Museum Newsletter

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION WINTER 1989 NO. 36 A

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION

13527 Crescent Road Surrey, BC, V4A 241

(604) 531-3744 FAX (604)531-4293

The Canadian Museum of Flight and Transportation is a nonprofit society dedicated to the preservation of aviation and transportation heritage. Charitable status allows for the issuance of tax-deductible receipts for donations of artifacts, goods and money. It is governed by a board of 20 Directors, elected annually in April.

NEWSLETTER NO. 36 WINTER 1989

Editor: Rose Zalesky

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/she believes will improve the materials without altering the intended meaning.

CONTENTS

• The Sopwith Camel, by Ingy Wikine
• Bye, Bye, Blackbird… 24
• Building Sharks, interview with Fred Gardham
• Flying Reminiscences, Duncan Bell-Irving
• Historical Site (Stranraers at Jericho), John Crosse 30
• An Old Man’s Nostalgia (WWII bombers), Ron Hunt
• Air Cadets in Canada, (Diary, A.D. Bell-Irving)
• Donations
• New Members 15
• Help Wanted 14
• Wants 15

BOARD OF DIRECTORS 1989/1990

• Emerslund, Bill
• Etzkorn, Jane
• Leak, Norman
• Morrison, lan
• Gatey, Mike
• Girling, D. (resigned)
• Smith, Joe
• Sanders, Laurie
• Goguillot, Gogi
• Hamilton, Colin
• Stunden, Ron
• Thompson, Bill
• Hammond, John
• Vernon, Jerry
• Humphrey, Phil
• Zalesky, Edward
• Jackson, Barry
• Zalesky, Rose
• Koehler, Hank
• Zalesky, April

*Founding and permanent directors.

The Canadian Museum of Flight is governed by a 20 member board, of which 15 are elected annually in April. Members can serve as Directors for up to 3 consecutive terms, while the 5 founding members (“) are permanent directors.

VANCOUVER ISLAND MEMBERS

Vancouver Island members meet the last Wednesday of each month at the RCAF Association, 105 Wilson St., Victoria. Anyone interested is welcome to attend. Call Peter Knowles at (604) 477-3684.

COMMITTEES 1989/90

Executive Committee

• President, E. V. (Ed) Zalesky 531-3744
• Vice President. J. E. (Jerry) Vernon 420-6065
• Sec/Treas., Rose Zalesky 531-2465

COMMITTEE /COMMITTEE HEAD

• Van Island /Peter Knowles 477-3684 Tom Palmer 477-5706 Dave Reumke
• Computer Services /Vacant
• Displays/Bldg Maint. /Ken Danyluk 581-0859
• Flying /Mark Zalesky 531-3744
• Library /Lisa Girling 939-5354
• Meetings/Entertainment/Jane Robinson 536-3287
• Newsletter /Vacant
• Public Relations, Vacant
• Research/Jerry Vernon 420-6065
• Restoration, /Mark Zalesky 531-3744
• Special Events, /Rose Zalesky 531-3744
• Tour Guides, /Colin Hamilton 536-5193
• Transportation, /Sean Keating 984-2070
• Underwater Recovery, /Jerry Olsen 687-6805

Standing committees are appointed and are responsible for carrying out the operations of the museum. Committee heads attend directors meetings, enter into discussions but do not have a vote.

GENERAL MEETINGS

Meetings are scheduled to be held on the third Thursday evening of every month at 8:00 p.m. excepting June, July, August and December, at Elgin Centre, 144th Street & Crescent Road. Schedule for the balance of the 1989/1990 season: Nov 16/89, Jan 16/90, Feb 15/90, Mar 15/89, Apr 19/90 (AGM).

CHANGES ARE BEING CONSIDERED regarding itenerary and scheduling of General Meetings, See elsewhere this newsletter for proposed new schedule.

COVER PHOTO

Launching of the first Boeing built Blackburn Shark III RCAF serial 514 (airframe serial 501), at RCAF Jericho, 1939. Fred Gardham at extreme left. (CMFT collection #24, Norm Keene collection)

All photos are CMFT volunteer staff photos, except where otherwise noted.

PRESIDENT’S REPORT 1989

Since the uppermost question in every member’s mind is progress on the homesite problem, let’s begin with that.

Two years ago, with the promise of a new location near Cloverdale an achievable reality, it seemed we could at last begin to create a permanent facility. It would be a first step towards turning the dreams and plans of nearly twenty years into a reality. While much work had yet to be done, it was felt that the hard work of members and friends would soon bear fruit.

After three public hearings at which the people of Surrey and the Lower Mainland area of B.C. expressed and reaffirmed their solid support, we finally received work on October 11th that an Order in Council had been passed and that the use of the land by CMFT has been approved by the ALR, but we still do not have a lease on that land.

Without that lease, we cannot even proceed with the fundraising required to do the preliminary work needed before we can begin a move. Money must be raised to build storage buildings, parking lots and driveways, security fencing, a workshop, temporary administration and library facilities, a gift shop and a visitor reception area as the first stage.

Also needed is shelter from the weather for the more fragile aircraft, some of which have been outside for up to 10 years. Plans call for an economy steel building with a roof but no walls, and preferably with a concrete floor as the final part of Phase 1.

Exhibit aircraft could then be moved to the new site, and although administrative and other functions would be cramped and temporary, we could still function and remain open to the public year round, a crucial step in obtaining operational funding.

The main building design allows for the addition of several wings joined to the main building by covered walkways. Over time, as funds become available, walls will be added to the main building and the walkways can be closed in to add the community meeting facilities, permanent library and administration facilities, gift shop, coffee shop. movie theatre and exhibit space.

It will be a lean and efficient operation, where money will be spent on restorations, exhibits and providing visitor services instead of on “brass and glass” luxury accommodation. Shelter is our first priority.

“When will you move, and how long will it take?” This question is asked many times each day by visitors and residents who have followed the homesite saga over the past few years, and we still cannot answer it. We can say that, when the lease is in place and enough funding is in hand to complete phase I, a relocation could be completed over a 12 month period. Realistically, we expect to be operating in temporary quarters on the new site two years from now. BUT, it all depends on an equitable lease being in place very soon.

It is difficult to keep a “stiff upper lip” and carry on under very difficult circumstances when other organizations which were born long after our own, are installed in permanent facilities; and funding that is denied us is made available to them. It surely must be our turn now.

In spite of the uncertainty of when we’ll have a “roof over our heads” and where we will get the money to put it there, the CMFT continues to grow in stature and the quality of exhibits improves. Sadly, money and effort is being wasted on stop gap measures. How much better it would be to invest that time and money in permanent facilities and new aircraft restorations instead of on the same restoration work over and over again on the same airplanes because they must remain outdoors here.

Still, the grounds at the present site look better all the time, and the buildings, such as they are, are kept painted and in repair. This has been accomplished at the cost of having to give up virtually all aircraft restoration work as our lone mechanic has had to become a groundskeeper and maintenance man, leaving no time to work on or supervise restorations.

We should all be proud of the progress we have made over these years of frustration and uncertainty. We have become self sufficient, but at a very high price in terms of effort on the part of a very few full time volunteers. We have reached the stage in our development that we must face the reality that the era of volunteer administration is now nearing an end. There is simply too much to do for far too few people, and funds must somehow be found to hire full time administrative, curatorial, office staff and a restorer. Not many are needed but they must be capable, efficient, and they should be paid a salary commensurate with the very heavy demands of the job.

Volunteers, who are now the backbone of the organization, will continue to have major input into the operation of the museum, and with better facilities and workshop space will be able to take a more active role in restoration programs and in the administration of the museum. Paid staff does not mean that we don’t need volunteers. Far from it. Paid staff allows volunteers the freedom to carry out projects without the pressure and demands of operational responsibilities.

Bear with us, good things are coming, and the long, long road we’ve travelled together will lead to our all being a part of a great organization housed in an imaginative and adequate facility of which British Columbians and Canadians can be proud.

The events, projects and happenings at the museum over this past year are detailed elsewhere in this newsletter. Enjoy, and pass on your comment and those who can, come out and help make good things happen here.

MEMBERSHIP BENEFITS

Be sure to check your membership expiry date on the label on the envelope. Membership fees are kept as low as possible, and just barely cover the cost of producing and mailing this newsletter, so please keep your membership up to date. Benefits include free admission to the museum during the open season, a 10% discount on most items in the gift shop, and a subscription to the newsletter. Responsibilities include passing on any information that might be of value to the museum, seek out items that may be suitable for exhibit, for the library, or for use in the daily operation of the museum, and spread the word about our efforts to preserve our aviation history.

1989 A GREAT YEAR

We welcomed thousands of visitors from all over the world. They heard about us from friends, or from tourist agencies, or they have read about us in trade publications. They come with cameras and enthusiasm, and we try to send them off with a good impression of the museum. Many have walked the mile and a half from the corner of Crescent Road and Highway 99A to get here.

New exhibits include a Volmer Sportsman home built amphibian in flying condition, a 1949 La France 100 ft. aerial ladder fire truck in operating condition, a Bull Moose towing mule, a small Mercury towing mule, a 1940 flatbed truck, while a couple of derelict helicopters as the beginnings of future restorations have been placed in storage.

The grounds were clean and tended, and flower planters brightened up the entrance area. More park area is now included in the visitor area and park benches placed throughout the grounds. There is more parking for visitors, and a children’s play area in the centre of the exhibits has proven to be a popular attraction. Buildings have been repainted and re-patched. While more could be done, it is pointless to spend money on improving this facility for the short term left on our lease.

In spite of a weather pattern over the summer months that seemed to bring rain every weekend the glorious fall weather helped bring visitor numbers up over last year.

The gift shop continues to be a major source of revenue, with each visitor spending an average of more than $2. The gift shop was staffed by students under the “Challenge 89” job creation project, who also sold entry tickets. They were pleasant and friendly but functioned as cashiers only. We hope to raise sufficient funds to hire a salesperson who can assist shoppers in finding the right souvenir or gift..

Although a we did get a few tours this summer, not enough volunteers were available to develop a good program. Good tour guides are the museum’s best advertising, but poor ones are the worst. Hopefully, more people will come forward next spring so that we can take advantage of this untapped source of revenue.

Work began on a tour guide guidebook and a visitor’s selfguided guidebook. We did not have the time or the people to complete them, but hopefully they will be ready in time for next season’s opening May 12.

Sept. 1989 Jerry Olsen and Mark Zalesky identify and sort the Hampden wreckage recovered from Vancouver Island.

WINGS & WHEELS BETTER THAN EVER

“Wings & Wheels” is the new name for our annual Open House. Because of the decision to charge a token entry fee ($1 for general admission, while children under 9 are still free), we could no longer use the name Open House. It’s still the same event, except that it gets better each year.

THANKS TO ATTENDING ORGANIZATIONS

Over twenty organizations co-operated with the CMFT to make this year’s event the best yet, with more and better displays, fly pasts and aerobatic displays, and of course Snoopy and the Red Baron did their thing to the delight of the crowd.

MUCH TO SEE AND DO

The children’s playground, a feature added over last winter was a big hit, and Dianne Saunders and Cap’n Flap N’ Jack offered face painting, balloon toys, and other neat stuff to problems. occupy the small fry.

Rain and cold resulted in small crowds on Saturday, and while attendance picked up on Sunday, the number of visitors overall (2483) was down substantially. Fewer available volunteers this year meant that less local advertising was done which also worked against us. The P.A. system packed up half way through the noon Snoopy performance on Sunday and wasn’t restored til mid afternoon, which didn’t help, either.

Still, it was judged a great success. The entry fee ($1 for general admission while children under 9 free) allowed a change in the format no more haranguing visitors to donate, which left more time to talk about the various exhibits on the field, and to carry out impromptu interviews with exhibitors. In spite of the lower than usual turnout, we ended up with a modest surplus.

SPONSORS AND PRIZES

Visitors were all issued tickets for door prizes, whereas in years past one had to buy a program to be eligible to win There were dozens of door prizes, thanks to great co-operation from local merchants. A better than ever program provided donors with good advertising.

The 8th annual event was held on June 18 and 19 this year. There were many new and interesting exhibits, special events, and the usual many door prizes, but attendance was down drastically because of poor weather. Those few souls who didn’t mind getting soaked on Saturday were treated to the best displays yet, which included a variety of vintage and classic cars, trucks, military vehicles old and new, a Coast Guard display, an underwater salvage boat exhibit, and two tents of smaller exhibits. Bad weather prevented the military band from attending, but Snoopy and the Red Baron fought each other in the rain, and the flybys and air displays went on as usual.

By Sunday afternoon the weather had improved, and attendance picked up, but overall turnout was just under 2,500, well down from last year’s 7,006 visitors and up to 10,000 in years past. The entry fee discouraged those who turned in to take a look on the spur of the moment. Those who , came were more than casually interested, and were a great crowd which were co-operative and presented no security

While good weather would have meant more visitors, it was still a great success. While the prime function of Wings & Wheels and its predecessor Open House is to promote the museum and the other groups in the area who have collections of interesting transportation stuff, we also try to make a little money. The food booth did a roaring business and the small entry fee helped to turn a small profit overall.

Special thanks to the complement of volunteers who turned out in the rain to sell tickets and food, handle traffic and parking, run errands, conduct tours, provided security, hauled garbage, and carried out all the other unglamourous jobs that are required to pull off an event of this size.

STRANRAER TIP FLOATS

A set of floats are available to CMFT if we can come up with a set of houseboat floats to trade. Can you help? Either by . passing on location of any, or by passing on the cash to – buy some. Contact Mike Gatey at 538-0694. SASOLINE

Wings & Wheels “89 a huge success.

Wings & Wheels ’89 visitors were treated to many different exhibits including motorcyles, trucks, military vehicles both current and vintage, antique auts, and much more. The Canadian Coast Guard, Pacific Area Militia, and over 20 preservation groups cooperated to make this annual family event “something special”.

WINGS & WHEELS WRAP UP PARTY NOVEMBER 16 AT ELGIN CENTRE

The traditional “wrap up’ party didn’t take place this year yet. Organizing such events takes time and effort and over- worked volunteers simply could not fit it in to the busy summer schedule. But do not despair, it will still be held. albeit a little late.

Check the “Top 50 list of volunteers elsewhere in this newsletter. If your name is listed, you are invited to attend this free dinner/workshop which will be held on November 16 at Elgin Community Centre at 144th and Crescent Road. Bar at 5:30, dinner at 6:30, with the “Post Mortem for “Wings & Wheels at 7:30-9:00. The rest of the time is for socializing.

Those not on the “TOP 50” list but who would like to contribute or get involved with Wings & Wings are invited, but will be charged $7 to cover the cost of food, and need not participate in the Wings & Wheels portion of the meeting.

PHONE 531-3744 NOW AND RESERVE YOUR SEAT!

We’ll be trying a new format for the W&W meeting, where everyone has a chance to participate, yet hopefully will take much less time.

Penny James and Sean Keating are veterans at catering to the crowds at special events.

If you can’t make the meeting, but have some bright ideas on how to make the event better, please send them in.

Lastly, it takes people to make these events possible. Please phone in your offer of help to organize this event and prepare for the W&W meeting portion of the evening.

NEW DATE FOR EVENT

While the third weekend in June date has become a tradition, it has also become a tradition for a number of other events such as the Minter Gardens Car Show and a major event at Fantasy Gardens. As well as competing with us for visitors, they also attract the same exhibitors that make our event a success. After careful studying of the events calendar, the date of future Wings & Wheels events will be moved to the second weekend in July.

