CMFT NEWSLETTER CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION Summer 1985 CONTENTS No. 27 .10 The Tiger Moth…. ….13 Early Homebuilt Aircraft…… President’s Report…. Expo ’86 Participation….. .6 The Hand of Bureaucracy..Dagling Glider 17 Heritage Hangar… ..20 ..7 Museum’s RC-3 Seabee… Husky CF-EIM Salvaged.. .26 Rotary Flight… Pioneer Profiles… 1985/86 EXECUTIVE OFFICERS Board of Directors E.V. (Ed) Zalesky, 531-3744 J.E. (Jerry) Vernon, 420-6065 President V.President Burke, Brian Elgood, Terry Lundberg, Murray Olsen, Jerry Rose Zalesky, 531-3744 Peter Knowles, 477-3684 Sec’y-Treasurer Chairman, Vr.Is. Goguillot, Gogi Criesbeck, Werner Stunden, Ponald Thompson, William Vachon, Ferdic Bruce Jubb, 479-1187 Vice-Chairman Peter Knowles, 477-3684 , Vr.Is. Harris, Ted Sec/Tres., Vr.Is. Holmes, Neil Jackson, Graeme Barry Vernon, Jerry E. Weeks, Brian Zalesky, April W. COMMITTEE HEADS Ferdie Vachon, 274-4025 Ron Stunden, 277-3827 Corporate Members Flying Jubb, Bruce Knowles, Peter Lang, Marvin Zalesky, Edward V. Zalesky, Rose Vacant Phone Committee April Zalesky, 531-3744 Bruce Duncan, 273-6803 Special Events Acquisitions The Canadian Museum of Flight and Trans- portation is a non-profit society dedicated to the preservation of aviation and trans- portation heritage. Charitable status. allows for the issuance of tax deductible receipts for donations of goods and money. It is governed by a board of 20 directors, elected annually. Elections held in April. Ray Marbry, 278-5174 Jerry Vernon, 420-6065 Display/Building Research Gary Warnock, 585-1617 Communications Newsletter Ken Swartz, 688-4811 Mark Zalesky, 531-3744 Recovery & Hauling Roy Willis, 531-8740 April Zalesky, 531-3744 Brian Burke, 536-6573 Restoration Gift Shop Photography NOTICE OF MEETING COVER PHOTO GENERAL PEETINGS June 20, 1905 meeting has been cancelled. More than 10,000 people enjoyed events and displays which included the hot air bal- loon and CHFT’s aircraft collection. Next General Meeting: 8 p.m. Sept.19,1985. 13527 Crescent Road, Surrey. EVERYBODY WELCOME. BRING A FRIEND. Photo reproduction & screening by Brian VANCOUVER ISLAND MEMBERS MEET THE LAST WED-Burke. NESDAY OF EVERY MONTH AT 7:30 P.M., AT THE BAY STREET ARMOURIES, VICTORIA. PLEASE USE THE FIELD STREET ADDRESS. ANYONE INTERESTED IS WELCOME TO ATTEND. This newsletter produced by Ken Swartz and Rose Zalesky despite “professional” disag- reement on almost everything. Page 2

CANADIAN MUSEUM of FLIGHT OPEN HOUSE SAT. & SUN. JUN 22 & 23 9-4:30 13527 CRESCENT RD. Surrey 278-9804 FREE ADMISSION 531-3744 COME OUT AND SUPPORT YOUR MUSEUM BY HELPING OUT Last year’s very successful Open House was attended by more than 10,000 people. It is CMFT’s most important event of the year, and is our best opport- unity to involve the community in the function and goals of CMFT. It’s a fun event, with something of interest for the whole family. Food will be served all day, and there are many events, contests and displays. There will be displays of vintage (and current) aircraft, helicopters, cars, fire trucks, motorcycles, models, and much more. Hot-air balloon rides (weather permitting), helicopter rides (subject to availability), parachute drop-in, aircraft flypasts, an aviation artists show, and other events will be featured. There is no charge for admission. Programs will be sold entitling visitors to a chance at door prizes. The success of this important fund-raising function depends entirely on volunteers who man the booths, prepare and serve food, act as guides, parking attendants, traffic control, and whatever else needs doing. Members are urged to turn out on both days if possible, or at least for one day at 8:00 A.M. for assignment of tasks. Better still, phone and have a task assigned in advance, for smoother and more efficient work scheduling. The more people who turn out, the shorter the shifts. If you can’t work, come anyway, bring friends and family, and enjoy! Page

THE News Briefs PRESIDENT’S REPORT The 1994/85 year has been one of unpre- cedented activity and growth for CMFT. Membership now totals nearly 1150, and there is a strong core group of dedicated volunteers, without which nothing could happen at all. CMFT is growing in numbers and in stature. We are becoming recognized world uide, with visitors coming from many coun- tries. The storage site will be open for tours daily during the summer months. The collection continues to grow, with air- craft and artifacts being added all the time. Our major problem remains the lack of a permanent home, but positive steps are being taken. The storage site expropria- tion has gone through, but up to 5 years use of the property has been allocated. A study, funded by the Provincial Government is underway to determine the best site in the Lower Mainland for a world class “B.C. Transportation Heritage Centre” which is to include all modes of transport and provide a home for various collecting Croups such as the CMFT. Several restoration projects are under- way, with the help of Manpower Job Creation Grants. The Norseman is expected to be displayed at Expo, as well as the Lysander in restored but skeletal configu- ration. Additionally, the Museum uill have a Stampe restoration project on site at Expo throughout the fair. A project entitled “Pioneer Profiles” is underway, to record on video and audio tapes, interviews with aviation pioneers. Please pass on any suggestions as to people to interview, and the loan or gift of old photos. Open House 84 was successful, with more than 10,000 visitors attending during the teo day event. A better, more efficient event is now well into the operational planning stage, but its success will de- pend on how many volunteers turn up. Please pass the word. The more help, the shorter the shifts. Volunteers are des- perately needed to groom the storage site and to build new concession stands, assem- ble airplanes and many more tasks. Every Saturday is work bee day. Please turn out. OPEN HOUSE ’85 is June 22 & 23. The museum has enjoyed considerable radio, TV and press coverage. Informa- tional displays have been set up or planned at various locations. A shopping center display is planned for Oakridge in October, as well as our usual involvement with airshows at Abbotsford and elsewhere. Nearly 100 members and quests attended the 5th annual Spring Dinner. Dan McIvor’s slide movie presentation was excellent and so was the Chinese dinner. The spring and fall dinners are an excellent way for men- bers to meet each other. On a sad note, our special thanks go out to the Trarup family, who requested that donations be made to CMFT in lieu of flowers, at the time of Harry’s untimely death. Congratulations to EAA Chapter 85, which is now a quarter of a century old. (Incorporation was March 1960). Volunteerism is the bottom line. Without volunteers there uould be no CMFT. That CMFT is as successful as it is, is a tribute to those of you very special people who give of your time and exper- tise. My sincere thanks to all of you. VANCOUVER ISLAND NEWS The rebuilding of the Grunau sailplane is proceeding slowly. The welding of the frane has been completed and the new flooring is almost complete. Display space in Old Armories may be available. In Sept. 1985 the 75th anniversary of Gibson’s first flight will be celebrated. The Victoria Flying Club & E.A.A. are co- ordinating the event. CMFT have been asked to attend. Vancouver Island members are reminded that the monthly meeting is the last Wednesday of the month starting at 7:30 p.m. in the Service Corps Officers Mess at the Armories (Bay Street and Blanshaid). DIORAMA BUILDER OFFERS SERVICES Member Eugene Daly has offered to teach a class in making dioramas. Anyone interested please contact the CMFT office.

Expo 86 Update AIRSHOWS! Expo 86 is shaping up to include the biggest aviation event in Canada through to the end of the century. CRIFT will display at least five aircraft from our collection at Expo events. EXPO 8 Four CMFT aircraft are slated for the Expo Avia- tion Plaza. There will be several aircraft at the Plaza ranging from vintage airliners to modern types of composite construction. Our Bensen Gyrocopter and Bowlus Bumblebee will rep- TM resent some of the world’s more fascinat- ing flying machines. A major project is the restoration of CMFT’s Westland Lysander. This aircraft will be completely restored and displayed minus its fabric. In this form it’s sure to be a first class attraction for the hundreds of thousand’s of people who will pass through the Aviation Plaza during the five and a half month World’s Fair. Another exciting project is CMFT’s res- toration of a Stampe. There will be a viewing gallery and the public will be invited to follow the progress of the restoration. At Abbotsford Airport, Expo 86 has sch- eduled an international aviation trade show and a world gathering of Douglas DC- 3s (over sixty aircraft committed at last count !). CMFT’s Noorduyn Norseman is slated to participate in flypasts that will include some of the World’s most famous air transports and bushplanes. There is plenty happening and its exci- ting, but it is going to require the sup- port of each and every one of our members. There are hard deadlines to meet and Expo passes are available. Can we count on your support?! FLEET CANUCK NEXT ISSUE Next issue will feature an art- icle on the Fleet Canuck, by Bill Mountford, who, as a long time Engineer for the Aero Club of B.C., can speak with some authority on the subject. Has anyone a photo of Bill and a Canuck (preferably together) from Aero Club days? Wilma Thompson will be running the tee – shirt booth for the 8th consecutive year at the 1985 Abbotsford Air Show. Those are 16-18 hour days. How’s that for vol- unteering!!! TRANSPORTATION NEWS WEST COAST RAILWAY ASSOCIATION WCRA will be involved with Expo 86, in conjunction with STEAMEXPO which will see 28 locomotives from all over North America will celebrate the 100th Anniversary of the completion of Canada’s first transcon- tinental railway, May 23 to June 1, 1986. The CMFT supports all organizations who have as their aim the preservation of any form of Transportation Heritage for the benefit of the public. Send in your newsclips. We’ll publish items of general interest. RECOGNITION CORNER. What is it? Answer elsewhere Page 5

