Museum Newsletter Fall 1985 No. 28

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION

MUSEE CANADIEN DE VOL ET DES TRANSPORTS

CMFT NEWSLETTER

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION No 28 Fall 1985

CONTENTS

Letters to the Editor….. Volunteer Appreciation Flying Day…..12 The Hornet Moth is Fifty…. Open House ’85…… ….13 The Fleet Canuck…. Making Lysanders Even Rarer………..14 The Pessimist… Sikorsky in the Shop….. News Briefs.. Fifth Annual Fall Dinner.. ..25

Cover Story: A happy volunteer gets a ride in the Fleet Finch. See story p. 12

Board of Directors

Burke, Brian Lundberg, Murray Elgood, Terry Olsen, Jerry Goguillot, Gogi Stunden, Ronald Griesbeck, Werner Harris, Ted Thompson, William Vachon, Ferdie Holmes, Neil Vernon, Jerry E. Weeks, Brian Zalesky, April W. Jackson, Graeme Barry Jubb, Bruce Knowles, Peter Lang, Marvin Zalesky, Edward V. Zalesky, Rose

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

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION 1985/86 EXECUTIVE OFFICERS

E.V. (Ed) Zalesky, 531-3744 President J.E. (Jerry) Vernon, 420-6065 V.President Rose Zalesky, 531-3744 Sec’y-Treasurer Peter Knowles, 477-3684 Chairman, Vr.Is. Bruce Jubb, 479-1187 Vice-Chairman, Vr.Is. Peter Knowles, 477-3684 Sec/Tres., Vr.Is.

COMMITTEE HEADS

Ferdie Vachon, 274-4025 Ron Stunden, 277-3827 Corporate Members Flying Vacant Phone Committee April Zalesky, 531-3744 Bruce Duncan, 273-6883 Special Events Acquisitions Ray Marbry, 278-5174 Display/Building Jerry Vernon, 420-6065 Gary Warnock, 585-1617 Research Communications Ken Swartz, 688-4810 Mark Zalesky, 531-3744 Ray Willis, 531-8740 Newsletter Recovery & Hauling Restoration Gift Shop April Zalesky, 531-3744 Brian Burke, 536-6573 Photography Jerry Olson, 687-6805 Underwater recovery Murray Marley, 531-3380 Models Special Events, Van.Isl. Stoney Jackson, 386-9997 P.R., Van.Isl. Peter Knowles, 477-3684 Records, Van.Isl. Vacant Tom Palmer, 386-2241 Restoration, Van.Isl.

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VANCOUVER ISLAND MEMBERS MEET THE LAST WEDNESDAY OF EVERY MONTH AT 7:30 P.M., AT THE BAY STREET ARMOURIES, VICTORIA. PLEASE USE THE FIELD STREET ENTRANCE. ANYONE INTERESTED IS WELCOME TO ATTEND.

NOTICE OF MEETING

NEXT MEETING THURS. OCT. 17, 8:00 PM, SHOP GUESTS WELCOME!

MEETINGS HELD THE THIRD THURSDAY OF EACH MONTH AT THE STORAGE SITE SHOP

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Editor: April Zalesky Photo reproduction & screening by Brian Burke. cover photo: Tim Moore/Ross Gregory

Letters

The enclosed magazine article “What goes up” was published in Westworld magazine about a year ago.

The enclosed post card is one from a family collection. Possibly it is the plane referred to in the write up.

Barbara Hicks Burnaby, B.C.

WHAT GOES UP…

In 1918 the British Columbia Forest Branch commissioned the Hoffar Brothers firm of Vancouver to construct a flying boat to be used for patrolling the coastal forests. Designed by the Curtiss Aircraft company, the (H-2) was built for $8,000.

On September 4 of that year the machine was taken up for flight trials by Lieut. V.A.Bishop, a Vancouver resident on leave from his duties as flight instructor at an R.A.F. base in Southampton, England. Bishop flew over Burrard Inlet for half an hour until, much to the horror of the thousands of spectators, the engine suddenly stopped and the craft plunged to the ground from a height of 1500 feet.

Lieut. Bishop had the relative good fortune to crash into a house in the West End. The roof cushioned the force of the impact and the owner of the house, a Dr. J. C. Farish, was quick to attend to the pilot’s injuries which were not serious.

As a result of the crash, aerial patrols of our forests did not begin until 1920.

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Editor,

I am searching for photos of the 45 RCAF aircraft my father, Sgt. R.C. (Ross) Mouncey, R277634, trained in while serving with the RCAF during WWII, as a Wireless Air Gunner. He trained at No. 2 WS, Clagary, No. 1 B&G, Jarvis, Ont, No. 1 US, Mount Hope, Ont. and 3 OTU, Pat Bay, B.C., where he flew in Cansos. The aircraft are:

• ANSON: 6375, 1666
• BOLINGBROKE: 10017, 10023, 10039, 10051, 10053, 10211, 10212, 10215, 10218, 10226
• NORSEMAN: 2455, 2462, 2491, 2492
• CANSO: 9705, 9752, 9790, 9792, 9803, 9838, 11010 11021, 11025, 11035, 11036, 11069, 11071, 11072, 11100
• CATALINA: JX212
• HARVARD: FH155, FE855, FE988, AJ970, AJ976, 2733, 2744
• YALE: 3349, 3350, 3359, 3381, 3383. 3424

I was hoping my fellow members might be good enough to check their private photo collections on my behalf as official sources have yielded little. All replies will be gladly acknowledged.

