ISSUE 82 Summer 2004 – Canadian Museum of Flight

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Glidepath THE QUARTERLY NEWSLETTER OF USEUM FLIGHT The Canadian Museum of Flight HANGER #3 5333-216th STREET LANGLEY, BC V2Y 2N3 TEL: 604-532-0035 FAX: 604-532-0056 museum@direct.ca www.canadianflight.org

SPIRIT OF THE SKEENA

The aircraft is serial #2198 and was manufactured by Douglas Aircraft Company in Santa Monica California in 1940. It was delivered to American Airlines, christened the “Flagship Texas” and registered as NC21793. The USAF borrowed the aircraft for use in Alaska during World War II. They returned it to commercial air service in 1944. Trans Alaska Airlines bought the airplane in 1949, converted its engines to Pratt and Whitney 1830-92’s and used it for their Seattle/Anchorage route.

In 1952 the aircraft was bought by Queen Charlotte Airlines and given the Canadian registry of CF-HCF. It became the first DC-3 to be owned and operated by a homegrown BC airline. A few years later the plane started serving with Pacific Western Airlines under the new registry of CF-PWH. It was the first DC-3 that PWA ever operated. The restored aircraft bears the Blue and yellow paint scheme of PWA and carries the name of “Spirit of the Skeena”. After 16 years of proud service the airplane was once again transferred, this time to Trans Provincial Airlines. This was the end of her passenger carrying days. She was stripped of any usable components and was pushed into the bush off the runway in Terrace.

She lay abandoned until 1979 when Bob Surman, a founder of “Friends of the DC-3 Canada”, bought the airframe for possible future restoration. It was not until 1987 that the skeletal remains were trucked and barged to the BC Transportation. Museum in Cloverdale. Restoration work was carried out at the Cloverdale museum until 1992 when the BC Transportation Museum closed and the Township of Langley invited the DC-3 to take up residence at the Langley Airport.

After the plane was trucked the short distance, restoration work continued until 1995 when the project was announced as complete at a ceremony involving the Mayor.

The “Friends of the DC-3 North America” then passed the “Spirit of the Skeena” to the Canadian Museum of Flight.

Since the DC-3 was donated to the Museum she has sat outside facing 216th Street and has acted as not only the gate guard for the Museum but also as a welcome to the Langley Airport.

The weather over the years has damaged this wonderful aircraft and it is in need of a face lift. Thanks to the “Langley Flying School” (see story on page 7) who made a $2,000.00 donation towards the DC-3 we have started the work but we need help.

The aircraft has to be pressure washed, polished, painted and repaired in some areas.

Most of the work has to be done from scaffolding and so requires volunteers who are able to climb and work at higher surfaces. We have the scaffolding rented for only 3 weeks so this is very time sensitive.

If you are able to help, please call Alicia or Sandy at the Museum off 604-532-0035 Monday – Friday from 10:00 to 4:00.

ISSUE 82
Summer 2004
HANGAR #3 5333-216th STREET LANGLEY, B.C. V2Y 2N3
TEL: 604-532-0035
FAX: 604-532-0056
museum/@direct.ca

INSIDE

PAGE 1 Spirit of the Skeena
PAGE 2 Dinner Meeting/ Member’s Day
PAGE 3 Volunteer of the Quarter/ Letters from our Members
PAGE 4 New Members/ 2004 Board of Directors
PAGE 5 The China Aviation Museum
PAGE 6 Planned Giving
PAGE 7 Corporate Sponsors
PAGE 8 Museum Raffle

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 Sandy Sideroff (Tinsley) at the Museum by calling 604-532-0035. Museum is open daily from 10:00 a.m. to 4:00 p.m.

CMF BOARD OF DIRECTORS & STAFF

George Preston President
Bill Findlay Vice President
Terry Wadhams Treasurer
Ken Knutson Secretary
Bob Fowles Director
David McIntosh Director
Matt Offer Director
Ken Smith Director
Capt Bill Thompson. Lifetime Director
Sandy Sideroff (Tinsley) Executive Director
Teresa Rhodenizer Gift Shop/Bookkeeping/ Collection
Alicia Kapustianyk Administrative Assistant/ Volunteer Coordinator

MEMBERS DAY Saturday, July 24th 2004

APPETIZERS: 5:30 pm DINNER: 7:00 pm $20.00 Per Person

RSVP by 4:00 pm Thursday July 22nd, 2004 We require 48 hours notice of cancellation or you will be charged for the dinner

Members Day is our way to thank you…the members and volunteers for supporting the Museum and on Saturday July 24th we look forward to hosting you.