VANCOUVER AIRPORT’S FIRST bq as Heritage Hangar Seven years after Orville and Wilbur Uright took off from Kittyhawk, Charles K. Hamilton made British Columbia’s first heavier-than-air flight. Hamilton’s hist- oric flight on 25 March 1910 was witnessed by over 3,500 Vancouverites who had packed the stands at Minoru Park to see Hamilton and his Curtiss Pusher biplane conquer the skies. To help commemorate the 75th anniversary of the flight over Lulu Island, Transport Canada agreed to allow the Museum to re- move Richmond’s first landplane hangar from Vancouver International Airport (YVR). The hangar is the oldest surviving aviation structure in B.C. and was located behind the old Futura (Harrison) hangar. It was scheduled for demolition, as part of the Southside Redevelopment Project, before YVR Duty Manager Al Sharp began lobbyed to save the historic 40-by-60 foot hangar for the Canadian Museum of Flight and Transportation. The hangar was originally constructed in 1929 and stood at on the present location of the Lansdowne Park shopping centre. It NEW NAME FOR NEWSLETTER There have been suggestions that the Museum flewsletter needs a catchy new name. The person sending in the best suggestion before September 1st., 1985 will get a free tee shirt or CMFT hat. FABRIC RECOVER SEMINAR If enough interest is shown, CMFT will run a one day, 6 hour Saturday workshop on how to do fabric work, probably in late June. Cost will be $40. plus cost of mat- erial used. Write or phone your interest. STORAGE SITE TOURS Thanks to the Canada Student Employment program, the museum will be open daily for tours this summer between 11 a.m. and 3 p.m. Four students under the program will be regular faces around the Crescent Road facility. When not leading tours, they Page 6 housed a small fleet of commercial and training aircraft operated by such organizations as Dominion Airways and the Aero Club of BC. “There were only a hand- ful of aircraft at Lansdowne Field in those days,” said museum member Joe Bertalino. “We could get three de Havil- land Moth biplanes inside the hangar by folding their wings.” That field was Van- couver’s official airport, until a new airport was opened on Sea Island in 1931. When the airport moved so did the hangar. It remained there until the Museum it dismantled it last month. The museum is seeking to re-erect the hangar at its Crescent Road facility to provide shelter for several aircraft pend- ing the outcome of a provincial government study aimed at finding a suitable location for an aviation and transportation heri- tage site. We envision the building fully restored to its 1929 configuration to serve as a home for an exhibition on the early history of aviation in the Lower Mainland of British Columbia. will be working in the library, archives, office and around the workshops and yard. There has been a steady stream of visit- ors every weekend since we opened to the public in April. They have seen our air- craft on television, read about us in magazines and newspapers and heard about us from relatives and friends. There are still many ways to increase our profile in the community and sugges- tions are always welcome… drop us a note. TRAVEL TRAILER WANTED 18 to 23′ travel trailer needed to convert into a sales booth for air shows and other outdoor events at which CMFT participates. Cash is scarce, and we prefer to offer a tax-deductible receipt in exchange, but we will buy for cash if the price is right.

FROM PRINCE RUPERT Husky Salvaged CMFT is pleased to an- nounce the recent acquis- ition of Fairchild F.11 Husky CF-EIM, a long- serving veteran of North Coast Air Services in Prince Rupert. Puilt as the third Hus- ky off the Fairchild pro- duction line in Long- ueuil, Quebec in January 1947, the aircraft was first delivered to Diver- sified Mining Interests (Canada) Limited. This aircraft was sel- ected in the mid-1950’s for the prototype Husky Aircraft conversion of the type to a Alvis Leon- idies engine. EIM was used extensively on the coast and in the late 1950s floun by Jack Anderson throughout north central B.C. in support of the initial survey of the right-of-way for the Dease Lake rail- way extension program. In the early 1960’s the aircraft was sold to Jack Anderson who had formed North Coast Air Services. For almost twenty-five years the Husky operated out of Prince Rupert’s Seal Cove as a regular visiter to WANTS AND NEEDS OLD OIL COMPANY SIGNS CMFT is looking for the old oil company signs originally on the outside of the old Vancouver Airport hangar building we’ve been given. Or, similar signs. Or, someone to duplicate them from photos. Any offers? CABINET MAKER NEEDED The museum is in desperate need of a cab- inet maker or finishing carpenter to make up quality show cases for artifacts. If you can help, please get in touch. A small budget has been allowed for this project. Frank Stevens will supply the glass. coastal communities along the north coast such as Masset and Port Simpson. In mid-February of this year, the aircraft overturned in rough seas and sank off Seal Cove in over one hundred feet of water. It was salvaged almost immediately and obtained by the Museum. There is very little damage to the aircraft and by the time these words are read, the aircraft will have been delivered by barge to the Louer Mainland. COMPUTER PRINTER NEEDED Fred Gardham has donated $350 to be used towards the purchase of a needed high speed computer printer, cost about $1500. We will be pleased to accept your tax-ded- uctible donation in any amount to build a fund for this item. VIDEO TECHNICIAN NEEDED CMFT needs a talented amateur or an experienced person to help produce short video and audio tapes promoting the mus- eum, as well as historical documentaries based on interviews with aviation pioneers. Format is 1/2″ VHS, and equipment is minimal. It’s adequate for the job re- quired, but we do not have the CBC’s bud- get. Page 7

“PIONEER PROFILES” The CMFT “Pioneer Profiles” project is now well underway collecting the reminis- cences of those who have had involvement with aviation in Canada. One of the early interviews was of “Hump” Madden, who learned to fly in 1928, barnstormed around Kamloops with Joe Bertalino in 1930-31, while attempting to open a commercial airport on land leased from the local Indians. The Department of Indian Affairs stepped in and squashed the whole deal, so Hump moved to Trail and tried to earn a living teaching flying. When the 1931 Trans Canada Air Pageant arrived in B.C., “Hump” was talked into accompanying it back east and eventually settled in Nova Scotia trying to earn a living with his Fleet biplane. In 1935, he joined Starrett Airways; went into the RCAF during World War II where he was in charge of the domestic ferry service. After the war he discovered that his seniority with Starrett had transferred to high seniority with Canadian Pacific Air Lines, so he went to work for them, retiring in 1966. It came of something of a shock to the “Pioneer Profiles” team to learn that this early aviator, who was so dynamic and active when interviewed on March 11th, had passed away of a heart attack in Paris, less than 6 weeks later. He was in Vancouver for only a few days when we got to see him. PIONEER PROFILES INTERVIEWEES Do you know of someone who have played a significant part in pioneering aviation in any facet. Or, perhaps you are such a pioneer. Please write or phone with det- ails so an interview can be arranged. We are looking for photos, newspaper clippings, log books or other memorabilia for inclusion in the video programs to be made. If you can’t bear to part with your photos or other material, consider loaning it for copying and return. Because of limited resources, we can do very few out of town interviews. Can you help? A good tape recorder and a VHS cam- era needed, as well as a general knowledge of the interviewees history. Or, help us arrange for several interviews to be done at your location, so that travel and lodg- ing costs can be minimized. Call Lloyd Bungey at 531-3744 or write. Page 8 The full scale near-replica of the Sop- with Camel in early stages of construc- tion at Murray Lundberg’s workshop in Fort Langley. The airplane, partially funded by a Canada Manpower grant, is destined to be displayed at Shopping Centres and parades, to reduce the wear and tear on our vintage aircraft. It is now ready for cover. Any offers from experienced people to supervise the cover job at the Crescent Road site? MUSEUM BOOKSTORE AND GIFT SHOP The museum’s book store has in stock most of the current aviation titles and many out of print and hard to get items. Support the museum by buying your books from CMFT. Proceeds used to purchase books for the permanent library. The gift shop has airplane posters and prints in many sizes and varying prices, tee shirts, patches, hats, jewelry, and all kinds of other neat stuff. GIFT SHOP & LIBRARY OPEN DAILY 9 4 –

THE COMPUTER… Behind the Scenes The key to a mus- eum’s successful ope- ration is not just the displays and ev- ents, but the work that takes place beh- ind the scenes. At CMFT it is of- ten the restorations and new aircraft that grab television and newspaper headlines. Yet to be fair, this is only is part of the picture. Today, the museum offices are a bee hive of activity as at no time in the past. When the Zalesky’s surrendered part of their house several years ago as a “temporary” office for the museum, feu would have imagined that the word “tempor- ary” would have developed such an echo of “permanently”. The expansion of museum activity slowly claimed the indoor swimming pool, which was boarded over to create the library and archives, the den and the dining room. Today, there is not a day in the year when one of the museum’s five computers is not in use preparing the newsletter, drafting a letter, cataloging the library or keeping pace with membership records and donations. In fact, the computers lie very much at the heart of the museum. Rose estimates that the productivity of the office staff more than doubled with the introduction of the museum’s first computer four years ago. Our first system was a Radio Shack Model 1 which we quickly out grew, but in its day that was all the budget would allow. It was with this first system that the museum also obtained another important asset, Clyde MacLeod. Clyde has stuck with us for nearly four years, developing our computer applications, writing our software and bringing our whole organization alive. There was simply no software available when we started out which could meet the museum’s particular needs. We had to develop our own. Our computers also progressed as our budget stretched (our budget never really grew members just digged into their pockets a little deeper). We acquired an Osborne 1 and then a Kaypro 10 and finally a Kaypro 16, with 10 MB hard disk which operates under 1500S (Apologies to those not yet initiated into the computer world). This system has enough memory to run a data base program and we recently purchased a program called Revelation, which we hope will meet our needs. The current goal is to index and record the contents of our archives and photo library in a way that a researcher can easily locate a particular artifact, document or photograph. We also need to keep an expanding membership list up-to- date and keep track of all accounting and funding. Down the road we foresee a system that would allow for a proper inventory control over all aircraft parts and a printer that would allow us to typeset our newsletter once again, and perhaps enter the publishing field. MOVING? IF YOU’VE MOVED, OR PLAN TO SOON, PLEASE SEND US A CHANGE OF ADDRESS. Page 9

