Glidepath CF-TCY Spring, 2009 The quarterly newsletter of the Canadian Museum of Flight
Lockheed Lodestar CF-TCY
In the 1930s, a certain Douglas Aircraft Company product took the world by storm as airlines and military air transportation arms lined up to order the aircraft many now consider the most influential design of all time. Quite rightly, the Canadian Museum of Flight proudly displays a DC-3 with an impressive pedigree.
Canada, however, marched to the tune of a different drummer. Throughout the late 1930s and into the 1940s, the backbone of air transportation in our country was the series of twin engine monoplanes produced by the Lockheed Corporation, starting with the Lockheed 10 Electra and progressing through the Model 12 Electra Junior and Model 14 Super Electra to the Model 18 Lodestar. Between them Trans Canada Air Lines, Canadian Pacific Air Lines, the Roy al Canadian Air Force and the Canadian Department of Transport operated every model in this series and in far greater numbers than any other multi-engined aircraft. In fact, Trans-Canada Air Lines had operated 33 Lockheed twins by the time it acquired its first DC-3 in 1945. Canadian Pacific Air Lines operated 11.
CF-TCY sporting its TCA nose logo at the Fraser Valley College facility in Abbottsford, with Bill Marr, Wally Gallinger, and Terry Brunner
Several reasons for that Canadian preference have been suggested including the thought the slightly smaller passenger capacity of the Lockheed products would be a better fit for a country with a smaller population (certainly that was the opinion of the Post Office which was, through regular adjustments to mail rates, on the hook for any operational losses by our national carrier), and the personal preference of the Minister for Railways and Canals C.D. Howe. The most clearly stated and public reason was a belief within Trans- Canada Air Lines that the Lockheed aircraft had a better single engine ceiling than the Douglas product hence would be safer to operate on instruments through mountainous terrain. As a consequence a number of Lodestars were retained by TCA for the B.C. portion of the transcontinental route until the advent of the North Star aircraft. Whatever the validity of that assertion, it certainly suggests a museum dedicated to bringing British Columbia’s aviation past into the future must own and display an example of that line of aircraft, and we do.
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Upcoming Events… Round Engine Roundup Please check the last page Back to Baddeck for details! Members’ Day Open House Page L
Lockheed CF-104 Starfighter
by Al French
CF-104D “645”, the one on display at the Canadian Museum of flight, spent its entire life with operational training units at Canadian Forces Base Cold Lake, Alberta. When “645” was retired in 1986, it spent several years as a training aid at a Canadian Forces technical school before being acquired by the Museum. It is shown here in its operational days over northern Alberta, in its pre-camouflage paint scheme.
The F-104 Startfighter was the brainchild of Kelly Johnson, the head designer of Lockheed’s “Skunk Works” who conceived of the P-38, the U2, and the SR- 71 amongst others. Originally an air superiority fighter designed in the wake of the Korean War, the Starfighter has been a unique and versatile, if controversial, aircraft. Although almost 60 years old, it is still being used operationally by NASA in its space shuttle program.
The first flight of a Canadian-built CF-104 occurred on 26 May 1961. Canadair built 200 CF-104 aircraft under license, and an additional 38 CF-104D (two seat version) were acquired direct from Lockheed. They served with the Royal Canadian Air Force, and later the Canadain Forces, until replaced by the CF-18 Hornet in 1987.
Performance
Key performance data and specifications for the Starfighter aircraft are as follows:
- ⚫ Maximum speed: 1550 mph (Mach 2.0+) at 40,000 ft.
- Climb: 30,000 ft in 1.5 minutes ⚫
- Weights: 13,909 pounds empty, 28,891 pounds maximum takeoff
- Dimensions: wingspan 21 feet 11 inches; length 54 feet 9 inches; height 13 feet 6 inches; wing area 196.1 square feet (wing loading almost 150 pounds per square foot at maximum takeoff weight).
