thing has been licenced as a power glider and you’ve modified it. The licence no longer applies.” We asked them what we had to do and they said that we would have to show that it was structually safe and had satisfactory handling qualities.” “I was making a liv- ing as an aerodynamicist at the time, so I did a structural analysis of the tow loads which had not been done previously. The FAA accepted this analysis and said that the structure looked alright. Then what they wanted was a flight demonstration at maximum gross weight and maximum aft C of G with a one turn spin and recovery. WELL, that got pretty exciting.” “I spun the glider myself, solo, a couple of times and didn’t much like the way it handled. When the FAA showed up at Ar- lington we had to load a sand bag in the tail cone at the back end of the pod to get the glider up to maximum gross weight, which is awfully heavy for that little glider. The FAA pilot and I got in with our parachutes. It was terribly cramped sitting on those parachutes inside that side by side cockpit.” “We towed up to 4,000 and the glider handled okay. It was light in the stick bacause of the aft C of G. He asked for a one turn spin to the right which I did but during the recovery as I eased back on the stick there was a loud “bang”. Both of us looked at each other, but the glider was apparently all in one piece, at least it responded to the controls. We recovered from the dive and he said “Well, gee, that was pretty good. Maybe we had better go in and land.” (I found out later that this was his first glider flight.)” “I gingerly flew the glider back to Ar- lington and made a very smooth landing. When we got out we found that the clip board I had brought along had slipped down and made the loud noise, so there was really no damage, even though both of us were sure the wing spar was letting go.” “The inspector approved the test and we got a licence for its use as a glider. Mark and I flew it for several years. Its performance was not very good, maybe less than 20 to 1 but it was cheap and we auto- towed behind our cars, so it was not a very expensive operation.” page 16 Once Higgins and Kirshner had obtained the FAA approval for the conversion, two other Dragonflies made their appearance locally, similarly converted. As previously men- tioned, one was bought by Kit Carson. The second, which has survived to become part of the CMFT collection, was obtained by Bob Moore of Richland. This Dragonfly left the factory with serial number 506 and entered the US register as NC34922. Prior to Moore’s acquisition of it in late 1950, it had been used for only 2 hours of test flying. Moore added only 5 more hours to that total before selling, being somewhat disappointed in its performance. “The Dragonflies were beautiful aircraft, with all that varnished plywood and Bowlus workmanship, but they didn’t fly very well. The wide body apparently produced lots of drag; if you tried to fly fast they sank like a rock.” “The aluminum casting on the retractable nosewheel was somewhat fragile and tended to break. Fortunately, Ted found some extras in a closet and sent them to us. To get the stall characteristics they wanted, the FAA had required spoiler strips glued to a portion of the leading edge of the wing and that didn’t help either. After a lot of launches and not much soaring, we all became disappointed with our bargain gliders.” Bob Moore sold NC34922 to Bob Baumann, a Boeing engineer, in May 1952. Baumann flew it 10 hours in a 4 month period but then broke the nosegear during a downwind landing, with additional damage to the fuselage. Repairs occupied 18 months with the aircraft returning to service May 1954. A futher 4 hours were flown in two of the next 4 days bringing the total air time to 21 hours, but again it suffered a broken nosegear on landing, which put it out of service. NC34922 did not fly again in the USA, being purchased by Ed Zales- ky’s Vancouver based Pacific Wings Ltd. in 1955. This transaction was arranged through Peter Bowers, the Seattle aviation historian. Canadian markings, CF-ID8, were tentatively assigned, in March 1955, but were cancelled in 1960 as the Dragonfly was not put into service, being placed in storage instead. It remained stored until 1966 when it was sold to F.Val Hinch of Victoria, a member of the Van Isle Soaring Club. cont. page 20

DONATIONS LIST OF DONORS SINCE NEWSLETTER 30 START- ING AT TEMPORARY RECEIPT 1175 LARGE ARTIFACTS Bruce H. Schroeder, Douglas S. Hennessy, David Rayment, Ed McPherson, Ethel Mowatt, Elmer Fossheim, Walter Davidson, Dan W. McGowan, Murray H. Conrad, Gary Klatt, Carl Kolody, Basil Watson, Tom Wylie, Terry MacCormac, Cliff Douglas Estate, Esso Petroleum Canada, Duncan Kennedy, V. Thompson, W.H. Poliquin, Gerry Van Hum- beck, Howard Scanlan, Austin Airways Ltd., J.Colin Raistrick, Don Campbell, Dave Hall, G.Paul Horman, Steve Derkson, John Lewis, Jack T. Dixon, Northern Lights Col- lege, Barry Berto, Jeanne Krahn, Don Car- ter, Hudson’s Bay Mining and Exploration, Ignace Airways. SMALL ARTIFACTS Tom Norris, H.Doug Brett, Robert Skowron- ski, Rose Zalesky, Bert Prothero, Joe (Art) Lalonde, John Caudell, Robert Moore, Eric Jeffries, Jack Ivamy, Gordon Dupont, H. Heady, Jeff Pritchard, Stan Sharp, Donald A. Blake, Len & Dolly Harber, Jim Moodie, Fred Swartz, Walter Winberg, Wil- liam Eckersley, John Klaholz, Japan Air- lines, Ken Danyluk, Tom Palmer, Bob Hills- don, Ed & Jessie Lozanski, Henry Sass, Bill Thompson, Bill McGarrigle, Norah & Inky Klett, Bernie Bricklebank, Sam & Doreen Liggett, Alma Wye, Archie Fraser, Colin Lambe, Dave Dakin, John Shaw, David Murch, Michael MacGowan, Standard Aero Ltd., Mervin 8. Law, Glen Waddy, R.P. Maier, Don Rushton, Doug Styles, L.C. Skidmore, Len Harber, Burton Cairns, George Smith, Kathy McQuitty, Chuck Wil- son, Jim Sommerville, William Eckersley, Jimmy Mufford, Hans Andriesse, Robert Willis, Jack Lingham, Brian Andrews, Mike Beck, Monty Montezuma, Rosemary Douglas, Mr.