Surrey Chamber of Commerce’s “Up, Up and Away” balloon release celebration, which has been held in the parking lot of the Transportation Museum of British Columbia in Cloverdale may be held in conjunction with Wings & Wheels in 1990, which will add some colour and a great deal more advertising.

THANK YOU, VOLUNTEERS

This is a special thank you to all who volunteer time and expertise to carry out the work of the museum. Whether it is administration, or telephoning, or cutting grass, mending fences and fixing roofs; whether it is cataloguing photos or things, or entering data into the computer, whether it is turning out late at night and in the rain to haul in a piece of equipment, or scrambling up the side of a hill to retrieve pieces of smashed airplanes in the never ending quest for all the “jig-saw puzzle pieces that eventually become or are wrought into exhibits, or whether it is guiding groups around the museum or sorting magazines; each and every job is important and necessary and together are the machinery that runs the museum.

Things exhibit items, machinery and equipment and paper-even though they are the reason the museum exists, are inanimate unless the catalyst of people is present to give them meaning and function. People are the key element, and in the case of the Canadian Museum of Flight and Transportation, those people are volunteers.

It is volunteers who put the “heart” into the museum, and make it the warm and living entity it is rather than a cold and faceless institution.

We have a lot to be proud of. We are ranked amongst the best of Canada’s museums, and we’re getting better. Thank you all for making it happen.

For those of you who feel that you need no recognition for what you do for the museum, we love you for the thought, but it is an ammission that hurts the museum. Volunteer time has a value. A carefully documented record of volunteer time helps considerably when applying for funding. We nag the volunteers who work at the museum, and most are very good at recording their hours, but it is some of those work on behalf of the museum offsite that are remiss. Please ask for a volunteer form, and please turn them in at the end of each month.

Hours worked on the actual days of special events such as “Wings & Wheels” and the Car Meet are tracked at the museum office as you report in, but you still have to keep track the time spent in preparation and clean-up.

CMFT’S “TOP 50” VOLUNTEERS

Several hundred volunteers provide time and expertise, and each and every one is appreciated and all are part of our “team”.

The names and hours on the list below are the top 50 of those reported. If we’ve missed your name or if you don’t agree with the hours listed, please get in touch so we can correct the list. Hours are as reported from October 1, 1988 through September 30, 1989.

An appreciation dinner/Wings & Wheels wrapup is scheduled for Thursday evening, November 16. Check elsewhere this listing for details.

Zalesky, Ed Gatey, Mike Zalesky, Rose Hamilton, Colin Zalesky, Mark Koehler, Hank Gardham, Fred, Wikene, Ingy Vernon, Jerry Champniss, Bev Robinson, Jane Smith, Joe Besse, Kandy Bird, Laila Jubb, Bruce Thompson, Bill Gilmore, John Girling, Lisa Baxter, Donna Danyluk, Ken Kingston, Barry Clark, John Girling, Doug Anderson, lan Wood, John Vandeyck, Ed Erskine, Bob Weeks, Brian Zalesky, April Gregory, Ross Scovoranski, Beth Edwards, Diane Klett, Norah Rose, Eric Anderson, Ed Gennaro, Sheila Lalonde, Robert Emerslund, Bill Champniss, Murrary Humphrey, Phillip Oey, Robert Bird, Nancy Keating, Sean Macintosh, Daryl Stevens, Frank Wilson, Rose Orioli, Baine Goundry, Irving Pape, Pam

Jane Robinson scrapes the “seafoam” insulation from the Lodestar. A dirty, dusty, disgusting job that changed many volunteers’ minds about working on airplanes.

BRITISH AND EUROPEAN CAR MEET

On September 10th, 1989 the museum was the site for the 2nd annual British and European Car Meet. Beautiful weather, and a great turnout of cars made it a very special event. 1,125 visitors attended, while 577 cars, of which about 70 were display cars arrived.

The food booth was opened for the occasion, and Sean Keating, Barb Koch and Penny James were run ragged dishing up fries, hamburgers, hot dogs, ice cream and drinks. (Thanks, crew)

lan Anderson, Jane Robinson, Daryl Macintosh and Nora Klett sold tickets, while Nancy Bird counted cars and people.

Diane Sanders was surrounded by kids at her face painting table at the children’s play area.

John Clark looked after the parking and Frank Stevens took care of the announcing chores, Colin Hamilton and Jerry Vernon were tour guides, while Joe Smith, Ingy Wikene, and many others ran errands and took care of security.

The Western Warbirds provided a flyby, while individual vintage airplanes flew by from time to time as if on cue, and Fred Glasbergen arranged a flypast of ultralights. Thanks to all of those people for adding a special flavour to the event.

A special thank you to all the good people who came as volunteers, as exhibitors and as visitors. The day was a great success.

The 1990 British and European Car Meet is slated for September 9th, and will be much better advertised. Plan now to come, either as a volunteer or as a visitor.

August 1989. CMFT’s “Expo” Quickie being unloaded at City Square shopping centre in Vancouver, to be hung at “Bobby Dazzler’s” specialty store.

MORE CAR MEETS FOR 1990 Many calls were received by owners of vintage and classic cars that were not British or European to show their cars. In response to the interest shown by car owners and by visitors who really enjoyed the display, we plan to have at least one and perhaps two other car meets next summer.

A50′ and 60’s Car Meet, a pre 1950’s car meet and perhaps another for street rods and motorcycles are possible themes.

NEW (?) STUFF KEEPS ARRIVING

The major recovery trips for the past year included:

April 19-3 Blackburn Shark floats from Galiano Island. Ron Krywiak, Oly Dick, Mike Gatey with Airplane Supply’s provided food. (ASCO) trailer and van.

Spring T-33, CF-100, MKI Anson and Airspeed Oxford parts from Manitoba, Saskatchewn and Alberta. Ron Krywiak and his truck with ASCO’s trailer.

May 9-Sikorsky S$76 “Spirit helicopter partial airframe from Vancouver Airport. Mike Gatey with Ron Krywiak’s truck and ASCO’s trailer.

May 19 Sikorsky S58 helicopter from Langley. An all Air BC crew (John Aarron, Oly Dick, Darcy Corbett, Pat Fynes, Mike Gatey, Mark Lawson, Clyde Murray, Rob Scott.

July 10 Hampden wreck parts from Ladysmith. Mike Gatey and George Wren visited site and photographed.

July 11, 12 Many useful Hampden parts from Ucluelet, with much help from Ron Strome. Ron Krywiak, Mike Gatey. Ron’s truck.

June Saunders ST-27 from Sudbury, Ontario. Capt. Bill Thompson with his truck, much hard work and many dollars.

July T-33 parts from Cypress Bowl and some more Hampden parts from Saltspring Island and Ladysmith. Ron Krywiak, Ernie McFarland. Ron and Ernie both used their own trucks, lan MacFarland was also along

Summer Link trainer and other goodies which had been stored in Victoria by Vancouver Island members to Vancouver. Gary Moonie, Peter Knowles and Tom Palmer with their own trucks.

Aug 30-CF100 ejection seat from Edmonton. Donated and hauled by Andy Kovach.

Aug-Link Trainer from Air Cadets Hall. Ed and Mark Zalesky, Mike Gatey, and Mark Zalesky’s truck.

June, 1989. Bill Thompson and his trusty truck single-handedly hauled the Saunders ST27 from Sudbury. Great job, Bill!

Sept 19/20. Hampden parts from Ucluelet. Ron Krywiak, Pierre Richard, Lorne Craig, Nigel Bergman, Mike Gatey, Jerry Van Humbeck. Ron’s, Nigel’s and Jerry’s trucks and Jerry’s trailer, and help from Shirley Van Humbeck who

Oct 11 – T-33 parts from Cypress Bowl. Ron Krywiak and his truck.

Oct 18-Aircraft 20 mm cannon from Chilliwack. Laila Bird and her truck.

Oct. 29 “Complete” Link Trainer (second part of the package donated by Air Cadet Squadron 746. Ron Krywiak, Mike Gatey, with help from lan and Michael Pichler.

STILL TO HAUL HOME:

• A set of (big) 7170 floats from Timmins, Ontario
• A load of helicopter parts from Kapuskasing
• Floats and an R-985 engine, Beech 18 tires from Northern Manitoba
• Beech 18 from Salmon Arm
• A load of military aircraft seats, avionics and instruments from Toronto, Ont

CASINO NIGHTS NET NEEDED $$

The October 19 and 20 Casino Nights at the Great Canadian Guildford Casino netted over $10,000, with the proceeds going to defray general operating expenses. It will be used to hire a part time general office assistant/computer operator, as this is our most pressing need at present.

Jane Robinson and her crew of 8 volunteers counted cash and dumped ashtrays, and all the other chores till the wee hours. Casino nights are a very welcome source of extra revenue.

Well done, everybody!

HAULING TRAILER COMING ALONG

A special vote of thanks to the SENIOR’S WING of the CMFT, who, with the assistance of a grant from New Horizons, Health and Welfare Canada, are constructing a heavy duty hauling trailer for the museum. The frame is now almost complete, with wiring and decking to be done next. If you’d like to help, call Rose at 531-2465.

PORTABLE GIFT SHOP

While our dream for a fully equipped 30 foot portable gift shop didn’t materialize, we did convert a 16 foot pop-up travel trailer into a portable souvenir stand, complete with removable awnings. While it is small and a nuisance to set up, it beats tents or being out in the open, and is a very useful piece of equipment, earning its “wings” at the Kamloops Air Show and the Penticton Air Fair this summer.

PORTABLE STORAGE BUILDINGS

One three piece 36’x50′ Atco portable building has been loaned to the museum. It will be used for storage at this time, and as temporary office, reception and gift shop if we move to the Cloverdale site.

They were completely gutted and leaked badly. Ceilings and walls are buckled, bashed and full of holes, and the floor needs plenty of attention. It is up to the CMFT to make them usable.

We’ve had them re-roofed, and the job of tearing off the panelling to install insulation has begun. We’d like to replace all the wall and ceiling board and joint mouldings but can’t afford to. As much wallboard as we can afford has been purchased, and will be used in those areas which can’t be patched up. We’ve scrounged some used carpet to cover the floor areas that can’t be salvaged, and we have received an offer of interior paint and labour to paint.

Joe Shewala is volunteering his time to check and/or replace the electrical wiring, and the glass to reglaze the broken windows has been ordered.

The next step is to get on with the interior work. The space is needed desperately, so the sooner we get it done the sooner it can be put to use.

If you can spare some time to help with this or any other work please phone Rose at 531-3744.

LINK TRAINER TO BE SET UP

Vancouver Island members arranged for the donation of a WWII Link Trainer. They spent many long hours refurbishing it, and have most of the components operating. It has been moved into the new portable building, and if we can find someone with the expertise and ability to get it going. and to operate it, we’ll possibly offer some VFR training sessions for members.

For those of you who don’t know what a Link is, it’s a primitive flight simulator. It consists of a little “airplane” with stub wings and all the required control surfaces and controls which is mounted on a bellows over a base housing electrics and pneumatics to give the airplane movement. A plotting table and a “crab” are connected to allow the instructor to feed in situations for the student to solve.

Now replaced by sophisticated flight simulators which in the case of some airliner units cost more than the airplanes they simulate and do marvellous things, the old Link never the less was the major training tool for blind (instrument) flying training during WWII and for many years after. As they were replaced with better equipment, the old Links were relegated to Air Cadet Squadrons or simply abandoned.

Together with parts and pieces from others accumulated over the years, we should have enough to make at least this one unit operational. Our thanks to Air Cadet Arrow Squadron in Burnaby for the spares.

NEW CMFT VIDEO

A professionally done, hour-long video about the CMFT will be on sale in the gift shop some time next year.

The video will be a guided tour of the collection at the present museum site, complete with aviation stories, a look at the development of the museum and a sound track of period music.

Tentatively, it will be entitled “Wings & Wheels” with a sub- heading “A Look at a Growing Museum”.

Member and volunteer Brian Stacey, the producer of the show, has been doing research during the past months; gathering information about the history of the museum and its collection in order to put together a script. Kwantlen College, Brian’s employer, has kindly donated the use of their professional video camera and editing system for the project. This should be a top-notch production!

Aircraft will certainly be spotlighted, but the real story is of the people who flew them, or were passengers in them, or repaired and restored them, or helped bring them to the museum. Stories like these can be told over and over again. Do you have a short story that you’re itching to tell the world? Do you have any relevant photographs to share? Would you like to add to the success of the CMFT video? Call Brian to arrange an interview with you. He can be reached at his North Vancouver home at 985-8296 evenings, or at Kwantlen College at 588-4411, ext. 260 during business hours. Personal stories in the final production will probably be no longer than three minutes; enough time for the highlights of your story.

This video promises to be a terrific promotion for the museum and a good piece of entertainment as well. It will be yet another new direction for the museum.

CMFT GETS TWO HELICOPTERS

Member Mike Gatey picked up the remains of an S-76 huld from Vancouver Airport May 9th and delivered it to the CMFT. An ex-Okanagan machine that had been written off, it had served the Vancouver Fire Department for the last few years as a disaster mock-up for rescue training. Though incomplete, it should serve as a start for and example of a newer helicopter.

Thanks to Fire Chief Dick Reed, the YVR firemen, and John Grant from YVR Maintenance for the lift.

HELICOPTER NUMBER TWO

Member Roy Willis had mentioned that a badly damaged S-58 hulk belonging to Helilogistics and currently located at the Langley Airport might be available to CMFT. Our caretakers agreed to follow it up in February. Mike Gatey and Jane Etzkorn visited Dave McFarland at Helilogistics and made arrangements for the donation of the S-58 which had been moved to a nearby farm.

It was decided that the S-58 would be accessible by mid- May. Mike arranged a crew of Air B.C. pilots, eight in all, to do the bull work, while Roy Willis obtained a truck and trailer from Rotech Helicopters. With the use of Clyde Murray’s truck the crew moved the S-58 out of the barn and onto the world’s heaviest trailer.

Bruce Elwyn pulled the load to the Crescent Road site on Saturday morning, arriving at 07:30. Mark Zalesky and Mike unloaded it with the help of Mark’s forklift.

Thanks go out to John Aaron, Darcy Corbett, Oly Dick, Pat Fynes, Mike Gatey, Mark Lawson, Clyde Murray, Rob Scott and Bruce Elwyn.

October, 1989. Volunteers Eric Rose and Alan McMillan came to work on airplanes and ended up doing the important stuff.

TCA LODESTAR PROJECT

While a lot of work has been done on the Lodestar, it doesn’t show. The exterior and most of the interior has now been stripped of paint, floorboards pulled up, and some of the many holes in the outer skin have been patched. There is still much to do, including a major repair of the tailplanes and belly, lots of work on the wings, and a complete interior.

We would like to “farm out” the upholstery and interior work to an upholstery or furniture shop, and the empennage to an aviation or other sheet metal shop. Any members who can arrange quality work at their workplace or through their friendship network are urged to contact the museum. While it would be great if this work could be offered on a voluntary basis, the museum may be able to provide a little cash and perhaps an apprentice worker through a Job Creation project tailored to carry out the work.