Stephen R. Mouncey 44 Falby Court, 404 Ajax, On. L1S 3L1

SQUADRON HISTORIES

The Squadron History series is gradually expanding, although as new titles are added some of the early books are going out of print. (421 “red Indian” Squadron History and 417 “City of Windsor” Squadron History), with only a few copies on hand. Still available are 440 Squadron History and the histories of 418 “City of Edmonton” and 408 “Goose” Squadrons. Soon to be released are the stories of 416 “Lynx” (City of Oshawa) and 434 “Bluenose” Squadrons.

Plans for 1985 call for the release of 424 “City of Hamilton” and 437 “Husky” by Larry Milberry Squadron histories and 433 “Porcupine” Squadron. Other possibilities for next year are books for 405, 414 and 426 Squadrons. If you have any photos or anecdotes about the life and times of these Squadrons the publisher would be delighted to hear from you. Colour profiles and general (features our Norseman CF-BSC) arrangement drawings will be added and suggestions as to other ways to improve them are welcome.

Act now these books are becoming colectors items! The following are in stock as of this summer. When ordering please add postage of $1.50 for first book plus 75c for each additional book.

408 Squadron $21.95 418 Squadron $21.95 416 Squadron $24.95 421 Squadron $21.95 417 Squadron $21.95 440 Squadron $21.95 Mosquito Squadrons of the RAF $24.95

OTHER NEWER BOOKS ON HAND OR AVAILABLE

THE PLAN, Williams, B.C.A.T.P SIXTY YEARS, Milberry, CANADIAN PROFILES: $7.95 #1 CF104 STARFIGHTER #2 CF101 V00000 $7.95 $7.95 #3 CFS FREEDOM FIGHTER . $25.95 $50.00 #4 CL13 CANADAIR SABRE $7.95 TWO WINGS AND A PRAYER, Wyatt (WWII)19.95 FERRY COMMAND, McVicar $24.95 NORTH ATLANTIC CAT, McVicar $24.95 Bristol Blenheim(incl Bolingbroke) $22.95

Support your Museum through the purchase of books or other material from the gift shop. We stock nearly all the new Canadian aviation titles, and have a large stock of out of print titles, procured from the U.S. and Britain. Please give us the opportunity to bring in the book you want if we don’t have it in stock.

BOOKS AS GIFTS

The gift of a book is a sure way to please your aviation-minded friends. Many new titles on hand, including:

10,000 HOURS Reminiscences of a Helicopter Bush Pilot, by Peter Corley-Smith. A warm account of one man’s flying career in Northern Ontario, the Arctic Barrens and British Columbia…Price $18.95

AUSTIN AIRWAYS A collector’s item. This handsome book is packed with anecdotes of bush and Arctic flying. Over 250 b/w and colour photos. Includes 16 colour profiles of major aircraft 160 pages, 8 1/2″x 9 1/4″, hardcover. ……Price $24.95

A HUMBLING EXPERIENCE

Gleaned from the May-June issue of “Aero Post”, the newsletter of the Aerospace Museum Association of Calgary.

Russ Thayer, a young U.S.A.A.F., B-26 pilot on a cross-country flight over England, was joined by a Mosquito, also on a training flight. Thayer thought he would show the Massie how to fly, and opened up to full boost. The Mosquito pilot stayed with him, put his undercarriage down, turned on his back, feathered one engine, and then pulled away.

THE HORNET MOTH IS FIFTY

On May 9, 1934 Capt. Geoffrey de Havilland made the first flight in the prototype Hornet Moth at Hatfield. On July 24, 1935 “Pontius” of The Aeroplane assessed the handling of the second production aircraft G-ADIS, in these words.

To compare air vehicles with road vehicles is fashionable. Imagine a two-seater saloon car, with a turn of speed of over 130 m.ph., practically spontaneous control in three dimensions, perfectly comfortable armchair seating, invisible, undetectable and perfect suspension, and a consumption of 19 miles per gallon at say, 110 m.p.h., and you have the requisite terrestrial analogy for the Hornet Moth, and at a price (875 lb) which would make any comparable car melt with shame.

Ed Zalesky photo The Museum’s Hornet, former G-ADNB & N36DH

The Hornet Moth (130 h.p. Gipsy Major) is a little biplane, with tapered and folding wings, a more than amply spacious saloon fuselage, and some of the most engaging characteristics I have met in flying. These flying qualities are so essentially reasonable that they are, so to speak, difficult to detect, because they do not show any emphasized quality at all. The qualities are uniformly of a very high standard.

Entrance is by two good doors, and from behind the bottom wing, which largely eliminates risks from the airscrew. On taking one’s seat, everything comes nicely to hand, and one’s arms are luxuriously supported. The seats are excellent and beneath them is considerable stowage space, as well as behind one’s back.

The stick is a forked dual affair. And the twin rudder-bars, which at first I thought too narrow, are in fact well chosen to minimize fatigue. In any case, you hardly notice the rudder.

An electric self-starter produces the usual slow Gipsy tick-over. Driving on the ground is easy, as a result of the clear forward view from either seat, and fully castoring tailwheel. The undercarriage is fairly stiff, on the aerodrome, but excellent in landing. As the wingtips are not high, this stiffness is all to the good and is not such as to impair cross-wind landing or take-off.

