Newsletter NO.24 JUNE 1984 – Canadian Museum of Flight

Museum Newsletter NO.24

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION JUNE 1984 CF-AVJ

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION

NO. 24 NEWSLETTER JUNE 1984

CANADIAN AIRWAYS GROWING PAINS……..10 David N. Parker chronicles CPA’s early history ALL IN A DAY’S WORK.. .18 Mike Gatey tells about flying a Beaver in cold weather STATIONS OF THE RCAF… F/L D.F.B. Metcalf’s 1961 “Roundel”article chronicles Vancouver Squadrons

19 A SMALL BUT LARGE OMMISSION……… 6 Madeline Penney solves a Stranraer mystery OPEN HOUSE ’84…. Plans underway for June 23,24th 3 BOOK REVIEW…….. Jerry Vernon reviews Roy Mason’s 8 Ice Runway” MUSEUM REBUILDING NORSEMAN CF-BSC….15 Jerry Vernon reports

Contributions are welcomed as are comments and criticism, No payment can be made for manuscripts submitted for publication in the CMFT Newsletter. The editor reserves the right to make any editorial changes in manuscripts which he believes will improve the material without altering the intended meaning.

The Canadian Museum of Flight and Transportation is a non-profit society dedicated to the preservation of aviation and transporation heritage. Charitable status allows for the issuance of taxdeductible receipts for donations of goods and money. It is governed by a board of 20 directors, divided 18 for the lower mainland area and 2 for the Vancouver Island area, elected annually. Elections are held in April.

COVER PHOTO

Canadian Airways’ DeHavilland Rapide at Vancouver Airport in 1935. The Rapide inaugurated the Vancouver/Seattle run. In the background is the original terminal building, which later burnt, and the met building, which still exists.

OFFICERS FOR 1984/85 TERM

PRESIDENT: E. V. (ED) Zalesky
VICE PRESIDENT A. Bruce Duncan
SECRETARY TREAS. Rose Zalesky
CHAIRMAN, V.I. Peter Knowles
VICE CHAIR.,V.I. Dave O’Byrne

COMMITTEE HEADS FOR 1984/85 TERM

COMMUNICATIONS (P.R.) Michael Duncan, (G.Warnock, J.Cooper,G.Fritesh)
GIFT SHOP (Vacant) NEWSLETTER (Vacant)
RECOVERY & HAULING (Vacant)
RESEARCH Jerry Vernon (Fred Gardhom)
RESTORATION W.Griesbeck (T.Elgood, M.Macgowan.
SPECIAL EVENTS Gordon Dann (R.Zalesky, and many others)
V.I. PUBLIC RELATIONS John Gough (S.Jackson)
V.I. RECORDS Peter Knowles (Neil Carfa)
V.I. RECOVERY Mike Anton
V.I. RESTORATION Thomas Palmer
V.I. SPECIAL EVENTS Dave O’Byrne

426 SQUADRON INDIA-BURMA REUNION CALGARY JULY 6-8 CALL ED FETHERSTONHAUGH AT 435-2554

OPEN HOUSE ’84 CMFT Open House OPEN HOUSE ’84

Mark your calendar for JUNE 23 & 24. Open House this year will be two days! Last year, more than 4,000 people attended the highly successful one-day event, and we expect many more visitors this year.

This event is extremely important as it is one of the two major fundraising efforts of the year the other being the Abbotsford Air Show. Additionally, it is an opportunity to make ourselves better known to the public.

Everyone is welcome. Please talk it up to your friends, your relatives and your business acquaintances. Help make this year’s Open House a really memorable occasion.

Plans are well underway. Lots of help will be needed. Please phone in your offer to help, and if possible, attend the Open House meeting at 7:30 p.m. June 6, at the storage yard, where it will all take place.

Enclosed with this newsletter is a flyer. Please post it in your local corner store, garage, super market bulletin board, library or other public place. (a word of caution – please take it back down again after the event).

Airplanes from the CMFT collection will be on display, (except those that are stored off-site). By that time, the engines and other smaller artifacts will be cleaned and polished up and on display stands as well.

The gift shop will be open for the sale of tee shirts, posters, and all the other “goodies” that we offer. We’ll be offering new and used books and magazines this year in addition to the regular stock of neu books.

Plans include full food service, including hot dogs, hamburgers, french fries, hot and cold drinks – the works. The usual economy do-it-yourself barbecue dinner on Sunday evening, and the bar will be open to members and guests after 3:30 both days.

There will be hot air balloon rides ($5.per person), and contests, as well as a “fun” auction and door prizes all day.

Model airplane clubs will be represented, as will boat model clubs and possibly some model trains; with trophies for most popular entries.

The Vintage Car Club is attending as one of their major events of the year, and expect to have about 100 cars out (Sunday only), while other vintage autos, motorcycles, fire engines, and other neat stuff will be on display both days.

There will be a helicopter (maybe several) and operators of ultralights have been invited to display their popular machines.

The “Red Baron” will “fly” again, and there will be a “nostalgia corner” in a shady spot to rest and reminisce.

We hope to have representation from the military, and the Air Cadets who were such a great help to us last year.

Please “talk it up” and share any ideas you have of how to make it more successful and our best yet. We invite participation from any organization that is involved with aviation or transportation to participate.

Listen to the radio and watch your newspaper for further announcements.

There is no charge for admission, although donations are encouraged.

STRANRAER NOSTALGIA STRONG

The concurrent publication of our newsletter and the publication of our press release in a number of publications across Canada brought in a flurry of response, including some fine photos, from readers.

It had been the intent to publish the letters that came in, but there were just too many…enough that we are planning the publication (newsletter style) of a booklet to be offered for sale at a nominal sum this fall. It will be a non-literary collection of letters, snippets of information, articles and photos about and of the ‘Stranny and the people who knew her.

Please continue to send in the letters, copies of newspaper articles and photos, so that they can be shared.

The following are excerpts from just a few of the letters that arrived:

John McPherson, now of Red Lake, Ontario, writes “The aircraft was known as 1) the Whistling Bridge, 2) the Marpole Bridge (plus two other names that are unprintable.

Stanley R. McMillan, now of Edmonton: I remember one flight of 915; we were enroute to Esquimalt naval base after a patrol over the Straits of Juan de Fuca. Thick fog covered the straits from Williams Head to Esquimalt. We landed near Williams Head and proceeded to taxi our way to the naval base. The Stranraer became a vessel and operated as such in the fog, using a lead line, a hand operated school-type bell and a megaphone used by a look-out airman in the bow of the aircraft. Charts of the area used to get depths, locate sand and mud banks and any other hazards to navigation. The currents and tides were noted and our course plotted and followed. One mighty blast from a nearby fog horn made us change course in a hurry”

Donald McLure, Vancouver: All trades had to lend a hand (in the ice cold water) to install beaching gear from time to time. I remember the day that Dennis Denroche knocked off one of the wing floats on 915 by hitting the mast of the Air Force crash boat. He was promoted to FLT/LT about a week later”

Gordon G. Truscott, Victoria, writes: “Before the war I was in the Airforce as a test pilot at Rockcliffe and Acceptance tested a number of Stranraers…I looked up my old log book and there she was (915). I test ed her at Canadian Vickers 26 Sept. 1939”

Mrs. Dorothy Wright, Princeton writes: “When it took off it sounded like it was going over a gravel bed. There was a pipe in front of where I was sitting..part of the plane..which was wrapped with binder twine..that caused me to comment that I hoped to God the motors weren’t held together with baling wire….the Stranraer and pilots are a great credit to B.C. coast aviation”.

Joe Chesney, Fort Langley, B.C.writes: “the cabins were neatly finished and pleasant for the crew. The hand-cranked engines and the slippery fabric-covered wings were something else again.”

W.T.McCall, Gabriola Is,B.C.: There must be quite a few chaps still around who worked on this type of aircraft.

Policy

Every letter, newsletter or other communication throughout the year contains a return envelope or other form of solicitation. We urge you to use these forms to recruit new members and to make memorial, tribute, anniversary or other additional contributions. Remember, in order to help build and maintain the Museum, and to acquire outstanding exhibits, we will remind you of the need for funds in every mailing.

BOEING OF CANADA–HELP!

In the last issue of the Newsletter, stories were carried on the PBY Cansos and Blackburn Sharks built in British Columbia by Boeing of Canada. What readers may not be aware of is that all of Boeing of Canada’s records, blueprints and photographs were DESTROYED after WWII. This leaves a gap in the history of aviation in Canada.

Boeing of Canada built 389 aircraft in British Columbia between 1929 and 1945. They also constructed numerous boats, fabricated parts for the Mosquito, Anson, Norseman and B-29, and rebuilt and overhauled other aircraft models.

We are looking for photographs, blueprints, documents, in fact anything remotely connected to Boeing of Canada and the aircraft they manufactured. We are particularly interested in photographs of employees, factories or the following aircraft: C-204 Thunderbird (4 a/c, 1929-30); Model 40H-4 (5 a/c, 1930-31); Model A-213 Totem (1 aircraft, 1932); Blackburn Shark (17 a/c, 1939-40); PBY-5 Canso (55 a/c, 1942-43; RCAF 9751-9805); Consolidated PB2B-1 (240 a/c; 1943-44) amd PB2B-2 (67 a/c, 1944-45)

Finally, does any reader know where Boeing of Canada Chief Engineer, (1930’s) Eduard Fothergill Elderton went after his work in Vancouver?