Air Canada provided a grant of $5,000 which paid for most of costs to haul the aircraft to Vancouver, and member Earl Gerow and his long time friend Bud Potter of Montreal was very helpful in obtaining a seat, etc, but generally response (or lack of it) from the airlines and their long time employees has been disappointing.

Come on, retired pilots and airline employees get on board and help financially or physically. You all like to come out and brag how you flew this fine old bird or worked on it in active service life-get a group together and help sponsor the rebuild of a component, for example, or arrange for an airline sheet metal group to do a component on time off and when completed, recognition will be given.

By the way, we are still looking for a pair of Pratt and Whitney 1830 engines in any condition, and propellers and cowlings to suit 18-08 Lodesat. We are also short 6-7 passenger seats. Anyone with photos of interior or exterior of CF-TCY or any TCA Lodestars circa 1940/41 is urged to contact us.

November, 1988. Mark and Ed Zalesky, Mike Gatey and Jane Robinson offer up the left wing to the Lodestar.

THE HAMPDEN UCLUELET ODYSSY

by Mike Gatey

Shortly after the July 11/12 trip to Ucluelet, Ron and I started planning a return trip. We had consolidated most of the wreckage of the Hampden into three piles and were anxious to pick it up.

Four other people were found to go with us, and after a great deal of planning and schedule juggling, we set off on July 18th in perfect weather which was to last through the whole trip. Ron Krywiak, Pierre Richard, Lorne Craig, Nigel Bergman and myself left for Port Alberni to meet up with Jerry Van Humbeck. We arrived late and Jerry and his wife put us up at their home.

Next morning, we proceeded up the mountain to the crash site, and with hard work we had Jerry’s and Ron’s truck full of Hampden parts by afternoon. Several more hours were spent digging for parts, and as evening neared Ron, Jerry and Pierre left the mountain for Jerry’s home to unload the trucks. Lorne, Nigel and I set up camp on the side of the hill. As camp cook, Nigel made us a hot stew and tea. A good sleep, and next morning we were off up the hill again.

Ron had blown a tire on his truck the night before, and since he had no spare, he was lucky that Jerry was there to save the day. Ron, Jerry and Pierre arrived about noon after rescuing Ron’s truck and unloading Jerry’s truck, to pitch in to get the site cleaned up and the last of the wreckage down the hill. We broke camp and drove back to Jerry’s. After some modifications to Jerry’s trailer, we loaded up and headed back to Vancouver. Back at CMFT, we were unloaded by 1:00 A.M.

If you would like to help on our next trip, Ron and I would like to hear from you. Although we can’t promise the good weather we had on this trip, you will get lots of fresh air and hard work.

HOW YOU CAN HELP THE MUSEUM

The museum receives no funding from any level of government to cover the cost of daily operation, although we do get the occasional grant for specific projects (such as for the restoration of the Waco AQC6 now in progress); as well as job creation training projects from time to time.

We rely heavily on volunteers, but there are still hard cash costs such as office supplies, utilities, and building maintenance supplies to buy, and for this we need cash.

There are many ways to help the museum. If you have time to spare, please check elsewhere in this newsletter for volunteer opportunities.

If you have no time to spare, or unable to work for some other reason, consider helping out in one of the following ways:

Think about the museum when you are planning your donations.

Consider payroll deduction plans at your workplace for regular small donations to the museum. Most of these are administered by the United Way, who issue the tax deductible receipt.

Remember the museum as a beneficiary when you are making out your Will, or add a codicil to your present Will.

Think about setting up a charitable annuity. There are various programs available through chartered institutions whereby capital payments made are tax deductible, the museum benefits and everybody gains.

A donation in the the name of a friend or occasion to honour or remember is eligible for a tax deductible receipt.

Loan an employee to the museum for a week, a month, or a year. It’s called “succonding”, and it works.

It is not in bad taste to suggest that the elderly person you know name the museum in their Will, especially if there is no family. Funds or property of those who die intestate (without a will) are turned over the Public Trustee, and the Public Trustee has no heart. Often the property and possessions which the deceased has worked a lifetime to obtain are sold off at a fraction of their value to satisfy creditors and close the estate.

Don’t throw out or take to the flea market the bits of aviation memorabilia, books, photos or odd chunk of airplane that you no longer have room to store. Donate it to the museum. Tax deductible receipts are available for the fair market value of all goods.

If you’re closing down a store or a business, think about the museum. Our office equipment and furniture has seen much better days, some of our shop equipment is ancient and worn, and some in only on loan. We’ll also be needing display cases and other display material when the move to the new site is complete. Tax deductible receipts are available.

And finally, tell your friends and acquaintances about the museum and the work that we do to preserve our aviation heritage.

Remember that all of your donation of money or goods is used to improve the museum, and not to feed a monstrous bureaucracy as is the case with many large organizations.

Tax deductible receipts issued for all donations of $5 or more. The Canadian Museum of Flight and Transportation is a registered Charity.

FUNDRAISER WANTED

An experienced fundraiser with a proven track record of raising major capital funds is needed to run a campaign for funds to make the move to a new homesite, which includes building the physical plant to carry out all museum functions.

He or she will also be responsible for community relations and promotions, and will help coordinate special events.

A total of 10 million dollars is needed to complete the project, which is designed to be phased in over a period of five to seven years. Buildings are very basic, with the “starter set” being an exhibit building with a roof but no walls, a secure storage building for those items not on exhibit, and portable camp buildings for administration, library and gift shops. Estimated cost for the first year and for each of the following year projects is 1.5 million dollars.

Phase two will replace some of the portable buildings with permanent structures and add community oriented public access facilities, and improve landscaping.

Year three will see walls added to the main exhibit building, the first of several exhibit wings built, and a permanent administration/library/theatre wing built.

After that, we move as fast as funding permits.

The right person must be able to work with the volunteers who have brought the museum this far no mean accomplishment considering that we rate as one of Canada’s best.

Salary for the first year is available. Beyond that time, the fundraiser is expected to raise sufficient funds to cover his/her own salary in addition to the capital drive for that year.

Are you that person or do you know of any one who might be? Submit your C.V., and let’s talk seriously.

FUNDING DRIVE FOR STAFFING

While there are many aircraft restoration projects on hold awaiting sufficient funding, the most urgent need at present is for administrative staff. The museum has no paid staff and no money to hire any. Short term Job Creation employees have done a great job in organizing old records and inputting some of the information into computer, but will soon be gone.

*Permanent” staff now consists of Ed and Rose Zalesky, who volunteer about 100 hours each per week, Mark Zalesky, who is paid by Airplane Supply Centre but loaned to the museum as the restorer. Pressure of day to day operations leaves little time to do any restoration work, even though he volunteers an additional 25 hours or so per week. A full time bookkeeper is paid by Business Aircraft Corporation and is loaned to the museum. A small cadre of volunteers work one or two days a week to help maintain the yard and buildings and work on the photo collections, and as of this week, a new volunteer office clerk plans to work about 30 hours per week.

The museum has grown and matured, and has become encumbered with the massive paperwork attendant with that maturity. We are managing to keep it all together and continue to grow and improve the collection, but it “ain’t easy”. We are run ragged and must find a way to hire permanent staff of our own. Loaned employees can be pulled at any time, and long time volunteers are burning out.

Such money as is earned through admissions and the operation of the gift shop is used for overhead expenses such a utilities, building and exhibit maintenance, and if any is left over, to buy materials and supplies to support job creation projects. Membership dues almost, but not quite, meet the cost of producing and mailing this newsletter. There is no money left to pay even a single salary.

Minimum personnel requirements are:

• Bookkeeper 20 hrs per week at $12 hr $240 week
• Accessions Clerk 20 hrs per week at $8 hr $160 week
• Groundskeeper/Maintenance Person 20 hrs week at $8 hr $160 week
• Restorer’s assistant 40 hrs per week at $8 hr $320 week
• General office clerk 40 hrs per week at $8 hr 1320 week
• Total per week $1,200, or $67,200 per year, plus benefits, or $75,000 for the first year.

Much more is really needed, as the skeleton staff wish list above doesn’t address the need for a paid office administrator and a curator as an example. Nor are the functions now carried out by part time volunteers included as part of the paid staff requirement. Volunteers are the backbone of the organization. They are valued and we cannot do without them, nor do we want to, but as volunteers, they can come and go as they choose.

We have reached the stage where we must have permanent staff to carry out some of the functions now done by short term people. We must put an end to having to spend 75% of our time training new people. While most job creation staff have little interest in the museum and its work and stay only long enough to obtain experience and go on to other jobs or back on the dole, there are some who are excellent and whom we would like to retain. In the past, some have been retained and jobs found for others, but there has never been the funding to encourage a promising employee to build a career with the museum.

Until such time as we have relocated on a new site with a good lease, and are operating on a year round basis, we will not qualify for any traditional funding, so we must find other ways to continue.

WHAT CAN YOU DO?

We are asking that each member pledge $30 to cover the average salary of one person for 3 hours, and those who can afford to multiply that number by any amount they choose. Please complete the following pledge form and send it along with your donation as soon as possible.

DID YOU KNOW?

During the 1989 season:

• Total attendance (May 14-Oct 15).. 13,422
• Adults………… 5,979
• Seniors……….. 1,139
• Youth……….856
• Child.. 1,146
• “Complementary.. 256
• Tours…… 438
• Wings & Wheels……… …………… 2,483
• British Car Meet… 1,125

*Does not include member’s visits.

Figures are for the period May 14-Oct. 15 only, and do not include any of the visitors who came to do business with the museum, to use the library, or to visit the gift shop.

RESTORATION PROJECT FUNDS: ARTIFACT

• *Aeronca ChiefFlying
• Auster MK6Flying
• “Avro Anson MKVStatic
• Beech 18 CF-CKTFlying
• *Beech 18 CF-RZRStatic
• *Bell 47J HelicopterStatic??
• *Bensen GyrocopterStatic
• Bensen GyrogliderStatic
• Bergfalke Glider Static
• *Bowers FlybabyStatic
• Brantley B5 Helicopter Flying
• “Bristol Bolingbroke Flying
• ageling Glider (again)Static
• DeHavilland Mosquito KA114 Static
• Fairchild Husky CF-EIM Flying
• Fairchild Husky CF-SAQ Static
• Flying FleaStatic
• “Found Cetennial CF-WFN Flying
• Frankfort Cinema Glider Static
• “Handley Page Hampden Static
• “Lockheed LodestarStatic
• Noorduyn NorsemanFlying
• *Republic SeabeeFlying
• Schweizer TG3 gliderStatic
• *Sikorsky S55 (again)Static
• Stampe SV4CFlying
• *Stinson L1Flying
• Westland LysanderFlying

ADOPT A FLYING AIRCRAFT:

• DeHavilland Tiger Moth
• Fleet Finch 168
• Volmer Sportsman amphibian
• SE5a WWI replica
• Waco INF

ADOPT AN EXHIBIT:

• Avro CF-100
• Beech 18
• CCF Harvard
• DeHavilland Vampire
• Lockheed T33
• Lockheed Lodestar
• Piasecki HUP3
• Quickie
• Vertol H44 helicopter

* Aircraft is on exhibit but still needs major work.

AIRCRAFT RESTORATION FUNDS

There are a number of aircraft which are either on display but need further or complete restoration, or are stored in anticipation of the time when sufficient funds are on hand to carry out the needed work.

In many cases, while the standard of the work will be to air- worthy status, operating costs and other limitations will dictate that a certificate of airworthiness will not be applied for, thus the aircraft is listed as “static”.

Funds collected are accumulated into a Treasury Bill account and not used for any other purpose.

ADOPT AN EXHIBIT FUND

Another Treasury Bill account accumulates and disperses funds collected for the day to day maintenance of aircraft and equipment on display. Cost of cleaning materials and supplies, and parts and materials used to renew the airworthiness certificates of the flying aircraft come out of this account.

NOTICE OF MOTION LIFE GOVERNOR STATUS

Two of the museum’s life time Directors have been unable to take an active part in the governance of the museum. Their absence at Directors’ meetings makes it difficult to attain a quorum, yet there is no desire that these valued members resign.

In consultations with other organizations, a practical solution was found, which is the creation of a “Life Governor status. Notice of Motion proposing any changes to the By Laws must be provided, and the motion voted on by the General Membership.

The status proposed would provide a means whereby the Association could suitably recognize extraordinary and meritorious service, and retain the experience and direction of members who have perhaps relinquished very active roles in the Association’s activities.

Life Governor status as proposed presupposes, but does not require a less active participation by the person so honoured. For this reason, the status has been kept distinct from the existing Lifetime Directors, who, by the terms of the By Laws, must remain active Directors, if only to help reach a quorum. When some of our Lifetime Directors are in a position where they wish a less active role, they might consider a nomination for the less onerous status of Life Governor. The Lifetime Director positions would eventually fade away through attrition, but could be left in the Constitution and By Laws for the historical record.

NOTICE OF MOTION: “To ammend the By Laws of the Canadian Museum to permit the creation of “Life Governor” status by way of amending the By Laws as follows:

BY LAWS (Part 2), Paragraph 4

Add new sub paragraphs:

(i) To recognize sustained and meritorious service to the Association, the Directors may elect up to a standing maximum of five (5) “Life Governors”. Such “Life Governor” status shall afford a lifetime membership in the Association and de facto status as Directors of the Association, outside of the twenty (20) Directors authorized in sub para (b) above. The Life Governors, unless also functioning as Directors under sub para (b) shall not form part of a quorum count, but shall have full access and voting privileges at Director’s Meetings.

() (1) No Motion may be passed by the Directors where it (the motion) is opposed by any four (4) Life Governors.

(2) Any opposed Motion shall be tabled for consideration ast the next Directors’ meeting.

(3) Notwithstanding (1) aforesaid any Motion approved by the Directors shall not be delayed for extra consideration for more than (90) days or over three consecutive Directors meetings.

(4) Alternatively, the Motion may be passed at any interim Directors’ meeting at which meeting the Life Governors are not empowered to oppose the said Motion.

Motion to be made and voted on at the next General Meeting at which a quorum exits.

August, 1989. CMFT’s Sopwith Camel travels many places – this time to the Trade and Convention Centre at Canada Harbour Place for exhibit at Air Show Canada convention and banquet.

WEST COAST REUNION

It’s been five years since the West Coast Air Services reunion. It’s time once again to renew old acquaintances and friendships.

The 4th of November has been set aside for a dinner and dance to be held at the Delta River inn, in Richmond.

• Cocktails 18:00 (no host bar)
• Dinner 19:30
• Dancing 21:00

Tickets may be purchased from your reunion committee members and will be sold on a first come basis. In order to save on mailing costs, prepaid tickets may be picked up at the door. Your cancelled cheque will be your receipt.

Tickets are $40 each. Please make cheque payable to Bev Minaker.

If you know someone we missed please pass on the word.

Reunion Committe: Doreen Kozak 421-6792, Georgian ‘ Lorette 275-3593, Bev Minaker 275-4421, Joan Spare 274- 7860

VOLUNTEER OF THE YEAR

FRED GARDHAM wins hands down for his work on the Hampden restoration project. Our hats off to this valued member, who at 75 still puts in over 30 hours a week as a volunteer with CMFT in addition to volunteering his time with his church, and being Mr. Fixit at the apartment block where he lives.