The take off is of the 150-yard order, but really lively. I was instructed to use fairly harsh technique and did, and produced no nasty itching or tendency to nose over. To climb, you merely trim by the sensibly and visibly placed lever, and sit back. To fly level throttle back, retrim by the same lever, and go to sleep if you are that sort of person.

To turn, say to your hand “I want to do a perfect turn to the left, or right” and the Hornet thereupon (having presumably overheard you) turns accordingly. If you happen to be reading THE AEROPLANE with both hands when you want to turn, tell your left or right foot instead. An excellent (though not quite so perfect) turn results.

If you come to a cloud, say to the Hornet” I want you to fly through that cloud without going crazy” and just check your stick and rudder trimming. Then go on reading THE AEROPLANE until you feel the sun on your face again. So far as I could find, bumps won’t seriously affect you.

Mrs. Pontius was with me – The Editor, who ordinarily does not allow himself to interfere with my text, may on this special occasion insert the Biblical name of the lady. (Non possumus. – Ed.) For the first time she realized that flying was not a matter of life and death but more of waking or sleeping, for even she flew the Hornet Moth – who had never held a stick before. To her pleasure was added the fact that she was really comfortable in the air for the first time, after a good many attempts.

I found approaches easy, though the glide even with the airbrakes on is a little too flat and protracted in my opinion. Landing is child’s play. I purposely dropped a heavy one, but suffered no qualm even though I thought I had unreasonable overstepped safe limits.

Without Ms. P., I further investigated controls. The trimming is by trailing-edge tabs, and remarkably accurate. Harmony of control is quite unimpeachable at all useful speeds, and below the stall lateral recovery is positive. When stalled, there is definite drop, but only to the proper attitude to resume flying.

Spinning is perfectly possible because there is plenty of control surface. Aileron or rudder stop a spin directly. The spin is quick, but not alarming. Spinning is a forced manoeuvre not in the class of “inadvertency” I failed to spin off clumsy tight turn. Sideslips are normal.

The view forward and sideways is excellent; but on the ground I could wish for a greater rearward area of transparency.

The Hornet Moth (although not certified specifically for the purpose because of its doors being permanent) is fully aerobatic, and as a matter of fact, well suited from the control point of view. Possibly at very high speeds, say 160 m.p.h., it might be said that there is too much light elevator control – but that is not an adverse criticism, because it means adequate and progressive control right down to 40 m.p.h.

The instrument board will probably be amplified by the serious private owner; its present arrangement in only fair. Where instruments are sparse on a big board, and rather remote from the eye, all the primaries should be grouped closely and separated from the secondaries.

Windows, both side and front are good and do not produce awkward reflections. The petrol filler is easily accessible; there is provision for extra tankage for long flights.

The arrangement of the dual-controls is good, and of the simplest. It consists of a single branched stick, one branch of which can be removed if desired. I have always been a strong advocate of side-by- side seating for instruction.

The Hornet should be ideal for ordinary club instruction, and indeed my only criticism of the aeroplane from that point of view is the relatively poor outlook backwards, which will not encourage rubber- necking the pupil’s first duty in the air.

I can summarize my opinion by saying that I believe the Hornet Moth will be as strong a factor in the advancement of popular flying as was the original Moth and to those who have followed aviation, that should mean a lot.

Help Wanted

AIRPLANE MODELLERS WANTED

CMFT is still looking for a few more modellers to take on the building of an assortment of models.

Models are to be scale, but can be made of any suitable material, and must include hooks by which they will be hung in almost level flying configuration. Wings must be detachable for moving. They are to be painted in the design and colours of airlines specified for each model. They must be ready for delivery no later than Feb. 28, 1986, as they will be displayed at Expo 86

Price for each model is $2,000. for which the builder must supply all material, plans if needed, labour & transport.

Airplanes to be modelled include: Hawker Siddeley 748, Twin Otter, Fokker Universal of floats, Lockheed C130 Hercules, Lockheed L188 Electra, Douglas DC4, and Lockheed Super Constellation.

The Fleet Canuck

by W.G. (Bill) Mountford

The Museum Bookstore offers a book by local pilot-writer Roy Mason, who is best known for his daring rescue missions in our North Shore mountains and writes about his adventures in the thrilling, sometimes poetic style of a master.

I knew Roy when he enrolled with the Aero Club of B.C. to secure a pilot’s license. He trained in Canadian built Canucks. His story mentions some of the people in the Club and outlines his progress through 35 hr, 100 hr, floatplane and ski- plane rating.

After 50 years in Aviation, I still seek the answer to a pungent question: “If Canada is credited with the highest number of Private Pilots per capita of any nation, how come we don’t manufacture our own aircraft?”

During WWII I worked at Noorduyn Montreal and also at Boeing Vancouver. I was able to compare workmanship in both plants and discovered that Westerners are every bit as resourceful and innovative as Easterners. Since the war, some notable attempts have been made to get a truly Canadian amphibian aircraft on the market, but our heroes never got past the approval stage even though they established new performance records.

Fleet Aircraft was located in Fort Erie, Ontario, during the war and manufactured the Cornell low wing trainer for the Allied Nations, and also the Fleet 16 biplane like C-GBJS which I restored in 1978 for Barry Jackson.

During my time at the Aero Club, my crew and myself rebuilt about 8 Canucks, and assisted other owners to restore their Fleet 80’s with our own repair schemes and parts.

