Glidepath 2008 The quarterly newsletter of the Canadian Museum of Flight Issues 97 Spring Tel: 604.532.0035 Fax:604.532.0056 museum direct.ca Langley, BC V2Y 2N3 Hangar #3 5333-216th st. www.canadianflight.org
CMF 30 Year Anniversary!!!
Being the 30th Anniversary of the Canadian Museum of Flight, we’ve decided to look back at the CMF(T)’s first newsletter put out on March 8th 1979. Hopefully this section of the newsletter with be interesting for new and old members alike. It is amazing to see from where our museum came, and exciting to think about where it will be going in the future! Enjoy!
A great deal of hard work has been done over the past few months, but very little to show for it. The CMFT displayed the Leopard (Moth) and the Hornet (Moth) at the Abbotsford Airshow, along with the skeletal fuselage of the Lysander. We sold T-shirts and posters, as well as sun-hats, and were able to add a little to our cash fund. Thanks to Capt. Bill and Wilma Thompson, Ron Stunden, Ron Krywiak and, Ed and Mark Zalesky for long hours in the rain and sun.
Barry Jackson’s Fleet Finch 168 in final stages of assembly after complete restoration. The Fleet is one of our major flying exhibits.
An uninterrupted flow of correspondence continues to go out of our office in our quest for a permanent location. Most replies are negative, although the Delta Chamber of Commerce expressed their support, and we did get a letter from one of the B.C. Cabinet ministers, but seems like we have an awfully long way to go yet.
Yet another brief went out this week applying for funding for a home. This time, we requested housing for a complex consisting of not only the CMFT collection, but the collections of the Military vehicles Club, the B.C Hydro Transit Vehicles, the West Coast Railway Association, the Antique firefighters, and several others. Concept envisioned is as a family-oriented complex in a park like setting.
August 11, 12, 13 1978 Abbotsford Air Show display. Wilma Thompson, Mark Zalesky, Bill Thompson, Ron Strunden, Bob Bradford, and Harry Whereatt
We participated in the “Airplane Exposition” at Brentwood Mall Our display consisting of Roy Briscoe’s Stearman fuselage (stripped down), half scale Nieuport (loaned), and sandwich boards with pictures, articles, etc. was very successful. We collected over 1400 names on a petition supporting our application for government funding for a home. Several people donated or offered to donate photos, and we signed up 15 new members, and made new friends. Many people offered their help in organization,
Contents
- PAGE 1: 30th Anniversary Article Feb. 12 thru 17th.
- PAGE 2: CMF Directors & Staff, 30th continued
- PAGE 3: The Martin-Baker Ejection Seat
- PAGE 4: Elusive Expeditor: Part II by Jerry Vernon
- PAGE 7: Mystery Plane & Choo Choo’s Winner
- PAGE 8: Upcoming Events
Board of Directors and Staff
- Gord Wintrup President
- George Miller Vice President
- Rich Ulvild Treasurer
- Capt. Bill Thompson Lifetime Director
- Terry Brunner General Manager
- Matt Offer Secretary
- Carol Bellavance Director
- Bruce Bakker Director
- Ralph Peake Director
THE CANADIAN MUSEUM OF FLIGHT
President’s Message Help Wanted! (Part Time)
First of all, a huge “Thank You” to all of our CMF volunteers. Our volunteers are “the best” and and you are the reason we are one of the “Best Little Aviation Museums in Canada”.
Over the past year your efforts resulted in a vast improvement in our overall facility such as paint, roof repairs, an upgrade from our leaky storage tent to a second storage container, and a roof over our Vampire to name just a few.
Restoration has continued on our Fleet Finch, Fleet FE-80, and our Waco INF.
In this issue we have included the plans for a museum facility. Builders’ plans as well as a financial business plan are now in place for such a facility.