The museum owns the last surviving Boeing-built Blackburn Shark, but at present no Boeing-built Canso is preserved in Canada. Sea Island built Catalinas can, however, be found in Australia and New Zealand.

Send your letters to the Museum offices at 13527 Crescent Road, Surrey, B.C., VAA 2w1. Tell us what you have in your collection, or better yet, send us a photocopy of any pictures or documents, etc. Mark the outside of the envelope “BOEING OF CANADA’.

AIRCRAFT SPRUCE NOW FOR SALE

CMFT has a small supply of aircraft spruce for sale. It’s rough saun, and comes in assorted dimensions, some 2″x4″, 4″x6″, and other sizes, in varying lengths up to 20′. It’s not kiln dried, but well on the way to being air dried.

BUT LOOK AT THE PRICE!!

AT ONLY $3.50 PER BOARD FOOT ITS GOT TO BE THE BARGAIN OF THE YEAR!! (that’s $2.30 per running foot on a 2″x4″ board as an example)

Pick out your own or we’ll ship. Phone Ed at 531-2465 or 531-3744

More than 4,000 visitors attended the 83 OPEN HOUSE. SEE YOU JUNE 23,24 at this year’s event described elsewhere

MUSEUM OPEN ON WEEKENDS

Visitors from all over the world are finding their way to the storage site. The yard is open for visits Saturdays and Sundays from March 17 through Oct.28 from 11 to 3. Members are urged to visit and to bring or send visitors out. Pass the word that we are open and that there is lots to see.

Signs describing each major item and a very short history will soon be installed on each major item which makes the visit more interesting. It also makes the tour guide’s job a great deal easier.

Volunteers are needed to conduct the tours. Please phone in and offer your help.

THROUGH THE WAR YEARS UPDATE

by Ken Swartz

In February’s Newsletter, Lock Madill recalled his days as a Canso and Catalina test pilot with Boeing of Canada at Vancouver Airport.

In the second paragraph of the article was an item that sent this writer on a frantic search of aviation records in Vancouver and Ottawa. The truth is that Lock’s first Canso flight was in what was to become the RCAF’s most famous Canso of the Second World War.Aircraft No. 9754 was under the command of Flt. Lt. D.E. Hornell of No. 162 Squadron, RCAF, when on June 24, 1944, Hornell and his crew engaged and sank U-boat U-122.

The aircraft was hit by the U-boat guns and Hornell brought the aircraft safely down in the Atlantic. His heroic efforts to save his crew in their single dinghy succeeded after 21 hours, but Hornell died, blinded and exhausted. He was awarded a posthumous Victoria Cross, the first RCAF VC of the war.

The official RCAF record card for this aircraft shows its first entry at No. 13 A.I.D. at Sea Island on 5 February 1943, pending installation of radio equipment. The aircraft was then assigned to Eastern Air Command on 3 March, 1943, and later added to the strength of No. 162 Squadron.

Canso No. 9754 was the subject of a postage stamp issued by Canada Post, a couple of years ago. The Canso held by the National Aviation Museum in Ottawa has also been painted to represent this aircraft.

LICENSE REPOSITORY

The museum is trying to start a collection of license plates. We would be pleased to know of any existing collections that might be available to us, or could you check your basement, garage or back yard for older plates. Duplicates are no problem, as they can be used to swap for missing plates.

LETTERS TO THE EDITOR

A SMALL BUT LARGE OMISSION

My husband Ernest Penny and myself were surprised and delighted, when we received the February 1984 edition of the “Museum Newsletter”, on turning the first page to be greeted by “Rare Canadian Built Stranraer Flying Boat Recovered in B.C.”, written by Jerry Vernon. He accompanied this with an article and my reaction was, “Isn’t that wonderful? They have found one of our favourite planes.” Ernie agreed but his next words were: “There is something very wrong here in this story. I know that the Stranraer could not as stated: ‘stubbed its toe and flipped over’. It’s just not possible that it could have happened that way under a normal configuration”.

I timidly injected:, “You were not there and after all the writer talked to those who were. They should know what happened”. My words didn’t save you, Jerry. He just knew you lacked information. “After all,” as he said, “I’ve flown in them. I know what they can do. After 650 hours flying time, I know what I am talking about”. Ernie being an ex-R.C.A.F. man was so certain, I could not shake what he believed to be true.

After a few days I was getting a bit fed up with his “goings on” about that article every hour or so. It was about this time the idea hit me, to put an end to this. I boldly suggested he phone the pilot and hear for himself. After all, W. Peters (the pilot) was stated to be living in Tsawwassen. It did not take me long to find his phone number.

Being the kind of person Ernie is, he hesitated about calling Mr. Peters, whom he had never met. Sure enough, I pushed him into it, and he dialed the number. Mrs. Peters answered the phone, and when Ernie introduced himself and the reason for his call, she informed Ernie that Mr. Peters had been taken to hospital a few days before and suggested that Ernie visit him there. The next evening found Ernie, (with the puzzle still fixed in his mind) visiting Mr. Peters at the hospital.

He had not been gone long when the thoughts started racing in my mind: “Was Ernie right? After all, it was over 40 years since he flew in that plane. He had suffered strokes in the past few years, and maybe that, plus time, had befuddled his brain”. I could only hope if he was wrong that Mr. Peters would understand.

When Ernie returned home smiling I knew all had gone well. His first words were not about the Stranraer, but about the pilot. He said, “What a fine person Mr. Peters is. He was suffering unbearable pain but in spite of it, welcomed me and we had a pleasant visit. I felt I should not stay too long as I knew how uncomfortable he felt”.

I asked Ernies, “Did you mention what was on your mind?”. He answered: “Yes, and now I know the real story, I can understand what happened”.

He then explained that Mr. Peters told him that when they replaced the Pegasus engines with the Wright Cyclones, the heavier engines had to be placed well forward in the wing, thus making the plane nose heavy. To counter this, they coiled up a heavy logging chain and stowed it in the tail of the aircraft, which worked perfectly.

The reason for the crash on Dec. 24, 1949 at Belize Inlet was due to the action of a new crew member. The new chap checked out the aircraft and when he came across the chain he threw it out of the craft. He did not mention it to anyone, not knowing its importance and its reason for being there. He thought it was just excess weight and not necessary.

In the course of delivering mail, freight and passengers to remote inlets, the load became lighter at the rear of the aircraft. The nose heavy machine flew well and seemed to be landing normally at Belize Inlet. As they approached the water to land, both the pilot and Copilot pulled back hard on the control column, but in no way could they bring the aircraft out of the nose down approach. Suddenly, as Jerry said: “It appeared to stub its toe and flipped over in the water and sank”.

It was sad that two passengers had to lose their lives for the sake of a coiled up logging chain.

My fears concerning Ernie “not being with it” were needless fears. Now he was satisfied and had been correct all along.

Mr. Peters was such a nice person and both he and Ernie were glad to have met one another. From Jerry’s article a new friendship has blossomed between the Peters and the Penneys.

Jerry, thank you for bringing this about by omission of a small detail that in the end became a very large one.

The Stranraer is a wonderful addition for the Museum of Flight and we wish you well in its restoration.

Jerry, you also wrote that only one accident occurred in R.C.A.F. use of Stranraers. This accident you spoke of I was unaware of, but it will interest you to know that there were two more that you can add to your list.

One was 952 of 120 BR Squadron that was forced down with engine failure North West of Cape Scott. Due to the quick thinking of Paul Howard (airframe mechanic) and the rest of the crew who utilized their weight on the good wing tip to keep the aircraft from rolling over because the other wing tip float had been ripped off during the forced landing. The Royal Canadian Navy came to the rescue and towed the aircraft safely to Bella Bella. Here it was repaired and returned to service.

Stranraer 951 also from 120 BR Squadron crash landed due to engine failure 90 miles off Cape Scott. All the personnel were safe according to the radio report to another 120 BR aircraft circling overhead. The circling aircraft was forced to return to base for refuelling. When it returned to the scene after refuelling in about two hours the aircraft and all hands had vanished, never to be seen again.

Madeline Penney, #403, 1717 Adenac St. Vancouver, B.C. VSL 4Y9

Ed. note: One wonders why there was no flotsam no inflatable dinghy, lifejackets, cushions- nothing. Especially since so short a period had lapsed. What happened? Submarine action? No one knows except maybe the Japanese or the Germans?

Books in Review

by Jerry Vernon

“ICE RUNWAY”: Roy Mason’s “Ice Runway” is a new book by Douglas and McIntyre, the same publishers who brought us Justin de Goutiere’s “The Pathless Way”, another tale of flying on the West Coast of Canada.

