ISSUE 76 WINTER 2002/2003 – Canadian Museum of Flight

MUSEUM FLIGHT The Canadian Museum of Flight Glidepath News Members of CAPA O4725

A MAN’S THOUGHTS AND EXPERIENCES WITH FLYING THE FLEET 16B FINCH.

The first time that I sat behind a Kinner was in a Ryan PT22. It was one of those great summer days when everything goes just right.. There I was in the front seat of an open cockpit aeroplane while the pilot in the back seat looped and rolled all over the sky. The 5 cylinders of the Kinner just sort of popped away and blew smoke and bits of oil in my face but who cared.

Years later in the summer of 2000, it is a different Kinner, the sound is the same, the air smells great, the view is different through the wings of a biplane and once again I’m having a ball. I’m the pilot this time in the front seat of a 1940 Fleet Finch II/16B biplane.

The RCAF purchased the Finch II in 1940 from Fleet in Fort Erie, Ontario as a replacement for the Fleet Fawn. Some 661 were used as elementary trainers at BCATP facilities across Canada. The Finch was replaced in turn by the low wing Fairchild Cornell. This particular aircraft, built in 1940 is owned by the Canadian Museum of Flight in Langley.

It is painted bright yellow in the style of the BCATP in WWII and carries the number 4725 on the fuselage. It was used by 9 EFTS at St. Catherines, ON and 11 EFTS in Cap de Madeleine, PQ. During its service career it was involved in at least four minor accidents. The Fleet suffered heavily at the hands of students and instructors alike. According to Spencer Dumore’s book, Wings for Victory, 48 were destroyed, 92 had to be returned to Fort Erie for major repairs and there were 648 repairs completed at the bases. Another source, Behind the Glory written by Ted Barris indicates that a number of losses were due to both student and instructors getting the aircraft into inverted flat spins. An early model was difficult to recover from this maneuver and after some losses were incurred, a redesign of the tail eliminated the problem. After the war, 4725 was sold to Barry Jackson who operated the Finch in New Mexico and in Mexico. Barry restored it in 1976 and in 1979, donated it to the Museum.

When pre-flighting the Fleet, there is a lot more to check than on my Stinson Voyager; not the least of which is the one more wing. Being a biplane, there are a lot more fittings and wires to look at as well as many other things that the C150 student will never see. The push pull magneto switch can be checked either inside or outside the aircraft by looking at the large lever on the right side of the fuselage clearly marked on/off. Fuel must be turned on from inside the cockpit when the control lock (seatbelt) is undone. Cushions are required to fill the space formally occupied by the seat pack parachute. On the outside left is a sign that states whether or not the aeroplane is serviceable. The 5-cylinder radial engine is almost completely exposed making it easy to check for leaks, cracks etc. A screwdriver or Swiss Army knife is needed for access to the back of the engine and the fuel drain. Oil can be checked and topped up if necessary from outside. I like to pull the engine through at least ten blades to ensure that there is no oil in the lower two cylinders and to check compression. The wooden prop is 8 feet long and tipped in brass. This needs to be checked for cracks and or loose rivets. It does give plenty of leverage but can be a bit of a reach if you are 5 ft. 6 in tall.

The tail wheel must be locked prior to taxi. This is a reason for coveralls as I accomplish this by lying on my back at the rear of the aeroplane to position a large greasy bracket and pin that connects the rudder to the tail wheel.

Werner Griesbeck rode back seat for me for the first hour while I tried to get a handle on the old bird’s idiosyncrasies. The first rule of the Finch is; taxi slow, very slow. Absolutely no faster than a walk. As I have the reputation of taxiing too fast, it was/is a challenge to slow down. The heel operated mechanical brakes are very efficient and a light tap with no one in the back seat will pick up the tail. This is a real attention getter keeping in mind both the difficulty and the cost of replacing the propeller.