So what’s with my “help wanted” sign you ask? Your directors will be undertaking various tasks over the next two years in order to raise funding for the new building. We will call upon some of you to help in our efforts, but don’t wait for us to call.
If you haven’t already volunteered to work on a CMF project, now is your chance. We need help in our fundraising efforts. Some projects may be done in a few days, others in a month or two. It will be part time if we all pitch in!
Please answer my “Help Wanted” ad.
Just imagine the feeling of satisfaction you will have at the dedication of our new building and knowing you helped make the CMF the “Best Little Museum in Canada”.
Cheers!
Gord Wintrup President Canadian Museum of Flight
New Hangar Design
Here are some architectural pictures of what the Canadian Museum of Flight will look like in the not too distant future. It is the CMF’s intention to communicate with all levels of the government as well as the private sector for help with funding this dream. Upon completion, this building will be able to house all of the CMF’s collection indoors for the first time! We’re excited and we hope you are too!!!
SOUTH ELEVATION Dimensions Length: 158 ft. 8 in. Width: 134 ft. 7 in. RESTORATION SHOP/MUSEUM 2:236 s Display Space: 21,236 sq. ft. I
Choo Choo’s Restaurant Contest
This issue’s winner is Gerry Ekholm, member #2854. Gerry’s member number was picked at random and he will be receiving a dinner for two at Choo Choo’s Restaurant in downtown Langley. Congratulations Gerry! To everyone else; keep your eyes on this column as next time, who knows, you might be the big winner! Good luck!
– CMF Staff
Elusive Expeditor: By Jerry Vernon
If any of you find or see this aircraft, let me know!!
RCAF Expeditor HB100 disappeared without trace in 1944, near the end of a long ferry flight to Vancouver. It disappeared in the same general area and under similar circumstances as the TCA Lodestar, CF-TDF, which was lost in 1947 and was discovered on Mount Seymour 47 years later.
The Expeditor was the military version of the long-lived Beechcraft Model 18. Almost 9,000 civil and military Beech 18s were built between 1937 and 1969. The RCAF operated 394 Beech 18s and Expeditors from 1939 through to the early 1970s. They were used in a wide variety of roles, including pilot training, navigator training and light transport, and were fitted inside with a variety of combinations of passenger seats, navigator stations, etc. During World War Two, the largest number in Canada were flown by the OTU at Pat Bay and Comox. From 1958 to 1964, 442 and 443 Auxiliary Squadrons flew Expeditors out of RCAF Station Sea Island. They were easy to fly, so long as both fans were turning. although…as a non-pilot…I was never tempted to do anything more than straight and level and gentle turns when I was up in the right hand seat.
The first examples used by the RCAF were a motley collection of 6 donated and purchased ex-civil Beech 18s of several different early models, using both the Wright and Jacobs engines. The next group to come began to arrive in December 1943, starting with delivery of the ill-fated HB100. This group consisted of 108 aircraft, some of them Lend-Lease aircraft with RAF serials, while others CanPay aircraft, meaning that the Canadian Government paid for them with our own money. Many of these aircraft were intended for No. 32 OTU(RAF), Patricia Bay, which was renumbered as No. 6 OTU(RCAF) when the unit moved to Comox. The OTU had been training torpedo bomber crews, using Hampdens, but switched to training transport crews, using the Expeditors and Dakotas. HB100 was en-route to Pat Bay when it disappeared.
The final large Expeditor acquisition came in the early 1950s, when a batch of 280 new aircraft were built for the RCAF. When several RCAF Auxiliary squadrons were re-equipped with Expeditors in 1958, replacing our Sabres, we received a mixture of original World War Two vintage aircraft and “brand-new” 6-year- old aircraft that had been sitting in storage and had perhaps 10 -15 hours of ferry time on their clocks.
Going back to 1944, the first true military Expeditor delivery to Canada was serial number HB100, which was taken on charge on 02 Dec 43, the first of 14 aircraft delivered that month. It was delivered in camouflage, although later war deliveries were in bare metal.