Roy Mason is a retired Professional Engineer, and a friend and co-worker of this reviewer at B.C. Telephone for close to 25 years. I often wondered where Roy took off to, when he would take a day off to ‘go flying on a nice sunny day. Those who say Roy’s slides of the local glaciers, snowfields and lakes at the Museum’s Spring Dinner now know the beauty that can be found just a few minutes flying time North of the Lower Mainland.

Roy was involved with the mountains long before he took up flying and building up modified Piper Super Cubs for high altitude operations. He is a former President of the Mountaineering Club of B.C. and a founding member of the B.C. Mountain Rescue group. As a climber, he often found it necessary to charter aircraft in order to reach his starting point in the mountains. In 1957, the desire to fly himself struck, and lessons were started with Tony Cosgrove at the Aero Club of 8.C. A float endorsement followed in 1960, and several rather unsatisfactory forays into the high lakes in the Aero Club’s Cessna 170B soon indicated that a much better-performing aircraft was needed.

The first real progress was the leasing of a Super Cub on floats in 1961, from Ed and Rose Zalesky’s Pacific Lings Ltd., followed by the purchase of Super Cruiser CF-NZU the following year. Taking off on skis from the grass at Delta Air Park left much to be desired, besides entertaining and amusing the locals, so proper Federal wheel-skis were obtained and fitted, as the first of a series of modifications engineered and installed by Roy, allowing a number of thrilling flights into very high icecaps in the Coast Range, for sightseeing as well as to drop off climbing parties and supplies.

The next step up was from the two-seat Super Cruiser to a four-seat PA-14 Family Cruiser, suitable for float operation in the Summer months. After two disappointing years with CF-STZ, the decision was made to go for a fully-customized mountain aircraft. Two disassembled PA14’s were obtained, and 2 1/2 years of work was put into the construction of CF-FTP, a 150 hp machine with extended flaps, doors on both sides for seaplane operation, extended plexiglas roof, modified fuel systems, enlarged baggage compartment and so on. In 1975, performance was further improved by and expensive upgrade to a 180-hp Lycoming

Besides the thrills and chills of mountain flying, the book also outlines Roy’s trials and tribulations while earning his helicopter licence, several frustrations in trying to locate a cabin retreat on some high lake that would still come open for float operation in the Summer, and a series of hair-raising and potentially disastrous mishaps in the late 1970’s, culminating in the ultimate disappointment of heart problems which have currently deprived him of his Pilot’s licence.

It is unfortunate that the black and white photos in the book do not do full justice to the mountain splendour that has been captured by the author and Deni Eagland.

If you enjoyed “The Pathless Way”, you will find “Ice Runway” equal or better in its portrayal of B.C.’s unique flying opportunities. It is a book that I could not put down until I had read it all. The book is priced at only $18.95 from the Museum’s gift shop (or at other bookstores if you don’t want us to make a little profit on it!,

AIRCREW REUNION WINNIPEG, SEPT. 6.7.8.9

“X-AIRCREW” means R.C.A.F., R.A.F., R.A.A.F., S.A.A.F., R.N.Z.A.F., KOREAN & VIETNAM.

If interested please contact: J. ANDERSON AT 985-7625

re: fare at handsome discount*

*includes wives etc. or write:

4th COMMONWEALTH AIRCREW REUNION

P.O. Box 2639, Winnipeg, Man. R3C 483

BCRIC SHARES DONATION PROGRAM

There is a novel way to help your Museum. Send in your free BCRIC shares, endorsed to the CMFT. Some day they might have a value and the museum may benefit at no cost to you. Do it now.

HIGHLIGHTS FROM OTHER TRANSPORTATION GROUPS

The West Coast Railway Association is a non-profit organization of railway enthusiasts dedicated to the acquisition, preservation, restoration, and operation of railway artifacts and rolling stock. ALRT CARS RETURNED TO SENDER. With the completion of their short demonstration period in Vancouver last summer, the ALRT cars were returned via CP Rail to their manufacturer in Millhaven, Ontario.

THE END OF AN ERA IN B.C. Sunday, March 25, 1984 marked the final scheduled run of the Brill Trolley bus coaches in Vancouver. They began their service careers in 1948 and for almost 40 years have been a familiar sight on Vancouver streets. Vancouver is one of the few cities in North America still using trolley buses, although at one time more than 130 cities operated trolleys. The old Brill buses were famous for parting from their overhead wires, especially during rush hour. Time will tell if the new replacement High-Tech Flyer buses will follow suit.

YOUR ARTICLES ARE WELCOME

There must be countless members and friends of the Museum who can contribute their aviation recollections to the pages of the Newsletter. We are interested in just about anything, particularly if it has a Canadian connection.

If you have trouble getting started, why not select a photograph from your collection to prime the pump. We want articles from mechanics and pilots, engineer: and office staff, from salesmen or weekend pilots. It can be the history of a small bush airline, or a wartime mission. Ever the technical procedure for re-engining Junkers 34 is of interest. Page S

CANADIAN AIRWAYS GROWING PAINS

Lockheed 10 on the ramp at Boeing Field, Seattle. Gordon 5.Williams photo.

The following article is reprinted from “Air Museum News”, the publication of the Museum of Flight in Seattle, with their permission and that of the author.

by David N. Parker, Curator, Aviation and Modern History, Provincial Museum, Victoria British Columbia.

On October 1, 1935, a frail-looking twin-engine biplane taxied up to the Northwest Airlines facility at Boeing Field in Seattle, CF-AVJ, a DeHavilland ‘Rapide’, brand new and resplendent in its Canadian Airways livery of dark blue and orange, was inaugurating a new scheduled canadian air service between Seattle, Washington, and Vancouver,B.C., some 122 air miles to the north. This route was intended to be a training ground for Canadian Airways.

Canadian Airways, since 1930, when it was organized with the backing of Winnipeg financier James Richardson and the Canadian Pacific Railway, had become the largest operator of bush aircraft in Canada. With aircraft virtually everywhere in the nation, it had even more ambitious plans: it hoped soon to operate a government- proposed transcontinental airline in Canada, something that was becoming a necessity both from the standpoints of nationalism and practicality. The mid-1930’s were in some ways similar to an earlier period in Canadian history: in the 1880’s, if a Canadian living on the west coast wanted to travel to the east quickly, he had to first journey south, take an American Transcontinental train east and then return north again to Canada. The same situation existed with respect to airlines 50 years later.

If the company were to be succesful, they would have to create for themselves, or have access to, all the basic operations of an airline both on the ground and in the air. Services such as dispatching, ticket and baggage handling, setting up and operating communications facilities, training and upgrading of crews’ qualifications, would all be very necessary.

Airline maintenance also had to be arranged, a task which required more sophistication than experience in the bush provided. Moreover, Canadian Airways would have to upgrade its operations to conform to U.S. Bureau of Commerce. Doing so would also establish a solid basis upon which to expand and the company could gain valuable experience by interchanging with the U.S. carriers. There was a tremendous amount of work ahead.

Canada at this time did not have the necessary facilities to operate a transcontinental service. While emergency fields and gas-fuelled navigational beacons did exist–many had been constructed under Department of National Defence work relief programs–they were far less effective and sophisticated than those required for airline service. Airmail pilots had compplained bitterly about the inadequacies of the “airways.” The topography and climate of Canada presented formidable obstacles to air travel.

Though not without its difficulties, the Vancouver/Seattle run presented relatively few problems in this regard. There was an additional incentive to operate the service: Canadian Airways was able to trade off its unprofitable run between Winnipeg, Manitoba, and Pembina, North Dakota, to Northwest Airlines for reciprocal rights between the two west-coast cities. Northwest itself had only extended its lines west to Seattle a year earlier, in 1934. When the opportunity to expand into mainline operations presented itself there were capable people, in positions of authority within Canadian Airways who were enthusiastic.

One of these, Don MacLaren, a highscoring Canadian fighter ace in World War I and, since May 1, 1928, Superintendent of West Coast Operations, had always been enthralled with the possibilities of commercial air transport. Returning to British Columbia after the war, he had established his own air service, Pacific Airways. Flying a war-surplus Curtiss HS2L flying boat, he undertook fisheries patrols for the federal government. In 1928, with the purchase of his company by Western Canadian Airways, MacLaren continued to enthusiastically promote the idea of a transcontinental airline.

While Canadian Airways had a sizable fleet of aircraft and was an experienced bush and charter operator, it had no illusions about being up to U.S. airline standards. This situation had become all too apparent to them on the Winnipeg run, where Northwest and Canadian Airways had operated a joint service. Northwest flew the Hamilton H47 all-metal aircraft which, complete with uniformed aircrew and cabin attendants, provided a far superior service to that of its Canadian equivalent. This was usually a bush aircraft recently returned from a charter to the far north. If a transcontinental service was to be established, with the inevitable U.S. connections, higher standards would have to be achieved. The inauguration of the Vanccouver to Seattle service was ample justification for improvement–it was an ideal training group for both procedures and equipment.