In 1948 the Fleet 80 factory price was $2600. The Continental C-85 engine had fuel injection complete with starter and electrical system. The fuel injection system had a couple of advantages and was very popular until the dealer – Leavens Bros., discovered there was no facility in Canada to maintain injectors and we all had to go back to carbs and carb. ice.

When the Fleet Company quit supplying Canuck parts, Leavens Bros. did the best they could but the Aero Club were able to make non-structural parts such as coulings. When the carb. conversion was made the bottom cowl was too tight, so I fabricated one out of fibreglass. Since the only available exhausts, heat muffs, air scoop and screens to fit the conversion were Cessna 140, the new cowl resembled a 140. The test flight revealed a more gentle stall and a slight increase in speed.

About this time we had the occasional billing problem because the office staff got the aircraft registration mixed up. When you have 3 or 4 Canucks doing circuits and bumps over on the grass, the ordinary 5″ letters made it hard to tell if it was DZB, DZG or DZP. All the Canucks were painted our blue and white colour scheme so we had no choice. OZA became big A, DZB big B, etc. In addition to this we were the first on the airport to use Dayglo trim and received a very nice thank you note from the RCAF who occasionally had to look for 100 hour “know-it-all jet-jockeys”.

We have all heard many discussions pro and con about tail dragger versus nose wheel. The Aero Club was an ideal testing ground for all kinds of theories. One director summed it up nicely, when he remarked after the annual meeting, “It seems to me that the Canucks work extra hard to make enough to buy repairs for the nose wheel jobs.”

The Aero Club, operating from Vancouver International, was the largest civilian flying school on the continent and our stores dept. bought a lot of parts and supplies. We tired to patronize as many sources as possible and most of these donated prizes for our annual “Wing-Ding”.

Occasionally our Club won the prestigious “Tudhope Memorial Trophy” as a pat on the back from the RCFC Association. The President, Bill Paris, claimed that our school fleet were the best looking, best maintained club aircraft in Canada. I must photo Ben Valerie collection via Art Seller admit we were lucky as far as climate went but a lot of credit goes to our local engine and instrument repair shops. We hear a lot these days about. “Overhaul on condition”. This would be tragic. We should not monkey with a good tradition which has been established over the years by people who value their reputation as well as their necks.

The amazing strength of the Canuck wing was demonstrated many times. The wing was designed to both British and American spec resulting in about 5 G rating compared to numerous American wings built to minimum 3.7 G. The Canuck wing was assembled with English stainless pop rivets which refused to pop like aluminum alloy rivets when involved in an argument with a big hemlock tree on the top of old Smokey or some other unscheduled landing area. The student for some reason always chose some mountain not yet equipped with a chair lift. A true pioneer. But guess who had to scale the mountain, disassemble the mess and slide the pieces down to a waiting truck or fishboat and eventually back to our home away from home” where the miracle of a new C. of A. was destined to occur – if we could get all systems to go again.

Another thing we discovered about the Fleet Canuck, was that the top of the windshield had to fair in well with the root ribs. We often reworked the Plexi to correct a misfit. Also, the cabin roof, if damaged, would cause bad tail flutter a situation quite unnerving to a new student. The Teleflex elevator trim control could also flutter when worn until we discovered the case. We found that some students would carry out a good walk around but over-inspected the elevator trim and inflicted about 2 years wear in less than a minute.

The original Fleet 80 used a rotating type actuator to adjust Nose Up or Down Nine times out of ten, most students would crank the wrong direction and stretch the socks about a foot. A pilot in Wetaskiwin, Alta. designed a forward and back type of trim control for his Canuck. It worked but was not approved for service. It was so simple even I built one, added a few refinements, and had it approved and installed on our Fleet 80’s. The original Fleet 80 was not noted for its instrument panel. In order to teach page B so-called blind flying, it was necessary to install adequate needle, ball and sensitive airspeed instruments together with the new VHF radio. We designed our own panels and fitted fresh certified units. We didn’t go for vacuum pumps. The original venturis were adequate if positioned at right angles to the slipstream. The reaction to our new panels was pretty good as Edmonton Club were quick to copy them.

Possibly our most ambitious mod. was the certification of a Continental C-90 in Canuck CF-EAS, July 22, 1958. We were lucky to enlist the services of R. J. Burden and G.A. Worden from CPA Engineering who prepared the required reports for approval. Fortunately the Fleet 80 engine mount and fuselage proved adequate for the additional horsepower.

About 25 years ago a few Aero Club members and myself decided to join Paul Poberezny’s EAA at Hales Corners to investigate the possibility of building our own aircraft. Much to our surprise some of the resulting Ultra Lights performed as well or better than the Pipers and the Cessnas of the day. The exploits of EAA Chapter 85 and the resulting Abbotsford Air Show made us grandfathers extremely proud.

My hobby is to improve where possible the flying quality of an aircraft. As a founding member of the EAA Chapter 85,I learned some amazing facts about the manufacturers of certain common aircraft. One copied the other even to the width of the wings and use of the most inefficient airfoil in the NACA book. We obtained more recent reports and incorporate them into our Homebuilts.

Technical Report 5752 deals with the aerodynamic shape of wing tips. Tips of this design by Hoerner were fabricated and installed on Seabee CF-CYW in 1960, resulting in 8 definite improvements and up to 25% increase in performance.