Being the first new Expeditor to come to Canada, HB100 was delivered to Rockcliffe, Ontario, where the technical people could poke and prod at it, and it could be photographed for the Expeditor Engineering Orders. Most of the rest of the 64 aircraft ordered for OTU use were delivered direct to Pat Bay.
In January 1944, after the obligations at Rockcliffe had been fulfilled, and some radio installation work done, a crew from 32 OTU travelled to Ottawa to pick up HB100 and deliver her to B. C.
Those on board the aircraft were the Pilot, Flying Officer Harry Woodward Donkersley, DFC and Bar, the Navigator, Squadron Leader James Gerard Flaherty, the Wireless Air Gunner, Pilot Officer Ernest Sowerby, and a passenger, Squadron Leader Terence Alexander Pringle. The three crew members were RCAF personnel, while the passenger was a member of the RAF Volunteer Reserve.
F/O Donkersley was an experienced pilot, having served two operational tours overseas, where he was awarded the DFC and Bar.
For some reason, perhaps a shortage of ferry pilots with 124 Ferry Squadron, the aircraft was being ferried to its unit by a crew from 32 OTU. Perhaps the OTU was anxious to receive the aircraft, as only a handful had been delivered to them to date from the U.S.
There is a great amount of detail in the thick Court of Inquiry file, concerning the flight and the search, including the testimony of 41 witnesses.
HB100 left Rockcliffe at 1106 hrs on 15 Jan 44 and stopped overnight at Winnipeg. On the morning of the 16th, it was given a Daily Inspection and departed at 0855 hrs for Lethbridge. It arrived at Lethbridge at 1330 hrs, was serviced and given a Between Flight Inspection. During their time on the ground at Lethbridge, the crew visited the Met Office and held several discussions with the Meteorologist, since they would be flying on instruments over the mountains en-route to Vancouver, and arriving after dark. A Flight Plan was filed at 1455 hrs and the aircraft departed soon after that, under control of the Edmonton Air Traffic Control Centre.
Now on B. C. time, the crew reported by Cowley at 1445 hrs, at 12,000 ft., estimating Cranbrook at 1515. Then, it was by Crescent Valley at 1615, by Carmi at 1645, by Penticton at 1655, by Princeton at 1713, all at 12,000 ft., and they estimated Vancouver at 1800 hrs.
The last report from the aircraft was received by the Bellingham Tower at 1750 hrs, as they apparently were unable to communicate directly with Vancouver Tower. They reported that they were at the Maple Ridge Fan Marker at 1750, at 12,000 ft., descending to 6,000 ft., estimating Vancouver on the hour.
That was the last that anyone heard from the aircraft.
Story to be continued in the next issue of Glidepath…
Lodestar CF-TCY: Continued
fleet from 1941 to 1947. These were no further civil aircraft available during the war years and it was not until after the war that surplus DC-3’s became available and the airline commenced replacement of the Lockheed fleet. It was considered that the DC-3 did not have sufficient single engine performance above 11,000 feet, the minimum altitude for instrument flying between Vancouver and Lethbridge, Alberta. Consequently a number of these Lodestars were maintained on the BC portion of the trans-continental route until the advent of the North Star aircraft.
This aircraft, CF-TCY, was sold to the Department of Transport in March of 1948 and was converted to Club Executive Model for use by Prime Minister Louise St. Laurent, Cabinet Ministers and visiting Heads of State, to destinations in Canada, the USA, and Mexico. When not required in this roll it was used for ice patrol off the Labrador Coast and in the far North. In April 1958 it was sent to Crown Assets Disposal Corp. and sold in December 1059 to a Winnipeg operator. Little is recorded of its work for the next eight years at which time it was found abandoned at the Chicago Midway Airport, still in Transport Canada markings and was seized by the airport authority and slated for scrap.