Service History
At the end of Word War II, the USSR engaged in a land grab and most of Eastern Europe ended up under communist rule. To deter further Soviet expansion, NATO was formed and a 40-year nuclear standoff, the Cold War, began. As a NATO member, Canada based RCAF Squadrons in France and Germany equiped initially with F-86 Sabres and then in 1962 with CF-104s.
Many NATO air forces acquired the Starfighter. Some employed it as an interceptor in the air defence role, as originally designed. The aircraft had exceptional zoom climb capabilities and held several altitude records for many years. An extremely versatile airplane, however, with a very low radar signature, the F-104 was also used as a stealth bomber in the nuclear strike role and as a low-level reconnaisance aircraft. The RCAF used the CF-104 in the latter two roles.
The CF-104 was designated an “all weather strike fighter”. During the Cold War it was normal for each RCAF strike squadron to have several nuclear-armed CF-104s on ready alert at all times in case of an attack by Warsaw Pact forces. They were ready to attack pre-assigned strategic targets in Eastern Europe. RCAF pilots would practice navigating in zero visibility using a combination of inertial reference and radar.
A LADD (Low Altitude Drogue Delivery) was tactically preferred because it allowed ingress at very low altitude to avoid air defences. Once inside enemy teritory, under visual conditions, the pilot would fly as low as 50 feet above the ground and 540 knots. About 4 miles back from the target the pilot would pull up to a 45° climb angle. He would hold that angle until the bomb released after a preset time had elapsed. This would, in effect, toss the bomb above the target. When the pilot felt the jolt of the bomb release, he would roll inverted, light the afterburner and pull down to recover at the designated “escape altitude”. Simultaneously, he would deploy a heavy lead-coated anti-radiation hood over the inside of the canopy and complete the escape manoeuver “under the bag” on instruments. The bomb, retarded by a parachute, would float down and expode above the target either as an “airburst” or “groundburst” depending on the selected fusing. Theoretically, the CF-104 would be about 12 miles away, tail to the burst, going about Mach 1.2, when the shock wave arrived … at least that was what the pilots were told would happen!
In the 1970s Canada quietly dropped its nuclear capability, although the story of what RCAF pilots really did in the Cold War remained cloaked behind the Official Secrets Act for several more decades. The RCAF redeployed the Starfighter as a conventional attack aircraft with some limited air to air capabilities. Due to its very short wings and relatively low payload, it did not excel as a conventional bomber but was still valued for its stealth capabilitiy.
Safety Reputation
Over the course of the aircraft’s operational career, some 110 were lost to accidents, 46% of the fleet, earning the CF-104 the nickname of “Widowmaker” or “Lawn Dart”. The Starfighter was a single engine airplane with the “glide characteristics of a manhole cover”. Although the engine was reliable, if it failed for any reason there would be almost zero chance of gliding to an airfield, making ejection inevitable. In the extreme low level environment in which the Canadians operated the Starfighter, many were lost to bird strikes. Operating at low altitudes and high speeds others were victims of the smoggy skies of Europe and simply failed to avoid terrain.
The author, Al French, shown here, has been a member of the Canadian Museum of Flight for many years. During his air force career, he amassed 15.6 hours (out of a total of 1500 on type) on CF-104D “645”. Other museum members who have flown “645” include George Kirbyson and George Miller.
With its unconventionally short wings and high “T” ARCAF tail, the CF-104 needed to be respected aerodynamically. The stubby wings meant normal touchdown speeds of up to 175 knots. With any kind of flap problem, landing speeds of up to 240 knots could be experienced. If stalled, the wings would “blank” the airflow over the tail, the aircraft would pitch up and tumble end over end, a situation from which it was generally unrecoverable. Thirty eight Canadian Starfighter pilots were killed during the Cold War years.
Lockheed Starfighter “645” is loaded up for its movie debut.