With this in mind, I designed a set of Hoerner tips for my Fleet 80 CF-DEE. The MoT supervised test flight at Pitt Meadows Sept. 12 1967 revealed marked performance improvement at gross weight of 1480 lbs., just as good as the C-90 modified Fleet 80. Positive proof that wing tip vortices are a drag force to be reckoned with. Editor’s note: Because of space limitations, Bill’s article had to be abbreviated. A list of mods on the Canuck and other technical details were omitted.

THE PESSIMIST

photo B. Burke collection

Forty-two years ago Imperial Oil made aviation history by sponsoring the first flights into the Northwest Territories. With two all-metal five-passenger German Junkers monoplanes, the company flew supplies and men to the discovery oil well on Bear Island in the Mackenzie River the beginning of what later became the Norman Wells oilfield.

In that spring and summer of 1921, the crews pilots George Gorman and Elmer Fullerton, mechanics Bill Hill and Peter Derbyshire pursued their tasks with a rare mixture of flying skill and mechanical magic. They were plagued by deep snow-drifts shifting ice, sub-zero weather and mechanical failures .Time and again the planes were damaged. In April both propellers were smashed in crack-ups. Hill made one new one, using sleigh planks, and glue from the hides and hoofs of a moose it worked perfectly. Another was flown in from civilization. (The home-made propeller and scale models of both planes are now in the National Aviation Museum in Ottawa.) But one of the Junkers dubbed the Rene, crashed again.

Chester Bloom, then of the Calgary Herald, now in the Ottawa press gallery, traveled with the adventurers that summer. Years later, he wrote this reminiscence of the incomparable Bill Hill, and the events that followed the crash of the Rene.

THE PESSIMIST by Chester Bloom

Bill, the airplane mechanic, was a pessimist, and in that summer of 1921, at Fort Simpson on the Mackenzie River of sub-Arctic Canada, he had a right to be. For months he had been punching new rivets in the two new Junkers all-metal planes which Imperial had been attempting to operate to the new Arcitc oilfields (and which, because of extremely hazardous flying conditions, the pilots had been crashing on skis, wheels and floats). The pilots were not to blame for they were pioneers in a new land, without adequate ground service or repair parts, but Bill had got so he riveted in his sleep.

This was long before the time of radio and efficient aerial mail service to Canada’s far north in fact, these planes and their pilots were pathfinders for Canada’s present highly developed Arctic air services. In those days, it took six weeks to send out by slow steamboat up river for new parts and another six weeks to get them back down the 1,400 miles of waterways from Edmonton. But give Bill a piece of galvanized iron, plenty of empty tin cans, and a few joints of old stove pipe and he would patch up the holes in the all-metal wings, brace the crumpled rudders and tails, and fix the fuselage.

A month of his labour on one of the machines had made it like new, and the pilot had taken it on to Fort Norman, 320 miles down the river. Meanwhile, Bill went to work on the other one which was a much sadder job. The left wing was completely gone. A messenger had been sent back to civilization with authority to spend several thousand dollars of the company’s money for a new one. Meanwhile, Bill went ahead fixing up the rest of the crate as best he could.

“Bill,” I said one day, “I’m just waiting here at Fort Simpson to ride out with these boys when they make their next trip back and I’d be glad to help you if there is anything I can do.”

“You’ll be killed,” retorted Bill in the spirit of the true pessimist. “They crash a plane every time they fly. You can hold the block while I rivet.”

So, day after long, northern July day we worked, smoothing out with a hammer the pieces of crumpled duraluminum metal, punching new rivet holes in them, finding tin cans of the right weight to back them with, and cutting up pieces of old galvanized iron to brace the tail. I tried everything in the way of conversation during those long hours, from baseball to the company’s chances of finding oil but it was no go. Bill’s conversation was confined to a monosyllabic “yeh” or a grunted “no.” After 10 days of this, I tried a new tack.

“Bill,” I said gloomily one rainy morning as we dug the tools out of the mud, “I’ve been away from home now three months and not heard a word from anyone. I suppose when I get back I’ll find my house burned down, my wife gone, and that the company has fired me.”

It was the first time Bill indicated that there was someone else around. He dropped his hammer, gave me a long look and said brightly:

“You’re a pessimist, too, aren’t you?”

Thereafter we got along like brothers. The morning’s talk would start off like this:

“Bill, it would be just our luck if that darn steamboat bringing in the new wing should get it nearly here all the way from New York and then hit a log in the river and sink.”

“Sure,” Bill would agree and then proceed to tell half a dozen grisly incidents of boats sinking and men getting drowned in the river.

Or I would suggest: “Bill, I’ll bet those pilots will crash that other plane down at Fort Norman before we get this one fixed.”

“That’s a cinch,” Bill would say gloomily, “don’t you eer bet any money that they won’t.”

Sometimes I would offer the thought that the numerous hungry Husky dogs scavenging around the post would probably pull us down some day when we were off our guard. Bill would say, yes, and tell about the time they tore off a woman’s leg.

Or I would suggest that Pete, the other mechanic down river with the first plane, would undoubtedly walk into the whirling propeller some day and get his head snicked off. “He wouldn’t notice it, much,” Bill would say, and the day’s talk had a happy start.

But if Bill could have visualized what happened, he would have swallowed all his rivets and jumped in the river.

After three months, when the new wing should have arrived, everyone at the post was anxiously watching up river for the steamboat. Bill had put the last of about 3,000 rivets into the repaired plane. He announced it was all ready, when the new wing was bolted on, for some ruddy pilot to crash again. The pilots themselves flew the first plane back to our location at Simpson, ready to go back out to Peace River and Edmonton when the second one got its wing. Bill inspected their plane, disappointedly found no damage, and predicted that they were sure to drown us all now.