& Mrs. R. Willis, Grant Johnson, David Ingram, Doug Brett, Fred Dimm, Tony Ad- cock, Budd Strange, Mrs. E.R. Hoare, Ted Alexander. BOOKS/MAGAZINES 3.0. Camden, T.A.D. Fetterly, Rex Chan- dler, White Rock Library, John W. Brad- ford, B. Eric Rowe, A. Christoffersen, Tommy Held, Delta Museum & Archives, Fred Gregg, Cpt. W.E. Green, E.B. Tyron, Brent Wallace, Canadian Mar Museum, Bruce C. Reilly, Neil Cameron, Ross Gregory, Arthur T. Winnett, Dave D. Davis, April Zalesky, Peter Skehor, Russ Angus, Joan Parker, Ted Harris, Gordon L. Croucher, Monty Monte- zuma, Ian Anderson, J.ll. Sutherland, Dave North, Robert Levitt, Grant Johnson, John Gilmore, Al Smith, The Zig Zag Papers, Mike Buckingham, Kal Opre, Werner Faust, Ken McQuaig, Shirley Carswell, World Avia- tion Directory,Don Murray, Ronald Moore- house, Dan McGowan, British Aerospace, Jack Wilson, Karl Frisk, Bob Skowronski, Stoney Jackson, G.A. Law, Walter Schaefer, Jim Hunter, Stuart Watson, Bruce/Beeson Publishers, Ed McEwen, Jack Winters, Joe Smith, Lynda Kurtzhal, Ron Krywiak, Don McVicar, C.. Wilson, Margery Kyte, Mrs. Parker, Tommy Held, Dave Bowen, George Smith, Tom Fox, G.Barry Jackson, Richard Nitsch, S.W. Holley, Viggo Petersen, Lin Moore, George Sanders, Barry Jackson, Ron Tamblyn, Sidney Band, Ken Reid, Gl. Pat- terson. PHOTOGRAPHS/PICTURES Ralph Schreiden, Dave Jantzen, Pat Calli- son, Gordon Cannon, Peter M. Bowers, EAA Club House, Mrs. Frank Kaweski, Dick Fran- kish, Bill Davies, George A. Fowlie, Man- sell I. Baron, Ron Williams, John D. Hutchison, Len Peters, Doug Fraser, Wilf Giles, Colin Stevens, Rusty Blakey, Olaf Baumgartner, H.G. Wolverton, John R. Clarke, Stu Phillips, Don O’Hearne, Ray Marbry, Sean Keating, Minerva Black, RH. Guile, Peter McBride, Walt Winberg, Deni Eaglund, Ian Morrison, Ron Schwenger, Keith MacIntosh, Harry Fordham, W.L. Dun- can, Harry Doupe, Brian Burke, Gerald Cameron, Neil Holmes, William Kellett Jr., E.F.Kelly, Graham dragg, The Boeing Comp- any, B.. Gouans, C.G. Renfrew, Gordon Simonson, Colin Peters, Lothar Juraski, Larry Milberry, Nan Jeffs, Norman Callo- way, Eric Winfield, Jeri Lee, George Har- greaves. BCRIC SHARES James Ng, Roy Bourgeois, Dorothy Wright. CASH DONATIONS (OVER $10): S. Davies, A. Evans, D. McPherson, D. McMillan, J. Guttormson, B. Bell, E.& R. Zalesky, F. Gardham, J. Den Boer, E. Foss- cont. page 20 page 17

RETURN OF DONOR DOCUMENTATION REQUIRED The following donors have gifted items to CMFT but we have not yet received the return of the required documentation. A stamped, self-addressed envelope is always included with the acknowledgement letter, as it is very important that the documents be returned to us. Because a new set of documents is required for each “batch” of items donated, a name may appear on this list as well as under the appropriate heading of items listed above. If you have not already done so, please sign and return the paperwork sent to you. William Eckersley (I.D. Card), J.Colin Raistrick (ADF 12), Jimmy Mufford (Air Brush), Walter Schaefer (Magazines, Pho- tos), Jim Hunter (Books), Hans Andriesse (Parts, Magazines), Stuart Watson (Book), Bruce/Beeson Publishers (Book), Jack Win- ters (Book), Robert Willis (Beech 18 pcs.,Manual), Joe Smith (Book), Harry Doupe (Photos), Lynda Kurtzhal (Booklets), Don Campbell (Aircraft/Engine), Brian Burke (Photos), Jack Lingham (Tools), Brian Andrews (artificial Horizon inst.), Jim Mufford (Magazines), Ron Krywiak (Books), C.W. Wilson (Manuals), Monty Montezuma (Books /Folders), Brian Burke (Photos), Margery Kyte (Books, Badge), Gerald Cameron (Photos), Mrs.Parker (Man- ual), Neil Holmes (Negatives), Rosemary Douglas (Goggles, Clipboard etc.), Mr.& Mrs. Roy Willis (Books, Pin etc.), William Kellett Jr. (Photos), Tommy Held (Books), Dave Hall (Aircraft), E.F. Kelly (Photos), Ewan D. Boyd (Photos), Graham Wragg (Prints), David Ingram (Photocopier, Col- lators), Dave Bowen (Manual), George Smith (Books, Magazines), Steve Derksen (Parts), John Lewis (Truck), Jack T. Dixon (Air- craft), Tom Fox (Brochure, Photos), North- ern Lights College (Engine), Doug Brett (Instrument), G. Barry Jackson (Book), The Boeing Company (Photos), Richard Nitsch (Books), S.. Holley (Books), Viggo Peter- son (Newsletter), Roy Willis (Gauge), Ian Morrison (Book), B.. Gowans (Photos), C.G. Renfrew (Photos), Gordon Simonson (Photos), Fred Dimm (Photos, Penant), Barry Berto (Hang Glider), Lin Moore (Re- gisters), Jeanne Krahn (Test Rig, Fight- er), Ingwald Wikene (Photos), Lothar Jur- aski (Photos), Larry