I learned several things about biplanes just in the course of the first hour or so. I can’t see much out of them, they have a very poor glide ration, they insist on being landed three point every time, they demand full attention to the rudder,

I can’t see much of the them, they are very draughty and did I mention that they must be taxied very slowly. And if you are a sensitive to cold as I am an insulated flight suit or similar coveralls are mandatory.

The engine on the Fleet Finch is a 125 hp Kinner B-5 and it has its work cut out to climb to anything like circuit height. Factory specifications optimistically claimed 1000 ft in 2..3 minutes.

Take off is straightforward and the aircraft shows no tendency to swing with the application of full power Acceleration is surprisingly brisk as the large slow moving wooden prop takes large bits of the air. However the stick must be held full back until the speed is high enough to give full rudder control. At that point the tail can be lifted to a level attitude and then she will lift off quite readily on her own.

Landings must be made in the 3-point attitude with the stick firmly back in your lap again in order to maintain directional control. My initial landings on the grass strip turned out reasonably well but the move over to the pavement proved trickier. I find that the Finch is very sensitive to any cross wind and that a firm landing helps to maintain directional control. Cross wind landings on pavement should be availed and grass is preferable at all times. The landing gear has a long stoke and when airborne, extends a long way down the significant camber. On landing the gear compresses differentially which results in a dart or swerve in the direction of the compressed leg where upon the other one compresses and the aircraft then darts of in the other direction. You have to be “spring loaded” with the rudder and brakes to prevent things from getting out of hand. Observers have noted that I’m so ready with rudder that I appear to be “sculling” during the flare.

Range is quoted at 320 or 350 miles with 24 gallons of gas at a rate of 5 to 6 gallons per hour and up to 93-mph cruise, depending upon the source. So far my experience indicates a much higher fuel consumption and somewhat slower speed. This particular aircraft should be on the ground after about 2 hours and probably something less than 200 miles. Empty weight is 1222 lbs, and the wings are 28 ft. long. The top wing is flat and the lower one has a very pronounced dihedral making the Finch very stable in level flight. This stability is difficult to disturb, as the ailerons are located on the lower wing only. I don’t know if this is common to the type but this particular aircraft is very heavy in roll. A bank from 45 degrees left to right is a two handed process. The stall at 55 mph is gentle and gradual as the wings stall sequentially. The lower wing lets go last with plenty of warning and recovery is straightforward. The elevators are very powerful making it easy to load some “G’s”. Elevator trim will lighten up the workload.

Early attempts at the formation flight felt good as there is enough power to accelerate and enough drag to decelerate to gain or hold position and it has a significant advantage over the Tiger Moth in this respect. However the Moth will out climb the Finch so some planning is required for the join up roll. Roll control is difficult requiring some lead-time when making turns. The aircraft was built as a primary trainer and as such it was designed for aerobatics. The flying and landing wires are doubled up as are the tail brace wires to provide the necessary strength. It was reputed to be “able to do outside loops all day long” and others claim that is doesn’t have enough aileron for snap rolls. As this aircraft is 61 and I am 58, those two maneuvers are no longer on the agenda for either of us.

A short cross-country or a “fam-flight” on a sunny day with the sight of those big yellow wings and wires, the regular pop of the 5 cylinder Kinner and the smells of the great outdoors is one of God’s greatest experiences.

Written and submitted by Mike Davenport

ISSUE 76
WINTER 2002/2003
HANGAR #3 5333-216th STREET LANGLEY, B.C. V2Y 2N3
TEL: 604-532-0035
FAX: 604-532-0056
museum@direct.ca
www.canadianflight.org

INSIDE

PAGE 1 Fleet 168 Finch
PAGE 2 Our Newsletter/ Upcoming Events
PAGE 3 Volunteer of the Quarter /Fleet Finch cont…
PAGE 4 Welcome New Members /Fleet Finch con…./BCIT
PAGE 5 What’s happening in the Hangar/ Hampdens at War
PAGE 6 Special Event Calendar
PAGE 7 Squadron Leader Ken Brown Farewell
PAGE 8 Classifieds/Elections

THE NEWSLETTER

The CMF Newsletter is published quarterly by the Canadian Museum of Flight. Contributions in the form of articles, news items, letters and photos are welcome, as are comments and criticism. No payment can be made for any manuscripts that are submitted for publication in the CMF Newsletter. The Editor reserves the right to make changes in the manuscripts without altering the meaning.