A CLASSIC… The Tiger Moth Other countries building the Tiger Moth for their air forces were Norway (37), Sweden (23), and Portugal (91). Gordon Peters photo by Ingwald Wikene Placed in service during February, 1932 the Tiger Moth remained in service with the RAF for over 15 years, it was as an elementary trainer as late as 1947 in Fly- ing Training Command and served with the RAF, being replaced by the Prentice and Chipmunk. Produced as a replacement for the Gipsy Moth, it was actually a development of the well known Gipsy Moth. Improvements incl- uded staggered and swept back wings which made it easier for access and exit to the front cockpit, an inverted engine for bet- ter forward visibility and many other min- or improvements. The Tiger was fully cer- tified for aerobatics and could be used for blind-flying instruction. The proto- type first flew on 26 October 1931 and the Air Ministry placed an order for 45 Mk. 1 aircraft (K2557 to K2601) which were fit- ted with the 120 hp. Gipsy III engine. In 1932 the Mk. 1 version was used in an ex- hibition of inverted flying at the RAF Display at Hendon. Originally the Tiger Moth was a two-seat open cockpit elemen- tary trainer, the construction was mixed wood and metal and was fabric covered. The makers designation was DH.82 and it was built by de Havilland Aircraft Co. Ltd. at Hatfield in Hertshire, and was also sub- contracted by Morris Motors. Next in line was the Mk.II (commencing K4242) and fitted with the 130 hp. Gipsy Major engine which becane standard on all British built aircraft. The other modif- ication was the fitting of anti-spin strakes on the fin which was not on the earlier Mk.Is. By the fall of 1939, over 1,000 Tiger Moths had been delivered to the RAF, most of these going to the Elem- entary and Reserve Flying Training Schools. During the war, most RAF pilots received their earlier training on the Tiger Moth before proceeding to the Ser- vice Flving Training Schools. In England wartime production totalled. 4,005 aircraft for the RAF ending with PC746, of the total, 3,210 were built by Morris Motors. Another 2,949 were built, in Canada (1,747), Australia (1,125), and New Zealand (345) for the Commonwealth Air Training Plan. Altogether a total of 8,911 Tiger Moths were built for civilian and military orders at home and abroad. Page 10 Tiger Moth EFTS No.8, Vancouver c1940 IN THE RCAF However, in Canada it was not until 1937 that the Canadian Government ordered the Tiger Moth for the RCAF when it placed an order for 25 Mk.IIAs with the de Havilland Aircraft of Canada at Downsview, Ontario. Also at this time in 1938 an order from the parent company was placed for 200 Tiger Moth fuselages, but only about 15 of these were delivered, the rest being div- erted to fill RCAF orders after war was declared. In Canada, the Tiger Moth was considerably modified to be able to oper- ate in the winter, the main change being the fitting of a sliding canopy over both cockpits. One Tiger Moth was obtained from the parent company and modified to the same standard as the Canadian air- craft, this one also was supplied to the RCAF. This version was given the company designation DH.82A and the Canadian firm built a total of 227 of these for civilian and military operators before the start of WII. At the beginning of the war, an order for 404 Tiger Moth Mk.IICs was placed for the RCAF, followed by another for 365 air- craft. When production finally ceased in 1942, de Havilland-Canada had delivered 26 Mk.IIAS (DH.82As) and 1,520 DH.82Cs to the RCAF. The DH.82C, the “C” designated it as the Canadian Tiger Moth, was greatly modified over earlier model, some of these modifications actually changing the air- craft’s appearance quite noticeably. The most import changes were: Continued p. 11

THE TIGER MOTH continued Engine cowlings were redesigned to form two halves hinged along the top. These included the nose panel (fixed on the ori- ginal Tiger), so that almost complete acc- ess to the engine was gained by opening the cowlings. Exhaust system was redesigned to incor- porate a cabin heater. A long extension pipe terminated behind the front cockpit. Instrument panels were replanned to cater for different instruments and the curved top deck separating the two cock- pits were shaped like a Gothic arch to improve forward visibility from the rear seat. A pressure fire extinguisher was arra- nged to discharge into the engine bay in addition to the hand operated extinguisher situated in the rear cockpit. An oil tank of greater capacity and fit- ted with a winter cover was incorporated. The vent on the fuel tank was altered to prevent icing. Bendix brakes were fitted, operated by a hand lever on the left hand side of each cockpit, with differential braking being affected through the rudder bar. To min- imize the danger of nosing over in the ev- ent of harsh application of the brakes, the main wheels were moved forward sligh- tly by shortening the undercarriage radius rods. A castering tail wheel replaced the fam- iliar tail skid which, because of the brakes, was no longer needed. A large windscreen was fitted to the front cockpit only and a sliding canopy arranged in two sections, one for each cockpit. Both cockpits had a blind flying hood. Trim tabs were fitted to both elevators in place of the original spring-loaded device. Document case was installed in the rear cockpit. Bottom wings had a wider treadboard either side of the fuselage, an inset hand grip built into each wingtip and a plywood covered leading edge. Interplane struts were were of oval sec- tion steel tube in place of the original wide chord wooden struts. Small skis could be fitted to the main and tail wheels. These much modified Tiger Moths perfor- med very well in extreme Canadian winters, and flying training was able to be carried out all through the year. Most of the DH.82Cs were powered with the 145 hp. Gip- sy Major IC engine which provided 15 hp. more than the engine in the DH.82A and this gave the aircraft a greatly improvec rate of climb. Although the aircraft were built in Canada, the engines were built by the parent company in England. During a period of the war when supplies from across the Atlantic were strictly limiter in the face of constant U-boat activity the American Renasco engine was subst- ituted. This engine produced only 120 hp and the performance dropped considerably, making it unsuitable for aerobatics due to a very slow rate of climb. Only 136 Tigers were fitted with the Menasco and these ali went to the Wireless Schools. These Men- asco powered Tiger Moths were known as Mk.Xs, while the DH.82A was the Mk.IIA and the Gipsy Major IC powered DH.82s were Mk.IICs. One example of the Mk.X RCAF No. 4861 has been kept on display at the Nat- ional Aeronautical Collection at Rock- cliffe. At one time de Havilland-Canada received an order for 200 Tiger Moths tc be delivered to the USAAF for elementary training, but these like the earlier Brit ish order were diverted to fill RCAF orders. In RCAF service the 26 Tiger Moth IIAs at first were supplied to the Auxilary Squadrons as well as to the Flying Train- ing School at Camp Borden. After war was declared however, all these aircraft were gathered together and supplied to the neu Elementary Flying Training Schools after being modified to Mk.IIC standards. total 19 RCAF EFTSS, 8 RAF EFTSs in Canada and 4 Wireless Schools were supplied with the Canadian Tiger Moths. The first EFTS to be formed on Tigers was flo. 2 EFTS at Fort William, Ont. on 26 June 1940. It remained in service all through the war, although some units replaced it with the Cornell, a few survived until the end. After the war surplus Tigers were made available to the public at very low prices and with the current shortage of private planes, these were picked up immediately. However, as more civilian planes became available the Tiger Moth began to dis- appear from Canadian skies, but in the early 1960’s as the restoration of older type aircraft became popular, Tiger Moths were eagerly sought after and once agair it was flying in large numbers during the later 1960s. During the early days of the formation of the Royal Canadian Naval Air Service, at least one Tiger Moth was of strength with new service and carried the Naval serial number 8655. Continued p 12 Page 11

THE TIGER MOTH continued RCAF TIGER MOTH TECHNICAL DATA יי10’B 23’11 8’10” 99 mph 10″ $12 ” 14″ $15 Model DH.82A DH.82C DH.82C3 (Mk.IIA) (Mk.IIC) (Mk.X) THE FLYING SCHOOLS Dimensions School Location Camp Borden,ON Period 1938-1940 Span 29’4 29’4′ 29’4′ 1 FTS Flying 1. Entr.Fly Wing ar. 239 sq’ 239 sq 1939-1940 1940-1942 239 sq Length Height 23 11 8’9.5′ 23 11 Trenton, ON #1 EFTS Malton, ON Ft.Williams,ON Mr 41-31’42 12″ Jn 40-My 44 Jn 42-Ag 44 Weights 1,115 lb 1,825 lb Empty 1,200 16 1,825 lb 1,200 lb 1,825 lb Windsor Mills,Q Gross Lethbridge, AB 31’40-Ap 42 Prince Albert, SK Performance T04 mph -Jn’44 My 42-Oc’43 Top sp. 107 mph Windsor,! Cruise sp. 90 mph Vancouver, BC J1’40-Ja’42 Clinb 635 fpm 750 fpm St.Catherines, ON Mir 42-Ja’44 , ON No 42-Jn’44 Ceiling 14,000 14,600 Pit.Hope Pendelton Goderich, GN 300 mi. Range 275 mi. Mr 42-31’44 Power Plant. Portage la Prairie, Oc 40-Jn’42 No 40-Jn’43 Manuf de Haviland de Haviland Menasco Regina, SK Model 216 17 ” Prt.D.4 Edmonton, AB Stanley, NS Gipsy j.I Gipsy 1C De 40-31’42 145 hp Horse Pu. 130 hp 120-125 Ag 43-Ja’44 Boundary Bay, C & Ap 41- Serial Mos. of RCAF Tiger Moths Gimli, Virden, MB Jn 42 Mk.IIA(DH.02A); 238-258,275-279 My 41-Oc 43 Mk.IIC(DH.82C); 1100-1299,3842-3991,4001- Oshawa, ON In 41-My 44 4404,4946-5175,5800-5999,3851-8999,9645- #25(RAF) Assiniboia,SK feepawa,MB J1’42-Fe’43 9595. Mr 42-De 43 Mk.X(DH.02C with Menasco engine); 4810- Calgary & Delinton, AB My 41-M 43 4945. Swift Current, SK & Jn’41- TIGER MOTHS IN THE RCAF AUXILIARY SQUADRONS Bouden, AB Caron, SK Ap 43 Ja 42-Ja’43 Fe 43-Fe 44 Assiniboia, SK Squadron Location Toronto Period Numbers 1938-1940 241,247,255 Neepawa, MB De 43-Fc 44 7110(A/C) Pearce, AB Mir 42-Ag’42 #111 A/C Vancouver #112(A/C) 238 #1WS(RCAF)St.Hubert, PQ Winnipeg #115(F) Montreal Calgary, AB 277 23″ 1’4″ Winnipeg, MB Guelph, ON #118(0) Montreal Regina #120(8) 275 18″ 19″ 120 ” #31 # #32 ” #33″ $34″ $35″ 136″ 11 11 11 12″ COLOURING BOOK OFFER PRINTS A PERFECT GIFT RADIAN We’re pleased to offer this informat- SKIES ive and charming coloring book by Graham Wragg, one of Canada’s foremost aviation artists. You’ll want to read it before giving it to your kids. CMFT’s Norseman is included along with a sampling of different types, each with a short description. Size 8″ x 11″ Price $3.95 75c post. if mailed. BARRY CLARKE’S “SPITFIRE” By far the most popular aviation print. Predominant colors are brown with a patch of bright sky. Approx. 23″x46″. Unframed. Treat yourself to one at only…..$35. (+7% BC tax and $2.post if mail) Page 12