This charming and remarkable man has had a long and fruitful career, and we can only hope that he stays well and continues to enjoy the massive job he has taken on in recreating the Hampden. Using smashed and corroded bits of the original and other mangled scraps salvaged from other Hampden sites over the years. Fred is producing work that would normally be handled by a team of designers and engineers; building components that slip into place for a perfect fit. To get a perspective on what he is doing, consider that we have no drawings for the Hampden. Fred works from the few photographs we have been able to locate and a parts manual. The rest is talent and ingenuity and a few clues from our Hampden scrap collection.

Fred joined CMFT in 1983 and soon became involved in salvaging the remains of a Blackburn Shark from an island near Prince Rupert. He provided his truck, his camper, his fuel and his time for this tough job which took several days, and which involved other volunteers, vehicles, and a lot of support from people and firms in the Prince Rupert area. But that’s another story. (See Newsletter No. 23, April, 1984)

An excerpt from a taped interview with Fred in 1985 is featured in this newsletter.

Fred Gardham and John De Visser next to the rear fuselage of the Shark. The No. 518 is clearly visable.

October, 1989. Joe Shewella wonders “why am I doing this?” as he sorts out and repairs the wiring in the portable storage building. Joe is always available whenever electrical work is required. Thanks, Joe!

AVIATION PIONEERS BOOK

During 1985 and 1986 the CMFT carried out a series of interviews with aviation pioneers was conducted. Exerpts from the interview tapes were woven into the text of a manuscript about British Columbia pioneers.

Alan Feast has proof read and edited the manuscript, added some new material, and investiged various grants that are available for publications of this type. Estimates on printing have been obtained, and the project discussed with publishers, but it is still a long way from being done.

The book will include lots of photos, and will be offered in soft cover.

The next step is to choose suitable photos, either from our own collection, or by contacting the people interviewed for a loan of their photos. This is a time consuming job as our photos are still not listed in the computer data base and must be searched by hand, and it takes time to call on the interviewees, arrange for the loan of their photos and their copying and return. The final job is to arrange the photos in logical order and write captions.

Anybody interested?

BOOK TITLE CONTEST

We’re also looking for a title for the book. While the project was called “Pioneer Profiles”, that name will not make a very inspiring title. The story we have to tell is exciting, funny, human and memorable. It deserves a good title. Please send in your suggestion. Prize for the title chosen is a $50 gift certificate at the museum’s gift shop/book store.

BUILDING SHARKS, BOEING CANADA, ETC.

Excerpted from a 1985 interview with Fred Gardham by Ken Swartz

Tell me about yourself.

I went to high school then technical school in Vancouver, then went to work in 1931 in the logging camps around Quatsino Sound and eventually wound up in the pulp mill in Port Alice and worked there until 1935 as a millwright’s helper, then to Vancouver and a job with the BC Hydro at Lake Bunsen, and Ruskin.

I didn’t like it, and didn’t want to make it my life’s work. I had always been interested in airplanes, so I investigated several [local] schools [including] the Columbia School in Vancouver, but I didn’t feel that was enough scope so I went down to Portland and then to San Diego to the Ryan School.

[The school] was in conjunction with the Aircraft factory it self. The the classrooms were in the administration building for Lindberg Airfield. At that time they were producing torn down now. the Ryan ST Trainer, and developing the Ryan SC which was a low wing cabin aircraft three-seater, powered by a Warner Scarab engine. I spent a year (from 1937 to 1938) and took their air engineers course and got my first A and E credentials. After I got through school I got a chance to drive some people up to Seattle that I knew and I got a free ride home because I was broke at the time.

Did you have any memorable experiences there?

Oh yes, it was quite a change from living in a shack in Ruskin at the foot of the power house. I had a car and I used to go out and get my grub over at Mission once a week. I’d never lived in a country where it didn’t snow.

The Consolidated Aircraft Company next door was building PBY’s, and doing experimental work on the Coronado, a four engine flying boat that didn’t prove too successful.

The US Navy had the big base up North Island, right across from Lindberg and they were flying the old Vought Corsairs, a biplane carrier based, catapult gear and all that sort of stuff, comparable to the old Shark was that we flew in Vancouver.

Were there any possibilities for work there?

No. It was time to go home and they never gave me an opportunity to stay down there. I was anxious to come back to Vancouver, and fortunately when I got here they were just starting up the Boeing contract at Coal Harbour. As soon as i got home I contacted some people I knew, a guy named Halford Wilson, an alderman in Vancouver, who used to be my Sunday-School teacher. He introduced me to the boss at Boeing-a fellow by the name of Scidelli who was one of the men brought up from Seattle to operate Boeing Aircraft in Vancouver and he hired me and they had two or three men in their shop from Boeing. One was Cliff White, he looked after the final assembly; a fellow name of Watson, [who] was in sheet metal oh and I can’t think of the fellow’s name that was up in wing construction, but anyway, Boeing had their men in key spots to oversee our construction of the Shark in Vancouver.

That was quite an experience-to go from an American type of thinking to an English type. An English drawing is reversed to an American drawing so it was quite interesting.

Had they been building many aircraft.. before?

Boeing in the 1920’s had been building boats and flying boats. Hoffer Beaching was a marina and they both used the same area. Hoffer used to repair boats right along side the building where Boeing was building his aircraft for the airforce and you had to go through the boat yard to get to the Boeing plant. Boeing’s plant was on piles over the water right across from the rowing club, and of course that’s all

We didn’t do any assembly work at Georgia Street-we did all our final assembly work at Jericho Beach at Number three hangar.

That’s where I went after we got the first two hulls ready for assembly for the Shark. Cliff White came out with us as a shop foreman and we had a number of people who had gone to school down in the States or had worked up in the bush in northern Canada in the aircraft game. A lot of them were quite well known – people like Van der Lin [who] had flown with Holly Kenyon in the bush and other chaps-we had a chap named Fairweather that was a bush pilot and others that had backgrounds in early aviation in BC or in northern Canada. They had all been brought into Vancouver to work on this Blackburn Shark contract.

What was the Shark exactly?

The Shark was a torpedo bomber that had been designed by the Blackburn Company in Yorkshire… for the Royal Navy. Carrier based, it was used in the Royal Navy up to the mid 30’s. The aircraft was picked up by the Canadian Airforce because it was water-borne; it was on floats. It was adaptable to wheels, or skis, and adaptable to our west [and east] coasts. The Shark was the only military aircraft we had that had any potential in the early part of the war and it served a useful purpose til about 1943 [when] they got other aircraft, like the Stranraer.

The last few Sharks were used as training machines on one of the British Aircraft carriers that were going off to the Middle East and were shipped off on the HMS Courageous. They were eventually dumped overboard once the British got replacement aircraft.

What did it look like, the Shark?

It was a biplane, metal fuselage, wings were metal spar with metal ribs and fabric covered, and hinged so that they could fold back so they could stow them aboard aircraft carriers. The lower wings were arranged to take bomb racks and there was also an arrangement to sling a torpedo under the fuselage. They never flew them as torpedo bombers, but we test flew all of them with a torpedo before Boeing released them to the airforce.

All our test flying was done by either Bill Holland or Gordon Ballantyne. I think Dobbin, he was an early WW 1 pilot, did a few test flights too. We had another interesting chap that was the AID inspector.

RCAF Shark II’s patrolling over Stanley Park in the 1930’s. The Lions Gate Bridge has yet to be built. CMFT collection #236, Fred Gardham collection)

What is AID?

That’s the Aircraft Industrial Directorate, the inspection area of the airforce. Their AID inspectors really knew what they were doing. All our work was done with our own Company inspectors was then all checked out by the AID. This was something we had all during the war when I was out at the Boeing overhaul plant or CPA overhaul plant at Queensborough. Everything that was finalized had to be accepted by the AID before the airforce would take the aircraft back on its roster.

You were mentioning an AID man down at Jericho?

Yes, his name was Sargeant-Major Bart, a warrant officer, WO 1. He was the Airforce inspector that went on all the acceptance flights. There was another chap named Curly Coates, [who] was his assistant. He worked in the same place that Ed Zalesky was after the war, on the south side of the Vancouver airport, right across the street from the old Boeing plant. I remember knowing Ed Zalesky in the early days when he was handling the Piper Cubs and that sort of stuff. I lost track of him him until I came back out here and joined the Museum.

Tell me how do you build a Blackburn Shark? Did they get the parts from England?

No, the only parts they got from England were the main spars for the wings but the rest of the fuselage and all metal work was all fabricated in Vancouver. The assembly jigs were shipped over from England. There was a sub-assembly jig that you built the front section of the fuselage back to the pilots cockpit [in]. Then you put it onto a main jig and mated it with the rest of the fuselage that was built up by all the stations being held in a jig, in big fixtures; that lined it up as a fuselage. [Then] it was skinned and riveted together like any conventional construction. There wasn’t anything radical in the Blackburn Shark.

Interestingly, all the metal forming was done in Vancouver. Instead of going into making dies or presswork, it was all done by hand. All the forms and frames, and skin work; or rolled on rolling machines. We had one small drop hammer down at Boeing down on Georgia Street but it only did very minor small things.

We did work two shifts, but we didn’t have enough crew to work two shifts completely. There wasn’t even a toilet there. It was pretty elementary. There was a golf course alongside of the hangar there, [and] there was a game everyday to go over there and see how many golf balls you could find and send them back over the fence.

How many people would have been working down at the Boeing plant?

I would imagine we had about four hundred people down there, because my tool check numbered 273 and there was a lot of people hired after I was.

The plant was just an old wooden building with car deck flooring in the machine shop. You got down on the floor and you got full of slivers and the conditions we worked under, you know, we didn’t have the best of equipment or anything like that but yet they got a good airplane built up- town there.

A lot of the people who were working there had never assembled an aircraft before. They had a very small area for a machine shop, it was amazing the amount of work that they…but I think they must have farmed work out to outside contracts in Vancouver too because they didn’t have some of the, they didn’t have the mills and sort of thing involved in carving out all those stainless steel fittings.

[Some of] the people we had at Jericho Beach, putting those aircraft together [were] a chap names McClellan, and he had an assistant name of Whigmore. They were two Englishman attached to Bristol Aero Engine in Montreal and they did all the engine installations. The electrical was done by people that we managed to get in Vancouver and [in] the paint shop most of the people were all local people. We had a senior inspector by the name of Harry McEwen, from Montreal I think. Most of our mechanics and that were local people. There are still a lot of them alive here in Vancouver.

What was your job?

When I first started I was making and assembling bulkheads. When we got the bulkheads all built then we started putting them into the assembly jig and started building the first fuselage. The fuselages were built in two halves. The front section was in one jig and then mated into a completion jig in the second half. I was what they called a fitter. We were assembling all the airframes and putting the skins on afterwards and then attaching all the block fittings for the attachments for struts or wing attachments, and whatever.

Then after we went to Jericho Beach I was assigned to all the air systems and armament. I installed all the machine guns and put all the hydraulic gear in for them, all the air systems for wheel brakes, and made water rudders. That was my main responsibility but of course we all had to help when we were assembling – mounting wings and rigging. The whole crew would all be switched over to whatever was the job at hand. The electrical and radio end we had people who were experts at that and we had a group who were the test flight [crew].

I was put on the test crew and we flew the first aircraft (514) off the water on floats. It had a torpedo attached, to give it some credibility when they were doing their testing and then after we did our waterborne test work we put the aircraft on wheels and folded the wings back and put the tail on the back end of an old pick-up truck [and] wheeled it out to Sea Island over the old Marine Drive that runs around by the university and out to Marpole and then across the old Marpole Bridge. We had a terrible time getting across the Marpole Bridge. What with telephone wires – we ran into trouble by Grauer’s Store, just across the bridge we got hung up-there was somebody trying to pass us-there was a whole line of traffic and we got into a traffic jam. We hung a wing tip up in a telephone wire getting past Grauer’s store.

We did our altitude tests and that sort of thing. We had difficulty starting these Sharks because although they were equipped with Kauffman starters we didn’t have any shot gun shells for them for almost the first year, because they needed them all in England. So we had to start the engines on the Sharks by cranking them over by hand. We had an extra priming pump in the cockpit that fed the first top three cylinders. We would crank them over and prime with this primer pump and then when you put the switches on to the mags there was a booster coil that would give you an extra high tension charge that would, if you swung the engine over til it was just about ready to fire, it would catch by itself.

Other times we would have to help it with a rope with a bag on it, [which slipped over] the end of the blade to turn them over but it was awkward because when the Sharks were on floats it was pretty hard to get up there to turn them over even, and then [to] try to turn them over when they were getting to fire.

We would get them started on shore then we’d push them down the ramp with the engine going, and take the beaching gear off after we got in the water. We didn’t have waders or anything like that, we just had to go in the water in our overalls and take the beaching gear off and drop the torpedos and that sort of thing. There was a lot of things lacking in the early days of WW 2 out there at Jericho Beach.

What was Jericho Beach like? A lot of people have a hard time imagining what might have been there at one point?

Jericho Beach was an airdrome – a sea plane base, but in the beginning it was something to do with the airforce but there was more flying done by the BC Forestry and photographic work flying out of Jericho Beach because it was the only sea plane base we had before we got the Wells Air Harbour going in Marpole.

I was living in Kitsilano in 1924, going to General Gordon’s school. There were hardly any houses, and the hangars they had were very elementary. Most of the aircraft were moored out on buoys. Even after the Airforce got going in 38 with the Boeings, most of the flying boats were left in the water all the time, like the old Vickers Vedettes and the Vickers Vancouver and the Fairchild. They very seldom brought them on shore (except] when they had to do some engine work, do some major overhaul or something like that. They never even had a gun [there].

Later, we ran the Sharks [right behind Number 3 hangar] to supervise the gun firing through the prop. They used to tie a big plywood disc onto the propeller and start [the airplane] up. Then after the engine warmed up they got up the speed (and] they would fire the machine gun and check the bead on the blades to see where the synchronization was and then they could change the synchronization to either lead or lag the blade that they were firing through, because they were flying half engine speed so it’s going through the same gap between the blades each time. [It was] a three-bladed prop and so it was an interesting thing to line up (the synchronization].

Tell me something about the actual flying of the aircraft, did they just take them up in English Bay?

We had to rely on the Airforce [who] had only one crash boat. The Airforce used to do a lot of bombing practice out in English Bay. They used to have a marker out there. They used to use smoke bombs and the Sharks were out there dive bombing these things and letting these smoke bombs go but they never did any torpedo drops.

You mention the crash boats, did they ever have to use the crash boats?

Well yes, they did. When the first two aircraft were built, 514 and 515, on September 7, 1939, I forget now whether it was the 7th or somewhere around there. War was declared on the weekend and on the Monday morning they started off with a dawn patrol of about five Sharks, all taking off in a squadron, with both 514 and 515. One hit a log or a dead- head taking off and it crashed and then the other one got in the air, but he saw his other aircraft crash and swung around to see what was going on and he crashed; so there was two aircraft wiped out right the first day that they went to war.

It was rather disconcerting to see your life’s work all shot to pieces. We were picking up bits and pieces of floats and rudders and stuff all around West Van and Stanley Park for the next week. They never did recover the two aircraft.

They lost two more off Jericho Beach, 516 and 517. They both packed in off Jericho Beach.

After we had completed our contract (I was there from April 1940 and was the last one to leave Jericho Beach for Boeing) I, and another chap, Ray Arnold, (he was our chief supervisor) assembled about five spare props for Blackburn Sharks, which was the last time I worked at Jericho Beach before I quit and went back to Fort William to work on Hurricanes.