From 1:00-4:00 pm you will have the opportunity to fly in either one of the Museum’s aircraft or other member’s airplanes provided for that day. In past years we have provided rides for free with last year 69 rides being given. Due to increased fuel and maintenance costs the museum is finding it increasingly difficult to fund this entire day, but would like to be able to continue providing this special day to you. To help with the flying costs, this year we will be asking for a donation of $10.00 for a single ride, and for a family membership with two rides the amount will be $15.00 to go towards these flying costs.

Have your membership current and paid in full by June 25th-30 days prior to July 25th, show your membership card, sign a waiver, and you will draw an aircraft name out of a box. You will then go for a ride in that selected aircraft. Please note: due to the number of aircraft available, there will be a limited amount of rides and so it will be done on a first come first served basis. As with all aviation related activities….this day is subject to weather.

The aircraft rides will finish at 4:00 pm and doors will close for a short time allowing us to get organized for an evening of fun. We invite ones who have paid for the evening to stay and socialize. The doors will open once again at 5:00 for dinner guests to attend and enjoy a nice meal.

VOLUNTEER OF THE QUARTER

In most cases when the volunteer of the quarter is picked and a picture is taken it is a recent picture showing them working around the Museum. In this case we have made an exception. Shown in this photo is Hank Kochler back in the late 80’s at the Museum’s former site on Crescent Road. This photo was found in our archives and when we first looked at it, there was no question who the individual was, the smile gave it away. It is because of Hank’s generosity that we have a Fleet 80 in our hangar under restoration and you can find Hank on Tuesday working on the Fleet Canuck, or WACO INF or anywhere else he is needed, and always with the same smile on his face. From all the volunteers at the Museum, congratulations Hank on being the CMF’s summer volunteer of the quarter.

LETTERS FROM OUR MEMBERS

Over the years there is one question that has been asked and debated by members of aviation museums and lovers of antique vintage aircraft around the world….this question is “To fly or not to fly”.

At the Annual General Meeting on April 17 2004, CMF member Jack Meadows read a letter he had written to those in attendance expressing his thoughts and concerns in regards to the flying of CMF aircraft. It was asked that evening that Mr. Meadows letter be sent to the membership for all to read. Since then, CMF member Rick Church has written a reply to Mr. Meadow’s letter and the Board of Directors felt that this also would be shared with the membership to encourage openness and communication. Both letters have been included with this newsletter, and are “unedited”.

The Board of Directors would like to thank Jack Meadows and Rick Church for expressing their thoughts through their letters and encourage the membership to also write the Board or attend a Board Meeting held on the 3rd Wednesday of each month at 7:00 pm in the Museum Hangar if you to have any concerns or comments you would like to share.

WELCOME TO OUR NEWEST MEMBERS

Peter Atherton Vancouver, BC Catherine Brooks Abbotsford, BC Charles Walker Vancouver, BC Chilliwack, BC Steven Hansen Langley, BC George & Emily Belyea Powell River, BC Chris Denbraber Tony Mayan Larry Kipling Surrey, BC Surrey, BC Mike & Diana Farrell Milner, BC Jack London White Rock, BC Doug Walker Surrey, BC Peter Popoff Abbotsford, BC Doug Beairsto Langley, BC Surrey, BC Douglas Hargreaves Rachel & Dave Traill Abbotsford, BC Robert Chelada Langley, BC Greg Devenish Vancouver, BC Dave Christian Langley, BC # 24 Red Deer RCACS Cadet Squadron John Chevrefils Grant & Marie Traill Langley, BC Langley, BC Vancouver, BC Kevin Beenham Joan Hawker White Rock, BC Aldergrove, BC Fraser Doerksen John & Trish Labossiere Aldergrove, BC Carolyn Holt Langley, BC Rolf Yri Surrey, BC Norm Mossman Langley, BC John Edwards Ceredigan, UK Gene Kapustianyk Aldergrove, BC Coquitlam, BC Wayne Peterson Ken Rowley Langley, BC Vancouver, BC Wilfred Selig John Trendell Surrey, BC