Night at the Museum II
CMF Starfighter 645″ is coming soon to a theatre near you, as our aircraft was used in filming “Night of the Museum II”. Last April the aircraft was disassembled and trucked to the filming location in North Vancouver. It will be interesting to see how large a role it was given, and whether it has any “lines”.
The centrepiece of the film, starring Ben Stiller, is the bringing to life of the Smithsonian Institution in Washington D.C., which houses the world’s largest museum collections including many exceptional aviation artifacts and aircraft. For aviation enthusiasts, the highlight will be Amy Adams as famed aviatrix Amelia Earhart, or rather the absolutely stunningly beautiful red Lockheed Vega Earhart flew on her nonstop solo flight across the Atlantic.
The film is scheduled for release on May 22, 2009.
Mystery Airplane
The “Mystery Airplane Contest” is a regular feature of the Glidepath Newsletter. Each issue will have a picture of an airplane, and some clues to its identity. You are challenged to correctly identify the aircraft. All correct responses will go into a barrel, one entry will be drawn, and the winner will receive a small gift from the CMF. Guesses are limited to one per person. Entries can be submitted to the CMF by mail, e-mail or phone.
Mystery Aircraft from the Fall 2008 Issue – Lockheed Lodestar CF-TCY
Last issue, we chose as our mystery aircraft our very own Lockheed Lodestar CF-TCY, foreshadowing the lead article in this issue. The photo used was taken during the period TCY was resident at Delta Air Park. For more details on this aircraft and its history, please see Page 1!
This issue’s mystery plane:
Each of the past two issues, we said “This issue’s mystery plane was a common workhorse throughout British Columbia in roles both civilian and military. From the photo, it is immediately evident we are looking at an all-metal, multi- engine, conventional gear aircraft. But which one?”
Yet again – the same – but, indeed, different …
No formal entries to the contest were submitted last time, so the valuable prize (dinner for two at Choo Choo’s restaurant) went unclaimed. Get your entries in this time!
Around the Museum – News and Events
Museum Annual General Meeting
The Canadian Museum of Flight held its 2009 Annual General Meeting on April 25, followed by an excellent supper and social gathering. The Board welcomed Colin McDonald as our newest Director (congratulations, Colin, and thanks for the commitment!), and took a substantive step towards the future Museum in passing a motion approving and enabling fundraising for the new facility,
Following up from the AGM, President Gord Wintrup has struck a marketing committee of the Board.
1937 Waco Cabin – Flight to Alberta
On May 27th, the Museum’s 1937 Waco Cabin aircraft and its crew (Bill) Findlay, Dave Beales and Doug Moan) will depart Langley airport for points east. The purpose of this flight is to carry the “baton” in celebration of the 100th Anniversary of powered flight in Canada. The baton will be handed over at a ceremony in Nanton, AB, on May 30th and it will then continue another of its many flight legs across Canada, eventually arriving in Baddeck, NS, in September.
Bill, Dave and Doug have planned an exciting flight adventure that will route through southern BC with stops in several communities including Penticton and Nelson. Alberta airports will include the AJ Flying Ranch and Wetaskiwin. While in Wetaskiwin, they hope to attend the Canadian Aviation Hall of Fame 2009 Induction ceremonies where one of the inductees being honoured is BC’s very own Barry Marsden of Conair Aviation.
The flight home from Alberta is planned to retrace the route back through southern BC with a return to Langley in early June.
Museum volunteers have spent many hours this past winter in preparing the Waco Cabin for this special flight operation. A recent test flight has shown that their efforts have produced an aircraft that is in excellent condition and is ready for the cross-country adventure that is close at hand. Museum staff and volunteers wish the crew well in their journey.
The Waco Cabin, ready for its adventure to Alberta, after prodigious effort by numerous Museum volunteers.