THE PRIVATE AIRCRAFT CLUB… Homebuilt Aircraft of the West Coast by Lock Madill In 1932 a group of enthusiastic airplane builders formed the P.A.C. to swap ideas, offer assistance, parts, etc., in order to promote private enterprise and fraternal association while building their own airplanes. The club held regular meetings and the only record available lists Cecil heritage. Lightheart as president – a post he held for some years. Executives were F.R. Corp, Vice-president; Jimmy Gibson, secretary; and FJoe Storrow, treasurer. The executive committee included Jack Hames (Club Flying Instructor), Jean Gatrell, Jack Barbour, Tommy Fox and Bert Price. E.D. Norman was elected publicity director. There were numerous airplanes being built in and around the Vancouver area. Chilliwack was a popular area along with Victoria. Building private (amateur) aircraft was very popular all across Canada in the 1930’s and at that time there were over 100 homebuilts registered with the DoT. (Department of Transport). The local aircraft will be covered one by one with what information is available and in order of registration with the DoT. There will be errors, omissions and discrepancies and I would appreciate it if anyone who can offer more or any infor- mation or pictures of these great airplanes would contact me through the CMFT for a later publication. As there were numerous designs used, this will show the types. Monoplanes were all parasol type except for Frank Edward’s low wing. 1. Pietenpol Air Camper 2 place tandem monoplane. Various engines used. 2. Pietenpol Sky Scout single place monoplane. 3. Heath Parasol single place mono- plane. Small engines such as Henderson motorcycle, Harley Davidson motorcycle and various outboard marine engines were used. 4. Corben Junior Ace 2 seater side by side monoplane. Various engines used. 5. Lincoln Sport plane single seater biplane, suspended fuselage. Various engines used. 6. Gibson-Milne Special single seat monoplane. One of a kind. Anzani engine. All these aircraft have disappeared. It is a shame that we have nothing to show for this era of our West Coast flying All the aircraft mentioned flew. Just how much and how often will remain a mystery, but I can safely say that quite a few hours were flown by homebuilts in this area making it possible for some pilots to have the satisfaction of building and flying their own airplanes. I know, I did it and it’s a great feeling. A great deal of help and assistance was offered in the construction of all these aircraft which was greatly appreciated. CF-ATU 1932 Pietenpol Air Camper. Built by Tommy Fox and S. Taylor of Vancouver. Powered by Cirrus Mark II engine. Later registered to C.A. Taylor and Art Reynard of Mission, B.C. Out of service in 1937. CF-AOG 1933 Heath Parasol powered with a con- verted Model “A” Ford engine. Built by S. Anfield of Victoria. S. Pickles and J.G. Davey, W.E. Drummond were also involved. No further information. CF-AOY 1933 Heath Parasol – powered by a converted Henderson 4 cylinder motorcycle engine. Flown by Mrs. Walter Gilbert. This air- craft was built by Leo Edwards of Chilli- wack, B.C. Continued p. 14 Page 13

Homebulits continued CF-AUY 1933 Corben Junior Ace – powered by a Cirrus Mark III 4 cylinder aircraft engine and built by Cecil Lightheart of Vancouver. Rebuilt after damage and a pair of wooden floats fitted. Cec. Lightheart’s Corbin Junior Ace CF-AUY I had the embarassing moment of rolling this aircraft upside down at Vancouver airport one Sunday when the left wheel broke on landing: damaging the left wing tip and the rudder, and bending the new prop. GF-AUY CF-AUF 1933 Lincoln Sport Plane – powered with a 9 cylinder air-cooled radial Salmson engine of 40 hp. This superbly built beautiful biplane was built by Gran Gatrell of Vancouver and flown by various people unknown. It was later put on a single float with wing tip floats but the performance is also unknown. C.G. Peters Photo C.G. Peters Photo Gibson-MI Ine Special CF-AVO CF-AVO 1934 Gibson-Milne special powered by a 3 cylinder Anzani Radial engine of about 40 hp. Built by Jimmy Gibson and Len Milne of Vancouver. A.J.E. Smith was also involved. This aircraft flew quite a few times at the Vancouver airport. No information on the performance. C.G. Peters Photo Lighheart’s Corbin as modified It was rebuilt the next time and con- verted into a beautiful cabin job with cowled in engine. Next to our own home- built G-CAUM. I think it flew the most of any of the homebuilts in this area. Bert Price’s Pletenpol CF-AVU CF-AVU – 1934 Pietenpol Air Camper – powered by a Cirrus 4 cylinder Mark II aircraft engine. Built by Bert Price (former MLA for Burnaby) Cecil Lightheart flew this aircraft and Bert Price put a fair amount of time in it. It was damaged once that I know of on a hard landing. C.G. Peters Photo C.G. Peters Photo Gran Gatrell’s Lincoln Sport CF-AUF Page 14

CF-AWA 1934 Wong, a well-known aircraft engineer in these parts who is retired, but still working on aircraft and engines. CF-BIA Lincoln Sport Plane. The same as Gran Gatrell’s Lincoln except that it was powered with a three cylinder Anzani Radial engine. No further information. CF-AVZ-1934 Heath Parasol – powered by a Henderson 84 motorcycle engine built by C.A. McKenzie of Chilliwack, BC. and flown by Art Seller. F-AYX C.G. Peters Photo Reynard & Milne Pletenpol CF-AYX CF-AYX – 1936 Pietenpol powered with a Cirrus Mark II engine. This was a radical looking air- craft, as seen in the picture; with a wide V-strut and faired tail surfaces. It was built by Art Reynard and Len Milne. These two boys were connected with a few other homebuilts in this are. Art Reynard flew this aircraft and it performed like and looked like a fighter plane. It was interesting to see Art toss this aircraft around. J.M. Jacobsen’s Pietenpol CF-BIA CF-BIA 1937 Pietenpol Air Camper. Built by J.M. Jacobson of Vancouver and powered with a Le Blond radial engine. I believe Lloyd Paynter was involved in this aircraft. It crashed at Vancouver on 10-3-40 when an aileron cable broke. Quite a mess as you can see. C The end of CF-BIA SHE Peter Wong’s Pietenpol Skyscout CF-BAA CF-BAA 1936 Pietenpol Sky Scout – powered with a Ford Model A car engine and modified for aircraft use. A propeller thrust bearing had to be incorporated on the crankshaft which entailed some fancy engineering work. The aircraft was built by Peter C.G. Peters Photo Lock Madili’s Gipsy Moth C-GAUM G-CAUM- 1936 DH60X Moth powered by Cirrus Mark III engine and fitted with floats. Built by Lock Madill, Harold Turner, Cy Charter and Norm Fairfield. G-CAUM story appeared in Continued p. 16 page 15

Homebulits continued Museum Newsletter #22, Oct. 1983. I flew this aircraft up to 1940. It was stored until 1947 then sold to Kamloops Air Ser- vice and I flew it once more on a test flight. These were some other homebuilts that appeared on the scene in the 1930s, but not registered in the Vancouver area. The following are some of thems X-31 Taylor Homebulit X-31, c. 1934 X-31-1934 Taylor Homebuilt Biplane. This aircraft we believe was built from plans by Popular Mechanics. It was a biplane fitted on floats and was powered by a car engine; most likely a Ford Model A. It was built by two brothers, Clarence and Lloyd Taylor and Vern Swan, all of Ladner, B.C.. and was used around that area. It was not registered for flight by the DoT, so they cropped the wings and used it as a hydroplane on air boat. They had a lot of fun in this rig. The name Taylor seems to be prevalent in a few homebuilts around this region. CF-AYN – 1935 Edwards Guardian powered by a converted Quick LeRhone rotary engine. This was a low wing monoplane. No other information. CF-AOM- 1935 Corben Junior Ace powered by a Salmson 9 cylinder radial engine and built by J. Taylor of Vernon, B.C. No futher information. CF-BPA 1939 Elton Monoplane – powered with an A.S. Genet 5-cylinder radial engine. It was designed and built by W.C. Elton of Cowley, Alberta. It was a two place tandem aircraft and performed well. This was the Page 16 “Elton Special” at Cowley, Alberta June 7, 1938. Tested by P. WIhnan. aircraft that had the Fairey Reed metal prop installed that I sold to the builder. CF-AEL – 1929 Heath Parasol built by E.C. Dav of Three Hills, Alberta. No further information. This was the earliest of the homebuilts. CF-AFN – 1935 Pietenpol Air Camper powered by an A.S Senet II engine and built by a G.H. McLaren of Noranda. No further infor- mation. A classic C.G.Peters Foto CF-AVY, CF-AVF and CF-AVO. c. 1937 MODEL AIRPLANE CONTEST One of the events planned for Open House 185 is a model airplane contest. If models are your “bag”, this is your chance to show off your pride and joy to an apprec- iative audience. Call Murray Marley at (604) 531-3380 to enter your airplane or offer suggestions. FREEZERS & FRIDGES WANTED For Open House..to buy, borrow or rent. If you have one kicking around that you no longer use, either donate it to the museum or price it realistically. Or, loan it for the event.