2004/2005 Board of Directors

Back Row-Left to Right
- George Preston,
- Ken Smith,
- Matt Offer,
- Capt Bill Thompson,
- Terry Wadhams
Front Row – Left to Right
- Bill Findlay,
- Bob Fowles,
- Dave McIntosh,
- Ken Knutson

West Jet is the Airline of Choice for the Canadian Aeronautical Preservation Association (CAPA).

CAPA exists to promote the preservation of aircraft, Canadian aviation history and the retention in Canada of aircraft, airframes, associated artefacts and related materials significant to Canadian aviation

Its objectives are:

To promote the preservation of aircraft and objects of aeronautical interest, including personal artefacts and memorabilia.
To promote the preservation of Canadian aviation history
To promote the retention, in Canada, of aircraft and material of particular significance to Canadian Aviation.
To encourage the establishment and growth of organizations for the purpose of preservation, restoration, and display of items of aeronautical interest.
To work with other aeronautical organizations on matters of mutual interest.
To encourage discussion and co-operation among members and associates

The membership of CAPA is made up of 29 Canadian Aviation Museums and approximately 25 individual associates. The Board of CAPA consists of:

George Elliott-President 17 Wing Heritage Museum Winnipeg
R.J. Franks – Past President Canadian Warplane Heritage Museum Hamilton
Bryan Nelson – 1st Vice President Greenwood Military Aviation Museum
Sandy Sideroff-2nd Vice President Canadian Museum of Flight Museum Langley
Mike Rozak-Secretary 17 Wing Heritage Museum Winnipeg
Don Reed- Treasurer Aero Space Museum of Calgary
Mark Peapell – Director Atlantic Canada Aviation Museum – Halifax
Byron Reynolds- Director Reynolds Aviation Museum Wetaskiwin
Paul Cabot-Director Toronto Aerospace Museum
Brett Binnie – Executive Director

TO FLY OR NOT TO FLY

Talk given by Jack Meadows at the A.GM. of the Canadian Museum of Flight April 17 2004

For those who do not know me, I have been a member of the museum for 20 years – including a spell as a director. I got my first flying licence in 1937, was later an Air Force A.I. flying instructor (the peak qualification). I have flown more than 60 types, from stick and string biplanes to multi engine aircraft and jet fighters. Until I retired in 1981 I was a director of various public companies in UK and South Africa. I hope that all that bragging will show that I am entitled to an informed viewpoint on the matter I raise today.

Do you know that waiting for us in store is the rest of that Bolingbroke (whose nose Don Butterley so lovingly restored). There is also a famous rare Norseman. And a very rare Hawker Hurricane. And a Cornell and an Anson V. There are also important parts of a Stranraer

It really would be great to have more of our wonderful collection on display, and under cover. What a big extra draw they would be to the outside public to visit us.

So why are they languishing, hidden away in store? It is the same reason that the Fleet Canuck rebuild has come to a halt? We do not have the money and the volunteer time to do anything about them,

Meanwhile, to get a few of our aircraft occasionally into the air costs us some $10,000 a year in cash, perhaps more, as well as hundreds of volunteer hours.

Of course we all feel proud when we see museum aircraft flying overhead. But usually we do not think of the cost of it-both in dollars and in volunteer hours.

Recently I did begin to think about it. And I am disturbed.

Insurance alone costs us nearly $4,000 a year. None of that is for ‘the hull’s’, our aircraft themselves. If they were lost or damaged that is our responsibility. That $4,000 is all for public liability, up to a maximum $10,000,000. For not only is there always the fickle finger of fate hanging over us, but our pilots are no less human than others, are not immune to the possibility of error or bad luck. $10.m sounds a lot. Just imagine one of our aircraft, through pilot sickness or structural problems, even just a simple engine failure, crashing and killing four people. $10.m. might not go far in meeting their claims. If it happened as a landing accident, as well as paying for four people the other aircraft might also be worth a million or so. Such possibilities are remote. But they must be considered. Any such shortfall would put the museum out of business-and perhaps bankrupt the directors who would be personally liable.