Just to follow through, did Jericho go through a lot of changes in those months you were there?

Oh yes, they were building new hangars, building barracks and that sort of thing to house all these new people coming in there, and a lot of new aircraft [were coming in]. They were getting a lot of Northrops and Grumman G21 Goose that they were picking up from the States that were surplus (or available] down there.

About 1939 the first Stranraer came out (flown by an old Wing Commander named Maudelsley) who buzzed the airdrome real good. He had his wing tips going around there before he landed, and he got ticked off by the city of Vancouver for flying low over Vancouver. He used to fly these Vedettes, and when he landed a Vedette, by the time it had dropped off the step the bow was on the ramp and he could step out of the front of that aircraft without getting his feet wet. He was quite a character.

That’s when they were flying up to Ucluelet and Coal Harbour at the top end of the island and Rose Harbour, Prince Rupert, Alliford Bay. It was the only aircraft they had up til then. Later, Bolingbrokes were flying out of Annette Island up on the Panhandle north of Prince Rupert.

They also built an airport at Tofino and they were using that as a land base for Boly’s and that sort of thing in the early part of the war.

They used to bring the aircraft down if they were damaged or time expired and we overhauled them and repaired them out at Sea Island or out at Queensborough in Westminster where CPA had a hangar built during the latter part of the war after Boeing took over the overhaul hangar on Sea Island. The Boly’s were a good airplane and they did a lot of good work up there and we managed to keep flying.

Editor’s Note: There is a lot more to Fred’s story, including his experiences helping to build Hurricanes at the Canadian Car and Foundry plant in Fort William, Ont, and his subsequent return to work for Boeing at the “sawdust bin” at Sixth and Pine in Vancouver, then on to repair Lockheed 14’s and Grumman Goose at Sea Island and Queensborough. But that’s another story.

September, 1989. Richard Crawshay delivers the Volmer Sportsman amphib homebuilt donated by Norm Hoye in time for exhibit at the British and European Car Meet. Thank you, Norm.

BYE, BYE BLACKBIRD

by Stephen J. Mraz

Reprinted from Machine Design July 20, 1989

AFTER MORE THAN TWENTY YEARS OF SERVICE AS THE WORLD’S FASTEST AND HIGHEST FLYING AIRCRAFT THE SR-71 BLACKBIRD MAY BE SOARING OFF INTO THE SUNSET.

On October first of this year, the United States Air Force plans to retire its premier reconnaissance and surveillance aircraft, the SR-71 Blackbird. Designed and built by Lockheed’s Advanced Development Div. or Skunk Works, this 27-year old spy plane can still fly higher and faster than any other known aircraft.

Apparently, Air Force officials feel it is no longer cost effective to operate and maintain its SR-71 fleet compared to alternative systems.

It costs $208 million per year to fly the Air Force’s six SR 71’s, according to general Larry Welch, Air Force chief of staff and former SR71 pilot. Estimates are that each mission costs in excess of $8 million. Just starting the engines racks up a $50,000 tab. In contrast, $8 million can keep between three and four F-16’s flying for a year.

Then Defence Secretary Carlucci once said that the aerial refuelling makes SR-71s too expensive to operate. Since the planes use a unique fuel (JP-7) some speculate that a fleet of tanker aircraft must be dedicated to serving their needs. In addition, the SR-71″‘s Pratt & Whitney J58 engines have been out of production since the late sixties and replacement parts are increasingly dear.

Extensive maintenance procedures also make this aircraft expensive to keep in the inventory. For example, after each structure. flight, seven postflight checklists with more than 650 items must be completed. Five structural specialists take an average of six hours to complete their checklists which in clude inspecting every titanium and plastic spot weld on the wings’ upper surfaces.

The people needed to conduct these stringent SR-71 maintenance programs are said to require 18 to 24 months of training before being allowed to work on the plane unsupervised. That fact, plus low retention among Air Force personnel, makes using higher paid civilian technicians a necessity. In all, the aging aircraft seems to have become too expensive to maintain. ,

SKUNK WORKS DESIGN

With little more computing power than a slide rule and only the most rudimentary in composite technologies, Clarence “Kelly” Johnson led the design of the Blackbirds. Begin a “black,” or special access weapons program, Johnson had the luxury of dealing with less outside interference and more streamline bureaucracy than today’s defence contractors. And he had almost unlimited funding. Cold War fears of the Soviet Union put the Sr-71 on the front burner. –

Design criteria grew out of vulnerability studies and estimates of Soviet military technology. Studies showed that the next generation spy plane would need a cruising speed in excess of Mach 3, a cruising altitude of over 80,000 feet, and a low radar cross section. It would have to carry state- of-the-art electronic countermeasures and communica tions equipment. For safety considerations, it was also decided that the aircraft should have at least two engines.

Engineers at Lockheed and Pratt & Whitney had to overcome many previously unknown design problems to make the Blackbird fly. One of the most difficult and pervasive involved the high temperature environment associated with flying at Mach 3. At that speed, aircraft skin temperatures range from 450 to 1,200 F. This ruled out all but alloys of titanium and stainless steel as structural materials. With its superior strength-to-weight ratio, titanium was the final choice. It makes up over 90% of the Blackbird’s basic

Lockheed engineers first had to get an understanding of how to work with titanium before they could complete the project. One manufacturing breakthrough dropped the cost per foot for machining wing extrusions, thousands of feet of which went into SR-71’s, from $19 to $11. Initially, drill bits had to be tossed out after drilling only seventeen holes. They were soon replaced by bits that could drill one hundred holes and then be resharpened.

Lockheed also instituted a complicated quality control program. For all but the first few titanium parts, the company can determine the mill pour from which their 13 million titanium parts came. For the most recently made 10 million parts, the firm even has records of the grain direction in the sheet from which the part has been taken.

Once work began on the skin of the aircraft, lockheed quickly found that heat caused warping in the large titanium wing panels. Lengthwise corrugations proved to be the solution. The corrugations deepen a few thousandths of an inch at cruising temperatures and then return to their original shape upon cooling. These grooves also add structure to the wing, provide more heat dissipating surface area, and do so with little added drag.

Designers also discovered a few quirky ways in which titanium reacts with elements like chlorine and cadmium. Wing panels spot welded in the summer failed quickly, while those constructed in the winter would last indefinitely. Engineers traced the program to the chlorine added to the Burbank water supply in summer to control algae. A distilled water wash proved to solve that problem.

Another difficulty was that the heads of engine bolts fell off when engine temperatures climbed into the 600 F range. This problem was tracked to the cadmium on the bolts. Tools left just enough cadmium on the bolts to cause the failure.

The extreme heat also proved a challenge for Pratt & Whitney engine designers. A new fuel, JP-7, had to be developed that could withstand high temperatures. The fuel also became a major component of the cooling system. Speed over a closed course. July 28, 1976, 2,193.167 mph, The relatively low temperature fuel is used as a heat sink to Captain Eldon W. Joersz, USAF cool the crew, avionics, and even the landing gear. Since this leaves little cooling capacity for engine electronics, a chemical ignition system was developed. Tetraethyl borane (TEB) is used for starting both the main engines and afterburners.

Engineers managed to wring one more use out of the fuel. It also serves as the engine hydraulic fluid, actuating bleeds, afterburners nozzles and so on. The fluid passes through the engine hydraulic system once and then is sent through the engine for burning.

The distinctive shape of the plane was dictated by speed, altitude, and range requirements. It was built as a modified, tailless delta-wing with a blended forward wing. The 130 foot long fuselage stores the estimated 80,00 pounds of fuel along with the landing gear and payloads.

The forward wing, called a chine, was added to reduce wing drag; it turned the forward fuselage into a fixed canard and develops lift in flight. To take advantage of the vortices this chine creates, the dual vertical tails are canted inward. This cause directional stability to increase as the angle of attack increases. Engine inlets are pointed down and inward to also take advantage of the chine air flow.

Special care also had to be taken to protect the crew. Engineers had to design an ejection capable of working at Mach 3 and at altitudes above 80,00 feet. An integral part of this ejection system is the custom-made pressure suits the crew wear. Just recently, when an SR-71 crashed into. the China Sea, this ejection system was able to save both crewmen.

RECORD SETTING PERFORMANCE

The Air force has always been reluctant to publicize anything concerning the SR-71, including its capabilities. Most such information is still classified. However, on July 27 and 28, 1976 the Air Force let three flight crew have a go at setting some new world speed and altitude records. The three Air Force flight crews and planes flew from Beale AAir Force Base in Caalifornia, home to the 9th Strategic Reconnaissance Wing, and set the records at Ewards AFB. It is still not known whether the planes were pushed to the limit of their abilities for these record setting efforts.

One of the Blackbird’s most famous record setting flights occurred in September of 1974. At the time, the record for a New York to London flight was 4 hrs and 40 minutes held by a Royal Navy F-4K Phantom since 1969. The SR-71 completed the flight in 1 hr and 56 minutes at an average speed of almost 1,807 mph or 30 miles per minute. After spending a week on static display at the Farnborough International Air Show, the plane flew back to the States and while enroute established a record for flying from London to Los Angeles.

SR-71 World Records

• Altitude in horizontal flight,July 28, 1976, 85.,068.997 ft Capt Robert C. Helt, USAF
• Speed over a closed circuit, July 27, 1976, 2,092.294 mph. Maj. Adolphus H. Bledsoe, Jr., USAF
• Speed over a recognized course:
  • New York to London, September 1, 1974, 1,806.964 mph. James V.Sullivan, USAF 1 hr & 55 min
  • London to Los Angeles, September 13, 1974, 1,435.587 mph.Apt. Harold B. Adams, USASF, 3hr & 48 min

BLACKBIRD FAMILY TREE

In 1958, advances in aeronautics, radar and missile technology were thought to be quickly making the U-2 CIA spy plane vulnerable to new Soviet anti aircraft systems. Though it was the highest flying plane of its day, the single- engine U-2 was relatively slow. A follow on aircraft was needed. Lockheed’s Skunk Works, with its enviable record of having designed, built and flown the original U-2 in only eight months and 20% under budget, was a favored contender. In the end, Lockheed won out over Convair and the Navy and got the contract.

The need for such a follow-on aircraft was hammered home on May 1, 1960. On that day, Gary Powers and the U-2 was piloting was shot down while overflying the Soviet Union.

By April 26, 1962 the first of these follow-on aircraft, designated an A-12, was test flown. Designed for and founded coverage. by the CIA, Lockheed eventually provided the agency with eighteen A-12s. In 1976, it is widely believed that the CIA retired its fleet of A-12s to a series of sealed hangars in Palmadale, CA. This model was the first of the Blackbirds so nicknamed for their heat-dissipating black paint schemes.

The second and shortest-lived model was the YF-12, a proposed Mach three interceptor with the mission of guarding American shores from incoming aircraft. It was equipped with Hughes ASG-18 radar and GAR-9 missiles but never deployed. Most experts agree that the Blackbird was originally intended to be a covert surveillance platform. not an interceptor.

The final and most well-known model of Blackbird is the SR-71. The first of these was delivered to the Air Force in December of 1966. Since then it has been used to gather information on most world trouble areas, including Vietnam, Cuba, the Middle East and Libya. Prior to President Nixon’s trip to mainland China, in 1971, SR-71s are said to have made hundreds of over-flights mapping the Chinese interior. Beijing reportedly registered over 500 official protests of the overflights with the U.S. government and repeatedly tried to stop such flights with their fighter aircraft.

One of the differences between these models is that both the YF-12 and SR-71 carry a two man crew. The YF-12 carries a Fire Control Officer and the SR-71 a Reconnaissances Systems Officer. The A-12 is a single-seat aircraft with equipment taking the places of the second crewman.

The public first became aware of the Blackbird program in February of 1964 when President Johnson revealed some of the aircraft’s capabilities. The public then got its first of official glimpse of a Blackbird in the fall of 1964 at a public showing at Edwards AFB, six years after the initial contract was awarded and two years after its first flight. On October 1st, 1989, the Air Force plans on retiring the last of its fleet of SR-71 Blackbirds.

WHAT’S NEXT?

When the last of the Strategic Air Command’s SR-71 Blackbirds is put into mothballs, what will military planners use to take its place? The Air Force’s canned reply to this question is: The Air Force continually assesses requirements to determine the need for furture systems. In other words, they’re not telling.

Conventional wisdom holds that satellites will accomplish most of the SR-71s’ tasks and for a fraction of the cost of maintaining the SR-71 fleet. Newer satellites like the Keyhole KH-12 have high resolution photo imaging capabilities and probably also carry imaging radars as well.

One drawback of the KH-12 is its reliance on the space shuttle as a launch vehicle. Putting one of these satellites into a polar orbit is virtually impossible with the Vandenberg AFB shuttle pad currently closed. Without a satellite in polar orbit, the northern 10% of the Soviet Union cannot be monitored. Satellites also lack the ability to be deployed as rapidly as aircraft. Their predetermined orbits allow targets to be hidden or camouflaged during periods of satellite

Rumours of a Lockheed-built follow-on aircraft have been circulating within the aviation community since the early 1980s. When asked about it, Lockheed spokesmen cryptically say that there are no specific plans on paper for an SR-71 replacement and that the Air Force is not allowing them to speak on the subject. An Air Force spokesman when asked about a follow-on aircraft, said, “If there were such as airplane the Air Force would announce it at the appropriate time.” He would not say when the appropriate time would be.

It is interesting to note that Lockheed and the Air Force have a long history of designing and deploying systems away from the public view. The F-117 Stealth Fighter is an excellent example. As a special access, or “black” weapon program, the F-117 had been flying for seven years before the Air Force acknowledged its existence last November.

Remotely piloted vehicles (RPVS) are also contenders for replacing the SR-71. At one time, RPVS thought to be physically similar to the SR-71 were built by Lockheed. Designated the GTD-21 Drone an estimated 38 were built in the mid-sixties. Though no performance figures have ever been released its speed is assumed to approach the hypersonic regime with a crushing altitude above 100,000 ft and with a range of 1,200 miles. It was designed to be carried aloft atop the rear fuselage of a A-12 Blackbird and then launched.

Observers speculated that the D-21 drones were used for covert surveillance and to get around President Eisenhower’s promise not to continue manned flights over the Soviet Union after the downing of the Gary Power’s U- 2. The GTD-21 Drone is assumed to be currently retired. They have been stored at Davis-Monthan AFB since 1976, roughly the same time the CIA mothballed its A-12s.

A modified version of the F-117 has been mentioned by some defence observers s a possible candidate to succeed the SR-71. An upgraded SR-71 has also been talked about. Both of these options could be interim solutions bridging the gap until technology from the National Aerospace Plane (NASP) becomes available. Then, hypersonic reconnaissance aircraft, manned or unmanned, could become a reality.

DONATIONS

We sincerely thank all of the people who have donated goods and services to the CMFT. Lacking cash to purchase artifacts, services and needed materials and supplies, such donations make it possible to carry on.