The “Rapide”, though obviously less than suitable in its intended role, had been purchased specifically for this route at the insistence of the Canadian Post Office. The most realistic reason for this choice would seem to be the presence of the De- Havilland Company in Canada and the fact that the Rapide was the only even remotely suitable aircraft built by them. Canadian government policy at this time was to “buy British” possibly in the interests of Imperial solidarity. In any event, it was a poor choice. After only a month in service, comparisons between the “Rapide” and the Lockheed 10A’s and Boeing 247’s, then operated by Northwest and United respectively, were inevitable and damaging.

The British aircraft lacked many of the modern features of its U.S. contemporaries. In addition, being a biplane, it looked extremely antiquated. The result was, inevitably perhaps, that the authorities in the Canadian Government that had first demanded its purchase, now pressed Canadian Airways to acquire a more modern aircraft. Until a replacement could be decided upon and delivered, however, the newly uniformed Canadian Airways crews had to make out as best they could. This included having to cope with gibes from American friends who repeatedly pointed at the “Rapide” and asked “What is it?”

According to Victoria-born Maurice McGregor, relief pilot on the service, “AVJ” was slow but otherwise a pleasant aircraft to fly. His “training” on the type–he had only recently been flying bush aircraft and the Sikorsky S-38 amphibian used on the Vancouver-Victoria run– consisted of watching as a passenger, as Billy Wells, the regular pilot, did a series of fast landings. The pilot of the “Rapide” was all by himself in the nose, and so there was no possibility of dual- control training. After a briefing by Wells, which lasted all of 15 minutes, McGregor took the controls himself, did one or two practice landings, and then headed for Seattle with the mail. He had been flying into Boeing field off and on for several years and was familiar with the territory. This was a good thing because the “Rapide” could not fly on instruments and procedures were in any case primitive.

NOTICE OF MEETING

Canadian Museum of Flight and Transportation, Vancouver Island Branch, holds meetings on the last Wednesday of every month at 7:30 p.m., at the Bay Street Armouries. Please use the Field Street entrance. Anyone interested is welcome to attend.

MINUTES OF ANNUAL GENERAL MEETING

CANADIAN MUSEUM OF FLIGHT & TRANSPORTATION Held APRIL 19, 1984 at 13527 Crescent Road., Surrey, B.C.

CALL TO ORDER: 20:05.

MINUTES: March 15 minutes distributed. Motion to accept carried.

FINANCIAL STATEMENT: For period ended 31/04/84 read.Filed for audit.

REPORTS:

Fort Langley: An offer has been made to to the owner of the property.

Granville Island: Requested and denied an extension.

Open House: June 23 and 24th.Meet May 9

Expropriation, Storage Site: Members oncouraged to write Bill Ritchie, Min. of Municipal Affairs.

Expo ’86: CMFT to display several airplanes at Expo ’86.

Work Bees: Poorly attended. Help, please with shopping centre displays also.

Newsletter: Advertising needed.

Restoration Projects: All restoration projects except Norseman on hold.

OLD BUSINESS:

Annual Dinner: Roy Mason is speaker.

NEW BUSINESS:

– Letter to Premier sent. Action started. Chipmunk available to CMFT. Sponsor needed $15,000. cost.

– CMFT radio show has been arranged on C- ISL radio. Two 5-min spots daily. –

Workshop Offer: Murray Lundberg has offered use of heated, lighted shop.

ANNOUNCEFECTS:

Mosquito Show: May 12 from 10-2 p.m.

Next Meeting: Thurs 0 p.m. flay 17th.

PVI Otter to Vancouver: Need truck.

ELECTIONS:

Rarry Jackson chaired. Secret ballot conducted. 1984/85 Directors elected.

The instrumentation in the tiny one-man cockpit was extremely rudimentary and some- what strange to a North American pilot. McGregor recalls that “it consisted of a Reed-Sigrist turn-and-slip indicator peculiarly British. There was a needle suspended from the top and one pointing up from the bottom–very tricky to operate.” It was obvious that the small British airliner was not up to its job, particularly when more would be demanded of it.

Recognizing the need to conform to U.S. standards to retain its rights to operate the Seattle service, Canadian Airways would have to become capable of flying on instruments. Wells and McGregor, and later, Harry Winny as relief pilot, would have to be trained to use the radio range, then in use in Seattle, and the aircraft equipped to permit blind approaches. Several pilots, among them Maurice McGregor, during service with the Royal Canadian Air Force, had already received such training, attending courses at Camp Borden, Ontario.

Canadian Airways decided that it would institute its own “in-house” instrument training, a wise move in view of its future prospects. As a consequence of this decision, Z. Lewis Leigh who, along with McGregor, had taken the R.C.A.F. course, went to Oakland, California and attended the course on instrument flying offered at the Boeing School of Aeronautics. A Laird, CF-AQY, which had earlier been used for carrying the airmail on the prairies, was transferred to Vancouver and equipped to serve as an instrument trainer.

Training then got under way with the crew assigned to the run. They were sent to Seattle to familiarize them with the radio range procedures- a necessity since Vancouver would not be so equipped until the late spring of 1937. In Seattle, considerable assistance was given to the Canadians by Northwest Airlines’ Bill Straith, himself a Canadian with relatives in Victoria. Straith would often unofficially act as a check pilot for Canadian Airways’ crews undergoing instrument training–a move unintentionally prompted by Don MacLaren when he had earlier enthusiastically informed Straith of his company’s hopes.

Canadian Airways maintained close relations with Northwest, using their facilities in Seatle much as Northwest had those of Canadian Airways in Winnipeg. Northwest served as agents, providing communications, dispatching, reservations and baggage handling, when passenger service was introduced in March 1936. In Seattle, Canadian Airways aircraft were stored in the Washigton Aircraft Repair hangar owned by Elliot Merrill and Gil Cook.

Initially, as was often the case with a new airline service, only mail had been carried. The intention had been to inaugurate passenger service in February, 1936, but difficulties with the Rapide’s radio forced a postponement. Clearly inadequate, the Rapide was in service on this run for less than a year before it was moved to an eastern Canadian line where it was ultimately destroyed by fire in 1939.

Canadian Airways readily agreed with the Post Office that a replacement, a much more up-to-date one, had to be found. The decision was made in favour of the Lockheed 10A, the same aircraft then operated by Northwest. It was a good choice. It was insument-capable and also having the means to cope with the ice so frequently encountered in west coast flying. In the summer of 1936, Don MacLaren travelled to California to take delivery of CF-AZY, the first Canadian-operated mainline type airliner to see service in British Columbia since the B.C. Airways Ford Trimotor in 1928. The Vancouver SUN of August 5, 1936, commented on the arrival of the “beautifully streamlined” Lockheed:

Among it’s…modern equipment are: powerful landing lights,twoway radio connection with the ground, individual reading lights and ventilation control for each passenger, retractable wheels, wing flaps that act as air brakes to permit a low landing speed, reclining chairs, sound proofing and dual controls.

The Vancouver/Seattle service could now be put on a more truly competitive basis with the American airlines which were also on that run. The Canadians would be able to learn a great deal from their American counterparts.

Maurice MacGregor, who had extensive experience with bush flying in northern Canada and fisheries patrols along the British Columbia coast, saw a future in the airline aspects of commercial aviation. While there was less pay in airline work, and frankly fewer hours of flying, McGregor recalls, the potential for advancement was considerable.

With the introduction of the Seattle service on a scheduled basis, it became necessary for Wells and McGregor to establish themselves and their families as residents of Seattle, taking out visas that permitted them to “domicile” in the U.S. city. This privilege carried with it apparently all rights and responsibilities of American citizenship with the sole exception of being able to vote. “It seems strange, looking back, but I had to pay into the U.S. Social Security system,” Maurice McGregor recalls.

By late summer, 1937, the Canadian government had decided to establish its own airline rather than relying on the private sector, as had been its original intention. Canadian Airways, its dream of forming the transcontinental airline at an end, sold all its aircraft used on the Vancouver/Seattle service to the government. Trans-Canada Airlines officially came into being on April 10,1937 by an act of the Canadian Parliament. The first T.C.A. flight was to Seattle–it had been retained by the government as with its previous owner, essentially as a training ground. Maurice McGregor trained most T.C.A. crews in service before World War II on the Vancouver-Seattle run.

The ironic situation then existed, briefly, of Canada having the western terminus of its national airline, the United States. Trans-Canada Airlines by 1938, was extending its lines eastward, over the mountain ranges of British Columbia to Lethbridge, Alberta, and then across the prairie provinces to Ontario and the east. The Vancouver/Seattle run subsequently became a feeder line to the larger system, but it had served its intended purpose well. As a training ground, it had established a solid base from which grew one of the world’s largest international airlines –what is now Air Canada.

WE’RE BEING VISIBLE!

Several displays are scheduled, including a week-long display during Transportation week May 28 to June 2 at Richmond Square, an informational display at the Hyak Festival May 26 & 27, and at the McLaughlin Buick show at Port Coquitlam the same weekend. Another week at Brentwood Mall June 11 to 16, and June 13 to 16 at Scottsdale Mall.

CMFT will be attending the Alberta Air Show at Red Deer Aug. 4 and 5th, and of course we’ll be at the Abbotsford Air Show August 10, 11 and 12.