Then, apart from the boost to our ego, what does that flying really do to help the museum? My friends on the golf course, or at a Remembrance Day parade, seeing our aircraft, or the Harvard team, or the Langley airport team, might just ask me “Are those yours, Jack?” “Of course” I say, even when I am lying. But it does not help me persuade them to come to the museum, let alone join. That fuzzy good feeling in my heart is not translated into membership or cash. We get much better results from our static displays at air shows or malls than from our gentlemanly fly pasts.

I flew Harvard’s, for many years, still love them. But our Harvard scares me stiff-not because it is particularly difficult to fly but because, despite the little flying done, it will sooner or later need the sort of overhaul or repair that will run into many thousands of dollars. A new battery recently cost $1000.00- someone kindly paid up. But there is a limit to the number of times we can pass the hat round for such emergencies and a major Harvard overhaul or repair would almost surely be way beyond our means. Even though its value today is less than when, two or three years ago, we first considered selling it, I still think we should sell it. On the one hand we cannot afford it; on the other Harvard’s have no particular connection with B.C.; they are certainly not rare birds. The hundreds of thousands of dollars we could get for it could start to finance the new buildings that are a gleam in our eye. And we could easily buy cheaply one for display purposes only. But the Harvard is only one part of the problem.

The open cockpit WACO INF is a perfect example of what I mean. The exhaust collector ring had perished, needed replacing, cost c. $1200. There was no money and the hat was passed round. Generous members contributed nearly $4,000, so it was decided to spend the surplus on a more thorough overhaul. That was just as well; anyone who saw the rusted stern post and fuselage connections that were uncovered has no doubt that a hard landing could have cost us a great deal of damage and expense, if not personal harm to pilot or others.

And while our noble volunteers are spending all that time making the WACO airworthy again, the Fleet Canuck rebuild has had to be pushed to the sidelines. There it stands forlorn and waiting. At the same time our volunteers badly need better workspace. And our DC3 is looking positively scruffy for need of a refurbish. And how long will it be before our Vampire, which was so lovingly restored a few years ago, becomes so beaten up by open air and rain and snow that it needs another refurbish?

That brings me back to the other main point. Our volunteer’s time is not costed in terms of hard cash. Nonetheless it is priceless. I believe we now spend far too much of it, as well as money, on making aircraft airworthy – which takes so much more time and money than making them display-worthy. Without the emergency need for that WACO overhaul (which was only necessary so that it could fly) the Canuck might now be ready for display. If all the time spent by volunteers on servicing and repairing and overhauling six flying aircraft could instead be put to restoration of other aircraft to display standard we might also, with the money saved, soon have a proper workshop and more covered display area as well as more aircraft on display. That then would surely bring in more visitors – and more members. I think we have got our priorities wrong.

Last year there was, worldwide, another run of disastrous and often fatal accidents of old aircraft, only some of them at displays. Often the pilots had only a few hours a year flying the types concerned – as is the case also with our pilots. So the argument goes on about whether precious rare aircraft should be flown. You may feel we do not quite come into that category. Anyway what companies or private owners may do with their possessions is their business.

But we are not a business or a flying club. We are a museum and we have a much wider responsibility. Almost no other museums ever fly their aircraft. I hope that enough of you will agree with me that rather than continuing, at some risk, to putter around the sky without doing the museum much good, we should change our priorities, devote the cash and the precious volunteer time to providing better workshop facilities, to more covered display area to protect our precious artifacts from the weather, and to getting our Bolingbroke, Hurricane, Norseman, Cornell and Anson restored and on display and bringing in more visitors and members than we have today. Let it all happen soon, not after I, at any rate, am dead.

Jack Meadows-CMF Member

TO FLY OR NOT TO FLY….

A response up to the concerns of Mr. Jack Meadows, and others.