If you have any questions or comments, please feel free to contact either Gogi or Sandy at the Museum by calling (604) 532-0035. Museum is open daily from 10:00 am – 4:00 p.m.

CMF BOARD OF DIRECTORS & STAFF

George Preston President
Doug Schwann Vice President
Terry Wadhams Treasurer
Ken Knutson Secretary
Jeff Jeffrey Director-Aircraft Op’s
David McIntosh Director – Youth Initiative
Maureen Crockett Director- Insurance
Jane Robinson Director – Collection Mandate
Capt Bill Thompson Lifetime Director
Sandy Tinsley Executive Director
C.R.(Gogi) Goguillot Manager – Aircraft Operations
Teresa Rhodenizer Administrative Assistant

Quarterly Dinner Meeting Saturday, March 8, 2003

Happy Hour: 6:00 pm Dinner: 7:00 pm Meeting: 8:00 p.m.

$20.00 Per Person (GST Included) RSVP by 4:00 pm Thursday March 6th, 2003 604-532-0035 We require 48 hours notice of cancellation or you will be charged for the dinner.

UPCOMING EVENTS

Five years ago I remember sitting behind my desk saying to myself, there has to be a way to take a $3,000 marketing budget and get $30,000 worth of advertising for the Museum. There also has to be a way that the Museum can bring in revenue outside of the actual day to day income of the facility. I am sure that most of us have heard “Aren’t you the ones that used to be out on Crescent Road” or “I have lived in this area for 20 years and didn’t know you existed”. What does the Museum do to stop these questions and comments? The answer to both of those questions is easy; take a traveling exhibit and mobile gift shop on the road to events around the Lower Mainland and arrange it so that we tag on with the events advertising along with being exposed to hundreds and many times thousands of people. Over the course of the past 5 years we have as most of you are aware been doing just that, at Mall’s and Air Shows. This season however, new and exciting opportunities have arisen as shown on page 6 of this newsletter and this could be the best year that the Museum has seen in some time.

Why am I writing this to you, to ask you for sincere help. The level of professionalism required for some of the events is high. A lot of work has gone into getting the Museum into some of these events at no charge and we owe it to the event organizers and also the public to bring a nice clean, informative and educational display. We do not want to find ourselves in a situation where we are not invited back, nothing can be taken for granted.

I have listed the events booked to date along with volunteer requirements. For those of you who do not like to stand and greet the people at events, maybe you could help with set up and tear down. I know many people are not accustomed to working with money, no problem, we require people to sit / stand around the display, handing out brochures and talking to ones about the Museum. We try to work with you to make it enjoyable for you, at the same time providing coverage on all shifts. For the past few years it’s been the same people doing both the set up/tear down along with working the actual event. A few have over the past season expressed their concern of having the same group over and over.

I do hope that I have been able to express myself in a way that shows the urgency of this matter. If you have questions as to whether or not you would be able to help, please do not hesitate to contact me at the office Monday – Friday or by email museum@direct.com. I would be happy to share more information with you and work with you to make this a positive experience.

Written and submitted by Sandy Tinsley

VOLUNTEER OF THE QUARTER

When the Museum picks the Volunteer of the quarter we base it on who over the past few months has really gone out of his/her way to help promote and further CMF’s mandate. You would think this would be easy as we are talking about Oct, Nov, Dec, Jan when most places are slowed right down, but for the Museum it was a different story. We had work to be done on the newly acquired restaurant adjacent to the Museum, aircraft annuals to do, and then of course a WACO INF with a crack spar, and its engine taking up most of the floor space around the aircraft. This was a very hard decision to make due to everyone’s outstanding dedication and help, but one person did stand out…like he has done so many times before and that person is Don Butterley.