The great day finally arrived. The steamboat puffed with the glistening new metal wing, 25 feet long, weighing some 700 pounds, securely lashed to a barge. The half dozen white men, 15 Indians and 50-odd half-breeds at the post cheered and lent their muscular backs to unloading the heavy wing. Bill danced around in an agony of apprehension. Though tough and durable, the duralumin metal was hardly thicker than a piece of stiff cardboard and Bill’s oaths when a half-breed laid a careless hand on it shocked even the steamboat captain who prided himself on his vocabulary.

At Fort Simpson, there was a wide, shelving beach in front of the high cut bank on which the post was built. Steamboats could not get close in to the bank during low water. It was necessary to get the wing overside first to the beach, and then carry it up to the cut bank. We sweated all afternoon at the job and finally tenderly landed the mass of metal inside the picket-fenced yard of the trading company post, on thick, soft grass.

Everyone breathed a sigh of relief and even Bill looked satisfied. We all went into the post and sat down to a well- earned dinner. Bill remarked he intended to bolt the wing in place on the plane that very evening. He had hardly got the words out of his mouth when an Indian set up a terrific yelling. We sprang to our feet, startled, but Bill alone seemed to grasp the import.

“My God, that horse,” he exclaimed, “did anyone leave the gate open?”

There was a simultaneous rush for the door.

The only horse north of Great Slave Lake, the pride of the mission at the post, had wandered into yard for the first time since he arrived, browsed over the grass and stepped on the metal wing.

A huge, iron-shod foot had gone right through it and he was trying to pull loose while the excited Indian berated him.

“Let him alone” shrieked Bill, “I’ll get him out.”

But the scared Indian lashed at the horse with a willow switch and the frightened animal proceeded to kick himself loose, vigorously. Before he finished, he got all four feet through the wing and Bill was in tears.

Well, that’s all there was to it. Except that Bill worked another 10 days riveting tin cans over the holes, and I had become a real pessimist myself. Bill performed a wonderful job in repairing that wing and the rebuilt machine flew like new. It took us out to Peace River, only to crash again and sink. The plane was salvaged-but never flew again.

News Briefs

MEMBER GORDON PETERS PASSES AWAY

We are saddened to report that Gordon Peters passed away on Monday, Sept. 2.

Gordon was a respected and well liked member of the aviation community for over 50 years.

A mechanic, an instructor, an avid photographer, he always had a smile, and was ready to help in spite of suffering much pain in recent years.

He will be missed.

(A very brief history of Gordon’s career was featured in the Feb. 1985 newsletter.)

FLEET, WACO & SES HOME FOR WINTER

The Fleet Finch, Waco INF and the SESa are now at the storage site for the winter where covered storage has been organized.

NEW TEMPORARY STORAGE BUILDINGS

New storage buildings are going up at the museum storage site to bring airplanes and components in out of the weather.

These are quonset shaped greenhouse style using steel pipe ribs, and ultra violet light absorbing translucent plastic covering, which should serve until a move to a permanent location is made.

PHOTOGRAPHS AND MEMORABILIA

We acknowledge with thanks the many donations of snapshots, albums, photos, scrapbooks and clippings. Each donation increases our ability to provide research materials for members, writers and researchers with accurate information.

We urge members to think about donating or loaning for copy, their collections of photos, or to try to persuade owners of such collections to pass them on to the Canadian Museum of Flight and Transportation for posterity.

Tax deductible receipts are available. for most photos, please ask about it.

SENIORS WING FOR CMFT

A vast store of knowledge is held by our senior citizens those who have spent a lifetime in the aviation field as mechanics, those who have woodworking, sheet metal or carpentry skills, or organizationational, management or clerical skills, and those with no particular skill at all, except a desire to keep busy doing something interesting.

A number of projects are in the planning stage, all on “hold” until they can be undertaken. Some of these projects are long term, but others are short term. All are important and are devised with the aim of helping CMFT grow, so that when a move to permanent quarters is made, we can “take off!”

If you have time on your hands, and would like to get involved, check over the following projects. There might be something there you want to help out with.

If you prefer to take on one of these projects as a group, entirely separate from the CMFT, a “Friends of CMFT” or, perhaps “Seniors Wing, CMFT” can be formed, using CMFT facilities and full support or some alternate facility.

If you’re an organizer, or would like to pursue the idea further, please phone Rose or April at 531-3744 or 278-9804. Lysander see story p.14 B. Burke photo

COVER STORY VOLUNTEER APPRECIATION FLYING DAY

FIRST FLYING DAY

As a gesture of appreciation, several days were set aside for giving short rides in the Fleet and Waco biplanes. Two of the “Flying Days” have already passed, with a total of 44 volunteers having had their rides.

Jerry Vernon describes the day:

On August 18th, 15 CMFT Open House Volunteers, including this writer, had the thrill and privilege to fly in the Waco, with Frank Stevens at the helm as usual, at the first CMFT Volunteer Appreciation Day. Two circuits around Delta Air Park and all too soon, it was all over-now I look forward to my next opportunity to fly around the patch in the Fleet Finch. It was my first time up in an open cockpit aircraft and I would recommend you try it, rather than trying to describe it to you. I felt like a 16 year old kid again, on my first flight in a Harvard. The Waco is a lot quieter than the Harvard, and a little bit breezier…but a heck of a lot of fun! Leather helmet and goggles supplied.