OPEN HOUSE ’84 AS DESCRIBED ELSEWHERE IN THIS NEWSLETTER IS #1 IN IMPORTANCE.

Expropriation Reading

Surrey Council has given third reading to an expropriation order pertaining to the Crescent Beach CMFT storage site,

Some time in the future, probably within the next two months, council will hold meetings with Rose and Ed Zalesky to discuss land value and tenure.

Further details will be made available to members as they become known.

MUSEUM REBUILDING NORSEMAN CF-BSC

by Jerry Vernon

The current active re-build project at the Canadian Museum of Flight is the historic Norseman Mark V, CF-BSC (c/n N29- 17), well-known in Eastern Canada for its 25 years of service with Austin Airways.

The famous Canadian-built Norseman bushplane was designed by the late Robert 8. Cornelius Noorduyn, a Dutchman who had previously worked with Sopwith, Armstrong Whitworth, Fokker, Bellanca and Pitcairn Aircraft, where he rapidly rose from Apprentice to Designer. With Fokker Aircraft from 1920, he managed their U.S. operation, and was the designer of the Fokker Trimotor and the well known Fokker Universal, an aircraft made famous in Canada by the likes of Punch Dickens and many others. In 1929, Bob Noorduyn moved over to Bellanca Aircraft Corp., where he was invoIved in the design of their Bellanca Sky- rocket, and thence on to work on the Pitcairn Autogiro.

In 1934, Noorduyn moved to Montreal, and formed Noorduyn Aircraft Ltd., with the object of designing and producing an aircraft that he could see was badly needed for Canadian bush operations…one that could carry a heavy load in and out of restricted areas, with large cabin, high wing, single engine, and the ability to be converted quickly and easily onto wheels, skis or floats, as the seasons demanded. At this time, the ‘aircraft to beat’ was the new Fairchild 82.

The prototype Norseman, CF-AYO, was produced in 1935 by a separate company set up for production purposes, Noorduyn Aviation Ltd. The Norseman Mk.I aircraft was powered by the 420 hp. Wright R-975, as was the Mk.II model. Only four Mk.I and Mk.II models were produced, followed by a further 3 or 4 Mk.III’s, with the Pratt & Whitney Wasp SC1 engine (450 hp.).

The first large-scale production model was the Mk. IV, with the reliable Pratt & Whitney Wasp R-1340 53H1 engine (550 hp), with an associated increase in gross weight and load capacity. Norseman Mk.IV production totalled 92 aircraft, including 77 for the RCAF, 9 for the USAAF and one for the RCMP. Initial production was at the rate of one aircraft every 60 days, but production, staff and size of the facilities at Montreal’s Cartierville Airport soon grew. By the outbreak of World War II, they included the old Curtiss-Reid factory and Government-owned buildings that later went on to become the Canadair factory.

Besides producing their own Norseman aircraft, the Noorduyn plant also turned out close to 3000 Harvard trainers for the RAF and RCAF, and operated an extensive aircraft overhaul shop, with a total staff that eventually reached 11,500 workers in 1943.

In addition to Mk. IV production for the RCAF, USAAF orders for the UC-64 model (Mk.VI) eventually added up to 767 aircraft, a handful of which ended up in RCAF hands or were delivered to ‘high priority’ civilian customers such as the airlines. An order for a further UC-64 production batch from Aeronca was cancelled late in the war.

The reader will have noted that there was no “Mk.V” Norseman in between the Mk.IVC and the Mk.VI models. Bob Noorduyn ‘saved this designation for his “vee for Victory” model. The Norseman V was first produced shortly before VE-Day, with the prototype flying in June of 1945. Like the USAAF UC-64, it was equipped with the Pratt & Whitney R-1340-AN1 engine. Unfortunately, it soon found itself competing with the hundreds of war surplus Mk. IV’s and UC64’s thrown on the market after 1945.

Although Noorduyn, like many other manufacturers, tried desperately to diversify after World War II, he soon was in trouble, and sold out in the Spring of 1946 to Canadian Car and Foundry Co. Ltd., where Norseman Mk. V production carried on in Montreal at a slow pace until 1951, with a total of 50 aircraft produced. In 1951, CanCar test-flew the stretched Mk. VII model, with an all-metal wing, but this development went nowhere.

In 1953, CanCar sold the Norseman rights (except for the Mk. VII) back to a Montreal group headed by Bob Noorduyn, Austin Latremouille and Joe Zinnato, who formed Noorduyn Norseman Aircraft Ltd., to continue on with aircraft production and the provision of spare parts. This latter activity has proved to be a continuing goldmine for the company up to the present time, with 50 to 60 Norsemen still on the Canadian Register, plus others around the world. In addition, a further five Mk. V aircraft were produced by Noorduyn and Curtiss-Reid, on a custom basis, up to 1959.

Altogether, depending on the reference source, approximately 920 Norseman were built. Bob Noorduyn passed away in 1959, at the age of 66.

Two famous people lost their lives in Norsemen…Major Glenn Miller, Director of the USAAF Band, who disappeared on a flight from England to Paris in 1944, and F/L George “Buzz” Beurling, top Canadian fighter ace of WW II, who was killed while flight testing one in Rome for the Israeli Air Force in 1948.

Back to the subject of this profile, the Museum’s Norseman (CF-BSC) us one of those post-war aircraft produced after CanCar took over from the original makers. CF-BSC was the 17th Mk. V produced, and was manufactured on 4 June 46 for K. V. Gamble and Company of Toronto. As the Gamble company went bankrupt before delivery was taken, the aircraft was subsequently sold instead to Austin Airwys, Sudbury, Ontario and was registered to them on 23 Aug 46… the start of a 25 year and 13,000 hour career with that operator.

CF-BSC has not had an exciting career flying, changing from floats to skis and back again every Fall and Spring. One pilot, Rusty Blakey, of Sudbury, has logged some 10,000 hours at the controls of BSC for Austin Airways.

A review of the MoT files in Ottawa reveals only one accident/incident on record for BSC…on 23 June 52, Rusty Blakey was landing at Richmond Gulf, on the East side of Hudson’s Bay. While the aircraft was still on the step on the landing run, the right float hit a submerged rock, and the aircraft swung onto more rocks, severely damaging both floats. Unfortunately, the only logbooks that came to CMFT with the aircraft start in 1966, so no further details are available.

Over the years, BSC continued on with Austin, piling up about 400 to 600 hours a year (800 hours some years), while the owners played “musical chairs” with a series of R-1340 engines that appeared and re-appeared on the airframe. In 1969, the logbooks show that a set of overhauled wings and tail units were installed, which accounts for the fact that the Museum’s restoral crew have noted the wings to be an un-matched pair, not original on the aircraft.

Some time in 1971, ownership changed to In Airways Ltd., Toronto Island Airport, and on 24 May 73, BSC was transferred to Cargair Ltee., Lac Kaiagamac, St.- MichelDes-Saints, P.Q. The pilot for Cargair was A. Desrosiers.

CF-BSC continued to fly for Cargair until the last logbook entry was made, on 20 Oct 74, at 14,805:20 hrs. It apparantly sat idle after this, and in July of 1981 was dismantled and trucked to Lauzon Aviation, Algoma Mills, Ontario, where it had been purchased by Reino Makela.

In the Spring of 1983, Ed Zalesky got wind of this aircraft being up for sale, and the CMFT Directors were asked if an offer could be made to secure it. When the phone call was made to Algoma Mills, Ed was advised that some s.o.b. from B.C. had beaten us to it by half an hour, much to the disappointment of all concerned. Things brightened up considerably the next day when member King Perry phoned to advise that he had just bought a Norseman, and would CMFT be interested in having it donated?? You betcha!!

Ribs being repaired on CF-BSC in early Feb.84, at commencement of Job Creation program.

To complete the record, CF-BSC was purchased by John Kingsley Perry, less engine, June of 1983, and donated to CMFT on 17 Dec. 83. Viggo Petersen trekked back to Ontario in the Fall of 1983 with Bill Thompson’s trusty truck, and Roy Briscoe’s trailer and came back with BSC. Since that time, much of the Museums’s time, effort and available cash has gone into the restoral of this machine. Viggo Petersen, Ted Harris, Mike Macgowan and others working on our current Federal Job Creation grant have stripped down the airframe, inventoried the parts, repaired some minor damage, and have (at the time of writing) recovered and doped all flying surfaces.

The fuselage is going back together nicely and it too will soon be ready for some fabric.A deal has been made for an engine, which should allow BSC to fly once again and it is hoped that this restored example of Canada’s first home grown bush plane design will have a place of honour at Expo $86.

Note: In addition to CF-BSC, the Museum also has in store a Norseman Mk.IVW, CF-PAA, which is c/n 32 and ex- RCAF 2459. This was built as a wireless trainer for the RCAF in 1940, and has a much more ‘colourful’ post-war history. travelling through about 9 civil owners, ending up as a fish freighter for Sea-Air Pac at Tofino. We will review this file in a later newsletter.

Research Sources: MoT files on CF- BSC, logbooks for CF-BSC, “Canadian Aircraft Since 1909” by Ken Molson, “The Saga of the Norseman” by Robert G. Halford.