Don was on the Board of Directors for many years and over the past two years has become an integral part of our restoration team. A year ago you could of found Don busy at work in his garage working on the Bolingbroke nose which is now on display in the Museum. Where can Don be found now? A month ago you would of seen him splicing the cracked spar, or detailing the Hampden. Now you will find him in the aircraft restoration corner learning new skills on the Fleet Canuck, or painting the Sopwith Camel getting it ready for our first display at the end of February. Thank you for all you have done Don, you are very much an important part of the team.

WELCOME TO OUR NEWEST MEMBERS

Joyce Love Ryan Cameron George Temperton Steve White Sunny Fung Donald Vander Ploeg Chable Didier Geoff Ross Dale Carr John Melson Ray Gifford Guthrie Schweers Karl Bettinger Stuart Roper Rosemarie Tirshman Henry McCue and Family Carol Bellavance Delta, BC Langley, BC Surrey, BC Chilliwack, BC Richmond, BC Surrey, BC Bonduufle, France Penticton, BC Innisfil, ON Port Alberni, BC Langley, BC Prince Rupert, BC Seattle, WA Surrey, BC Vancouver, BC Surrey, BC Langley, BC Rolf Dingler George Gregory David Balfour Darrel Smith Oliver Tarling Helmut Zdebor John Stolz Alex Thomasson David Thomasson Tracey Mclver Henry Hill John Katanchik George Nunn Chris Morrison Mandeep Athwal Cyril Meadows Maple Ridge, BC Surrey, BC Vancouver, BC Surrey, BC Langley, BC Vancouver, BC Vancouver, BC Surrey, BC Surrey, BC Langley, BC Burnaby, BC Langley, BC Surrey, BC Langley, BC Richmond, BC Langley, BC

Dear Ms. Tinsley

As a student in the Aircraft Maintenance Engineer Class M program I have the opportunity to learn many new and interesting concepts. As to date, I have completed one section of my course load and have enjoyed learning about general aviation and the theory of flight. I was particularly excited when my class was given the opportunity to work on and inspect our first aircraft-a Harvard Mk II

I am sure you know that tuition costs have increased and the hardships placed on students to pay for schooling has also increased. I am very pleased that you have chosen me to receive the Canadian Museum of Flight, Stan Vivian Memorial Entrance Award. This award will help immensely in furthering my education, and reduce the hardships of increased tuition.

Awards such as these give the students an opportunity to continue schooling with reduced costs and also help to promote further education. I wish to thank family members of Stan Vivian, the Canadian Museum of Flight and you for giving me this award. I will endeavor to fulfill my obligation to the program by studying hard and achieving the best grades possible.

Mrs. Nancy Vivian (CMF Member) presenting Andrea Walker with the first annual Canadian Museum of Flight-Stan Vivian British Columbia Institute of Technology Entrance award. This award is given to an applicant in the AME field to help further their education in Aviation

WHAT’S HAPPENING IN THE HANGAR

Last newsletter we threatened to have the WACO INF wing repair done, fabric on and painting completed. Well, the repair and fabric was competed as promised but how do we paint in the Hangar? Well, about this time we were talking to a new member who had just donated a spray gun and believe it or not, turned out he not only had more spray guns, but knew how to use them AND had a shop big enough to use them in. Our heartfelt thanks to Dennis Taplin and his magic fingers.

Sometimes the good times just keep on rolling – we are into dismantling and preparing for rebuild our newly acquired Fleet 80 Canuck and in serious need of repair information for the rebuild. Coincidently, a new volunteer overheard the discussion and next morning presented us with a file on the Fleet Canuck rebuilds from the Internet. Did I say ” New Volunteer”? Thanks to Chris Morrison for being such help on his second day of volunteering.

And still more – Hank Koehler, who is the donor of the Canuck, has decided to get even more involved and can be seen during the week working on the Canuck. (some of us old timers will remember Hank Koehler who was involved in rebuilding the top wings for CCW) Make sure you drop by and keep up to date on the happenings of the Museum, things are changing daily.