Aircraft Restoration
The Fleet 80 Canuck project is moving along, with Cal Booth and others making good progress on covering the six pieces of the em penage. Meanwhile, Ray Fessenden is working “one rib at a time” towards a complete set of ribs for the left wing. He is drawing upon a pretty motley collection of remains from three Canucks, repairing where possible and replacing sections where necessary. A batch of new rib nose sections fabricated by Don Butterly is an essential resource for Ray.
Ray contemplates a Canuck rib.
The Kinner B-5 engine for Fleet Finch C-GBJS is looking immaculate. Everyone is keen to see it remounted on the airframe, and to confirm the work on the crankshaft has been the final step towards solving the oil pressure problem that consumed so much time and energy last summer.
Kinner B-5 five cylinder radial, 125 hp. ready for installation in our Fleet Finch
The Vampire cockpit looks much more loved than it did a year ago. Re-installation of controls and instrument panels is well advanced. The next challenge will be to fit the windshield and canopy to an aircraft that is, to put it gently, not the same shape it was when it left the factory.
Displays
The Museum has acquired a 1970’s vintage Link Trainer in working condition, donated by Alpine Helicopters of Kelowna. This unit, which may be dubbed “The Bel-Air” in honour of it’s distinctive period colour scheme, will be a great asset for youth programs and Air Cadet programs providing a glimpse into the feel of controlling an aircraft and the challenges of IFR flight.
The Museum’s newly-acquired Link trainer
Meanwhile, the Team has made great progress on the Lancaster radio room dis play. Jim Brown’s radio restoration looks spectacular mounted in its new home, and Cyril Meadows, Gord Varney and Alex Carson have made excellent progress on the exterior paint job and interior fittings. Next up is a mural to provide a sense of the view through the radio room up into the nose of the aircraft, with depictions of other crew stations.
Lancaster radio room
Library
Well, it took a lot longer than we thought, but the collection is sorted and catalogued! OK, maybe 98% just the really hard stuff left to do. We now have over 6200 items entered into the computer database, which provides search tools and help on finding materials.
Library volunteer Colin McDonald is available most Tuesdays and Thursdays to help people find interesting and useful publications. Colin is currently working on a set of the self-service instructions – a how-to guide for novices – for the times the Library is unattended. Give the library a try!
Your opinion on what we should have in the Library is needed, and is welcome in any form. call Colin at the Library (via 604-532-0035) or e-mail at mailto:cmflibrary@telus.net – or just drop in to chat.
Saturday, May 23, 2009
Museum Calendar A look ahead to the rest of 2009…
June 27 Open House and Members Day Canada Day flypast. Hope Flight Fest July August Air Shows at Abbotsford, Pitt Meadows and Chilliwack September October Battle of Britain November Murder Mystery Dinner Remembrance Day The Canadian Museum of Flight welcomes all aviation enthusiasts to two events: The Second Annual Round Engine Roundup A Gathering of Radial-Engined Aircraft at the historic Langley Regional Airport-CYNJ Activities include: Flying, Aircraft Viewing, Museum Tours, Fellowship, Story-Swapping, Vintage Cars, Photography, and more… Aircraft parking is available for overnight guests Accommodation is available within easy walking distance Dining facilities are located at the airport. Fuel and oil supplies are available at discount prices Celebrating 100 Years of Powered Flight in Canada Dinner and Dance featuring the Bruce James Orchestra 6:00 pm No Host Bar 7:00 pm Dinner 8:30 pm Dancing begins Canadian Museum of Flight Hangar Langley Airport Tickets only $35 Everyone is welcome but seating is limited. Please make your reservations early. for more information on either event, contact: Phone: 604-532-0035 e-mail: tbrunner@telus.net
The Glidepath Newsletter is published quarterly by the Canadan Museum of Flight; Editor Bruce Friesen. Contributions in the form of articles, news items, letters and photos are always welcome, as are comments and suggestions, although no payments are made for manuscripts submitted for publication in the Newsletter. Please feel free to contact Terry Brunner at the Museum by calling 604-532-0035.