DAGLING CF-ZAX… The Hand of Bureaucracy By Lloyd M. Bungey Amongst the vast quantity of aircraft remnants being held in storage by the “Canadian Museum of Flight and Transpor- tation”, pending a permanent display site, is the newly restored Dagling primary glider, CF-ZAX. This airframe is hardly likely to have accumulated 10 hours of flying in total, since the brief flight times (measured in seconds by stopwatch) and high prang rates of all primary gliders usually led to long periods of repair interspersed with brief periods of use for “ground slides”, “hops”, and, for the lucky few whose skills reached the critical point before the glider was pranged, “flights”. In spite of this low number of hours, this Dagling is worth preserving if only as a memorial to those stubborn pioneers of the sport of soaring in Canada, who fought against a hostile bureaucracy to continue flying primitive motorless aircraft until they could develop their clubs into larger bodies able to afford true sailplanes. Documents held by the National Archives reveal that CF-ZAX was constructed by a group in Lethbridge calling itself the “Lethbridge Soaring Club”. The application for registration gives the date of manufacture as summer 1947. The registration, while seemingly a straight forward procedure, ran into a serious snag. While the Dagling was a design which had received approval by the British Air Registration Board, DoT in Ottawa was insisting that the glider had to conform to the approved drawings to be eligible for a Certificate of Registra- tion; somewhere between the regional DoT office in Edmonton and the DoT Head Office in Ottawa, all the drawings, which had been submitted by the Lethbridge Soaring Club, went astray. Edmonton sided with the owners, in that, as DoT had lost the drawings, the club should not have to pay to get a new set drawn up, while Ottawa was insisting that a set of drawings was mandatory. From August through to November the matter remained unresolved. The soaring club, meanwhile, did not appear to treat the matter as overly serious and seemingly went ahead with their flying. A letter by club secretary, F.. Benum, to DoT dated 9th November 1947 implies this while indicating frustration with the paper problem. “You have in hand our application for registration of glider (provi- sional registration CF-ZAX), submitted by the Lethbridge Soaring Club, together with $5.00 covering the fee thereof. We now declare this application null and void, and are requesting the immediate return of the $5.00.” “This action is taken in order to release our glider from the juris- diction of your department, since it is our wish to preserve the glider as an unspoiled memorial to the futile attempts of men to fly gliders in Canada. We will keep the glider well-preserved in an airworthy condition and indicate thereon the facts; although the glider performs beautifully in the air, it is too heavily weighted down by the chains of bureaucracy and fatuous oppug- nation to attain free flight.” The dispute dragged on into 1948, with the Soaring Association of Canada being drawn into action. Finally, on 12th May 1948, the desired Certificate of Registra- tion was issued, but the Lethbridge Continued p. 18 Page 17

DAGELING continued Soaring Club was not to make much use of it. Sometime in 1948 the club disbanded, for in February 1949 it was reported that “it had been found necessary to discon- tinue the operation.” ZAX, however, passed into possession of the Medicine Hat Gliding Club, a club formed by gliding pioneer Norm Bruce in September 1947. The Dagling may have been acquired to supplement the club’s Schweizer TG3 or possibly to permit continuation of operations when the TC3 was damaged in the summer of 1948. Circum- stances were against this club, however, for the Medicine Hat Aero Club, which provided the touplane, folded and Norm Bruce, the Gliding Club’s instructor, moved to Red Deer. In Red Deer, Norm organized the Red Deer Gliding Club and the assets of the Medicine Hat Gliding Club were utilized by the new group. On 20th November 1948 the Dagling was delivered to Red Deer and from 1st December until May 1949 it was used to introduce many of the enthusiastic members of the club to the sport of gliding. While the glider was under Norm Bruce’s care, either in Medicine Hat or shortly after it was moved to Red Deer, he attemp- ted to eke out a little more performance by constructing a streamlined pod around the cockpit area. This was easily remov- able, allowing flights with or without the pod attached. A further move of abode by Norm Bruce, in May 1949, resulted in a suspension of operations by the Red Deer Gliding Club but ZAX was not left idle long. A group of Edmonton university students who had organized the Edmonton Soaring Club in 1947, had joined the Red Deer group during 1949 and commenced training in the Dagling. When the flying at Red Deer ceased, these members set about obtaining the Dagling for their own use. It was eventually purchased by the Edmonton Soaring Club from the Medicine Hat Gliding Club (who had presumably only loaned it to the Red Deer club) for the sum of $158.15. The ESC flew the Dagling at Cooking Lake Airfield in the late fall of 1949 but experienced difficulties in obtaining an instructor for the 1950 season. In 1951, the majority of its members graduated from the university and moved away. So the club became dormant. Members, Eric Whitehead, Keith MacDonald and Adam Hamilton, took the Page 18 Dagling to Calgary and “stripped it down, reglued, primed and painted everything back to standard; then recovered it and hand doped it in its original red with yellow wings.” Upon completion, Eric test flew it, presumably without worrying about the paperwork as the last recorded expiry date for its Certificate of Airworthiness is 1950. By the time the reconditioning was complete it was late 1953 and there were big plans for using ZAX to start an Air Cadet Gliding program. Earlier that year, Norm Bruce and Garnet Kerr had approached No. 52 (Calgary) Air Cadet Squadron with a proposal to give the cadets air experience by way of a gliding program. Following a demonstration of the Dagling before the Squadron C.O. on 5th December 1953, it was purchased for the squadron with funds donated by Carl Nickel, M.P. for Calgary South. The Air Cadets received in its original, unpodded configuration, but restored it to podded configuration under Norm Bruce’s supervision. (During 1983 restoration work, the pod was taken off and stripped of fabric. The date 8th February 1954 was found pencilled on one of the gussets). Photographs show the 1949 pod to have a different nose to the pod on the machine when it came into the possession of the museum so it is likely that the Cadets built a completely new pod for it. The Air Cadets painted the name “Tyro” on the side of the pod and used the Dagling for training at Lincoln Park. The problems with red tape which had beset CF-ZAX in 1947 were avoided by the new owners by using the glider for “ground slides” only, thereby eliminating the need for a C of A. In fact, the aircraft remained registered to the Edmonton Soaring Club in DoT files and it was to them DoT sent enquiries about the where- abouts of the machine in 1969 prior to striking it off the register as being non existant. The Calgary Air Cadet gliding program, however, was shortlived and, although un- damaged, ZAX was destined to gather dust for several years in the late 1950s before she was again to take to the air. A revival of interest in soaring in the Red Deer area resulted in the formation of the Red Deer Soaring Association in 1955. Sometime in the early 1960s, when there was no hope of reviving the Air Cadet Continued page 19

Dagling continued gliding program in Calgary, members of this club commenced negotiation for the Dagling. On the understanding that it would be put together and used to train some air cadets in the Red Deer area it was sold to the club. When it arrived at Innisfail Airport, where the club operated, it was put together and stored in a T-hangar for some time until the club could arrange for somebody competent to come and help them rig it properly. In April 1963 this event took place. The Dagling was then tied down in the open beside the hangars, being tied by the wingtips to a couple of 5 gallon FULL SCALE REPLICA BUSHPLANE WANTED drums filled with concrete. Unfortunately, the thermal conditions at Innisfail were too good that April and a dust devil swept across the tiedown area, lifting the Dag- restraints. In fact, the blocks of concrete were lifted with the glider and did the final damage when they plunged into the wings after the glider flipped back to the ground. At this point, the club gave up trying to get ZAX into the air. At a meeting shortly afterwards the club decided to allow “(Bill) Rittenhouse and (Cec) Sorensen to take possession of the Dagling and do with as they please.” The Dagling went into storage in Cec Sorensen’s garage for about 10 years. About 1972, Gordon Beach, a club member, moved to Williams Lake, B.C. Deciding that this community could use an Air Cadet gliding program, and knowing of the Dagling gathering dust in Red Deer, he wrote to the club requesting the glider. As it was not likely to fly again in Red Deer, he was given the machine which was moved to B.C. Nothing came of the proposal to use it for an Air Cadet gliding program at Williams Lake and Gordon eventually gave it to Doug Arnold, who in turn donated it to the Canadian Museum of Flight and Transportation in 1975. Restored to display condition in 1983, ZAX remains a monument to the supremacy of inanimate objects over bureaucrats. In 1947, they ruled that it should not fly (it had and would again); in 1969, they ruled that it did not exist (it did and it will probably remain long after the beaur- ocrat who declared it non-existent). It may be the least flown of CMFT’s relic aircraft, but is certainly historic. MODEL MAKERS WANTED CMFT is looking for 1/4 scale models of Northern Bushplanes, from Fairchild 71 through to Twin Otter, for use in Expo. Outside detail is important, but construction need not be traditional, and the motor can be a mockup. We’ll buy or rent your finished model, (or exchange a tax deductible receipt for it). Or, can build one or more before next February on contract. Let us know what you have or can do. URGENT! Anyone out there willing to tackle the building of a full scale bushplane to be ready by February 1986? For money? Call ling into the air in spite of its Rose at 531-2465, or write the museum. NEW TAX LAWS HELP MUSEUM Commencing taxation year 1984, the automatic $100 exemption for donations and medical has been cancelled. You can donate up to 20% of your net taxable earnings each year to CMFT. If your donation is greater than the allowable 20%, the balance can be carried forward to other years (up to 5 years) perhaps more). GIFT YOUR BCRIC SHARES There is a novel way for British Columbians to help your Museum. Donate the 5 free BRIC shares that you received, endorsed to CMFT. Some day they may have a value and the Museum may benefit at no cost to you. Our thanks to those of you who have already sent in your shares, and a reminder to those of you who have been meaning to. Do it now… 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. Page 19