HAMPDENS AT WAR

Few visitors to our Hampden, even perhaps many members, are not aware that Hampdens, with Wellington’s and Whitley’s, made up RAF Bomber Command’s front line heavy bomber force at the start of WWII

Although introduction into Squadrons had started two years earlier, they were still desperately unprepared. When Hampdens made the RAF’s first bomber sorties of the war few pilots had ever taken off with a full bomb load, or experienced how sluggish that made them, or done much, if any, night flying in them.

On the afternoon of September 3″ only hours after war was declared, 49 and 83 Squadrons set off in formation from Scampton to attack German pocket battleships in the Kiel canal. They had little idea how to do it. In fact off Wilhelmshaven they ran into very low cloud and had to return by which time it was dark over “blacked out” England. They were badly lost and only by chance eventually managed to find base and land on a hurriedly laid out path of paraffin goose-neck flares – for many of them a first Hampden night landing.

Some members may remember Cam Weir. He always said that in fact his 44 Squadron was first. He was leading the second half of the formation which that same afternoon left Waddington to attack German shipping of Heligoland. Because no-one had any idea of ship recognition the leader had for that purpose replaced his navigator with a Lieutenant Commander RN-well versed in tides but absolutely ignorant of winds. So, after failing to find anything but fishing boats, when they returned, also by then in the dark and blackout, they too were completely lost. Cam had noticed Thornaby as they crossed in over the coast but because, he said, the leader had his primitive radio set permanently on “transmit” so as to give his flock instructions, Cam was unable to tell him. So 49 too roamed the dark skies for a while before fortunately finding the home base flare path.

While still out at sea later Hampden formations met Me 109’s who knew that narrow horizontal arc of Hampden rear guns allowed attacks from abeam with impunity. There were severe losses (one formation of seven was wiped out) and quickly. like Wellingtons with similar experiences, Hampdens were restricted to night ops. Contrary to pre-war belief, unescorted daylight bomber formations, despite mutual protection from their many small guns, could not cope with better armed fighters.

After many months of night leaflet dropping and then mine laying, from mid 1940 Hampdens started to drop real bombs. Despite the well known (now) inability of the bombers then to find targets in the dark, they performed nobly and at least one Victoria Cross was won. By 1942 they had been superseded by Manchesters, Lancasters, Halifaxes and turned into shipping strike torpedo aircraft. Then Beauforts and Beaufighters took over and the Hampdens reverted to a training role.

Let us not forget that, although quickly outdated, Hampdens played such a noble role in the early years of the war in the limited fight-back of which we were then capable. Thus we can be justly proud of the world’s only (until the RAF Museum gets its own pieces put together) survivor and should trumpet to all what an important aircraft the Hampden once was and what great service it gave.

Thank you to Mr. Jack Meadows for his hard work in getting CMF’s Hampden recently recognized in the internationally renowned aviation magazine “AEROPLANE”.

UPCOMING EVENTS FOR 2003

Please note that although most of the events have been confirmed the dates and times may change. Also, this is just the initial schedule, may add events through out the months as confirmed.