One of those who drew the Waco, rather than the Fleet, was gift shop volunteer Peggy Way, who came down all smiles. Peggy said that the last time she flew in an open cockpit biplane was as a small child in Atlin, with her father, famous bush pilot E.J. A. “Paddy” Burke, back in the late 1920’s. Peggy’s two grandchildren also got their ride in the Waco, squeezing together into the front cockpit that was originally intended for two slim and/or very friendly adults. You can bet it was a thrill for them too! We also saw oldtimers like Inky Klett and Fred Gardhom with broad smiles after their rides, no doubt recalling earlier days of open cockpit biplanes.

Gogi Goguillot flew the Finch, taking up another 13 volunteers, although we did hear him complaining bitterly about “aft C. of G. problems” after Brian Burke’s ride (sorry about that, Brian.we’ll just have to hurry up and get the Norseman airborne!)

SECOND FLYING DAY

It was done all over again on September 15, with another group of 16 Open House volunteers getting all rigged up in helmet, goggles and warm clothing and buckling up to take their turn at an opportunity to step back into time to another era of flying.

Most members were thrilled with the ride, but surprisingly, the odd one felt that it “wasn’t much”. If the comparison is with say a Cessna 150 or similar, a ride in which is available to anyone with the price, then the attempt to offer something very special is lost on these people.

I wonder how many people appreciate what a privilege it is to ride in any open cockpit biplane, let alone a 1930 classic such as the Waco or the WWII Fleet 168. There are very few places in the world, if any, that one can even buy such a ride. And no, you can’t buy a ride from the CMFT. They are not sold. It is our way offering something special to special people.

WE’LL DO IT AGAIN IN THE SPRING

Cool and uncertain weather has forced the postponement of the program until spring. In the meantime, if you’ve put in 8 or more hours as a CMFT volunteer, and have not yet had your ride, please phone April at 531-3744 or 278-9804 to register. You will be notified the next time rides are offered. The Air Cadets have yet to be given their rides (from 1984 and 1985), so will the respective contact people please get in touch to ensure that they do. Rides do not include family and friends, nor are they transferable.

BRAINTEASER

You’ve all heard of the Boeing 707, and the 727, 737, 747, 767 and even the 7X7. Whatever happened to the Boeing 717? Was it ever built?? Was it a failure?? …see page 16 for clue.

OPEN HOUSE ’85

1985 OPEN HOUSE was, as usual, a huge success. There was “something for everyone”, with airplanes, helicopters, gliders, ultralights, lots of automobiles, trucks, motorcycles, and farm equipment on display.

The model boats drew large crowds at the pond with their working displays, and the usual display of excellent model aircraft organized by the Riverside Flyers included a scale model stand-off contest. Model cars, and model railroad items rounded out the miniature items.

Several attempts to launch the hot air balloon were thwarted by high winds, which also prevented the Sky Divers from dropping in. Both these events were a highlight of other years and were missed, but helicopter rides, which went on both days and long past closing on Sunday were a first, and will be repeated in the future.

A number of aviation oriented non-profit organizations manned booths to provide information, and offered souvenir items. The Canadian Forces had their recruiting trailer on hand.

Aviation artists were invited to display their work, along with a “weld-art” display and an artist who made airbrush designs on tee shirts.

The Western Warbirds, the Swifts, and ultralights did their usual fly pasts to the delight of the approximately 10,000 visitors.

The new food booth, and more equipment provided better and faster food, beverage and ice cream service.

As usual, Snoopy was on hand to save the day when the Allied forces were in trouble and losing to the Red Baron in everybody’s favourite skit.

Much more space to park cars, a better Public Address system, and great parking and security people kept traffic moving.

The gift shop was packed the two days of the event, keeping the sales crew moving, while Wilma did a great job of selling tee shirts, in spite of being blue and numb with cold from the icy wind that wouldn’t let up.

And then of course there were the prizes. Lots and lots of them; donated by local merchants and supporters, with a few still awaiting pickup. Draws held every half hour.

Members and guests stayed on for Spaghetti dinner on Sunday to wind up the event.

As with all events organized and carried out by the museum, its success was due to the efforts of volunteers, and the co- operation of the many groups, companies, organizations and individuals who, through donation of goods, materials, time or services made the event possible.

Our sincere thank you to those of you – like David Vine, for example, who used his holidays to build our natty new control tower, the crew who who built the new food booth, served the food and ran the kitchen; those who manned the gift shop, sold programs, set up and operated the P.A. system, ran the draws, parked the cars, directed traffic, looked after secrity, the painting, cleanup and set up work prior to the event, and the teardown and cleanup work after.

An average of 100 volunteers were on hand each day over the weekend, in addition to the hundreds of hours spent in preparation for and organization of the event.

The Volunteer Appreciation Rides in the open cockpit Vintage biplanes are a small token of our appreciation. (See elsewhere this newsletter for a report).

CONGRATULATIONS TO EACH AND EVERY ONE OF YOU. YOU DID A GREAT JOB!

The Red Baron and his Gunner raise havoc with the Allieds in our famous “Snoopy & Red Baron Show” at this years Open House

MAKING LYSANDERS EVEN RARER – THE HARD WAY

During this spring the largest known Canadian stock of Lysander parts and components was obtained in order to meet a commitment to display a restored, skeletal Lysander during the term of the Expo 86 world fair.