CF-DY)… Museum’s RC-3 Seabee Up From the Depths… by Jerry Vernon CMFT’s Republic Seabee, CF-DYJ, has quite a story behind it, including a 25-year period sitting on the bottom of a B.C. mountain lake, 40 miles Southeast of Prince George. In fact, the ubiquitous Seabee amphi- bian… fat, ugly and underpowered … has a story worth telling of its develop- ment. Starting out in 1941 as a homebuilt wooden two-seater (the Spencer S-12 Air Car), the type progressed to an all-metal three-seater (the Republic RC-1), ane then into production until revived again as the updated Spencer Air Car homebuilt and its larger derivative, the ill-fated Trident Trigull. In the mid-1980’s, the Seabee still remains as one of the major survi- ving lightplanes from the post-war era, particularly in areas such as the Pacific Northwest. Percival H. “Spence” Spencer was born in the late 1890’s, learned to fly during World War One, and was involved in various original aircraft designs leading up to his role in the building and test-flying of the Spencer-Larsen SL-12, in 1937. The SL-12 was a small amphibian, looking some- what like today’s Lake, featuring a buried engine which drove a pylon-mounted pusher prop through a weak chain drive arrange- ment. The SL-12 also suffered from some handling problems, as test pilot Spencer soon found out. Spencer left this company, and started work in 1940 on his own 12th aircraft design, the Spencer S-12, which he named the ‘Amphibian Air Car’. The prototype was built on Long Island and flew in the Fall Page 20 of 1941. It was a side-by-side two-seater, built of flat plywood sheets… thus looking like a very under-nourished and angular juvenile Seabee. Compared with the later Seabee, it was 4 feet shorter in span and 5 feet shorter in length, and was powered by a 110 hp Franklin engine (the Seabee uses a 215 hp Franklin). When World War Two came along, the Air Car was put into storage, and Spence joined Republic Aviation as a test pilot for their P-35 and P-47 Fighters. In the Spring of 1943, he was persuaded by an associate to leave Republic to join the Mills Novelty Company, In Chicago, a maker of coin-operated vending machines, who were trying to break into the wartime aircraft parts business. Part of the incentive to join the Mills company was the opportunity to use their facilities to further develop his Air Car. Using Mills’ extensive woodworking machinery, Spence was able to construct a more streamlined veneer shell for the cabin of the air- craft, arriving at something more like the familiar Seabee shape. The re-built Air Car (still a two-seater) both looked and flew better than the original, and thoughts were entertained of producing it as a post-war utility lightplane, for the boom that was sure to follow the arrival of peace. One firm interested in producing such an aircraft was Republic Aviation. In late 1943, Spencer sold all manufacturing rights to Republic, and re-joined the company himself as a design consultant. The first aircraft constructed was an all- metal three-place version of the Air Car, the PC-1 (Republic Commercial One), called the Thunderbolt Amphibian’. Spence test- flew the RC-1 in July of 1944, under power of a 175 hp Franklin. Some features of the RC-1, not found in the later Seabee, were a nicely-tapered fully cantilevered wing, with multi-spar and multi-rib smooth skinned construction. The fuselage also used conventional techniques, and there were thousands of parts and over 10,000 rivets. The main suggestion made by the many who flew it was that it really ought to be a four-place machine, if it were to be a success. Continued p. 21

Seabee continued The follow-up to the RC-1 was thus the RC-2 Seabee, utilizing a much-simplified design and construction, including an easy-to-build straight strut-braced wing, with a controversial ribless interior and beaded skin. Likewise, the fuselage was reduced from a traditional multi-bulkhead, multi-stringer design to a spot-welded hull with only 6 major compartments. Externally, it was hard to tell apart from the RC-1, apart from the undercarriage retraction arrangement, which was modified to make room for the 4th seat. The parts count, and the rivet count, were reduced drastically, as was the production cost or so Republic hoped. On the fuselage alone, the assembly labour was cut from 590 manhours down to 20. Five pre-produc- tion RC-2’s were built, and Franklin deve- loped a new 215 hp engine, the Franklin 1500 (6AB-215 series) for the type. An interesting photo of the Republic plant at this time shows two parallel production lines… one of Seabees and the other of the pre-production YF-84A Thunder jetfighters. The ultimate production model was the RC-3 Seabee, which began rolling off the line at Farmingdale, Long Island, in the Spring of 1946. The post-war pride of Republic Aviation sold for $3995, and production soon soared to 3, 4, 5 and ultimately to 10 aircraft per day. Initial orders reportedly added up to 4000 air- craft, but production ground to a halt 26 months later, in June 1948, after only 1076 Seabees had been made. In fact, hundreds of them sat around the Farming- dale Airport, and were not all cleared out until 1950. P.H. Spencer left Republic and went into other non-aviation endeavours, not getting back into the industry until almost a decade later. He later up-dated the Seabee design in wood and fiberglass as the 4-place Spencer Air Car homebuilt, powered by a 180 hp Lycoming and later by the Continental 285 hp Tiara. The ‘new’ Air Car, of course, then spun off the 4-6 seat Trident Trigull, which David Hazlewood and friends tried so hard to get into production in B.C…but that is a whole story of its own! Why did the Seabee fail, especially as the world still seems to be crying out for a good rugged amphibian to this day??? For one thing, the much-ballyhooed ‘Plane in Every Garage boom never happened after the Second World War. This alone spelled the death of many well-known and lesser- known firms and types. Secondly, the Seabee was (and is) grossly underpowered -particularly when compared with the expectations that many owners have of what can be stuffed into its ample cabin and then lifted off the water of some mountain lake. Various wingtip kits, extended chine kits, and propellor/engine mods have been tried. There has even been the little- known Twin Bee conversion, in limited numbers, and a fellow in the Seattle area even has a turbine-powered ‘Bee. The major problem, however, was price or rather costs. The goal of Republic Aviation was an aircraft that would sell in 1946 for $3500. They started out with a machine that cost about $12,000 to build. The initial selling price of the RC-3 was raised from the $3500 goal to $3995…then to $4495 in mid-1946, and then up and up in steps until it reached $6000 or more before the manufacturer threw in the towel. Although Republic never were able to make money on the Sea- bee, and decided that they never would, it did serve to bridge the company over the post-war years, and kept the factory open and the production staff occupied and available during the transition from the P-47 Thunderbolt to the F-84 Thunderjet. Production ceased 37 years ago, yet hundreds of Seabees still survive on the U.S. and Canadian Registers…the 1981 Canadian C.A.R., for instance, lists no fewer than 86 RC-3’s, 32 of which are in B.C. Several of these are in the CF-DY series, including Bill Bain’s CF-DYG. What of CMFT’s Seabee then CF-DYJ??? CF-DYJ was manufactured in November, 1946, as c/n 135 quite early in the produc- tion run and was purchased on 19 Nov 46 by McDonald Aviation, Edmonton, Alberta. The value shown on the Customs documents for this factory-new machine was $2733.75 for the airframe and $1012.50 for the engine….a total of $3746.25 (Canadian), which attracted a Duty of a further $1086.95. Eat your hearts out, owners of $160,000 Lakes!! It is also interesting to note that CF- DYJ was imported on a Temporary C of A and Temporary C of R, since there was no formal Type Approval for it in the US. In fact, the CAA did not approve ATC No. A- 769 until almost a year later, on 15 Oct 47. The wheels of progress turned slow even in 1947. Continued p. 22 Page 21