I wish to thank Mr. Jack Meadows for raising his concerns regarding the flying of muscum aircraft at the recent Annual General meeting. I have only been a member of the museum for about a year, so I have not been involved in these discussions in the past. While my career in aviation may not be as long as Mr. Meadows’, I do have extensive experience in aviation, particularly in maintenance and operational management, and have a slightly different view of the situation, that I would like to relay to interested parties. I also feel that while Mr. Meadows concerns are certainly heart felt, some of his comments lead me to believe that he has been given some incomplete, or inaccurate information, through no fault of his own I am sure. I feel it would serve this discussion well by clearing up some of these errors, so that when a decision is made on the subject, all relevant information is accurately relayed.

On the subject of liability insurance for the flying aircraft. Mr. Meadows accurately places the annual cost at approximately $4000. He does not mention however that approximately half of that cost is born by the pilots who fly the aircraft. This in the form of an annual donation of $200 for each pilot. It has been mentioned that the cost of insurance could be re-directed towards the restoration of some of our static display aircraft, and future projects. This however is not a reasonable expectation, since the pilot contribution was made specifically for insurance, and would not necessarily be present if we ceased flight operations. I agree that the chance of a major accident is extremely remote, especially considering the majority of flying is done over farmland or open areas, and always on days where weather will not be an issue. I feel however that if we all had a look around with an eye to reduce liability risk for the museum to a minimum, the practice of having an open bar at annual meetings and quarterly dinners would be a much bigger concern. In today’s society, driving under the influence of alcohol is not tolerated, but accidents are accepted to happen from time to time, tragic as they may be.

As far as the flying aircraft not bringing volunteers to the museum, I dis-agree. I myself joined as a direct result of seeing the old biplanes run “around the patch” as a part of Canada Day celebrations. I contribute hundreds of hours of volunteer time annually, and have contributed financially to several projects as well. If we did not fly airplanes, I would not be here, and probably would not be involved, certainly not at the current levels, if we chose to cease flying operations. In addition to my own contributions, as a direct result of my involvement due to the flying airplanes, I have brought several other members since I have joined, and at least one has volunteered some of his time towards the aircraft fleet. On the subject of volunteer time, several of the twelve participating pilots contribute numerous hours to the museum, over and above flying roles, that would almost certainly be lost if we ended flight operations.

Mr. Meadows brought up the subject of the battery in the Harvard. Contrary to his comments, the battery has not yet been purchased, and the expected price when the time comes is under $400, not the $1000. This was an early estimated upper limit.

Comments were made about the corroded condition of the WACO INF tail post. This is a common area of deterioration in tailwheel aircraft, being the lowest point of the fuselage frame, and it was fully expected to require work considering the age of the aircraft. If a failure in this area occurred, the increased drag with the tail on the ground would help keep the aircraft straight on rollout, likely doing no further damage the aircraft or to anyone other than the pilot’s ego. The exhaust collector was a similar situation where the part had been repaired so many times, it was felt a new main ring would be best rather than another localized repair. When the request for donations for this project was made, it was with the intention of funding the replacement of the 30-year-old linen fabric with more durable but authentic looking synthetic fabric, as well as the exhaust collector ring repair. The upper wing center section was known to be the oldest part without extensive rework, and we fully expected to spend some time renewing this area as well, which we did. There really were no big surprises when we opened up this aircraft. Pretty much everything was as expected for the age of this aircraft.

Please do not make the mistake of criticizing the flying aircraft for displaying such aging, but thank your maintenance department for finding these small problems and dealing with them in a timely manner. That is the role of maintenance workers in all industries. The fact that these issues have been brought up and dealt with, should illustrate that the job is being done, and the aircraft are safer, not cause alarm and extra concern for the flying aircraft.

Over time the WACO INF will be completed to a relatively authentic, safe, and reliable member of our flying fleet. With the contribution of volunteer labour, and donated materials, this will be a very economical restoration, very close in cost to a static display restoration. The only difference being a slight increase in material costs for the flying version of the aircraft.

The WACO restoration is not proceeding at the expense of the Fleet Canuck as Mr. Meadows stated. It has slowed somewhat, but much more attention was diverted away from it by the Sikorski S55 restoration for the Cold Lake Alberta anniversary, (A static display aircraft). Illness of several members has also slowed the Canuck project, but a little does get done each week, and we hope to have it done in about a year’s time.