Milberry (Negative), Ron Krywiak (Tire), George Sanders (Books), Ron Krywiak (Parts, Books etc.), Barry Jackson (Book), Ian Morrison (Books), Tony Adcock (model), Budd Strange (Parts), Mrs. E.R. Hoare (Certificate), Ron Tamblyn (Books, Magazines etc.), Don Catter (Tank), Ted Alexander (Radio Equip- ment), Ingvar Klett (Magazines), Nan Jeffs (Photos), Ted Alexander (Books), Norman Calloway (Photos), Hudson’s Bay Mining and Exploration (Cylinders, Seats etc.), Eric Winfield (Negatives), Jeri Lee (Photo/Neg- ative), George Hargreaves (Photos/Nega- tive), Ignace Airways (Parts), Ian Morr- ison (Book), Sidney Band (Manual), Ken Reid (Book), G.W. Patterson (Magazines), C.P. Air (Manuals), Don Rushton (Draw- ings), Wait Winberg (Photos), World Avi- ation Directory (Directory), Don Murray (Magazines, Models etc.), Deni Eaglund (Photos), Ian Morrison (Drawings), Terry MacCormac (Tailwheel), Roy Bourgeois (Shares), Doug Styles (Medals, Pictures etc.), L.C. Skidmore (Sikorsky Spares), Deni Eaglund (Photos, Negatives), Cliff Douglas Estate (c/o S. Douglas &John Vulk- enburg) (Instruments, Parachute Harness), Len Harber (Router, Bench, Tools etc.), Ronald Moorehouse (Book), Ian Morrison (Book), Ron Schwenger (Slides), Esso Pet- roleum Canada (Engine), Dorothy Wright (Shares), Duncan Kennedy (Pumps, Piston), V. Thompson (Light, Gauges etc.), Keith MacIntosh (Photo), Dan McGowan (Book), Harry Fordham (Photos), W.H. Poliquin (Engine, Coul Support etc.), W.L. Duncan (Photo), Burton Cairns (Counter), British Aerospace (Folder/Photos), Jack Wilson (Books), George Smith (Models), Kathy McQuitty (Nameplate), Karl Frisk (Manuals, Catalogue), Bob Skowronski (Book), Gerry Van Humbeck (Fuel Tank), Stoney Jackson (Book), G.A. Law (Booklet), Chuck Wilson (Flying Suits), Howard Scavlan (Tires), Jim Sommerville (Cassettes). QUEST FOR SHOP COATS Would any one who is still harbouring a blue shop coat from the Stampe/Expo pro- ject or the Closing Day Ceremonies at 8.C. Place please mail or drop them off at the Museum. Please do not wash them if they look grubby. The logo patch at the back must come off before laundering as it is not colorfast. page 18

WANTS AND NEEDS FOR THE MEMBERS LOUNGE Working self-defrosting fridge, toilet, smallish stainless (preferred) sink with taps, microwave oven, and a coffee maker. FOR THE LIBRARY An opaque projector and filing cabinets. FOR THE OFFICE Plain bond paper for the copier – we use lots. Two drawer filing cabinets, or woo- den cabinets with deep sliding drawers. These are needed to hold up table tops which are used as desks, and double as file cabintes. Present Dairyland furnit- ure is not very efficient. Also how about a FAX machine, a Lazer Printer, a full Desk-Top Publishing sys- tem, a 1,200 baud Madem, another Electro- nic Typewriter, a rent-paid postage me- ter, an offset plate burner, a drafting table, a photo typesetter, a computer sign-writing set up, and while we are wishing, how about a photo copy machine capable of reducing and enlarging. Seriously, we’d like all of those things. Some of them are needed, while others are pure wishful thinking. We’d like them in exchange for a tax receipt or for free, but we will pay reasonable prices for items we can afford. DISPOSALS CANON NP80 PHOTOCOPIER In good working order. One of the tried and true reliable ones. We have space and need only for one copier. Price $500. IBM COPIER II This one cost more than $20,000 new. It’s practically a full publishing system, and it’s complete, but requires 220V to oper- ate, which we don’t have. A member will provide the labour to get it operating for the buyer. Price $300, or free to a non- profit. (In this instance, receipient must pay for the setup costs). PITNEY BOWES ADDRESSING MACHINE With some label card frames. $25. IDM COMPUTER (MADE IN VANCOUVER) Fully IBM compatible. Under warranty by Xerox. Purchased new May 6, 1986. It has a 640K memory, 20 Mg Hard Drive, 1 floppy drive, serial, parallel and game ports, clock, 8 expansion slots, 8087 chip, 5150 keyboard, Hercules compatible graphics capability and is in perfect working or- der. Price $2,600.00 Firm, or will trade for desktop publishing equipment, a used laser printer, or perhaps work of some kind. What have you? HELP WANTED OFFICE/LIBRARY ASSISTANT A mountain of work has accumulated over this summer- including the acceptance of artifacts and attendant correspondence, library reorganization, cataloging and computer work that simply could not be kept up because of the pressure of Expo 86 involvement and the resultant flood of tourists to the Museum. CMFT has hired a part time apprentice librarian/ archivist, and catch-up has begun, but there is an awful lot to do. Surely there are capable people within our membership who can spend a day or two a week to help with this work?? Or, how about unemployed young people who hope to find work, but are hampered by their lack of experience? Why pay dollars for training courses which still don’t give them “experience”, when quality trai- ning in up-to-date procedures is available here while at the same time providing the museum with useful service? TYPISTS TO TRANSCRIBE INTERVIEW TAPES We are less than 20% of the way through the more than 70 interview tapes conducted last summer (and which are still being made). You have to know how to type but you don’t have to be fast. You don’t have to know how to operate a computer or a word processing program. We’ll teach you how, but as this involves a lot of what would normally be expensive training we expect that you will not “take the training and run” as has has so often occcurred in the past. cont. page 20 page 19