LARGE ARTIFACTS

B.C.L.T. Rick Bray Conair Aviation George Grant W. Norman Hoye Alan Lee North Shore Refrigeration Don Strang Bill Teague Vancouver Airport Fire Dept Voyageur Airways

SMALL ARTIFACTS

Aero Space Museum Assoc Tom Apps John Barnes David Barrett Stephen Bathy Harry L. Bray Rick Bray British Aero Space Joseph Bertalino Tette Brouwer Claudio Bulfone Neil Cameron Canadian Milit Engr Mus Daniel Carson Donna Carson Kevin Carson Peter Carson Robert A. Carswell Joseph G. Cheetham Frank Coulter Rick Coulter Peter Daniell Fred Davies Ulrich Dick Thomas E. Davis James Duthie Jane Etzkorn/Mike Gatey John Fald J. & M. Fiberglass Ltd Forest View Enterprises James Foulkes Doug Fraser A.E. Furmedge Fred Gardham Mike Gatey Fred T. Gillert Carol & Ross Gregory Stan Grove John C. Guy Walter Hamiltgon Jack Hansen Sub Lt G. Hartley Richard Haslinger Donald G. Hawe Stoney Jackson Penny James Tony Jarvis Gerald Kennedy Peter Knowles William Knowlson Andy Kovachs Ron Krywiak 1. H. Kuss Bill Lamberton Mike Langford Jack Lingham Martin McArthur Bruce MacFarlane Arthur McLeod George McNutt D. McQuarrie Victor Mahoney Wayne Manning Paul Meyer Mrs. Yvonne Moir Lin Moore Ed Nadort John Nelson Phil Nelson Ken Neville-Smith Donald Newton Marshall Noble Mel Orphan Edwin Pleasants Mike Scott Art Seller Phil Shannon Brian Sigsworth Susan Slater Arther Slipper Sparta 2002

Kenneth I Swartz Jack Syrett Williams J. Tennison United Airlines R. W. Van Horne Mrs. Barbara Warwick Christina Watson Bob Wayne Jim Wheeler Ingy Wikene Mrs. L. R. Willing Mark Zalesky Rose Zalesky

BOOKS, MAGAZINES, LOG BOOKS

Tom Apps Alma Gaudreau Helena Ashdown Earl Gerow Lyall (Art) Arthur John Gilmore Brian Bannister The Battery Press Doug & Lisa Girling John Gordon Bruce Beeson Publishers Mrs. M. Gorrill Kany Besse John C. Guy Boundary Bay Flying Club Jack Hansen John W. Bradford Dr. Fred Hemming Ray G. Bradford Rusty Hopper Tette Brouwer Barbara Hirsch Brian Burke Brian Hotel James Burns John D. Hutchison Harley Byles Dick Illingworth Eileen Campbell Penny James CALPA David W. Jones CFB Shearwater Tobin Jones CF School of Mil Eng’s Sean Keating Can Mil Eng’rs Museum M. Kenton Can War Museum John Klaholz Bev Champniss Inky Klett Peter Knowles Gerry Chapple Andre F. Christoffersen Barb Koch Curly Chittenden Ron Krywiak Harry Clark 1. H. Kuss John R. Clark Joe Lalonde Regan Clarke Mrs. Edith Lando Williams R. L. Clarke Langley Centenn. Museum C.P. Coates Lighter Than Air Society Rick Coulter Shirley Limmert Arthur Claxton Jack Lingham Communications Cda A. C. Logan C. J. Connolly Mrs. A. P. Loiselle Peter N. Connor Alfred D. Long Mrs. Kathleen C. Cuff Alan J. McCuaig Louis V. Divone Martin McArthur Bruce Duncan lan MacDonald James N. Duthie Bill McGarrigle Ed’s Western Av Sales Gary McGowan Jane Etzkorn/Mike Gatey Georgina McKenzie Bill Everby Don McVicar Roly Fane Paul W. March George Fawkes Lillian Martineau John Finley C. Meadows Harry Fordham Bobbie Midden Art Fox K. J. Minor Richard Frankish Lin Moore Archie Fraser A.C. Morrison K. J. Friesen lan F. Morrison A. Fuhr Museum of Flight, Sea. Fred Gardham Brian F. Murtsell Bill Gardiner John Muzzy Mike Gatey

National Aviation Mus Joe Smith Bud Neyedli Stanton & MacDougall Oscar Nelson James C. Stevens Ken Neville-Smith Ken Stunden Marjorie Nicol Bill Nicholson Tony Swain Ken Swartz Maxse Taylor Marshall Noble Bob Ogden Don Thomas Larry Thompson Lars Olausson Kal Opre Herb Tripp . R. W. Van Horne Pacific Wings Ltd Elsie Pape Jerry E. Vernon Jim Proctor Eric J. Rose Veterans Affairs Garry A. Vincent Mrs. Vivian Russell Hansurgen Von Claus Reigen Richard W. Ryan Brent Wallace Harold Saunders Bob Wayne Raoul Schreiden Brian Weeks Shamina Senaratne Steve J. Serenas Western Producer Prairie Books Jim Wheeler Inge Wikene Allen K. Sharp Keith Simpson James Williams Arthur Slipper Ann Woods Bud Smith Ed Wong David Smith Rose Zalesky

PHOTOS, PICTURES, MEMORABILIA

Johanna Postlethwaite Frank Edwards Abbotsford Air Show Society Roly Fane Alberta Free Balloonist Soc Reta M. Farley Alkmaar Associates George Fawkes Harry J. Fordham Forefeathers Enterprises Tom Apps Don Begg Benwell Atkins James Foulkes Art Fox John Barnes The Battery Press John Fry Productions Beautyway Graham Bell Bill Gardiner Mike Gatey Boeing Company lan Geddies Grant S. Gedge Clarence Bottreill Brian Brammall Christopher Georgas Roy Briscoe Eal Gerow Brian Burke John Gilmore Neil D. Cameron Doug & Lisa Girling Eileen Campbell Ghosts Canadair Reg Greenhalgh Bev Champniss Carol & Ross Gregory John R. Clark John C. Guy C. P. Coates K. Haan Les Collins Larry Hannah Rick Coulter Hannan’s Runway Mrs. Kathleen C. Cuff Edwin L. Harris W. E. Cuff Barbara Hirsch M.D. Cullum Neil Homes Rod Cutler Rusty Hopper Ken Danyluk John D. Hutchison Mike Deegan Stoney Jackson John A. de Forest Mohamed Javaid Archie Fraser Kamloops Air Show Jean & Walter Delliston Norman Keene James M. Duthie Key Publishing

John Klaholz inky Klett John Sayle Scandecor Inc Bill Lamberton Art Seller Mrs. Edith Lando Shamina Senaratne Marvin Lang Art Sewell Bud Law Al Sharp Alan J. McCuaig Keith Simpson Arthur Slipper lan M. McDonald Mrs. M.R. McCubben Joe Smith Bill McGarrigle John Spinks Michael Macgowan Ernest McKenzie G. Hall MacKenzie Harry D. Stephens Colin Stevens Mrs. C.A. Stewart David Massy Phillip Strudwick Al Michaud Ken Swartz Gary Moonie Jack Syrett Lin Moore Maxse Tayler lan F. Morrison Wilma Thompson Motor Coach Industries Time Life Books Ocsar Nelson John R. Underhill Ken Neville-Smith Jerry E. Vernon Marjorie Nicol Video City Distributing James L. Niven Colin Walker NW Territories Archives Brian Weeks Dick Odger George D. Whitfield Jerry Olsen Roy Willis Quay Publications UK Yankee Air Force Raietea Productions Ed & Rose Zalesky Robert Rice Richard W. Ryan

UNIFORMS, MEDALS, CRESTS

Mrs. G.A. Barnet Jeanne McKelvey Brian Bramall Pat Bray Mrs. Yvonne Moir Lin Moore C.P. Coates Ken Neville-Smith Mrs. Kathleen C. Cuff Robert T.J. Nicholls James M. Duthie Laurie M. Pichler Reta M. Farley Harold Saunders George Fawkes Brian Sigsworth John Findley Arthur Slipper Mrs. Colin Hamilton Mrs. Lillian Smith Joe Lalonde J. Pender Smith Shirley Limmert Ken Swartz Alan J. McCuaig Mrs. M. J. Tyler Bill McGarrigle April Zalesky

TOOLS, EQUIP, FURNITURE, FIXTURES

Air Canada Colin Hamilton Arctic Covers Jack Haslett B.C. Transit Authority Indust. Formulators Cda Craig Beachy Penny James Harry Clark J.C. Janes William R.L. Clarke Nick Kapty Rick Coulter Kelowna Flightcraft Ltd. Gordon Croucher Inky Klett Peter Daniell Ron Krywiak Ken Danyluk Bob Lalonde Fairlane Fire Prevention Lansdowne Glass Ed Foster Tore Larssen Archie Fraser Shirley Limmert Carol & Ross Gregory

Larry McEwan Bill McGarrigle Ronald Manning lan F. Morrison Marshall Noble Northern Telecom Cda Pacific Plastics Al Sharp Lillian Smith Sport Aviation Corp Shamina Senaratne Reg Thompson Jerry E. Vernon David W. Vine E.B. Wynes

June 89. The 1949 American La France 100 foot aerial ladder truck, donated by the Royal British Columbia Museum is a very popular exhibit. Thanks to Jane Robinson, Hank Koehler, Bruce Jubb, Doug and Lisa Girland and others who volunteered their time to sand and prepare for repaint.

MODELS

Ken Danyluk Harry Fordham Jane Etzkorn, Mike Gatey Mark Zalesky lan F. Morrison Sealand Imports Carol & Ross Gregory Roger & Linda Hauka Rose Zalesky

CASH

Stan Atlee Lorna Bakker Mr. Ban Frank Bernard Killen Blair T. & B.J. Bratten Doug Brown Ray Brown Business Aircraft Corp Candraft Detailing Inc Andrew Carmichael Yvon Chasse Robert Currie Dante Group John Dart Pieter de Vries Mary Dewberry Ulrich Dick Bill Emerslund R.B. Evans Malcolm Farren Ed Foster Anthony W. Fricker Fred Gardham Mike Gatey Earl Gerow James E. Guttormson Colin Hamilton Bert Hampton Robert J. Harvey Fred Hoch Jim Holte J. Hoyte Jim Hughes William Hughes Imperial Oil Limited Arthur Irving Alex Jones Clifford O. Jones David S. Kipp Randy Komar Ron Krywiak Mike Langford Jack Ungham Kenneth O. MagGowan J.A. McCurrach June McEachren. Mark Mazer Mark Mohan G. Neely Moore Ms. Carol Morelli John Mrazek George A. Neal David Ogiville Dr. H. J. Pickup Matthew Pirozek Dr. A.J.S. Prothero Jane Robinson Richard W. Ryan Russ Sharpe Peter Skehor Frank R. Stevens Marc H. Stevens Paul F. Stevens Jim G.H. Stiker Ken Swartz Mars Tarnowsky Cyril H. Tobias Ed Torok United Way- Telephone Gerry Van Humbeck Jerry E. Vernon Wadsworth Estate Colin Walker R.D. Ward John B. Waters

THE AIR CADET MOVEMENT IN CANADA

Gordon Bell-Irving provided the following unpublished extracts from the diary of his father, Wing Commander Alan David Bell-Irving, who was former Commanding Officer of No. 111 (Auxiliary) Squadron, RCAF.

A.D. Bell-Irving was born in Vancouver in 1896, educated at University School in Victoria and Loretto School in Scotland (hence the visits to London and Berlin as a boy). For his service in WWI, he was awarded the MC and Bar, Croix de Guerre (F) with Palms, and was Mentioned in Dispatches. After WWI he was given the OBE. During the period covered by the diary extracts (which have never been published) he was an Aide de Camp to the Governor General and much involved in arrangements for the Royal Visit in 1939.

In 1939, he held the rank of Wing Commander, and commanded 100 Wing, RCAF Auxilliary, comprised of the Vancouver and Calgary Squadrons, hence the idea of Air Cadets under the aegis of the Auxilliary Squadrons.

BIR TH OF THE AIR CADET MOVEMENT IN CANADA

(editorial notes provided by his son, Wing Commander Gordon Bell-Irving, and by Jerry Vernon.)

• 12 Jan 39: (I have the) Brainwave that (A.W.) Carter should lead (Air) Cadet Squadron.
• 13 Jan 39: Got Nick Carter to accept job as O.C. Cadet unit (Air Commodore G.O.) Johnson agreeable.
• 14 Jan 39: Plans for Cadet Squadron going ahead.
• 24 Jan 39: Last night’s (cadet) enrolment parade a big success. About 1,000 boys turned up.
• 27 Jan 39: (Spoke to) Tom Leslie re. Cadets-Seaforths
• 30 Jan 39: Saw (Ken) Nairn (later A/V/M) re. Cadets, also (Hugh) Campbell (later Air Marshall)
• 1 Jan 39: (Met with) Campbell, Wright, Nairn
• 06 Feb 39: Dinner for (Squadron Leader A.J.) Ashton. Saw G.O.J. (Johnson, later A/V/M/) re. Wing, and uniforms for Cadets
• 08 Feb 39: Wrote Western Air Command re. uniforms and (RCAF Auxilliary) Wing.
• 12 Feb 39: Wrote to E.W.H. (Hon. Eric Hamber, then Lieutenant Governor of B.C.) re Cadets.
• 14 Feb 39: Cadets 250 on parade. All going well.
• 07 Mar 39: Inspection of Cadets and 111 (RCAF Auxilliary) Squadron. Very good show.
• 18 Mar 39: Cadets at H.S.B. (Horse Show Building, Stanley Park Armouries, burned down in the 1960’s)
• 08 Apr 39: Lt. Gove. says Cadet uniforms cannot be provided.
• 11 Apr 39: lan MacKenzie in town (Minister of National Defence). My letters with (Frank) McGill (later A/V/M/) are examined by Farris
• 12 Apr 39: Dinner at (Colonel) Jim Fell’s. I tangled with (General) Art Clark (Seaforth Highlanders) re. Cadets, etc. Verv animated meeting. Which encounter was repeated at Puggy’s (Puggy” Woodward, later Lieutenant Governor).
• 13 Apr 39: Big day. lan (MacKenzie) sent wire asking for uniforms to be sent-urgent.
• 24 Apr 39: Letter from I.A.M. (lan MacKenzie) re. Cadets.
• 28 Apr 39: Details of Cadet issue of uniforms.
• 29 Apr 39: (Advised of designation) Air Force Cadet Corps #1601
• 01 May 39: Cadet (brass) buttons arrive (samples)
• 10 May 39: Buttons for Cadets arrived. Also subs. from Cadets $215.00 approx.
• 12 May 39: Worked on Royal Parade affairs
• 13 May 39: Orders re. parade from Western Air Command. Trying to get Stan McKeen (later senator) to communicate with lan (MacKenzie) at Ottawa. Badges from Smith’s button works received OK.
• 15 May 39: Word uniforms were shipped Fri 12th (May)
• 20 May 39: Sat. Rumours of uniforms arrived for Cadets.
• 22 May 39: (Mon) Some Cadet uniforms arrive.
• 23 May 39: Wired lan (MacKenzie) re. RAF uniform for H.M. (His Majesty) in Vancouver. (This was a request that the King wear his RAF uniform for the inspection). Balance of Cadet uniforms arrive.
• 25 May 39: Busy about parade. Also re. designation of RCAF units which made me hot. Wrote Western Air Command.
• 26 May 39: My letter re, designation was evidently a success.
• 27 May 39: Cadet Wing on parade at Brockton Point did very well.
• 29 May 39: The big day of the visit of the King and Queen to Vancouver. H.M. in uniform of the RAF. Pye (Mrs. Bell-Irving) and I were presented at luncheon. H.M. “Tell me about the Cadets.”