Mr. Meadows expresses concerns that the money raised for the WACO, would be better spent on restoring to display condition, our Bolingbroke, Anson, Norseman, and Hurricane. Firstly, these funds were donated specifically for the projects they were requested for. There is no assurance the same funds would have come in if the request were made to the above-mentioned static display projects. These restoration projects waiting in the wings, would require huge outlays of cash, due to their advanced state of decay, and in the case of the Hurricane, so little of the aircraft is available to us as to make that a totally unrealistic project. We have only a wing center section. No fuselage, wings, tail, landing gear, propeller or cowlings. It only remains in storage in my opinion because it its too rare of a bird to dispose of. It is also my opinion that the costs of bringing any one of these aircraft up to static display condition would in fact be much more than the costs associated with the current flying aircraft.

The cost of a larger facility is another issue. Several of the above mentioned aircraft are constructed largely of wood, mandating inside storage and display. Our current facility could not house even one Anson, even if all other aircraft were removed. We simply do not have the inside display area for any more aircraft.

Volunteers have done amazing things with aircraft like the Hampden, and I don’t want to take anything from their accomplishments. This is a very rare and unique aircraft and I am glad we have restored it for static display for the world to see. The Norseman, Hurricane, Anson, and several others are in almost as poor condition as the Hampden was when it was recovered, but they are not nearly as rare as the Hampden and consequently may not get the attention or funding that many of us would like to see directed towards them. In an ideal world, we would have our large hanger, well-equipped workshop, adequate funding, and all of our stored aircraft well on their way to display condition. But we don’t live in a perfect world, and I strongly feel that for the funds we do have, a small fleet of well maintained, well flown, unique aircraft, flying a few days a year promoting the preservation of antique aircraft, is a much better way of telling the community about ourselves, than spending thousands on resurrecting boxes of parts into something that looks like an historic aircraft to the untrained eye.

Rick Church – CMF Member

The China Aviation Museum

Whilst on a recent tiring business trip to China I was struck by the friendliness of the people and their positive reaction at the slightest hint of anything you wanted. I couldn’t make a five day trip to Beijing without at least mentioning how much I would love to visit their well known aviation museum, the biggest in Asia. I was whisked away by taxi on a longish hour and a half drive northeast of Beijing. The land is very flat and I was surprised when the driver pointed to what looked like a rather lonely rugged hill about 180 meters high on the plateau some five miles away. “That’s the Museum” I was told by the interpreter. As we approached and parked the taxi we strolled through the broad concrete road leading to the gateway. Ahead of us was what looked like an aerodrome to the left of the odd- looking but natural rocky hill.

The gatekeeper was a Chinese built F12 jet fighter perched high on its plinth surrounded by a battery of a dozen ack-ack guns, a similar number of ground-to-air missiles and a line of bombs from 20 lb to 2000 lb. At the foot of the hill was a very impressive cavernous curved opening about 80 meters across and 30 meters high. It was the entrance to the inner sanctum of the museum under the “hill”. I couldn’t help but think what a remarkably safe and unique “hangar” in which to keep aircraft well out of the way of attacks from F86’s.

The tunnel was perfectly curved and at least a kilometer long exiting at the other side of the hill. We first came across an impressive entrance display including about 200 large scale models of aircraft of all types. The “hangar” itself was flanked on either side by numerous aircraft angled to the center. Some of them were pre-war but spanned a time period, seemingly, to the end of the Korean War. Most of the aircraft were Russian types but many were Chinese built. There were, not surprisingly, very few “Western” types. However, they did have a P51 Mustang and a Boeing PT trainer. I also spied a Mosquito. However it was much the worse for wear and mostly of fiber glass repair! It looked intact except for the port wing that was stripped of it’s engine and wood down to the main spar. I wondered how they acquired the bones of the Mozzie. There were dozens of MiGs and many types I had never seen or heard of before including look-alike “knock-off’s. I was struck by the large number of aircraft many of them previously only seen in photographs. They were just a little short of being spectacular because of the rather poor lighting in the museum and the amount of dust that had accumulated on the dope and painted aluminum surfaces.