On 14 Mar 47, CF-DYJ was sold by the dealer to the Consolidated Mining and Smelting Company of Canada Ltd., Trail, P.C., thus beginning a short career with Cominco’s mining and exploration operations in the Flin Flin, Manitoba area. The Seabee was based at Channing, Manitoba, and was flown by Cominco’s local Exploration Engineer, G. Neely-Moore. The useum would be most interested in hearing from this gentleman, if he is still around, or from anyone knowing any details of Cominco’s use of this aircraft, which they had licensed in the landplane, sea- plane and skiplane configurations. After a short term with Cominco, the aircraft was sold on 7 Sep 50 to Eric Spencer Butcher, of Westminster Canners Ltd., Chilliwack, B.C. The price was $3000, flyaway Columbia Gardens Airport, Trail, U.C. It was, however, not registered to Cutcher, but to Fred D. Mathers, of Vancouver… to be based at the Chilliwack Airport. On 17 Jun 52, CF-DY3 suffered the first of two very similar mishaps, when Eric Butcher landed wheels-down on Cultus Lake, with the inevitable results. The Seabee flipped over, causing considerable sheet metal damage, including a pushed-in nose, nose hatch and nose plexiglass, wing leading edge damage, damage to all tail surfaces, etc. It appears that some repairs were made at Chilliwack, and the Seabee was ferried To Vancouver in August of 1952 for further work by B.C. Airlines. On 30 Aug 54, with about 890 hours total time on the clock, DYJ was registered to Caribou Air Charter, Kelowna, BC. (Ralph Hermansen), and on 13 Feb 56, it passed into the hands of John Dietrich Kallweit, of Prince George. The second accident occurred on 30 Aug 56, when Heinz Kallweit, with passenger Don McColl on board, attempted to land at Stony Lake, when the aircraft suddenly slowed, nosed over and filled with water. The two occupants swam ashore and then waited 10 hours until there were rescued sitting on the lakeshore watching the Inverted Seabee floating around with the undercarriage sticking up into the air. Kallweit reported that he felt very foolish an important part of his See- bee checkout from Ralph Hermansen had been to stick his head against the window. “You look out to see that the wheels are Up”. Total time since new on the airframe and original engine were 1075:25 hours. The Seabee later sank to the bottom, in about 40 feet of water, where it sat until located and raised by Jerry Olsen and friends, from the Canadian Lake and Ocean Salvage Team (C-LOST) in 1981. See photos of the recovery operation in the January 1982 CMFT Newsletter (No. 15). The air- craft was raised, flipped over right-side up, and trucked to the Lower Mainland, where C-LOST donated it to CMFT. It is in remarkably good shape, considering the 25 years lying upside down in the lake bottom mud. Sadly, the tailwheel was ‘liberated” from the airframe during a coffee stop, en-route doun from Stony Lake… after being safely ‘stored’ underwater for over 25 years. I suppose it takes all types…! The Scabee, as currently displayed at the Museun, is unrestored, and showing surprisingly little corrosion, plus the ‘usual’ superficial sheet metal damage that every Seabee gets when it inevitably lands on the water gear down. CF-DYJ can be put back into the air again. Although several tentative offers have been made to restore the aircraft to flying condition, nothing firm has happened with it yet. NOTE: The full story of the design and production of the Seabee (and its predecessor types) is told in Paul Matt’s Historical Aviation Album, Volume XVI. FROM OTHER ORGANIZATIONS PACIFIC COAST DIVISION, CANADIAN RAILROAD HISTORICAL ASSOCIATION #374 Locomotive project has received funding from Canada Works for the hiring of four people. CP Rail will be turning and “trueing” the wheels and pony trucks at their Winnipeg base. The Archives has been relocated to the Fraser Mills Station, and work continues on the station. Membership in PCD is $15 for individual or $17 for family up to 3 persons. Contact PO Box 1006, Station A, Vancouver, B.C., V6C 2P1. Page 22

Letters Recollections of Jericho Beach Having lived in this area for many years I have vivid memories of Jericho Beach in the days of the flying boats and float planes. I wonder how many people remember during the War years hearing the Airmen on guard duty calling out “Change Post”. On a night when the fog was thick and the air still. It was quite an eery sound to hear at measured intervals as the guards patrolled the station. I can’t help wondering why it is that one seldom sees any mention of the Marine Section or was it Marine Squadron? The boys who served in this capacity were doing very necessary work. Flying boats could hardly function without them. Early in the War there were crash tenders and later the powerful and speedy H.S.L.’s on both East and West coasts. Also the Marine Section operated supply vessels up and down the coasts, taking men and supplies to isolated radar positions. At least one of these supply vessels was lost in Hecate or Queen Charlotte Strait with the loss of about fourteen airmen. I understand the Marine Section (Squad- ron ?) was made redundant at the end of the 40s. I see no mention of it in a book RCAF Squadrons and Aircraft by Kostenuk and Griffin. There must be some of those who served in this branch of the RCAF who could add their experiences to your history stories of their trips up the coast during winter storms, returning with their ice-coated boats, to be off again to some crash site. West Point Grey Vancouver, Canada Dear People: Enclosed is a little donation in appreciation of your allowing us to give our grand children a private showing of the museum. We got some great pictures but Geoffrey disappointed his grandp because he was more impressed by the Banana “chopper” than the “Waco”; oh well give him 20 years and perhaps he’l appreciate the finer things in life. Myrtle & Mars Tarnowsky Dear Rose: Received the newsletter yesterday. I was quite interested in Harol Wolverton’s item on “Special Signals”, an in particular his reference to 21 Squadron of the RAF. That was my branc of the service, and I served some 1 months with 219 Squadron. I was fortunate enough to spend half o my career on ground Radar and half o Airborne in Fighter Command so that ended up with experience on C.H., C.H.L. G.C.I. Mobile and the Happidrome, and A.1 Mk IV, VII, and VIII. I have done a fairly lengthy article o my career for the Canadian Aviatio Historical Society which may be publishe in the Journal this year. 3.0. Camden, M.B.E. Ontario Dear Editor, A few years ago, I saw an ad on T.V. t: the effect that a group of people wer restoring a Mosquito and had invited th public to attend a viewing of the worksit and of progress to date. I could hardl wait. When I did get to the site, I was amazed and delighted to find that they not only would allow me to join them, the actually wanted me to! In spite of a fe qualms about any group that would have mi as a member, I signed up. Since then, I have of course, learned. great deal more about the Canadian Museu of Flight and Transportation, but I an still delighted to be a member. I fee. that our efforts are worthwhile and offe: a positive contribution to our community. Continued p. 24 Page 23

Donations LARGE ARTIFACTS John Stewart (Uxford Propeller, Anson Pro- peller), Paller Special Effects, (assorted aviation material), Ignace Airways Attn. Bob Douhy (assorted parts), Mike Gatey and Jane Etzkorn (Gipsy Major engines, damaged F-4 Phantom Drop Tank), Les Abbey (Aeronca Sedan parts, Horseman parts). SMALL ITEMS AND UNIFORMS Zalesky Family, Doug Styles, Antony Hudak, Lynda Campbell, David and Grace North, Terry Maccormac, Crown Forest, R. Hughes Estate, Mr. Eugene Bannoff, George West- brook, Stan Mckay, Maynard Bergh, David J. Scott. Finnie, Mrs. Edna Hemsworth, Parson’s Air- ways florthern, Mars Tarnowsky, Ingwalde Wikene, Gordon Kilburn, Industrial Formu- lators of Canada, Nark Fortune, Bill Davies, Don Pollitt, Soundair Corp., Jack Lawson. BOOKS, MAGAZINES, ENVELOPES, PHOTOS Bill Bartlett, E.P. James, Phillipe Jaune, Robert Holtby, F. Jervis Bloomfield, Deni England, John Hill, Ian Morrison, Zalesky Family, Doug Banks, Doug Styles, Lillian Sawyer, Roy Willis, J.H. Kenney, Jack Willis, A. Christofferson, Dr. A.J.S. Prothero, White Pass & Yukon Route, Letters…continued from p. 23 Ingwalde Wikene, Lynda Campbell, David & Grace North, Barry Jackson, Mrs. P. Barnett, G.L. Smith M.D., Jack Schofield, Marvin Lang, John Moutray, Tito Montezuma, Don Murray, World Aviation Directory, Walt Windberg, Robert Skowrenski, C.8. Bernie Dricklebank, G. Hambley, J.E. Vernon, Allan E. Paul, .J. McGarrigle, William Eckersley, Don Rushton, C.P. Coates, J.D. Camden M.B.E., Earl Gerou, R. Hughes Estate, Mrs. Pat Barnett, Jas. D. Bill D.F.C., Fred Tait, Bill Patterson, W. Herb. Topp, JP. Smith, Bill Turrell, Ken Reid, Graham Wragg, Sidney Bank, Reid’s it. Photo Mart, Dave Milne, S. Ronald Holmes, Ian F. Morrison, Fred Gardham, Hal Schultz, Ronald A. Stunden, George Hargreaves, Mrs. Jeri Lee, Eric Winfield, Brian Burke, Robert Lundberg, Art Seller, Norman Calloway, Barbara Hicks, Charles E. Perkins, Elmer Fossheim, Ted Alexander, John Boyd, Bob Skourenski, Mrs. Reta M. Farley, Colin Stevens, Roy Willis, William Clarke, P.J. Carter. OFFICE & SHOP EQUIPMENT SUPPLIES Sears Canada Ltd., Attn. Mr. J. Hutchins, Bob Clarke, Hector Roy, Al & Eileen Scott, Norman C. Helmer. B.C.R.I.C. SHARES Roy Bourgeois. Page 24 CASH Lester Cecil Abbey, Mrs. Wilma Thompson, Capt. .A. Thompson, Roy flason, Doug Styles, A.M. Feast, A.J. Spilsbury, Lakeview Restaurant, George Neuman, John Moutray, D.G. Macmillan, Candraft Detailing Inc., Roy W. Kunimoto, H. Foss Burnham, B.J. Bratten, F.S. Roder, Ken Swartz, Torstein Kravik, Ivor Ayers, Ingesburg Smidesang, Joe Bertalino, Grant E. Beaumont, John Boyd, Weldon Walberg, Viggo Petersen, A.W. Fricker, Mars Tarnowsky, D.H. Reumke, R.C. McLean, Richard D. Bese, Hydrophilic Charters, Paller Special Effects, Hal Schultz, Mike Ed MacPherson and Walter Davidson have donated a SNJ/T6 parts package. With the parts already on hand, we expect to be able to build up a static Harvard. Douglas M. Arnold and Gordon Beach have donated a CF-ZAX Dagling Primary Glider. 1 lot of Sikorsky S55 parts was donated by Delta Rotorcraft. CMFT is proud to publicly thank all those who have shared their treasures with us, and thus helped in the task of preser- ving our very colorful aviation history. I have enjoyed meeting other members at museum functions such as meetings, mall displays, dinners, Open House, the Abbot- sford Air Show, etc., etc. I have had the opportunity to renew some old friends and make a lot of new ones. Where I have NOT met many members, however, is at work bees or other occasions where a few willing bodies are needed. I realize it poses a problem for a lot of people to get to the storage site on a weekend, but out of a membership of more than eleven hundred, surely more than two volunteers can make I know that not all of us can do the type of work involved in cleaning up the yard and arranging displays, but that only makes it more important for those of us who can do so. It takes a lot of hard, dirty work to make an organization such as ours function and the payment of a crummy $15. a year membership dues is not enough to make it happen. It is up to us to make this museum work because sure as hell nobody else is going to. If our artifacts received as little attention from the membership as the above mentioned tasks, we would be in sorry shape indeed. T. Montezuma