Help Wanted…cont. from pg. 19 Or, it can be done at home, using a type- writer and a tape recorder, neither of which we can supply. Re-typing is a minor job compared to the time-consuming work of listening to original tapes. Or, do it on your home computer. If our computer can read your discette it saves a lot of time, but if it can’t, it’s still a lot of help. PICTURE FRAMER WANTED The gift shop’s inventory of prints is growing. More would sell if they were already framed. Is there any one out there who can and will produce quality wooden frames for us? Your place or ours. CARPENTER AND PLUMBER The Atco trailer is destined to be a mem- ber’s lounge, kitchenette and washroom, utilizing a holding tank. It first needs leveling, steps built, then the interior re-work and installation of plumbing. COMPUTER PROGRAMMING USING “REVELATION” We always hope that someone with extensive experience in data base management and preferably with experience using “Rev- elation will come forward to help out. One full day or two half-days a week would do it. COMPUTER DATA INPUT CLERK We’ll teach. Lots of help needed, but best if on a once or twice a week basis, other- wise the teaching takes longer than the doing. DARKROOM PHOTOGRAPHY We are sad to report that Brian Burke, who has been doing all the black and white and newsletter photo work for the museum for the past several years is moving away. Wile are accumulating some darkroom equipment, and now need someone to set it up for us, recommend what more we need, and show us how to use it. Donations…cont. from pg. 17 heim, C. Jones, H. Cooke, Glas-Air Ind., L. Moore, J. Hernandez, D. McVicar, A. Fricker, R. Brown, K. Norman, D. Walmsley, R. Barner, C. Besteck, V. Eriksson, J. Lingham Association, H. Cameron, J. Don- caster, J.Johnston, W. Richmond, P. Fried- man, H. Hill, A. Irving, K. Stevenson, D. Ogilvie, E. Plain, J. Antonelli, J. Bou- cher, J. Tetrault, M. Noble, W. Souter, Cary-Broybrook, L. Bakker, T. Clark, C. Clark, W. Elliott, P. Stevens, E. Foster, D. Brown, B. Newby, R. Strom, M. Farren, F. Ogden, Swain Products, C. Walker, I. Gordon, A. Jones, J. Waters, W. Pilking- ton, Smith Plywood, C. Richardson, H. Wolverton, V. Russell, Bio-Ped Inc., C. Hough, M. Smith, A. Prothero, F. Grogan, J. Camden, J. Kyle, A. Reder, J. McPher- son, I. Wilson, R. Ramage, W. Hardy, W. Spencer, W. Legg, G. Fisher, B. Watson, M. Black, V. Friesen, B. Wilson, I. Kobaly, H. Craven, J. Coffee, T. Rivney, L. Laith- waite, D. Ruemke, G. Greer, W. Wolfe, S. Luck, F. Gardham, R. Brown, R. Thompson, Hyak Marine, R/C Legion 185, T. Coon, L. Banking, C. Sherman, B. Ledingham, M. Lang, R. Pronovost, E. Ackerman, M. Downs, I.Klett, M. Tarnowsky, W. Stone, G. Neely- Moore, A. Earle, J. McKay, A. Hayward, K. McGowan, R. Nutter, Capital Helicopter Inc., R. Cooke, J. Kenney, E. Fetherston- haugh, D. Watson, G.B Ledingham, M. Lang. Dragonfly…cont. from pg.16 Completely refurbished during 1967 and 1968, it was re-registered as CF-VFA, and, on May 17 1969, exactly 15 years to the day since its last flight, flew once again at Cassidy Airport near Nanaimo. This time, the nosegear stood up to the test and from then until July 15 1972 it re- mained active. Hinch operated it from Cas- sidy Airport with the Van Isle Soaring Club until ill fortune (accidents to the club’s towplanes) led to the termination of operations. During this second period of active service its air time more than doubled, although only to the minuscule total of 45.3 hours. After 1972, CF-VFA went into storage, hanging suspended in the hanger of the Nanaimo Flying Club at Cassidy until do- nated to the Canadian Museum of Flight and Transportation in 1983. It is now one of the prized possessions in the museum col- lection and perhaps the last remaining Nelson Dragonfly in existence. page 20

Hampden…cont. from pg.9 In deciding to undertake the salvage, it was hoped that because of its considerable depth the aircraft would have not deter- iorated to the same degree as previous salt-water recoveries. This turned out to be only half true. In dismantling and restoring certain components, it is in- credible how some parts have disintegrated completely, while others are as new as the day they left the factory. In evaluating the deterioration it was estimated that the Hampden would not have lasted another two years underwater before becoming an unidentifiable wreck. While we had nothing before, we have a great deal to start with now, and had the risk not been taken we would still have nothing. Jerry Olsen and his crew at C-LOST are to be commended for completing an excellent salvage operation under the most difficult circumstances. Our deepest gratitude also goes out to International Submarine Engin- eering, Tillicum Towing, Vancouver Divers, Tidewater Marine, Shields Navigation and several Van. Isl. members