Emerging into the daylight you move to the immense outside field display. The first thing one notices is a perfect apron line up of about 20 MIG types. I was surprised to see amongst the many large bombers-jets and props-two very familiar planes. One was a VC10 in remarkably good condition and four motor Vickers Viscount. There were jets and turboprops galore and you were perfectly free to walk around and touch. They also had a wonderful collection of at least a dozen helicopters – some huge and a large four engined flying boat perched on a ramp above its own artificial “lake”. It looked menacing with its anhedral wings. It was a long walk and very tiring but what a show of military might from the perspective of the historic “other side” so to speak.

In retrospect it was by far the most impressive display I have ever seen and a remarkable feat of military tunnel engineering. And in spite of the inadequate lighting and need for a vigorous dusting of wing surfaces, I would most strongly recommend a visit.

Story written and submitted by CMF member Stan Stanley.

To view more information on the China Aviation Museum, please go to the following websites. http://www.china.org.cn/english/kuaixun/72761.htm http://www.skyviking.com/skysoul.html

THANK YOU TO OUR SPONSORS

A very heartfelt thank you to the Langley Flying School for donating $2,000 towards the restoration of the DC-3. If not for them, this project would not have been possible. Shown from left to right is Kenneth Parry (Langley Flying School) Larry Kipling (CMF Sponsorship Committee) and David Parry. The Langley Flying School is located in Hangar #4 on the Langley airport and is a very important part of our aviation community.

Larry Kipling (CMF Sponsorship Committee) is shown here on the right with Russ Hudson and Darcy Drewsbury from Hudson Automotive who donated $900.00 worth of parts and service for our Museum truck. Hudson Automotive is located at 19703 60th Ave in Langley. Thank you Russ and Darcy, without your generous donation our summer event season would have been seriously affected as we use our truck daily.

In today’s economy being a not for profit association is at times a struggle. Daily operational costs are increasing and funding from outside sources such as government and corporations is becoming harder and harder to attain. When a company donates product or services to the Museum this plays a very essential part in the continuation of our mandate. All donations, no matter what the dollar value are important to us, and we would like to sincerely thank all individuals and businesses who have helped us. Also a very special thank you to CMF member Larry Kipling who spends many hours and a lot of mileage sourcing these donations.

Arrow-Tech Graphics Langley Airport
- Painting of S-55 Helicopter
Country Lamber 22538 Fraser Highway, Langley BC
- Treated Plywood for displays and trailer
Hudson Automotive 19703 60th Avenue Langley, BC ⚫
- Front and Rear brakes for museum truck
Langley Flying School Hangar # 4 Langley Airport
- $2,000 DC-3 Sponsorship
Lindair Services 5180 Airport Rd South, Richmond
- Product for Harvard Annual
Radio Shack # 501-19705 Fraser Hwy, Langley
- 4 handheld Radios.
SIPCO 7236 Wilson Avenue, Delta BC
- Aircraft wash and acid
Cloverdale Paint 33-19638 Fraser Hwy, Langley
- Paint for DC-3
End of the Roll 19609 Willowbrook Drive, Langley
- Floor tile for museum washroom

Page 8 GLIDEPATH NEWS 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! WW1 AERO (1900-1919) SKYWAYS (1920-1940) Semple issues $4 each workshop noles ⚫information on paint/color for sale historical research aeroplanes, engines, parts your wants and disposals information on cument projects news of museums and airshows technical drawings and data photographs scale modeling materal news of current publications Sole disors for P3V, a computer program to generate a 3-view from a photograph Published by WORLD WAR 1 Geroplanes, INC. 15 Crescent Road, Poughkeepsie, 12001, USA 845473-0679 BUILD ONE! A REAL ONE! MUSEUM SUMMER FUNDRAISER Help the museum raise $20,000 by selling raffle tickets. First prize is a pedal plane as shown valued at $500.00. Second prize is a Hand Carved Mahogany Model signed by the 2004 Canadian Forces Snowbirds. The tickets are $2.00 each or 3 for $5.00. If you are able to take a book of tickets to sell to workmates, friends or family, please come to the museum or call us and we can mail a book to you. The raffle goes until September 7th 2004. We have the opportunity of making $20,000 but we need your help to sell the tickets.