FORT LANGLEY SITE NEEDS FINANCIAL HELP

With expropriation of the farm storage site now in the works, a permanent home site is now more urgent than ever. Several options are being considered including the purchase of a large farm with existing buildings that could be converted to museum use, and the balance of the farm either leased or operated as a farm under some sort of co-operative or corporation plan.

If you’d like to “buy in” on the land purchase or into whatever venture is put into motion to make the operation of the museum at that site practical, please let us know. Your participation (with solid dollars) may solve this pressing problem.

ALL IN A DAY’S WORK

by Matey

The date was March 6th and we had been gone two weeks. Our crew had been flying to the isolated bush camps to cut blocks of ice from the frozen lakes and store them for the summer.

The ice was two feet thick in some places and the snow was three to four feet deep in the bush. We had worked hard and today we would fly home to our base.

Everyone was up early and the fire in the airtight heater had it glowing red. It had been another cold night (38 degrees below zero). The Wasp Junior would need a lot of heating before it would start. I filled the blow pot (a sort of blow torch affair) with Naptha gas and pumped up some pressure. Mitts and parka on and blow pot in hand I headed down to the plane. The Beaver had been covered with an engine tent when we shut down two days ago. An engine tent is just that–a large canvas cover that fits snugly over the couling and propeller. It is long enough that it hangs to the ground.

I secured the bottom of the tent, lit the blow pot and crawled inside to begin the long warmup process. The oil is so thick at 38 degrees below that it won’t run. At this temperature a man can do chin ups on the propeller and batteries lose their starting power.

An hour later Bill came to relieve me so I could go to the cabin and warm up. Someone had to be with the plane at all times in case the engine tent caught fire. That could mean disaster!

Inside the cabin the others were packed and waiting to load. The aircraft had been heating since 7 o’clock, but this morning it would take three hours to heat the nine-cylinder radial. Even after you’ve watched the frost climb the blade of the propeller, and creep up the cylinders, the crank case is still cold.

Mike’s DeHavilland DHC-2 Beaver

At 10 o’clock it seems ready to go. All have taken their turn sitting on the ice watching the blow pot. I take the heavy aircraft battery out of the cabin where it had been placed to keep warm and load it in the sleigh to take to the plane.

As I place the battery back in the plane Bill shuts off the blowout and removes the engine tent. We begin to revolve the eight and one half foot propeller by hand to make sure everything is loose and to make the starter’s job easier. We climb into the cockpit after 15 or 20 revolutions.

Inside I reach down beside my seat with my left hand and open the primer-plunger, then while watching he fuel pressure gauge, so as not to exceed Spsi. I operate the wobble pump with my right hand and give the engine five shots of prime. Then with the primer locked in place, its time to fire up.

Master on. Mixture rich. Prop in coarse pitch. Hit the starter switch. The starter motor whines and the big prop swings through two revolutions. I pump the throttle twice, switch on the mags and touch the boost coil. The 450 horsepower Pratt & Whitney coughs, then barks to life..a good thing, as a missed start could frost the plugs. That would mean removing the plugs, heating them to remove the frost, replacing them, then reheating the engine.

We run the engine for five or ten minutes and watch the oil temperature climb. Once the temperature is up, we shut down and load the airplane. Bill gives the skis a kick to break them loose from the snow. The wing covers are removed, folded and loaded. To start this time..three shots of prime and away she goes. Prop in fine pitch. Flaps down. Aircraft into wind, and we’re on our way.

I slowly advance the throttle to about 25″, move the carb heat lever from Hot to Full Cold, then push the throttle all the way to 36″. The DHC-2 bumps along the lake gathering speed; the tail comes up and at about 70 mph we’re flying. Soon we are covering the frozen bush country at 125 mph in the clear cold skies.

Just another day in the life of a bush pilot.

We Repeat…

you can be a part of the effort to insure that our priceless relics are preserved and properly cared for through future generations if you include in your will a bequest to the Canadian Museum of Flight and Transportation. You may bequeath cash, securities and real or personal property to the permanent Endowment Fund where the income from your memorial will continue helping to support the museum Or you may choose a special purpose such as constructing buildings, acquiring important relics, the reference library, or renovation or restoration of an exhibit.

You will find that a living trust will secure your wishes while providing income for you or your designate for the rest of your lives

Think of the Canadian Museum of Fight and Transportation as you look to the future.

LOOK AT ALL THEM MOTHS!

A lineup of Dellavilland Moths at Vancouver Airport, 1940. The Moth was the basic trainer for the BCAR For the BCATP (Comm3 For the BCATP (Commonwealth Air Training Plan) whereby thousands of pilots were trained at bases across Canada. Gordon Peters photo.

STATIONS OF THE RCAF, SEA ISLAND

by Flight Lieutenant D.F.B. Metcalf

This year marks the Diamond Jubilee of the formation of the RCAF. To mark this occasion we have reproduced the following article which first appeared in the Jan-Feb. 1961 issue of THE ROUNDEL.

All RCAF stations have important parts to play in today’s assigned air force roles. However, few are as favoured in location as RCAF Station Sea Island. Not only does this west coast base have a varied and vital mission, but its idyllic- like setting between snow-capped mountains and the blue Pacific has earned it the nickname “Shangri La of the RCAF”. (Editor’s note: Really?)

Situated across the field from Vancouver International Airport’s civilian terminal, this RCAF station has literally grown up around what 20 years ago was one of Sea Island’s most prosperous farms. Since its wartime creation RCAF Sea Island has had a variety of roles, perhaps none more impor tant than today’s search and rescue, emergency evacuation, and transport in supply of military and civilian requirements in the event of nuclear attack.(!)

IN RETROSPECT

The war-time history of the west coast saw the birth of Station Sea Island. At the outset, No. 8 Elementary Flying Training School opened its doors in July 1940. Tiger Moths were supplied by the RCAF and used by the Vancouver Flying Training Company, with hangars and buildings on the south side of the field (Ed. Note: the former West Coast Air hangars). When Canada declared war on Japan in December 1941 the EFTS was moved to Boundary Bay and the aerodrome and facilities of Sea Island were made available to the operational requirements of Western Air Command.

To meet air defence requirements on the west coast, a succession of operational squadrons were transferred from the east coast and the formation of others took place rapidly. The first, No. 11 (Fighter) Sqn., was formed in December 1941 and transferred immediately to Patricia Bay on Vancouver Island. In Jan. 1942, No. 8 (Bomber and Reconnaissance) Sqn., arrived from Sidney, NS, completing the first coast-to-coast flight by a squadron.Equipped with Bolingbrokes, No. 8 moved to Alaska by June 1942 when the Japanese invaded the Aleutians.

No. 14 (Fighter) Sqn. flew Kittyhawks here from March 1942 to February 1943,, and No.147 (BR) Sqn. equipped with Bolingbrokes continued from June 1942 until February 1943. One of the first squadrons to be equipped with Cansos was No. 160 (BR) at Vancouver in May and June 1943.

No. 163 Army Co-operation Sqn. flying Bolingbrokes, Cranes, Harvards, and later Kittyhawks, was on the west coast from March 1943 to June 1944. Active in the air defence of Vancouver, Kittyhawks of No. 133 (F) Sqn. resided at Sea Island from March to August of 1944, followed by No. Page 20 132 (F) Sqn. which performed the same function for a few months. For the greater part of this period, from August 1942 to September 1945, No. 8 Radio Detachment operated continuous RDF and other telecommunications requirements of this base.

While bomber reconnaissance and fighter came and went, two other squadrons remained at Sea Island for lengthy periods. These two units, No. 165 Transport and No. 166 Communications Squadrons came to the West Coast early in 1943 and were disbanded here in October 1945.Equipped with Norseman, Goose, Electra, Cranes, Ansons, Expeditors and Harvards, No. 165 and No. 166 filled roles of transportation, rescues, searches, mercy and hospital evacuation, drogue towing, and photographic missions.

In March 1942, Station Sea Island emerged as an entity in itself, with the formation of a headquarters. Its many branches-supply, accounts, technical and others have over the years provided the administrative and logistic support for a diversity of flying units. THE STATION TODAY

Currently Sea Island is made up of station personnel, No. 121 Composite Unit, Nos.442 and 443 Auxiliary Squadrons. An Air Movements Unit, the west coast debarking point for 12,504 passengers, 57,600 lbs of freight and 34,521 lbs of baggage during 1959, is also lodged at Sea Island. During July and August of each year, the station hosts approximately 1,800 air cadets at summer camp.

A 10-bed hospital, two chapels, large recreation centre, library, bowling alleys, hobby shop, and 109 married quarters are located on the 543 acres of perennial evergreen where used to graze the Fraser delta’s most famour dairy herds. Several of the buildings in use today, including the headquarters of No. 121 KU and the commanding officer’s hme, were there when the farm was taken over in 1940.

Most of the residents have strong feelings, either pro or con, about the climate and conditons on the west coast. Definitely in the former category is the station’s present KCD w/C 1.J. Mackinnon, DFC, who, on his transfer from Ottava last summer, said “I would have crauled all the way on ay hands and knees.”