for their part in the operation. DRAW WINNERS Winners of the draw for the Indian Sweater and toque (value $85.), and the framed Spitfire print (Value $40.) were drawn at the Fall Dinner. They are: Sweater/toque: Michael Neyedli, Richmond Framed Spitfire print: Ann Coulter, Vanc. NEW MEMBERS W.J. Hewitt, Vancouver BC, Don McVicar, Dorval PQ, Stamp e Club, Cincinnati Ohio, Noel Brittain, Coquitlam BC, Gordon Ballentine, N.Vancouver BC, George Brown, Langley BC, Steve Brunell, Moyie BC, J. Pender Smith, Surrey BC, Bill McGarrigle, White Rock BC, Brian Birch, Surrey BC, Jeffrey Kenneth Logan, Vancouver BC, Robert E. Christenberry, San Francisco CA, MoTaT Society, Pt. Chevalier NZ, Castle Air Museum Foundation, Inc., Atwater CA, Robert H. Brydon, Alameda CA, William N. Gould, Nepean DN, G.D. Arbeider, Vancouver BC, J.W. Wensink, The Netherlands, W.C. Law, Richmond BC, David Ainsworth, 100 Mile House BC, Neville M. Maynard, Surrey BC, Edward W. Carnes, Cordoya TN, Hubert Richardson, Surrey BC, Jerry H. Huddle, Bellingham WA, Gerry Chappell, Garden Bay BC, Phillip Humphrey, Coquitlam BC, Fred T. Gillert, Vancouver BC, Paul F. Stevens, Langley BC, J.M. Doncaster, White Rock BC, Ernest and Marjorie Schooley, Surrey BC, John Inglis, Vancouver BC, Allen K. Sharp, Richmond BC, Christopher Reid, Richmond BC, Joe Antonelli, Pemberton BC, Arthur Slipper, W. Vancouver BC, Graham Hart, Langley BC, Edwin Bussey, Burnaby BC, Michael Neyedli, Vancouver BC, Toby West, Vancouver BC, R. Blair Killen, Vancouver BC, Roland Gilbert, Saanichton BC, Francis J. Soltis, Chugiak AK, Bruce Cranna, Delta BC, Betty Burton, Orangeville ON, North- west Aviation Museum Society, Okotoks AS, Tony Swain, Vancouver BC, C.G. “Bud” Hallock, Terrace BC, Dwayne Harris, Prince George BC, Gilbert Kettleson, Prince George BC, James T. Christie, Burnaby BC, Henry Thow, Richmond BC, Stan Anglin, Aldergrove BC, John Barton, South Slocan BC, Frank Frisby, Surrey BC, Christopher Georgas, N. Vancouver BC, W. Bert Hampton, Vancouver BC, Eric Taada, Ottawa ON, Roy 0. Fast, Fremont CA, James Cline, Brent- wood Bay BC, Edwin Pleasants, Vancouver BC, Les Larkin, Kamloops BC, F. Longthorne London ON, Ralph Hansen, Richmond BC, Doug and Lisa Girling, N. Vancouver BC, Thomas D. White, Whittier CA, Mark G. Landis, Sherwood OR, Basil Watson, Surrey BC, Minerva L. Black, Burnaby BC, Stephen Remington, Alameda CA, Naval Helicopter Association, San Diego CA, Carl Horner, Gibsons BC, Kelly Crozier, N. Delta BC, G.C. Stratford, England, David A.S. Gallo- way, Prince George BC, Ohio History of cont. page 22 page 21

Bendix…cont. from pg. 10 By the late ’40s, jets began to dominate aviation, so in 1951 the Bendix race re- stricted itself solely to those aircraft. Speeds increased and innovations got more daring. In 1954 Captain Edward Kenny gave aircraft fanciers a look into the future when he used a mid-air refueling system. But the last race was the most historic. On March 5, 1962, Captain Robert MacDonald Robert G. Sowers and John T. Walton board- ed a U.S. Air Force 8-58 Jet in Los Ang- eles and flew it to New York in record time: 2 hours and 56 seconds. The crew then turned around in New York to complete the round trip, coast-to-coast and back, in 4 hours and 42 minutes. Called Oper- ation Heat Rise, the flight followed the same course that Doolittle had flown 31 years earlier. In effect, the race’s achievement in en- couraging new, bolder, aircraft led to its own demise. The winning aircraft simply flew too high and too fast to attract the cheering crowds and public acclaim that went with a slower but more exciting gen- eration of propeller driven planes. New Members…cont. from pg. 21 Flight Museum, Columbus Ohio, Pratt and Whitney Canada, Longuevil PQ, I.S. Kohaly, Delta BC, Kevan F. Hartwell, Surrey BC, Bob Boyd, Tsawwassen BC, Mary A. Miller, Kamloops BC, Ron Murchie, Ft. St. John BC, Margaret E. Phelan, Othello WA, C.A. Bond, Lethbridge AB, Lorne Mutter, Surrey BC, Handley Page Association, Herts. England, Norman F. Bishop, Plaiston NH, Roy S. Griffith, White Rock BC, Fred Glas- bergen, Fort Langley BC, Sechai Chua, Burnaby BC, Donald R. Olson, Toronto ON, Mr. and Mrs. J. McDonald and Family, N. Vancouver BC, Dr. Val Woorinen, White Rock BC, Del Bowors, Bellevue WA, W. Lafortune, BC, Jack Greenlaw, Kirkfield ON, Mike Parr, Grande Prairie AB, Lance C. Benson, Wilkie SK, Clarence Botterill, Surrey BC, Don Wells, Grinrod BC, Brent Robertson, N. Vancouver BC, Robert C. Myers, Mission BC, Jim Horswill, Castlegar BC, Muriel Strell, Surrey BC, Chris Small, White Rock BC, Ronald Savage, Surrey BC, Ken Lewison, Princeton BC, Ed Lande, Surrey BC, Don Gerling, Spokane WA, Kentucky Aviation History Museum, Lexington KY, Brian and Edna Richings, S. Delta BC, John Chapman, Arnprior ON, C.E. (Chuck) Kucera, Golden BC, Ian J. Barnes, Shawnigan Lake BC, Jane Robinson, White Rock BC, Bruce Tait, Nanaimo BC, Eric Huffey, Port Moody BC, Allen E. Paul, Burnaby BC, John R. Gray, Seattle WA, Ken B. Knutson, New Westmin- ster BC, William Stone, Richmond BC, George Smith, Vancouver BC, W.L. Wolonik, Nanaimo BC, Desmond Elgar, W. Vancouver BC, Dave Mills, Coquitlam BC, Beryl Mac- Leod, Port Coquitlam BC, G. Blair Leding- ham, Surrey BC (1468). LOCKHEED