The following account reprinted with king permission from British Columbia Historical News, Vol. 13:2 (1979)

NOTE: The late Alan Duncan Bell-Irving of Vancouver, prepared these reminiscences in 1959.

FLYING REMININSCENCES 909-1959

A.D. Bell-Irving

Perhaps it wasn’t exactly powered flight: it was a fire- powered balloon…a little over fifty years ago in Victoria, at the Willows Track. An open fire under an open-mouthed balloon kept hot air rising into the envelope, which developed lift to carry aloft a brave aerobat, who sat on the bar below the firepot.

Then, in 1910, came Chas. K. Hamilton to Minoru Park [Richmond, BCJ. And a very fine show he put on, with a Curtiss type biplane, with interplane ailerons and a triangular undercarriage. He performed what was called a “vol plane”, which was in fact a glide, with the motor shut down. More than once he did minor damage when landing. But he also raced a Ford car around the track: outpacing it, and playfully dipping down at the driver and he made a sterling cross-country to Westminster and back. My friend John McCurdy tells me Hamilton had been with the Bell-McCurdy team as a mechanic. Some of the design of the Curtiss may well have been developed in Canada at the Silver Dart Camp.

Hendon aerodome outside London, England, and Johannisthal outside Berlin were as busy as any one of the world’s pre-1914 airfields, and at Johannisthal one summer day in 1913 I saw a lot of flying, of the beautiful ‘Taube’ types: came apart in the air: my first sight of a fatal crash. Many years afterwards my friend Tony Fokker told me he had pleaded with that young man. “It will break…you will kill yourself… wait, please, until the engineers shall look at it.” But his advice was not taken.

At Hendon I was a frequent schoolboy spectator. Grahame- White with his ‘Boxkite’: Turner, Hamel, Chevillard, Verrier, Pegoud. With Deperdussin, Bleriot, Caudron, Farman, and Breguet aircraft: it was quite a busy field.

In 1914 my brother Malcolm (Mickey) was working with a survey crew in northern B.C. When war broke out he went straight to England. Before the end of the year he had talked himself into a commission in the R.F.C., and was learning to fly at the Brooklands auto track. He went to France with No. 1 Squadron. I believe he was the first civilian Canadian to get into the R.F.C.: the first to get to the war: and the first to be decorated with the D.S.O. Later he was with the R.F.C. (Can.) at Camp Borden and Deseronto. He and “Art” Tylee were great friends.

I had meanwhile come from Canada as a motorcyclist in the 16th Batallion, but by the spring of 1915 I was a subaltem in the Gordon Highlanders, in the front line, temporarily attached to the 2nd Battalion, Queen’s Own Cameron Highlanders.

The morning sky was frequently dotted with minute white shell-bursts: the apparently still smaller aircraft invariably leading the shell-burst line. No good looking for it except ahead of the last burst. Almost solemnly the bursts would follow the aircraft around the loop of its reconnaissance: perhaps to Lillie-Roubaix-Tournai: perhaps to Donai-mons- Maubeuge.

ne noon-day I was standing in my shirt in the breast-works at Chappelle d’Armentieres; I had taken off my kilt, laid it on the parados, and was carefully going through the seams with a lighted match, popping off the minor denizens at the top of each pleat. There developed that type of a stir which bespeaks what is now known as top brass. The coterie passed me in a swish of narrow passage and murmurmed conversation. Later information indicated the distinguished visitor was The Mackintosh. In Scotland, in his particular hierarchy, ranking with the reigning monarch. During the passing of such an auspicious visitor I was studiously unobserved.

Some days later, back in billets, came an Army Order: Officers prepared to volunteer for duty with the Royal Flying Corps were to be permitted to make application, through the usual channels. My Company Commander sent for me: “Bell-Irving? You’re a Gordon? You’re the officer was in his shirt-tails when th ‘Mackintosh came… verra reprehensible…well, th’ Commanding Officer says since you’re not one of us, you may volunteer for this Flying Corps, if you’re so minded. He’ll not let a Cameron go…”

Weeks passed: I was back with my own regiment, at the Bluff, at Ypres, breathing the sour air of a muddied battle ground, covering up the bodies of Frenchmen who had fallen there six months before, and whom we exposed sometimes in our efforts to get a protective depth to our wretched trench.

Back at billets: a party: my twenty-first birthday: “And goodbye to you, laddie: off to join the suicide club…an’a guid guidbye to ye…”

Off in the rain to Cassel: twenty miles on an army horse: thence by train to St. Omer, where to celebrate the occasion the Germans put on a bomb-raid, in the early hours of the morning, whilst I was asleep in the train at the railway yard.

Next at the H.Q., R.F.C.: Colonel Festing was a gracious but preoccupied examining officer. I went through a thoroughly British examination: more concerned with my motivation than any obscure medical matters. When a tray of coloured wool was produced I suggested: “If you’re in a hurry, Sir, we don’t need that…” Modestly I turned to him: “You see I’m something of an artist, in an amateur way.” Col. Festing was more interested in R.F.C. reinforcements, and my colour-blindness went undetected.

In No.7 Squadron I found myself in the somewhat bared magnificence of a large chateau, in a wood near the aerodome. Later in the air in a Voisin three wheeled biplane, which must have one of the largest aircraft of those days, Barry Moore, the pilot, cursed it violently. He said that at one point he had quite lost control. I had not been aware of it. I learned, though, that a kilt was an unsuitable garment for flying: I soon switched to tartan breeches…normally a prerogative of field officers.

RE5S and BE2s were the other types in the Squadron: reconnaissance was our job. At times such missions as message-dropping to spies behind the lines were an added interest: it ws difficult to locate a man in strange country, perhaps a hundred miles to the Eastward, with no form of communication and the rendezvous only approachable in daylight and (insofar as the aircraft was concerned) undisguised.

We carried little in the way of protective or offensive weapons in those days, and in this the Germans were ahead of us. After a couple of quite serious engagements had followed a lot less deadly, I was allowed to wear the badge of a qualified Observer. This was soon followed, in November 1915, after an encounter with Immelmann in his famous Fokker, by the luxury of a London hospital: Lady Ridley’s residence, turned into a hospital for officers: fronting on the Mall, by the Waverley Steps.

Then to fast single-seaters, as a pilot, after training on French aircraft at Farnborough and Upavon: Maurice and Henry Farman biplanes, then Morane-Saulnier and Nieuport types; single seaters powered with rotary motors: fast for those days, yet making less than three figures in

…continued on page 32- “Reminiscences” Page 31

REMINISCENCES-continued from page 32

I took over from Ralph McBurney, and with a capable staff and the help of Station Warrant Officer John Silver I did what I could to uphold the prestige of that great Station. My wife was wih me, and we made many good friends. Here I flew a Hurricane (my most modern warlike type) and took it one day to 35,200 ft. Nobody at Trenton had been that high before, and I think the airmen were amused that the ‘Old Man’ should do it.

Came “V.E.” Day: Ottawa was afraid of premature announcements; but I arranged a special Station assembly parade. Instead of the usual marching off: “You may go, now.” The troops broke off in all directions, and a very gay break-off it was, lasting far into the night.

I brought home from Trenton the little Fleet Finch seaplane: it was afterwards known as “BQB. Over the ten years after the war we both grew old together. I was never quite sure whether my aging technique or BQB’s aging performance would write finis to my flying. Finally a combination of the two ended under a bridge at New Westminster. With a couple of cracked ribs I did not have the strength to climb aboard a tugboat. BQB was reduced to scrap salvage on a nearby sandbar.

EDITOR’S NOTE: Jerry Vernon advises that the aircraft referred to by W/C Bell-irving was actually a Kinner B5 powered Fleet 78 “Fawn”, not a “Finch”. It was built as c/n FAL 82, and served with the RCAF as an Instructional Airframe (A.399) on 29 Apr 44, and later registered to A.D. Bell-Irving, as CF-BQB, on 28 Dec 45. Gordon Bell-Irving recalis that his father bought the aircraft, and flew it home from Ontario. On 22 Jul 55, the Fleet was damaged beyond repair, after hitting the old Queensborough railway bridge at New Westminster while taxiing, and was later sold to Pacific Wings Ltd. (Ed and Rose Zalesky) for salvage. Unfortunately, no parts survive to this time; the engine having gone to Northern B.C. for use on a snowmobile and the floats being sold into the U.S. It is understood, however, that the floats from CF-BOB later returned to Canada, and are the floats fitted to Fleet 2 CF-AOD, which hangs in the Royal B.C. Museum in Victoria.

NOSTALGIA continued from page 33

With each aircraft normally having two crews it often flew twice a night. The ground crews’ life was one of devoted slavery, often refuelling and bombing up outside, of course in the middle of the night. So often they waited in vain for return of “their” aircraft which they had maintained with hard work and devotion. We were particularly unlucky with our crew partners. Within about a couple of months at one period, they lost four of our Bostons. Our pilot was really upset because, something of an artist, he would really spend many hours painting a large, scantily clad girl on both sides of each new aircraft we received.

Until a replacement aircraft arrived we used a spare, which had outlived-by some miracle-its normal service life but was kept as a standby aircraft. One such plane was “R”, Roger, veteran of 200+ operations. Flying in “R”, Roger, was an experience to be remembered. A veteran of the Desert War with the 8th Army when the squadron flew daylight operations, it had no flame dampers on the engine exhausts. Taking off at night, flames 6′ long blasted from the engines. Once airborne, the violent vibrations started. But “R”, Roger, needed the shortest take off run and was the fastest aircraft on the squadron. “R, Roger, survived the war, having been on operations for over 3 years. When after the war she left for the scrap heap, the whole squadron came to see her final take off. We came to see the last of a beloved airplane. When I joined the squadron a verteran said to me, “You will get to love these aircraft more than you will love any woman.” It was, arguably true and “R”, Roger, more beloved than other Boston. She was like a mistress: used by anybody, owned by no one, fascinating to all who flew her.

At 66, with all this behind me, I sometimes think of the bright, unlined, eager faces of the young aircrew. There was one that I remember above all even though I only knew him for three days. With the typical enthusiasm of a newcomer finally getting on an operational squadron, a cheerful, bright eyed boy joined us in March 1945. Three days later on his first operation, just 10 minutes into German territory, his aircraft received a direct hit from a 88mm shell and exploded with a full bomb load. Next morning an army sergeant came into the billet. He explained that he had been serving in India for several years and had just been transferred to Italy. He had come to see his son whom he had not seen for some years.

How do you tell a father that his son was blown to pieces the night before? We could not even give him the hope “Of course, he may be a prisoner. His plane was seen to blow up, we didn’t even need to add the often used comforting phrase, “At least he didn’t suffer.”

It was easy to die oneself, the pain was in seeing your friends go missing.

But it was the best and happiest time of our lives. Never again would we enjoy the close comradeship, the splendor and relief of an early morning landing just as dawn was breaking; the pride of being ‘one of the old timers’ after surviving a few operations, the travel, the mess parties, the break from the roadins of the nine to five grind we knew before and (those of us who survived) would return to until we retired. When I see a WW2 airplane, or even a piece of it brings me close to tears and yet stirs my emotions in a pleasant way. I don’t think there is a WW2 plane that I cannot vividly remember, either flying, on the ground, or crashed. One can never forget – or should!

HISTORICAL SITE

By John Crosse

John Crosse is a historian and a member of the Jericho Beach Sailing Centre Association.

The burning of the last aircraft hangar at Jericho Beach some years ago signalled the end of an era.

Because Jericho Park was originally Federal property and the records of much of what went on there are locked away in Ottawa, many people are unaware of the vital part Jericho played in the defence of Western Canada in the dark days after Pearl Harbor.

Air Vice Marshal Leigh Stevenson, then a Wing Commander but now retired and living in Shaughnessy, remembers those days well, for it was he who wrote the ‘War Book’ for just a situation in 1938, and, after the Japanese struck at Pearl Harbor, was responsible for putting into operation his own plan.

Jericho was then the main flying boat base for the Royal Canadian Air Force, equipped with Stranraer flying boats designed by the same man who designed the Supermarine Spitfire that had just won its spurs in the Battle of Britain.

The Stranraers from Jericho were moved to ‘Outstations” that Stevenson had established along the B.C. coast at Pat Bay, Ucluelet and Coal Harbour on Vancouver island, at Bella Bella guarding the Hecate Strait, at Alliford Bay in the Queen Charlottes, and at Prince Rupert.

Fortified with other Stranraer squadrons flown out from Eastern Canada, they patrolled far out to sea. The United States had been so crippled by Pearl Harbour that Stevenson’s Stranraers had to patrol American waters as far south as Portland and as far north as Kodiak.

Meanwhile, while the Japanese army overran South East Asia and captured the great British naval base at Singapore, and the Air Force sank the Prince of Wales and the Repulse, the Imperial Japanese Navy raided Darwin in Australia and forged on into the Indian Ocean to attack Sri Lanka, forcing a depleted British fleet to flee all the way to the safety of bases in East Africa! The Japanese Navy was free to roam at will.

The big question was where would they strike next? People in Vancouver today forget how narrowly they averted disaster. Yamamoto, the Japanese commander, was planning a massive attack on Midway Island northwest of Hawaii, and the Aleutians.

But the United States Navy had got wind of his moves and flew every available long range flying boat to the island. Operating the same sort of search pattern that Stevenson’s Stranraers were flying further to the east, they detected the main Japanese fleet a whole day before the far more limited-range Japanese reconnaisance aircraft found the American carriers.

In what has been called the ‘incredible victory’ of Midway an American fleet of only 25 ships with three aircraft carriers turned back a Japanese armada of 180 ships with seven aircraft carriers.

Had the Japanese won at Midway it is frightening to think what would have happened. As it was they gained a toehold at the western end of the Aleutians in Alaska, from which they were not driven for over a year. If the Japanese had won at Midway, Vancouver and the whole of the Pacific northwest would have been directly threatened.

People forget. The veil of secrecy that hid the comings and goings of the Stranraers at Jericho was masked by the fog of war, with the significance of Midway only appreciated long after the events.

The last Stranraer, which sat for years on the tarmac at Sea Island was sold off to a museum in Britain. In 1974 the old flying boat base was handed over to the City of Vancouver and all but one of the old hangars demolished.

The Old Hangar at Jericho may not be the world’s most beautiful building. It may not fit into the city’s Museums- and Planetarium-like concepts of history, but it was a reminder of our historic past, and the part Canadians played in the defence of Western democracy.

Job Creation client Ben Derrick removes the many layers of camouflage house paint from the Lodestar. Note rear of Mercurly Mule donated by Conair, which is now part of the Permanent Lodestar exhibit.

A BRIEF HISTORY OF THE SOPWITH CAMEL AND THE CANADIANS WHO FLEW IT

By Ingwold Wikene

The Camel was descended from the earlier Sopwith Pup. but was radically re-designed with a deeper fuselage and with a flat dihedral on the upper wing. The armament was updated with a pair of Vickers machine guns partly faired in by a humped top decking behind the engine cowling Powered by a Clerget 92 engine of 110 hp. the design was passed by Sopwith Company’s experimental department on 22nd December 1916 and went into production.

During February 1917 tests were conducted with the prototypes using various engines. Besides the 110 hp Clerget 92, the 130 hp Clerget 9B, the 110 hp LeRhone 9J and the Bentley BR.1 of 150 hp were tested. However the 130 hp Clerget 98 and the 150 hp Bentley BR.1 were the stand ard engines for the Admiralty versions ordered for the Royal Naval Air Service squadrons.