121 COMPOSITE UNIT (KU)

NO. 121 (KU) is made up of a transport flight with C-47 Dakotas, Cansos and Albatross; a rescue flight with Vertol H21A helicopters and amphibious deHavilland Otters; a training flight with T-33’s and Expeditors; a land search section staffed with a keen group of parachutists who are constantly practicing with a variety of equipment; an AMU detachment; and last but not least, a very busy and highly efficient operations staff.

The Albatross, the new look in search and rescue, arrived at Sea Island in November.

Search and Rescue, as an organization, came into being in 1946 under Canadian agreements with the International Civil Aviation Organization. Rescue Co-Ordination Centres, operating on a 24-hour basis, co-ordinate all search and rescue operations involving RCAF, RCN, Army, Department of Transport, RCMP and civilian agencies within their areas of respnsibility. No. 122 (KU) in its responsibility for the RCC at 5 Air Division, maintains a 24-hour standby for searches, rescues, and mercy trips to handle all flying commitments within B.C.

Immediately available, in addition to the air crew, are doctors, flight nurses, pararescue medics, and mountaineers, land search teams, engineers, crewmen and spotters.

These specialists have at their disposal equipment of a great variety: a mobile command centre, radio equipped jeeps,delicate respiratory equipment, walkie-talkies, boats, outboard motors, all types of survival gear and droppable containers. The routine at No. 122 KU is anything but dull. Located on a busy International airport, with radio facilities and navigational aides common to a metropolitan centre, one might envision the flying role a straight forward procedure. Consider that the airways of B.C. service only a few large centres, that most mercy trips and all searches occur in remote, rugged and mountainous terrain, that the Rockies, Selkirk and Coast mountains extend over most of the province, that weather foreacsting is probably as difficult as anywhere in the world.

Geography, weather, a variety of equipment and ever-changing circumstances of rescue, evacuation and search, all dictate a necessity for a high state of proficiency on behalf of aircrew and all personnel contributing to the unit’s basic function.

THE AUXILIARY

No. 442, City of Vancouver Sqn. (originally No. 14 (F) Sqn.) and No. 443, City of New Westminster Sqn. (formed as an Auxiliary in September 1951) currently make up the Reserve at Sea Island.

W/C D.F.R. Aitken is CO of No. 442 Sqn. and W/C J.D. Fisher is CO of No. 443 Sqn. The two squadrons are in turn responsible to No. 19 Auxiliary Wing Headquarters under the command of G/C R.B. Barker, DFC. The Reserve Support Unit, with S/L W.S. Harvey as DC, is a lodger unit on the station and provides maintenance and instructional support to the auxiliary squadons.

The Reserve Sqns. in Vancouver are equipped with Expeditors and amphibious Otters. With these aircraft the Auxiliary carry out a role of emergency, disaster, and light transport flying. They also provide support to search and rescue activity on the west coast.

Squadron personnel work hard at a continuous training program on week-ends and during the week, and by so doing, have been able to maintain a high standard of flying proficiency. Most mobility exercises take place on week-ends. Each year the squadrons attend a summer camp for two weeks at which time they engage in a varlety of extensive air training exercises associated with their basic role.

The climate of Canada’s “evergreen playground” provides many practical advantages. Costly snow removal equipment, the consideration of preventative maintenance in areas of extreme heat and dust are of no consequences here.

One of the main requirements to aircrew proficiency on the flying boats is a program of continual water training. In this respect, most any type of water condition can be found at any time of year within a few miles of base; and, too, there is no ice to contend with. This is a situation unique and of distinct advantage to the role of No. 121.

No. 121 KU is currently engaged in ground trade familiarization and aircrew conversion on the Albatross. Training will carry on for some months before the aircraft can be considered an operational mainstay to search and rescue. A point of interest at this time, however, is that two days after the Albatross arrived a mercy trip was requested to Smithers, B.C., and was successfully performed by the new aircraft. The circumstances were such that it would not have been possible with other aircraft available, due to deteriorating weather and enroute icing.

In the meantime, Cansos and Dakotas continue to perform yeoman service.

For those that know the west, Sea Island is truly a Shangri-La. Arrival at Vancouver airport, especially in winter, is an exhilarating experience for easterners. Regardless of the time of year there is the prospect of most any outdoor sport skiing high on the mountains in summer time (1) and golf all winter to mention only a few of the many activities. To those who may venture this way, on duty or for pleasure, Station Sea Island extends a hearty welcome.

RCAF Station Sea Island closed in the mid-1960’s, following the disbanding of 442 and 443 Squadrons and the move of 121 VU (Now 442 Sqn) to Comox.

EDITOR’S NOTE: NO DOUBT MANY MUSEUM MEMBERS HAVE THEIR OWN RECOLLECTIONS OF RCAF SEA ISLAND, OR LIFE AT 121 (KU) OR NOS. 442 AND 443 SQUADRONS. PUT PEN TO PAPER AND SEND US AN ARTICLE FOR AN UPCOMING NEWSLETTER.

ON A RELATED NOTE, WE WOULD APPRECIATE HEARING FROM ANYONE WITH WARTIME PHOTOGRAPHS OF RCAF SEA ISLAND. FEW, IF ANY OF THE OFFICIAL RCAF PHOTOGRAPHS SURVIVED THE WAR. IN OTTAWA ONE FINDS A LARGE COLLECTION OF PHOTOGRAPHS FROM RCAF PATRICIA BAY, BUT FEW, IF ANY, FROM MOST OF THE LOWER MAINLAND RCAF STATIONS. DROP US A NOTE. CANADIAN MUSEUM FLIGHT

Ross Gregory tends the CMFT booth at the 1984 PVI symposium

ADVERTISING RATES

THERE IS A UNIQUE WAY TO HELP THE MUSEUM AND ADVERTISE YOUR BUSINESS OR YOUR SUPPORT OF CRFT. SEND US YOUR BUSINESS CARD FOR INCLUSION IN THE NEWSLETTER. COST IS $10 PER ISSUE. HALF PAGE IS $30, AND FULL PAGE IS $60. (Copy must be camera ready if you want your business card or ad to appear exactly as it came from the printer, or we’ll make up your ad any way you want it, providing that you are happy with typed or drawn material)

PRESIDENT’S REPORT

The year ended April 1984 has been a year of unprecedented growth for C.M.F.T. It has also been a year with more than its share of frustrations, and missed opportunities due to lack of funding.

Membership is now approaching 1,000 and includes a healthy mix of the very young, the very old, and those in between, ensuring that new people will be on hand to take over as the older ones retire.

Tough economic times were with us throughout this period, resulting in some carefully laid plans not materializing. One of these was the acquisition of the Fort Langley seaplane base, although it’s still on “hold”, as is the Granville Island “showcase”.

The July, 1983 “Open House” at the storage site was an unprecedented success, as available. was the Abbotsford Air Show display /sales booth. The Fall display at Guildford Mall continues to bring comments and brought in much needed revenue, although it appears that we are not “classy” enough to display there again.

The Vancouver Island branch were fortunate enough to have been provided with 6 months free space at the new Harbour Market Mall in Victoria. They now have an interesting and informative permanent display at the Tillicum Mall. The Fall dinner, with Jim Spilsbury as guest speaker was a highlight, as was the Spring Dinner with Roy Mason as guest speaker.

A number of important new acquisitions include the SE5a replica, the Noorduyn Norseman, the Boulus Bumblebee, the Benson Gyrocopter and Gyroglider, all in flying condition, the Harvard, and many other items. The library continues to grow with a steady influx of new volumes, magazines, memorabilia, photos, films, etc.

The restoration program, aided by Canada Manpower job creation grants, produced a history. fully restored Tiger Moth (C-GMFT), saw the completion of the Dagling (Zogling) glider, and is now well into the Norseman CF-BSC.

CMFT expects to display at least one airplane at Expo 86.

The library is now organized, and this summer should see the completion of the cataloging through a Manpower summer student grant. A full-scale replica Sopwith Camel and production of promotional and archival video tapes is also planned for the summer.

A very serious setback is that Surrey is in the process of expropriating the farm where all the museum materials, offices and library are temporarily located. Carefully laid plans for an orderly move now may have to be abandoned. Further information will be distributed as it comes

While collecting for CMFT has been going on for more than 12 years, we did not. become formalized into a Society until March 1977. These past 7 years have seen a great deal of growth, considering our ever present problem of financing. We have a solid foundation, supportive membership and a dedicated Board of Directors. Good things are beginning to happen, and all the hard work will pay off. 1985 and beyond will be great years for CMFT.