Mr. Earl Reinert salvaged the aircraft in 1968 for his Victory Air Museum in Mundelien, Illinois; unfortunately he had the wings sawed off, close to the fuselage to facilitate a hasty exit by road from Midway Airport, and through the streets on the south side of the city of Chicago. At the museum he had the wings reattached and the aircraft painted in camouflage to resemble an RAF Hudson bomber, which was the wartime version of the Lockheed 14-08. In 1986 this museum was forced to close and the collection liquidated.
This aircraft was offered to the Canadian Museum of Flight and Transportation in Surrey, the purchase price being covered by the Zalesky family until adequate funding was secured. Purchase and moving costs were covered by private donations from TCA and Air Canada people. The total costs including the move were about $12,000, the balance being covered by the Canadian Museum of Flight and Transportation. The aircraft was moved by road from Illinois to Crescent Beach in August 1987. In 1996 the Zalesky farm was expropriated for park land and the air museum moved to Langley Airport. The aircraft was moved again, this time “Temporarily” to Delta Heritage Air Park, where it has been on static display until the recent move to Abbotsford for repair and refurbishment.
This aircraft type has relevance to British Columbia and to Langley. The history of Trans-Canada Airlines, now Air Canada, is the history of the dawn of scheduled air transportation in Canada. Trans-Canada Airlines history started with its first flight from Vancouver to Seattle in September 1st, 1937. The first three Lockheed aircraft were Model 10A, 10 passenger aircraft and were used on the Vancouver- Seattle service and also for pilot training on the mountainous route between Vancouver and Lethbridge. It was a year and a half before the first trans-continental flight to Montreal left on April 1st, 1939.
A larger model Lockheed 14-08 aircraft called the Super Electra was purchased for the 1939 trans-continental air mail-service, however this aircraft lacked adequate carrying capacity and the stretched version was ordered from Lockheed; this became the model 18-08 or the Lodestar, of which CF-TCY was the sixth of the next 15 delivered.
Langley Airport had its origins back in 1935 when plans for the trans-continental air services were being formulated. It was felt for safety reasons that emergency landing areas should be provided about every sixty miles or so along the proposed route. There followed a frantic building of grass air-fields, many of these fields becoming wartime training fields. Langley Airport was one of the first of these emergency fields.
This aircraft carried some of the first airline passengers in Canada, on both Trans-Canada Airlines and Canadian Pacific Airlines. This is the aircraft that served the Canadian public from British Columbia to Newfoundland and North to Alaska, throughout the war years. It is fitting that this aircraft, should find a home in a museum in British Columbia where both these international airlines had their beginnings.
The Canadian Museum of Flight here at Langley Airport, is proud of our ownership of both former Pacific Western Airlines DC-3, and this Lockheed Lodestar aircraft that will soon be put on public display. These aircraft are symbols of the beginning of the fastest long haul transportation system ever devised. This aircraft is undoubtedly of great historical and public interest, and must be preserved for the future.
By W. L. Marr
■Mystery Airplane
Last issue’s winner is: Bill Findlay
Last Issue’s mystery plane was the Grumman (de Havilland) Tracker.
The Tracker was designed by Grumman and licence-built in Canada by de Havilland. The Royal Canadian Navy (RCN) selected the Tracker in the 1950’s to replace the Grumman Avenger, filling the role of Anti-Submarine and Naval Patrol plane. The $100 million defense contract for the Tracker was the largest the Canadian government had approved since World War Two. Initially the Tracker served off of the RCN’s aircraft-carrier, the HMCS Bonaventure. In all, the Canadian Forces purchased 101 Trackers; one directly from Grumman as a test model and the other 100 built by de Havilland in Canada. Other militaries of the world that used the Tracker included Australia, the United States, Japan, Argentina, the Netherlands, Italy, South Korea, among many others.