LODESTAR CF-TCY Ex-Trans Canada Airlines Lockheed 18 Lodestar CF-TCY has been offered to CMFT. The aircraft has to be transported to the Museum from the Central United States, and funds are needed soon as the aircraft must be removed early next spring. Ideally, the aircraft will be restored to static display in TCA colors, as it is one of the few remaining TCA Lodestars left today. It is an important part of our local history, as Lodestars were flown out of Vancouver by TCA for many years. A fund-raising drive is under-way for the transporting and restoration of this aircraft. If you would like to help, or could let us know about someone who does, please call the museum, or send your cheque in today. Donations are eligible for tax-deductible receipts. The back cover features a photo of one of CF-TCY’s sister ships, CF-TCV in flight.. PART-TIME CARETAKER WANTED Trailer accomodation provided to a single person or small family in exchange for evening/weekend caretaking at the museum. Prefer someone with keen interest in CMFT. page 22

RELATED ORGANIZATIONS CMFT offers exchange memberships to all related aviation and transportation museum collections around the world. We send them our newsletters and in return they send their publications and other information. The groups range from small collections to larger, more polished organizations, and each has a lot to offer. If you are planning a trip away from home and would like to know of museums near your vacation spot, please let us know and we will give you any information about the group(s) in that area. In addition, we also exchange memberships with many special interest and owners groups. If you wish further information on any of them please let us know. The following is an up-to-date list of exchange members: MUSEUMS AND OTHER COLLECTIONS: Aero Space Museum, Calgary, AB Air Power Museum, Otumwa, Iowa Air Museum of Central Finland, Finland Atlantic Canada Aviation Mus. Halifax, NS Alberta Aviation Museum, Edmonton, AB B.C. Transport Museum, Richmond, BC B.C. Antique Fire Apparatus Assn, Vanc.BC B.C. Forest Museum, Duncan, BC BCATP Museum, Brandon, MB Brussels Air Museum, Belgium CFB Comox Museum, Lazo, BC Canadian Forestry Assn. Mus., Kelowna BC Cdn. Harvard Aircraft Assn, Woodstock, ON Canadian War Museum, Ottawa, ON Canadian Warplane Heritage, Mount Hope, ON Champlin Fighter Museum, Meza, AZ Combat Air Museum, Topeka, KS Australia War Memorial, Canberra, Aust. Cansteam Association, New Westminster, BC Cap’s Cycle Museum, New Westminster, BC Castle Air Museum Foundation, Atwater, CA Commonwealth Military Av.Mus. Victoria, BC DeHavilland Moth Club, Herts., England Delta Museum & Archives, Delta, BC 408 Sqdn. Museum, Lancaster Park, AB Ferrymead Historical Park, Christchurch NZ Fraser Vall.Ant. Farm Mach. Assn, Abbotford Halycon/Seaflite, Richmond, CA Hawker DeHavilland Pty., Australia Imperial War Museum, Duxford, England Intrepid Sea Air Space Mus, New York, NY Kalazamoo Air Zoo, Kalazamoo, MI Kap Air Collection, Kapuskasing, ON Kentucky Aviation Hist.Mus.,Lexington KY Kilby Prov. Hist. Park, Harrison Mills BC Mosquito Aircraft Museum, Herts., England MoTaT of New Zealand, Auckland, N.Z. Museum of Flight, Seattle, WA Nanton Lancaster Society, Nanton, AB National Air & Space Museum, Washington DC North Shore Museum & Archives, N.Van., BC Northwest Aviation Museum Soc.,Okotoks, AB Ohio History of Flight Museum, Columbus OH Owls Head Transportation Mus., Owls Head ME Pima Air Museum, Tuscon, AZ Planes of Fame Museum, Chino, CA Port Moody Heritage Society, Pt. Moody, BC Prince of Wales Museum, Yellowknife, NWT Provincial Museum, Victoria, BC RAF Museum, Hendon, England Reynolds Aviation Museum, Wetaskawin, AV National Aviation Museum, Ottawa, ON National Museum of Science & Tech. Ottawa Silent Wings Museum, Dallas, TX Shearwater Aviation Museum, Shearwater NS Shuttleworth Trust, Biggleswade, England South Africa Air Force Mus. Valhalla, S.A. Strathallan Aircraft Collection, Scotland Swiss Transport Museum, Luzern, Switz. The Transportation Collection, New.West BC US Army Aviation Museum, Ft. Rucker, AL Vancouver Island Military Museum, Nanaimo Vintage Sailplane Assn., Waldorf, MD West Coast Railway Assn., Vancouver BC Western Canada Aviation Mus., Winnipeg MB Western Development Museum, Moose Jaw, SK Western Warbirds, Vancouver, BC Yale Aviation, Mt. Cormel, CT CLUBS AND SPECIAL INTEREST GROUPS: Abbotsford Air Show Society, Abbots. BC Air Canada, Richmond, BC Ant.Auto Restorers Club, Bellingham, WA Aeroplane Monthly, Surrey, England Air Gunners Assn, Pt. Coquitlam BC Aircrew Association, Vancouver, BC Assembly of BC Arts Councils, Vancouver BC Aviation Trade Magazine, ON B.C. Aviation Council, Richmond, BC B.C. Museums Association, Victoria BC 8.C.I.T, Burnaby, B.C. Boeing of Canada, Arnprior, ON Boeing Company, Seattle, WA Burns Lake Historical Society, Burns Lk BC CP Air, Richmond, BC Canada’s Aviation Hall of Fame, Edmonton AB Canadian Aviation Historical Society, ON Canadian Aviation News, Calgary, AB Canadian Railway Historical Assn. Vanc.BC Cub Club, Mt. Pleasant, MI Delta Chamber of Commerce, Delta BC DeHavilland Hornet Moth Club, Hong Kong cont.. page 24 page 23