PHOTO IDENTIFICATION

For those with a little free time on their hands, and a knowledge of aircraft, places and people – your help is needed to help identify photos in the CMFT collection. Also, several museums in the Lower Mainland and on Vancouver Island have requested our services in helping to catalogue their aviation photograph collections. They would appreciate the favour and we would welcome the opportunity to reproduce any photographs, especially if you can add any background details or Page 21

1984/85 BOARD OF DIRECTORS

Duncan, A. Bruce, Richmond, B.C.
- V.P. for 4 yrs. Prior director. Partner in a grinding wheel business.
Duncan, Michael, Delta, 8.C.
- Former a director of the Vancouver Maritime Museum. Will be doing P.R.
Elgood, Terry, Richmond, B.C.
- First term as a Director, but a willing volunteer. A talented aircraft builder.
Goquillot, C.R. “Gogi”, Surrey, B.C.
- Lifetime love affair with airplanes. Past President of EAAC and EAA Ch.95. A principal of aviation supply house.
Griesbeck, Werner, Abbotsford, B.C.
- Second year director. Supervised fabric and paint work on the CMFT Tiger Moth. An Air Traffic Controller.
Harris, Ted, Langley, B.C.
- A long time dedicated member, and a participant in Job Creation projects at CMFT. Served with RCAF as a pilot.
Holmes, Neil
- Recently retired service station operator. Served with the Army in WWII. Bores holes in the sky in his Bucker Jungmeister (mostly inverted).
Jackson, G. Barry
- One of the five founding members and life time director of CMFT. Heads a real estate and development company.
Jubb, Bruce, Victoria, B.C.
- A member of CPFT for several years. A valued volunteer with the Vancouver Island branch.
Knowles, Peter, Victoria, B.C.
- Chairman of the Island branch and historian. Puts in hundreds of hours on CMFT projects, including Mall displays.
Lang, Marvin, Vancouver, B.C.
- A recent member, and a first time director. Marv is in Systems Management.
Morrison, Ian, North Vancouver, f.c.
- First term as Director. Put in many hours on drawings for the Granville Island Project.Electrical engineering.
Olsen, Jerry, Vancouver, 9.C.
- First time Director. An underwater salvage expert. Self employed in car restorations and commercial diving.
Stunden, Ron, Richmond, B.C.
- A founding member and lifetime director. A radio ham (VE7YC) and “airplane m nut”. Chief Simulator technician with a major airline.
Thompson, W. (Bill), Pender Harbour, B.C.
- Life time director and founding member, Bill and lilna have given tremendous support to CPFT through the loan of equipment, time and expertise. They are owners of a towboat company.
Vernon, Jerry E. Burnaby, B.C.
- Fourth year as a Director. Served a prior term. Puts in countless hours on behalf of CMFT. A P.Eng, employed with a major corporation.
Weeks, Brian, Surrey, B.C.
- First year Director. Entire Weeks family active for many years. A technician with a major corporation.
Zalesky, April, Surrey, B.C.
- Takes over from Wayne Manning as our youth rep on the Board. Works full time in CMFT office. Her salary is sponsored by a small corporation.
Zalesky, E.V. (Ed), Surrey, B.C.
- Founding member and life time director, Ed has been promoting and organizing Museum since the early 1970’s. Self employed in aircraft parts sales.
Zalesky, Rose, Surrey, B.C.
- Life time director and founding member. Full time volunteer Office Manager for CMFT.”Retired” 5 yrs ago from business.

NEW MEMBERS

Trevor Morgan, Roy C. Kelleway, Roy Bourgeois, T.A. Rhodes, Richard Guttormson, Ernest Charlton, Dr. Kent Murphy, Scott Bygrave, Kenneth 0 Macgowan, Tom C. Holland, Gordon A. Herriott, Tim Woelk, Laurie Harrison, R. Vince Nicholson, J.A.Bradly, Stephen R. Mouncy, Angus Keiller, David Isaac, A. J. Moul, David Pankhurst, Antony Hudak, Norman A. J. Leak, Gordon S. Williams, Mark Maser, Robert Gale, J. U. McKee, Douglas C. West, A.T. Pearson, Roy Hamadki, Vern Tanner, M. P.Davis, Dr. H. J.Pickup, J. J. Peters, Karol Peters, D. F. MacDonald, V. L. Sims,, Derrick W. Woodcock, W. Helgesen, Clifford P. Jones, Robvert A. Swansen, K. J. Finlay, Michael Anton, Phillip Woodcock, Donald F. O’Grady, Stuart McAninch, Graham Everett, George D. Clark, Albvert Miller, Lothar R. Juraski, Roy Masoon, Adriana Briand, Michael Duncan, Philip Graham, John Watts, A. J. Jackson, Edward Graham, Robert Pogue, Doug Sanderman, Daniel Lavery, Gary McGowan, Flo McGowan, Canadian Forestry Association of B.C., Western Warbird News (exchange).

MEMBERSHIP RENEWALS

Please check your address label, the date on the upper right hand corner is the date your membership expires. Send in your $15 annual renewal today. CMFT needs your support. Thanks to all of you who have already renewed your memberships.

DONATIONS

Coval Air, Bill McGarrigle, Danny Holland, Bob Andrews, Mr and Mrs D.A Breuster, Hector Roy, Ian Morrison, Roy Briscoe, Bill Thompson, Jerry Olsen, Clifford Key, Chris Clarke, Dave Gilmour, Ken Stunden, Pacific Museum of Flight, Mike Graham, Airplane Supply Centre, Roy Willis, Dan McGowan, Michael Sawich, Neil Holmes, Dr. Jim Trembath, George Smith, Jerry Vernon, Angus Keiller, Jack Brown, George Smith, A. Christoffersen, Conair Aviation, Kenneth 0. Macgowan, Jack Brown, Jack’s Building Supplies, Bill Miden, Industrial Formulators of Canada Ltd., John P. Ferguson, Zenon Jalbert, K. Miller, Ian Morrison, Neil Holmes, Dave Davis, Canadian Forestry Association of B.C. George Smith, Peter Wiucharuk, Ron Krywiak, Mr and Mrs Jack Sargent, Elmer Fossheim, Merrill Bowes, Wayne Cromie, Bruce Duncan, Don Campbell, Mrs. M. Morton, Ron Krywiak, Houard Scanlan (Kal Tire), Doug West, Bill Buckingham, Ken Swartz, Hugh Lyle, J. Vernon, Gordon Croucher, W.T.McCall, Dorothy H. Wright, Mike Placgowan, Alex Coulson, Bell Helicopter Textron, Inc., Larry Thompson, Jerry Vernon, Tony Sandhurst, Mr.Hedly, Jim Somerville, Earl Gerou, A. Uydens, Bob Skowronski, Bernie Bricklebank, Cathy Brown, Chuck Wilson, P.B. Cox, James 0 Camden, Stu McAninch.

ATTEND THE NEXT GENERAL MEETING

THURS. JUN 7, 8 P.M. 13527 CRESCENT ROAD, IN SURREY LAST ONE BEFORE SUMMER BREAK

YES, IT DOES EXIST! Mosquito B35 CF-HML as she looked on May 10th. By May 12 stab and elevators were on. Planned to fly for ’86. Next public showing Fall of 1984.

Bequests To CMFT

The subject has been brought to your attention before, but it’s important, so here we go again…

If you have something that is illustrative of aviation or transportation history, be it large or small, that you treasure, please give some thought to providing that it be bequeathed to CMFT in your will. There are two very good reasons why you should not put it off.

First, changes in the tax laws allow for the appreciated value of the goods to be used for issuance of an income tax receipt, which might have beneficial effects when computing succession duties on your estate. You might consider this an important enough factor to make it worthwhile to part with the item during your lifetime.

Secondly, if you do not specify disposition of this material, and your executors or trustees are not interested, irreplaceable items may be lost or dispersed to insensitive people who have no interest in preserving our heritage. The Department of Supply and Services, who dispose of properties not otherwise provided for, has no heart.

It is not in bad taste for those who are in a position to advise clients that a bequest be made to CMFT. A donation of goods or money, no matter how small, helps in our efforts to preserve our heritage for future generations.

GENERAL MEETINGS SCHEDULE

June 7, 1984 8:00 p.m. Business
Sep 20, 1984 8:00 p.m. Business
Oct 18, 1984 8:00 p.m. movie nite
Nov 15, 1984 8:00 p.m. Business
Jan 17, 1985 8:00 p.m. Business
Feb 21, 1985 8:00 p.m. Social & speaker
Mar 21, 1985 8:00 p.m. Business
Apr 18, 1985 8:00 p.m. Annual General
May 16, 1985 8:00 p.m. Social
June 20,1985 6:00 p.m. Business

PLEASE NOTE: The Oct. 18 and May 15 meetings will probably be preempted in favour of the annual Fall and Spring dinners the following Friday or Saturday.

JUNE 21 1984 GENERAL MEETING IS CANCELLED IT HAS BEEN RE-SCHEDULED FOR JUNE 7,8pm

JUNE 6 OPEN HOUSE MEETING IS CANCELLED IT HAS BEEN RE-SCHEDULED FOR JUNE 7,6:30pm The OPEN HOUSE meeting is the last prior to the event, and it is extremely important that everyone who can help at the Doen House turn up for that meeting.

first coats of dope being applied to the Norseman flaps at the Cres- at Road shop. At this writing the fuselage is almost ready for cover, th stringers on, door posts and floorboards in. Any experienced ople out there who would like to volunteer on this and other projects?