February 28th March 1″ and 2″ (Friday, Saturday, Sunday)
Outdoor Show at the PNE Pacific Coliseum. URGENT Volunteers required for this three-day show in which we will also be selling product. Minimum of twelve (12) people per day required to cover all shifts.
March 8th Saturday
Spring Dinner Meeting in the CMF Hangar – Happy Hour 6:00 – Dinner 7:00-Meeting 8:00 p.m.
March 14-24th Friday-Tuesday
McMillan Space Centre, Vancouver – Display only – require people to help with move in and tear down as this is a very large display.
April 19 Saturday
5th Annual Easter Egg Hunt – Minimum of fifteen (15) CMF volunteers (plus 15 cadets) required for each of the two shows
April 26th Saturday
Annual General Meeting and Elections of the 2003/2004 Board of Directors. Do you have someone that you would like to nominate, if so, please call Sandy at the office at 604-532-0035
April 26-27 Saturday-Sunday
White Rock Regatta-Fly Past of Museum aircraft (subject to weather)
May 19th Monday
Fort Langley May Day Parade aircraft Fly Past. (subject to weather)
May 24th Saturday
Altitude is Everything Special Event at the Langley Airport to celebrate the Centennial of Flight. Minimum ten (10) volunteers required for 10:00 a.m.-3:00 p.m. event
June 7th, Saturday
Langley Aero Club – RV Fly-In
Minimum of ten (10) volunteers required for full day display and selling event from 9:00 a.m.-4:00p.m.
June 9-15 Monday-Sunday
Semiahmoo Mall, White Rock-display and selling event. Minimum of six (6) volunteers required daily for entire event
June 30-July 1″ Monday-Tuesday
Canada Day Celebrations at the Langley Airport. Full selling display / airport tours/special displays in the Museum, minimum fifteen (15) volunteers required each day.
July 14-July 20 Monday-Sunday
Cottonwood Mall, Chilliwack – Full Selling Display Minimum six (6) volunteers required each day for the entire event
July 26th-Sunday
Chilliwack Flight Fest, Chilliwack. Wonderful Air Show for the entire family. CAF Snowbirds will be attending and this plans to be a large event as the air show is free to the public. Minimum twelve (8) volunteers required.
August 8th-10th Friday-Sunday
Abbotsford International Air Show, Abbotsford Minimum eight (8) volunteers required daily for entire show.
August 23 Saturday
CMF Members Day / Summer dinner meeting. An opportunity where the Board of Directors and Staff thank you, the members, for supporting the Museum. Aircraft rides, games and fun, followed by Dinner. (subject to weather)
September 6 Saturday
Langley Good Times Cruise In. full selling display from 8:00 am-7:00p.m. Minimum six volunteers required through out the day. October 25th Saturday Fall Dinner Meeting
November 3-11th Monday-Tuesday
Semiahmoo Mall, White Rock – Remembrance Day display along with full selling. Minimum six (6) volunteers required each day for the entire event.
November 6th-12 Thursday – Wednesday
Lougheed Mall, Burnaby. Remembrance Day display only – Require people for move in and tear down

Squadron Leader Kenneth William Brown C.G.M., C.D. & bar

One of Canada’s best known heroes of the second World War, our member S/Ldr Ken Brown CGM, died peacefully at his Ocean Park home on Dec 23. He was the last of the surviving pilots from that raid and only a handful of other aircrew outlive him, in Canada, Australia and Britain. The Conspicuous Gallantry Medal is, after the Victoria Cross, the most prestigious gallantry award for Commonwealth non-commissioned servicemen. It was awarded to Brown, a Flight Sergeant at the time, for his part in the famous “Dams Raid” in 1943. Specially selected aircrew had formed the new 617 squadron and been trained for the task of dropping the unique ‘bouncing bombs’ from very low level, and at night, to destroy dams providing power and water to Germany’s Ruhr valley industries.

Brown’s was the only Lancaster bomber left to attack the Sorpe Dam. It was shrouded in low cloud and mist so that only on the sixth try did he manage to get in the exact position for the precise drop-all the time being subjected to anti aircraft fire. A perfect hit failed to breach the dam because it was earthen, not concrete for which the bomb was designed. However it was later learnt that the damage was still so great that 20,000 men were needed to repair it and the effort was well worth while. Brown then diverted on his return journey so as to attack gunners at the Mohne Dam who had shot down another Lancaster. Thus it was daylight by the time he crossed the coast on the way home and was badly shot up by coastal artillery defences. Eight of the nineteen best aircrews of the Commonwealth Air Forces failed to return.