Clubs…cont. from pg.23 Ex-Service Womans Assn. Richmond BC Experimental Aircraft Assn. of Canada, ON EAA Chapter 85, Delta, BC EAA Chapter 490, Courtenay, BC Fairchild Club, Blakesburg, IA Flypast/Key Publishing, Stamford, England Friends of the Provincial Museum, Victoria Friends of the DC-3, Vancouver, BC Handley Page Assn., England Helicopter Foundation Int’l, Alexandra, VA Hyak Festival Assn., New Westminster, BC Int. Auster Pilots Club, Somerset, England Moth Club, Herts. England National Waco Club, Hamilton, OH Naval Helicopter Assn. San Diego, CA Ninety Nines International, Oklahoma OX-5 Aviation Pioneers, Pittsburgh, PA Pacific AME Association, Richmond, BC Pacific Progress/Transp.Canada, Vancouver Preserved Aircraft of the World, England Quarter Century in Aviation Club, Richmond Retired Air Force Officers Assn. Vancouver Royal Cdn. Flying Club Assn, Ottawa, ON Royal Cdn Air Force Assn (861 Wg) Abbotsford Soc.Pres. Steam Towboat Master, Vancouver Surrey Chamber of Commerce, Surrey, BC UBC Library, Vancouver BC Vancouver Soaring Assn, Vancouver, BC Vancouver Transportation Club, Vancouver Vintage Car Club of Canada, Vancouver, BC Vintage Sailplane Ass., Waldorf, MD Washington Pilots Assn., Seattle, WA WWII Glider Pilots Assn. Dallas, TX White Rock & S.Surrey Chamber of Commerce William Duck (Rare Books), Sussex, England NEWSLETTER LATE IN COMING Because of the very heavy schedule at the Museum this summer, we were not able to produce all the quarterly newsletters and Mini’s” we strive for. There was plenty of news, but no time to report on it. Please continue to send in items for the newsletter, or tell us what you would like to see included. NEWSLETTER NAME CHANGE We announced a contest, with a tee shirt for a prize, for the best new name for our newsletter. Only two entries were re- ceived, neither of which was judged to be an improvement over “the Newsletter”, so the contest is still open. Please drop us a note with your suggestions. AIRCREW ASSOCIATION CALENDARS We have been fortunate in obtaining 50 of these very popular calendars for sale in our Gift Shop. Illustrated with six frame- able prints of WWII aircraft. Price $12. plus $1.50 postage Newsletter Contributions are welcomed as are comments and criticism. No payment can be made for manuscripts submitted for publication in the CMFT Newsletter. The editor reserves the right to make any editorial changes in manuscripts which he believes will improve the material without altering the intended meaning. Your advertisement in the CMFT newsletter helps to defray publishing costs. A bigger and better newsletter depends on paid ads, as does virtually every other periodical.” Full page is $100, half page $50, business card size $10. Don’t forget – your ad doesn’t have to be aviation-oriented. GIFT SHOP ITEMS As menitoned in our last “Mini” we have a tremendous selection of aviation and tran- sportation related items for sales. Please think of us when shopping for Bithdays, Christmas, and other times when you are looking for aviation items for that spe- cial someone. We now have the largest selection of aviation pins in Canada, at a variety of prices. Stop by the gift shop and browse, or send for a catalogue of mail order items. The gift shop is open Monday thru Friday from 9:00 to 4:00, and Saturdays by appointment. Give us a call – we may have just what you’re looking for. As a special feature we now have available a complete stock of aviation and transpor- tation wall plaques. Aircraft from WWI up to current types, of all nationalities, as well as cars, ships, fire engines, race- cars, and a few houses. These are high quality plaques, and at the price of $3.00 each they are great for gifts. Once you see them, you may want to get some for yourself tool page 24

NEWS FROM OTHER GROUPS Space permits only a few short items gleaned from the most recent newsletter received. MOSQUITO AIRCRAFT MUSEUM, England: Their Sea Vixen restoration nearing completion. AEROSPACE MUSEUM OF CALGARY: Mark 2 Anson is the next restoration project. Richard deBoer now with CUH. CANADIAN HARVARD ASSOCIATION, Woodstock, ON: Received a $5,000 provincial grant to construct a workshop within hangar. OHIO HISTORY OF FLIGHT MUSEUM, Columbus, Ohio: A new exhibit in place commemorating the Air Traffic Controllers 50th Anniver- sary. CANADIAN RAILWAY HISTORICAL ASSOCIATION, Vancouver: Comprehensive reports on Expo 86 and Steamexpo exhibits; railroading in Canada. AIRCREW ASSOCIATION, Vancouver: Notice of Aircrew Association Reunion in Blackpool, England, 1987 CANADIAN WARPLANE HERITAGE (CUH): Hamil- ton, On: The Lanc Support Group raising funds for restoration of the Lancaster. CANSTEAM (CANADIAN STEAM PRESERVATION ASN) Factual tips on restoring and maintaining steam engines. VINTAGE CAR CLUB OF CANADA, Vancouver: Report on the Studebaker company. WCAM (WESTERN CANADA AVIATION MUSEUM), Winnipeg: Keith Olson has left WCAM to pursue private business interests. Longer opening hours coming. SASKATCHEWAN WESTERN DEVELOPMENT MUSEUM, Moose Jaw, SK: Current restoration project is an Anson. Per Ardua Ad Astra display on til Jan 30/87. OWLS HEAD TRANSPORTATION MUSEUM, Owls Head, ME: Funding drive under way for building improvements. FRIENDS OF THE DC-3, Burnaby, B.C.: Lists Canadian DC-3’s. Monumental