Tracker in Canadian Military Service (Photo: DND)
A major difference between the US built Tracker and the Canadian built Tracker was that the de Havilland Trackers were built 18 inches (45cm) shorter than the Grumman version because otherwise it would not fit properly into the HMCS Bonaventure’s smaller hangar bays. To serve its role the Tracker was capable of staying airborne for up to 9 hours and could carry weapons such as bombs, depth charges, and torpedos in its internal bomb bay. Additional equipment included surface radar, sonobuoy dispensers, a spotlight, and wing pylons for bombs or rockets.
The Tracker was employed aboard the HMCS Bonaventure until 1970 when the carrier was decommissioned. From this point on Trackers were based at CFB Comox, BC and CFB Shearwater, Nova Scotia. Trackers continued to serve the Canadian Armed Forces until 1990.
Conair Firecat #73 (Photo: Van Leeuw)
After military life, Trackers began being used as water-bombers in Canada, the United States, France, and other nations. Conair, the Abbotsford based water-bombing company, currently operates several de Havilland built Trackers in the forest protection role under contract by the BC Forest Service. Conair is quite happy with the Tracker and has no foreseable plans to replace the +50 year old airplanes.
– By David McIntosh
This issue’s mystery plane:
This issue’s mystery plane played a significant role in policing this large country of ours. Not often associated with float flying, this airplane was one of the first twin engine airplanes operated in Canada. Unique features of the mystery plane included inline engines and highly tapered wings.
Photo: www.Lakeofbaysherttage.c CF-BFF
The first correct respondent will receive a small gift from the CMF. Guesses are limited to one per person and they can be communicated to the CMF by fax, e-mail, or conventional mail.
Page Eight UPCOMING EVENTS Up, Up, and Away 2008 Fundraiser Auction Saturday, March 1st, 2008 BRINGING BRITISH COLUMBIA’S AVIATION HISTORY INTO THE FUTURE Appetizers: 6:00-7:00pm Dinner: 7:00pm Auction begins after dinner Dinner catered by Choo Choo’s Restaurant. After the auction there will be live entertainment Event ticket price: $30.00 Location: Hangar # 3-5333 216th St, Langley Airport Langley, BC. To reserve tickets please contact the museum at 604-532-0035 or e-mail at museum@@direct.ca RSVP by 4:00pm Wednesday, February 27th We require 48 hrs notice for cancellations or you will be charged full price for the dinner. Tickets will sell out fast. Don’t miss out on this fun annual event!! MIRACLE PRINTING The Museum welcomes donations of used AVIATION BOOKS for the Library and to sell in the Gift Shop HELP SUPPORT THE MUSEUM & receive a tax deductible) receipt for yourself! CAPA ASSOCIATION CANADIENNE DE CONSERVATION ACCA WEST JET Official Airline of CAPA February 23-24th: Antique Car Show (Tradex: Abbotsford) Volunteer Shifts Available March 1st: CMF Annual Fundraising Auction 6:00pm doors, 7:00pm dinner April 20th: British Car Show (Ft. Langley, BC) Volunteer Shifts Available April 26th: Annual General Meeting (Langley) 7:30pm- book tickets early!!! For more information contact the CMF office at 604-532-0035 UPCOMING AGM The CMF Annual General Meeting will be held on April 26th. If there are any individuals interested in running for positions on the board of directors or would like to nominate someone, please contact the Nominating Committee by telephone. Interested individuals may call either Matt Offer at 604-533-1953 or Bruce Bakker at 604-534-1230. JOIN NOW… Gero SKYWAYS RECEIVE A FREE ISSUE WITH YOUR NEW MEMBERSHIP (PLEASE MENTION THIS AD) SAMPLE ISSUE $4 PLUS $3 POSTAGE WORLD WAR 1 Geroplanes, INC 15 CRESCENT ROAD POUCHES NY, 12601 18451 473-3679 www.wwlaero.org www.skywaysjournal.org CANADIAN AERONAUTICAL PRESERVATION ASSOCIATION