Deliveries of the Naval Camels began on 7 May 1917 and by the end of July 1917 the Camel was the equipment of Naval Squadrons Nes. 3, 4 and 6. Bentley Camels were in action on the 4th of July 1917 when five Camels of Ne. 4 Naval squadrons atttacked sixteen Gotha twin engined bombers about thirty miles north-west of Ostend, Belgium.

Flight Commander A.M. Shook, a Canadian from Tioga, Ontario shot one down in flames and Flight Sub Lt. S.E. Ellis of Kingston, Ontario shot down one of the others out of control and streaming smoke. Two more Gothas were shot down by Canadians on 21 August 1917; one by Flight Commander Gerald E. Hervey of Edmonton, Alberta and one by Flight Lieutenant Harold S. Kerby of Calgary, Alberta. This was Kerby’s second Gotha bomber destroyed. On 12 August while flying a Sopwith Pup he shot one down that crashed in the sea.

On 13 July No.9 Naval squadron began receiving Camels and was fully equipped by 4th of August 1917. Naval 8 squadron replaced their Triplanes with the Camel between July and September and No. 10 exchanged their Tripes for the Camel in August 1917.

The War Office placed its first orders for the Camel to equip their Royal Flying Corp squadrons on 22 May 1917. The early RFC Camels were fitted with the 110 hp LeRhone 9J or the 110 hp Clerget 92 engines. The first RFC unit to be fully equipped with the Camel was No. 70 Squadron which had replaced its 1 1/2 Strutters by the end of July 1917. Also in July No. 45 Squadron began equipping with Camels as well as many other squadrons on the Western Front.

Memories of his days as a WW1 Sopwith Camel fighter pilot come alive as Richard Ryan stands beside CMFT’s replica Camel at the Penticton, BC ’88 Air Fair. The camel is a popular attraction whereever it visits. The replica was built in 1985 with the assistance of a Federal Government Job Creation grant.

Pilots who had been accustomed to the docile perfor mance of the Pup and Triplane or to the stable 1 1/2 Strutter found the Camel dangerously different. The Camel’s response to the controls was remarkably swift; it elevators were especially powerful. The strong torque reaction of the rotary motor had a pronounced effect on the aircraft’s handling characteristics. The Camel could turn very tightly because the main masses of engine, fuel, armament and pilot were grouped close together but the engine torque caused the nose to rise in a left-hand turn and to drop in a right-hand turn. Fairly coarse rudder required to correct these tenedencies, and so sensitive was the Camel that the turn needed to be tightened very little before the aircraft would spin, quickly and without warning.

Those who mastered the Camel’s idiosyncrosies found in it an ideal fighter plane. Although it was not the stable gun platform that the SE.5a was, its extraordinary manoeverability enabled it to hold its own as a combat fighter aircraft until the end of the war. Its best fighting altitude was about 12,000 feet. At that height a skilled Camel pilot could dictate fighting terms to any enemy fighter. The Camel was flown by such distinguished pilots as Major Raymond Collishaw of Nanaimo, B.C., (60 victories), Major Donald R. MacLaren of Vancouver, B.C. (54 victories), Major William G. Barker of Dauphin, Man., (52 victories) and Captain Henry W. Woollett of England (36 victories) plus a large number of other Canadians, English, Australians, South Africans and New Zealanders.

Production of the Camel continued all through 1917 and into 1918. By the end of the war a total of 4,188 Camels of all versions had seen action in service with RNAS, RFC and after amalgamation of these two services into the Royal Air Force on 1 April 1918, on all fronts. Not only did the Carnel serve in action on the Western Front in France, but it also saw action in Italy against the Austrians, the Aegean Sea against the Turks, Macedonia against the Bulgarians and in Mesopotamia (Iraq) against the Turks. Many Canadians served on all these fronts as Camel pilots.

The Camel was used for a variety of duties. Some were used on Home Defence and were modified for night flying. Lt. W.A. Mitchell of Victoria, B.C. shot down a night flying Gotha bomber on the night of 22nd September 1918 in France. Another Canadian that flew the night flying Camels was Major Alfred E. Godfrey from Vancouver, B.C. who served with No.44 (Home Defence) Squadron and later commanded No. 78 (HD) Squadron until the end of the war. Maj. Godfrey had scored 13 victories earlier with No. 40 Squadron flying Nieuports on the Western Front. Also, the Camel was used for trench strafing and carried four 25 lb Cooper bombs for this role. Later in 1918 Camels were carried on warships launched from ramps mounted on the gun turrets. They were also serving on the first aircraft carrier HMS “Furious”

THE CANADIAN ACES WHO FLEW THE CAMEL

During the morning of 21 April 1918, Captain Arthhur Roy Brown DSC of Carleton Place, Ontario, attacked a red enemy triplane that was on the tail of one his flight’s pilots, 2Lt. Wilfred R. May of Edmonton. Firing a burst at long range, he observed strikes around the triplane’s cockpit, but the enemy dived down low over Australian occupied trenches and was subjected to heavy machine gun fire before crashing behind Allied Lines. Not until later did Brown learn that it was Baron Manfred von Richthofen he had attacked. As to the question of who down von Richthofen, the RAF communiques give the credit to Captain Brown, but the Australians claim they shot him down with machine gun fire. However Brown was awarded a bar to his earlier DSC for this action.

On 10 August 1918, Lt. Stanley D. Culley from Montreal attacked and destroyed the Zeppelin L.53 over the North Sea. For this action he was awarded the DSC.

VICTORIES RANK, NAME AND AWARDSHOMETOWNREMARKS

• 60 Maj Raymond Collishaw DSO&b, DSC DFC Nanaimo, BC To EOW
• 54 Maj Donald R. MacLaren DSO, DFC, MC&b Vancouver, BC To EOW
• 52 Maj William G. Barker VC, DSO, MC&b Dauphin, Man To EOW
• 34 Capt Francis G. Quigley DSO, MC&b Toronto, Ont Died 18/10/18
• 27 Capt Clifford M. McEwen DFC&b, MC Radisson, Sask To EOW
• 25 Capt Joseph S.T. Fall DSC&2b, AFC Millbank, BC To EOW
• 23 Capt Stanley W. Rosevear DSC&b Thunder Bay, Ont KIA 25/4/18 EOW EOW
• 20 Capt. William M. Alexander DSC Toronto, Ontario To
• 19 Capt Arthur T. Whealy DSC&b, DFC Toronto, On To
• 16 Capt Charles R.R. Hickey DFC&b Parksville, BC KIA 3/10/18
• 15 Capt Thomas F. Williams MC Woodstock, On to EOW
• 14 Capt Alfred W. Carter DSC Calgary, Alta to EOW
• 14 Lt. Kenneth B. Watson DFC Malton, Ont To EOW
• 13 Capt A. Roy Brown DSC&b Carleton Place, Ont To EOW
• 13 Capt Wilfred A. Curtiss DSC&b Havelock, On to EOW
• 13 Lt. George R. Howsam MC Port Perry, Ont o EOW
• 13 Capt William S. Jenkins DFC&b Montreal, Que to EOW
• 13 Capt Stanley Stanger DFC, MC Montreal, Que To EOW
• 13 Capt Joseph L.M. White DFC&b Halifax, NS TO EOW
• 12 Lt. Gerald A. Birks MC&b Montreal, Que To EOW
• 12 Capt Stearne T. Edwards DSC&b Carleton Place, Ont KIA 22/11/18
• 12 Capt William H. Hubbard DFC&b Toronto, On to EOW
• 12 Capt James B. White DFC Vancouver, BC To EOW
• 11 Capt F.E. Banbury DSC Regina, Sask Died 1/4/18
• 11 Capt Mansell R. James DFC Watford, Ont to EOW
• 11Capt William S. Stephenson DFC, MC Winnipeg, Man POW 28/7/18
• 10 Capt Emile J. Lussier DFC Medicine Hat, Alta To EOW
• 10 Capt John G. Manuel DSC Edmonton, Alta KIA 10/6/18
• 10 Maj Alexander M. Shook DSO, DSC. AFC Tioga, Ont To EOW
• 09 Capt Milliard B. Bell M.C. Toronto, On to EOW
• 08 F/C Fred C. Armstrong DSC Toronto, On KIA 25/3/18
• 08 Maj Lloyd S. Breadner DSC Ottawa, Ont To EOW
• 08 Lt Richard J. Dawes DFC Lachine, Que To EOW
• 08 Capt Frank C. Gerringe DFC, MC Prince Albert, Sask To EOW
• 08 Capt John E. Greene DFC Winnipeg, Man KIA 14/10/18
• 08 Capt Ronald M. Keirstead, DSC Welfville, NS To EOW
• 08 Lt William M. MacDonald DFC Vancouver, BC To EOW
• 07 Lt A. Buchanan DFC To EOW 07 Lt R.T. Eyre DFC Toronto, On to EOW
• 07 Capt Earl McN. Hand DFC Sault Ste. Marie, Ont POW 1/6/18
• 07 Capt William C. Hillborn DFC Alexandria, BC KIA 16/8/18
• 07 Capt George C. Mackay DFC Mimice, On to EOW
• 07 Capt Wilfred R. May DFC Edmonton, Alta To EOW
• 07 Lt Roy K. McConnel DFC Victoria, BC To EOW
• 07 Lt Anthony G A. Spence Toronto On WIA 8/11/17
• 07 Capt Hazel L. Wallace DFC Lethbridge, Alta To EOW
• 06 Lt E.B. Booth Toronto, Ontario WIA 11/11/17
• 06 Lt. R.N. Chandler DFC Winnipeg, Man To EOW
• 06 Capt Daniel M.B. Galbraith DSC&b Carleton Place, ON To EOW
• 06 Lt Harold B. Hudson MC Victoria, BC To EOW
• 06 Capt A.A. Leitch DFC, MC High River, Alta To EOW
• 06Capt C.F. Pineau DFC Rastice, PEI to EOW
• 06Capt Charles B. Ridley DSC Toronto, On To EOW
• 06 F/S/L George L. Trapp New Westminster, BC KIA
• 05 Lt Harold K. Boysen Kirkland, Ont WIA 28/1/18
• 05 Lt William B. Craig DFC Smith Falls, ON KIA 26/9/18
• 05 Capt James A. Glen DSC & b Enderby, BCWIA 18/5/18
• 05Capt Joseph E. Hallonquist DFC Mission City, BC POW 29/10/18
• 05 Lt Emerson A.L.P. Smith Victoria, BC POW 26/10/17
• 05 Capt H.L. Symons Toronto, Ont To EOW

*To EOW-To end of war.

Data for the above history of the Sopwith Camel and the aces was extracted from the following publications:

• The Sopwith Camel F.1, a Profile Publications Ltd., Surrey. England, By J.M. Bruce
• The Bra ve Young Wings, by Ronald Dodds
• Air Aces of the 1914-1918 War The British Aces”, by J.M. Bruce M.A.
• Air Aces, by Christopher Shores
• Of Men and Planes, Vol 1, World War 1, by John Gordon

SPECIFICATIONS FOR THE CAMEL F.1

• Manufacturer: Sopwith Aviation Co., Ltd., Kingston-on- Thames, England. Also many Sub-Contractors
• Type: Single seat fighter
• Engine: Le Rhone Clerget 9B Power Rating 110 hp
• Top speed @10,000′ 108.5 mph
• Top speed @ 15,000 103 mph
• Climb to 6,500′ 5 min, 15 sec
• Climb to 10,000′ 9 min, 0 sec
• Ceiling 21,000 ft
• DIMENSIONS
  • Span 28′ 0 ins
  • Length 18′ 8 ins
  • Height 8′ 6 ins
  • Wing Area 231 sq ft
• ARMAMENT:
  • Two .303 cal. Vickers machine guns
  • Four 20 pounder Coopers bombs
• WEIGHTS
  • Empty 889 lbs
  • Gross 1,408 lbs

April, 1989. Mike Gatey conductged a tour of the Air BC facilities at Sea Island the afternoon of the Spring Dinner. Page 38

Archie Fraser’s magnificent model of the SE5a amazes people with its complexity whereever it is displayed.

LETTERS TO THE EDITOR MYSTERY HOLES

I wonder if any former member of the Royal Canadian Air Force can identify a whole series of fittings/holes let into the concrete where Hangars 3, 5 and 6 once stood at Jericho Beach. The fittings are brass or phosphor bronze, round, and about 4″ in diameter. There were hinged covers but they have been broken off. My guess is that they were electrical outlets to service the flying boats.

John Crosse, Archivist, Jericho Sailing Centre Association, Vancouver.

HAMPDEN NOSE STORY

Many thanks for your letter of December last and the enclosed newsletter. The history of the Hampden Nose section is as follows.

While stationed at 83 OTU RAF Peplow in Shropshire in 1943, among my various duties was maintenance of 4 Link Trainers and Bombing Teacher (AML). The Bombing Leader at the time suggested it would be of benefit to fit a transparent aircraft nose section into the prone position of the AML. After some discussion we decided a Hampden was the only one likely to be available. (We were equipped with Mk 3 and 10 Wellingtons at the time). We therfore indented for a Hampden nose section and with typical RAF logic received a complete fuselage chopped at the turret, this was dumped on the grass outside the AML at the Training Wing.

We then set about cutting off the required nose section, this was achieved by hacksaw blade with one of us inside and one outside with the loss of some finger skin and considerable expletives. The nose section was then fixed in the AML prone position by a mild steel bracket to the wall on the starboard side of the nose. We then wired up simulated flak as well. The whole effect was good.

This then left the remainder of the fuselage outside on the grass for some time, during which the Electrical Officer to whom I was responsible suggested that the electrical equipment be removed and sent to the stores for re-use. The bits I still have were tossed into the tool box and have therefore survived until the present.

In 1978 while travelling in the vicinity of Peplow, I called at the now derelict remains of the Training Wing and to my surprise saw that the nose section was still in the prone position, although all the perspex had been removed and it was lying on its back. I then contacted RAF Cosford museum to see if they were interested and they arranged for a Recovery Group to retrieve it.

The parts I still have from the A/C are some lighting switches, both engine start buttonsm a complete cockpit lamp with dimmer switch (still works) and the inspection lamp which used to fit in the canvas pocket on the left hand side of the electrical panel. This is sadly broken now but repairable.

I also have a Link Trainer manual AM publication 1697 volume I. If you would like it please let me know, but if you already have one will pass it on to someone else.

A friend of mine is coming to Canada in May of this year for a long holiday and is staying part of the time at Vancouver. He has offered to bring the bits if that would be of help.

Yours Sincerely, Jim Wheeler, Redditch, Wocs, England, Jan 11 89

Editors’ note: The Hampden nose Jim refers to is the one that was passed on to us by the RAF museum Cosford, and is now integrated into the restored nose section of CMFT’s Handley Page Hampden. We owe a debt of gratitude to the RAF museum for transferring it to us, and another to Jim Wheeler for having the foresight to save the nose in the first place.

Sept. 89. The massive job of restoring the Handley Page Hampden to display condi tions is being done in stages. Phase III, the centre section is shown with framework nearing completion. Skinning has since been completed. Fred Gardham and Jerry Olsen are in charge of the project which is taking place in downtown Vancouver.

Anyone wishing to help is urged to contact Fred at 688-6881