weathervane (a DC-3 on swinging pedestal) at Whitehorse. NATIONAL WACO CLUB, Hamilton, OH: Tips for Waco restorers. Waco reunion Jun 25-28/87. WEST COAST RAILWAY ASSOCIATION, Vancouver: New items being added to collection while storage/home problems escalate. SOCIETY OF FRIENDS OF THE RAF MUSEUM, England: After continuous occupancy since 1909, the RAF will leave Hendon in 1987. A Bristol F2A Fighter now on display. PLANES OF FAME MUSEUM, Chino, CA: Sig project is the Northrup Flying Wing rest- oration. NOTE: While we have many organizations on an Exchange Membership basis, and all newsletters recived are included in our Library, only those who are involved in the preservation of Transportation related objects are included here. (If your org- anization isn’t here, you didn’t send your newsletter, or it somehow got missed, please let us know). Biplane…cont. from pg. 14 In his most readable book General Donnet goes on to describe the disbelief shown by others he met that July morning. He also tells of exciting exploits with the RAF. He took part in a great many fighter oper- ations right until VE-Day, flying Spit- fires and Mustangs. He commanded 64 Sq- uadron and then took over 350 (Belgian) Squadron. Later he became wing commander flying first at Hawkinge and then at Bent- waters. Leon Divoy also became a Spitfire pilot, but he crashed in spectacular circum- stances and became a prisoner-of-war. After the war he flew with Sabena, the Belgian airline, and has recently retired. General Donnet’s stirring story ends on VE-Day. “This time peace was really with us,” he writes. “At last the time came for me to say goodbye to my friends. I looked at the vast upturned bowl of the sky over the Suffolk fields and every face drift- ing across was the face of someone I had known and who had not returned.” He recalls some lines of a French poet: “And on stone, blood, paper or ash, I write your name. On the fields of the horizon, on the wings of birds, I write your name. On the steps of death, I write your name. I was born to know you, to name you……Freedom.” page 25

MEMBERSHIP APPLICATION FORM CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION Museum Storage Site, 13527 Crescent Road, Surrey, B.C., V4A 2W1 Open Season March through October Weather Permitting Please check any areas in which you would be interested in assisting: Share knowledge of locations of wrecks, derelict aircraft, artifacts, etc. Loan of equipment, expertise and labour for salvage and transportation of artifacts. Labour and expertise for restoration of air- craft. Donations of aircraft, parts, engines, publi- cations, memorabilia. Cash donation. Loan of airplanes or artifacts. Supporter and friend only. Other (please specify) MEMBERSHIP FEES $15 per year, $300 lifetime $9 per year, juniors under 18 $100 Corporate Membership $25. Family Membership NAME: ADDRESS: POSTAL CODE: PHONE: Bus FOR OFFICE USE ONLY Membership No.. Paid up to Amount Paid Date Received MEMBERSHIP RENEWALS Please check your address label, the date on the upper right hand corner is the date your membership expires. Send in your $15 annual renewal today. CMFT needs your support. Thanks to all of you who have al- ready renewed your memberships. MOVING? IF YOU’VE MOVED, OR PLAN TO SOON, PLEASE SEND US A CHANGE OF ADDRESS. IT IS COSTING US A CONSIDERABLE AMOUNT IN WASTED POSTAGE WHEN NEWSLETTERS ARE RETURNED ( 51c EACH) AND YOU RECEIVE NO FURTHER NEWSLETTERS AS WE DON’T HAVE ANY IDEA WHERE TO SEND THEM. PLEASE KEEP THIS IN MIND FOR ANY FUTURE MOVES. THANK YOU FOR YOUR CO-OPERATION. We Repeat… you can be a part of the effort to insure that our priceless relics are preserved and properly cared for through future generations if you include in your will a bequest to the Canadian Museum of Flight and Transportation. You may bequeath cash, se- curities and real or personal property to the perma- nent Endowment Fund where the income from your memorial will continue helping to support the mu- seum. Or you may choose a special purpose such as constructing buildings, acquiring important relics, the reference library, or renovation or resto- ration of an exhibit. You will find that a living trust will secure your wishes while providing income for you or your designate for the rest of your lives. Think of the Canadian Museum of Flight and Transportation as you look to the future. Policy Every letter, newsletter or other com- munication throughout the year contains a return envelope or other form of solicita- tion. We urge you to use these forms to re- cruit new members and to make memorial, tribute, anniversary or other additional con- tributions. Remember, in order to help build and maintain the Museum, and to ac- quire outstanding exhibits, we will remind you of the need for funds in every mailing. Res page 26

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FICV Lockheed Lodestar CF-TCV, sister ship to CF-TCY for which CMFT is raising funds for acquisition and restoration. See page 22 for details. Photo courtesy Earl Gerou/Air Canada. Postmaster: Request return of undelivered copies to: CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION 13527 Crescent Road Surrey, B.C. V4A 2W1 Canada First Class Premiere Classe 15SN-0820-8336