Ken Brown was born in Moose Jaw, Saskatchewan, in 1920 and at 20, like so many young men of his generation, joined the Royal Canadian Air Force as a pilot. After training at Prince Albert (Tiger Moths) and Saskatoon (Cranes) he trained further in UK on heavy bombers, Whitleys and Lancasters, then went to 44 Squadron for operations. He was soon specially selected for the new 617 Squadron. His admiration for the Avro Lancaster was only equaled by that for its designer Roy Chadwick for whom in tribute he commissioned a painting by John Rutherford of his aircraft at low level bursting out through enemy flak over the Dutch Coast.

After the war Ken Brown accepted a Permanent Commission in the RCAF. His career included time at Watson Lake’s Winter Experimental Unit (he was one of the first Canadian pilots to fly jet aircraft), various desk jobs, command of the Search and Rescue Flight at Trenton, Ontario, and Station Commander at Knob Lake in Northern Labrador in charge of a section of the mid-Canada radar line. His final posting was to command West Coast Search and Rescue at Vancouver, then Comox, a happy choice for one now concerned about education of four sons and daughter- in the last year of the war he had married an English nurse, Beryl Bateman.

He retired from the RCAF in 1968 and joined the Department of Transport (Air), flying all over Canada until retirement to BC in 1980. After some time in the interior he settled at Ocean Park. Ken Brown was man of very great integrity and independence of mind that did not always ride well with superiors. He had no false pride and was much in demand for speaking and expert advice all over UK and North America where he had a large network of friends and contacts. Those, with membership of various Associations, Air Force, Air Crew, 617 Squadron and others, in both Canada and the UK, kept him active to the end. Despite being one of the unfortunate recipients of Hepatitis C through a blood transfusion some years ago, as well as other health problems associated with aging, he continued to play golf.

A particular peeve in latter years has been the amount of inaccurate information, as well as some even fraudulent claims, about 617 Squadron and the Dams Raid as facts were at times in danger of being distorted into fiction. However his main interest through all this was the successful progress of his five children and thirteen grandchildren who, with Beryl, all survive him.

Written and submitted by Jack Meadows friend and CMF member

Congratulations to Kathy Fitzpatrick for having her photo of the Museum’s aircraft returning back from a special event printed on the front page of the fall COPA magazine. Thank you Kathy for all your hard work and wonderful photography. If anyone is interested in the photos Kathy has taken at Museum events come see her at the Dinner Meetings.

Page 8 GLIDEPATH NEWS Sempe sues $4 each WW1 AERO (1900-1919) SKYWAYS (1920-1940) The Museum welcomes donations of used AVIATION BOOKS for the Library and to sell in the Gift shop. Support the Museum by donating your previously read material. aaroplanes, anghet, perta your warts and deposals lamation on current projects news of museums and ashows photographa news of current publications You will receive a Tax-Deductible Receipt. BUILD ONE! A REAL ONE! Solo Pav, a computer program to generale a 3-vew from a progra Published by WORLD WAR 1 Geroplanes, INC. 15 CPgp, NY 12901, USA 845-473-3479

The Canadian Museum of Flight elections of the 2003/2004 Board of Directors will take place on Saturday April 26th, 2003. To date, the nomination committee has received two nominations from the membership. If you are interested in the well being of your Museum and would like to participate by being a Board member or know of someone who could contribute, please contact Gogi Goguillot (Tuesday – Thursday) or Sandy Tinsley (Monday – Friday) by calling the Museum at 604-532-0035 or Jane Robinson at 604-536-3287.

All persons nominated must be a member is good standing 30 days prior to the elections.

The Canadian Museum of Flight is searching for a complete ESCAPE KIT as issued to aircrew 1939-45. We have one or two pieces but need the complete unit to be on display with our Lysander.

Many Thanks-The display committee

CLASSIFIEDS ADVERTISING RATES 1/4 page……..$50.00 $75.00 1/2 page……. Full page. $100.00 50 words or less Members…….. $10.00 General………..$15.00 Your ads will assist the Museum Programs and introduce your product to our membership. Thank you to everyone who donated both shop supplies and cash, to purchase equipment as required and outlined in our last newsletter. The restoration team have rescinded their “Strike Notice” and work on the Fleet Canuck has commenced. Watch her progress!