NEW MEMBERS We thank all of our old members for renewing their memberships regularly, and offer a special welcome to the following new members, who joined since publication of our last quarterly: Alex J. Metcalf, Richmond B.C., Robert Heakes, White Rock B.C., G.H. Tanner, Lions Bay B.C., Mrs. Indi Singh, Surrey B.C., Fred Meilicke, Delta B.C., John Thorgrimson, Sidney B.C., William Eckersley, Jaffray B.C., K.E. Bjorge Air- mark Enterprises, Richmond B.C., Bob Burkosky, Kelowna B.C., K.Q. Lau, Kokish B.C., Brian McNab, Ladner B.C., Paula Andermatt, Sardis B.C., Alfred Redekop, Langley B.C., W.B. Edmondson, Vancouver B.C., R. Watson, Burnaby B.C., Ralph Logan, White Rock B.C., Alex Lockhart, Surrey B.C., Jack Lingham, Surrey B.C., Nigel Tarvin, Burnaby BC., Walter Coates, Vancouver B.C., Hugh Fraser, Port Alberni B.C., Roy Briscoe, Langley B.C., Richard Nitsch, Surrey B.E., Ross Brown, Vancouver B.C., George Seldom, Vancouver B.C., Margaret Henderson, Vancouver B.C., Wesley Pilkington, Richmond B.C., R.A. Malcolm, North Vancouver B.C., Robert MacClements, New Westminster B.C., W.M. Davies, Surrey B.C., Chas Besteck, Winnipeg Man., Lee Banting, Surrey B.C., Jim Carter, Fort St. John B.C., Steve Derkson, Edsen Alberta, Rich Baggett, Pitt Meadows B.C., Jim Sheppard, Portage La Prairie Man., Ewan Rowntree, Victoria B.C., Stephen Roberts, Gillies Bay B.C., Tim Lomas, Victoria B.C., Robert Cameron, Whitehorse Y.T., B.C. Telephone Co. Flight Operations, Richmond B.C., Lyle Fleming, White Rock B.C., A.M. Feast, Delta B.C., Ken Norman, Langley BC., George Williamson, Victoria B.C., Edward Brothers, Nanaimo B.C., Clifford Philpot, Coquitlam, B.C., W.G. Mountford, Vancouver B.C., Lewis Thompson, Burnaby B.C., Peter Barratt, Port McNeill B.C., Don Harvey, Vancouver B.C., John McAskill and McAskill Consultants, Vancouver B.C., Jack Miles, Surrey B.C., Eldon Pederson, Vancouver B.C., Michael Scott, Port Alice B.C., George Westbrook, Surrey B.C., A.L. Michaud, Vancouver B.C., Peter Rowland, North Vancouver B.C., James Lightbown, Pritchard B.C., Jim Browning, Vancouver B.C., Glen Park, Panoka Alberta, Leigh McCracken, Surrey B.C., Doug Barry. Richmond B.C., Fred Barclay, Surrey B.C., William Kruithof and Kapp’s Hobby House, Red Deer Alberta, Danny Coughlan, Aldergrove B.C., Jack Carter, White Rock MEMBERSHIP APPLICATION FORM CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION Museum Storage Site, 13527 Crescent Road, Surrey, B.C., V4A 2W1 Viewing by Appointment-531-2465 No Drop-ins please 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. craft. Labour and expertise for restoration of air- 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 Res FOR OFFICE USE ONLY Membership No. Paid up to Amount Paid Date Received Page 25

ROTARY FLIGHT THE FIRST TWENTY YEARS HISTORY OF THE CIVILIAN HELICOPTER AND OTHER ROTORCRAFT IN CANADA ROTARY FLIGHT – THE FIRST TWENTY 1947 1966 YEARS. by R.S. Petite One can find lots of information on the early use of the aeroplane in Canada’s past rich history but…what about the helicopter?? Very little is available in libraries, and not that much at many of the aviation museums across Canada, except CMFT. I have attempted to research and accum- ulate as much as I can find using the fac- ilities of Transport Canada, the National Public Archives and Library, and many air- craft oriented companies across the country. It is my intention to have published a history of the helicopter and other rotor- craft since its beginning on the Civil Aircraft Register in 1947 to 1966. This is the start of Canadian commercial use of the helicopter other than visits, and scattered uses in parts of British Colum- bia and Ontario. There were only 7 helicopters on the civil register in 1947. They were mainly Bell Aircraft helicopters, the open cock- pit Bell 47 83’s owned and operated by Okanagan Air Services CF-FZX, Skyways Ser- vices, CF-FOR, CF-FOS, CF-FZN, and Photo- graphic Survey Company, CF-FJA. The only other helicopter was the Canadian Inter City Airlines, Sznycer SG-V1-C, CF-FGG-X. The first untethered flight took place in Montreal on July 9, 1947. The helicopter began to find its poten- tial over the years, but it was slow in catching on. The helicopter was making its mark on commercial use, but the companies marketing abilities were really put to test in order to become viable financial operations. Major strides were made by Okanagan Air Services pioneering potentially dangerous mountain flying, construction of the Kit- amat, B.C. Alcan plant, and by the Royal Canadian Air Force in the Mid Canada Line construction. The Hydro Electric Power Commission of Ontario began using helico- pters in 1949 and are still using them today in powerline patrol, and constr- uction. The Department of Transport rece- ived its first helicopter, a Sikorsky 551 Page 26 CF-DOY in 1950, and is a major user of rotorcraft today. By 1966, the turbine helicopter had entered the Canadian scene in larger numb- ers. A few Sud Aviation Alouette 11’s had been around for a short period. The Alou- ette 111 had commenced service with the Canadian Coast Guard. Two Sikorsky 562’s had been used by Okanagan and the Coast Guard, along with the heavier Sikorsky 561. It was the Bell 204 B that was using its powerful usefulness over the piston machines; Bullock Helicopters of Calgary, Alberta received the first Bell turbine machine. By the end of 1966 there were 10 of them working across Canada. There were over 400 helicopters in Canada by the end of December 1966. The helicopter was coming of age in Canada. I hope to summarize the first 20 years of the helicopter in a brief overview including use of rotorcraft prior to the first registered machine in 1947, the experiments by the Froebe Brothers during the late 1930’s, section on a chronology of important Canadian helicopter facts, line drawings, a complete appendix of every helicopter on the civil register, and supplemented by as many photographs as I can locate. I am asking for your support and assis- tance in obtaining additional photographs of early helicopters and rotorcraft up to 1966 in Canada. All photographs will be handled with care, reproduced, and return- ed to all donors with credits given accor- dingly. Your co-operation in helping preserve the knowledge of Canadian aviation helic- opter history is appreciated. NOTE: Mrite to Bob c/o CMFT. CAPA CONVENTION THE CANADIAN AERONAUTICAL PRESERVATION ASSOCIATION (CAPA) ANNUAL CONFERENCE will be held Sept. 5 to 8, at Winnipeg. Aviation preservation museums, groups and individuals are urged to become mem- bers. CAPA is a recognized by Government. as a strong voice on their behalf. Membership is $25. Details and newslet- ter available from Rose Zalesky, Sec’y, 13527 Crescent Rd., Surrey, B.C., V4A 2M1

M. & A. Installations Ltd. -Complete Glass Installations- Skylights Store Fronts Mirror Walls Bus: (604) 580-6252 PARTS, SUPPLIES, MATERIALS WE BUY & SELL SALVAGE PARTS PROCUREMENT SERVICE AIRPLANES AIRPLANE SUPPLY CENTRE Owned and Operated by: ED’S WESTERN AVIATION SALES LTD. 11040 CAMBIE ROAD RICHMOND, B.C CANADA V6X 1L2 Phone: (604) 278-9804 E.V. “ED” ZALESKY FRANK STEVENS BETA INDUSTRIES LTD. “Abrasive Specialists” 32 WEST 5TH AVENUE VANCOUVER, B.C. VSY IHS 573-4894 TELEX: 04-507871 A. B. (BRUCE) DUNCAN (604) 856-5222 Barnstormer Enterprises POLY-FIBER AIRCRAFT COVERING SUPPLIES AIRCRAFT COVERING & PAINTING SERVICE 24887 54th Ave., R.R.8, ALDERGROVE, B.C., VOX 1A0 B17 REUNION PACIFIC MUSEUM OF FLIGHT JULY 26, 27 Werner Griesbeck Lovin’ Touch DRYCLEANING DAISY BELLE COIN LAUNDRY VALLEY CENTRE 20151 Fraser Highway, Langley, B.C. TEL: 530-205 THE CLEANEST PLACE IN LANGLEY Your advertisement in the CMFT newslette helps to defray publishing costs. A bigge and better Newsletter depends on paid ads as does virtually every periodical. Full page is $100, half page $50, and bus iness card space is $10. Is there anyone interested in selling ad on a commission basis – or perhaps as voluntary project? 270-2635 West Coast Fibreglass Specializing in Fibreglass Boat Repairs 2351 Simpson Road Richmond, B.C. V6X 2R2 BILL MILL 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. “RECOGNITION CORNER” airplane is a Dornie Do”D” 600 hp BMW Torpedo plane. 1927-1928 page

This Striking photo of a Consolidated Canso with the Patullo Bridge at New Westminster In the background is from Fred Gardham’s collection. The museum’s photo 11brary is growing steadily with the help of people like Fred, who share their photos so that they can be preserved for future generations. 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 ISSN-0820-8336