Transporting aircraft and/or parts in Canada always presents varying challenges due to vast distances involved and geographical restrictions such as mountain, tunnels, bridges and varying Provincial regulations and limits as to lengths, widths, and heights allowed.

Two trucks and trailers were loaded up and other than the usual minor nuisances flat tire and getting soaked by cloudburst type thunderstorms, CMFT’s volunteer crew of Capt. Bill Thompson, Neil Holmes and Mark Zalesky had an uneventful trip from Edmonton, Alta area that is, until approximately 3 hours from home and approximately 4 miles south of Boston Bar in B.C.’s famous Fraser Canyon.

At approximately 5:15 a.m. Thursday, July 18, our lead truck and trailer was involved in a collision with a freight truck. In the span of a few seconds about 85% of what would have built two Lysander airframes plus spares, became scrap metal and junk.

A frantic phone call from Mark was received at office advising that no one was hurt, but help was needed immediately as the road was blocked and parts scattered all over hell and over a 75′ embankment.

Urgent phone calls at 5:30 A.M. to several dedicated members rallied a cleanup crew, and four hours later Ed and crew were on site. What a mess! At least by this time the highway had been re-opened but restricted to controlled one way alternating traffic.

Neil and Mark had managed to move and pick up most of the parts debris off the roadway and shovel it to the shoulder of the road. The tow truck crews were pulling the damaged freight truck back onto the roadway and another rig was used to move the trailers still blocking the roadway.

The Lytton, Boston Bar, Hell’s Gate area of the Fraser Canyon is known for extremely hot temperatures. Temp that day was over 100 degrees F, really dehydrating us, and adding to the misery of Mark and Neil who continued to work in spite of stress and shock.

Dismantling parts for loading.

The “Elephant Graveyard” of Lysander parts and components – 8′ x 10′ x 40′ solid packed.

Some wreckage in foreground, note truck hanging over embankment.

Freight truck’s major damage due to force of impact.

Remains of perfect fuselages & other parts on roadside,, rest of load went over edge and down 75′ embankment after being “run over” literally.

Everything retrievable was hauled up the 75 embankment and a large low-bed trailer was ordered, so the remains of our trailer and parts could be hauled home and the wrecksite left clean and tidy.

In the meantime, giving up all thought of getting some much needed sleep, Captain Bill had unloaded his material at the farm and returned to the accident site to haul some of the damaged parts. Tony Hudak of Ye Olde Vette Shop arrived with his tow truck and hooked up “High Wide” our Ford flatdeck. At about 2:30 P.M. our new convoy limped down the Canyon and arrived at the Surrey storage site about 6:00 p.m. After supper and drinking gallons of liquid, we proceeded to unload the mess.

The impact of the loss of rare Lysander parts really hit home then. As Mark stated “We had enough for a perfect, bolt-together Lysander plus a static display one when we started out. Now we have the residual from a Lysander crash site!”

How do we meet our commitment to Expo? When informed of the situation, they agreed that it was a heck of a heavy hit, but they still expected CMFT to meet its obligation to display a restored skeletal Lysander on site a month prior to Expo.”

CMFT is now working like mad in order to provide the advertised exhibit on time and on site.

Photos are printed with this sad story to illustrate the severity of the loss of two rare Westland Lysanders.

Is there anyone in our readership that can help CMFT with leads on Lysander parts or components? All leads, anywhere in the world, appreciated. An urgent appeal.

The only fortunate outcome of the accident was that no one was injured or killed. Making Lysanders rarer the hard way like this reminded us of the collector that retrieved a Hurricane on the prairies 20 to 25 years ago. It had extra wings which he couldn’t haul and didn’t want. He chopped them up into small pieces so that no one else could use them, making his project more valuable and rarer.

This was certainly not our intention.

Remains of 39 trailer out of alignment 8- great for “s” shaped corners.

SURREY HOMESITE POSSIBLE?

Surrey residents have voiced their desire that the CMFT remain in Surrey, and more than that, that it stay right where it is.

At a public hearing Sept. 18th, the suggestion was made and endorsed by the attendees that the CMFT, the Stewart Farm Heritage site, and other non-profit societies with transportation related collections share the 50+ acre site.

Its location on the Nikomekl River could incorporate a small maritime museum featuring river and shoreline industries, in addition to the continued operation of Ward’s Marina, boat building, and crab fishermen’s use of the area.

Other community facilities such as meeting hall, small theatre, playground, a nature walk, a narrow gauge rail system to provide transportation around the site, a dock for fishing and a place to tie up for visitors to the site arriving by boat.

Such a complex would be an important tourist attraction, and a real asset to Surrey, while removing the bulk of the heavy costs of operating the site as a non revenue producing park which would in reality serve very few people, from the backs of the Surrey taxpayer.

CMFT has proven, through attendance at the annual Open House, that large numbers of visitors will come to enjoy displays of transportation related displays. Add the attraction of autos, trucks, steam powered equipment, trains, motorcycles, and all the other items making up our transportation history, the Stewart mini farm complex, and working marine-related activities, park and picnic facilities, and you have a sure-fire formula for success. Surrey’s role would be as a landlord, with representation on the Board of Directors of a new, Non Profit Society which would govern the complex.

Like the idea? Or, wonder why such a proposal is even being considered when the provincial government has shown an interest to the extent that a study has been completed (but results not yet announced) to determine the best location for a Transportation Heritage Site?

For starters, there is no guarantee that such a complex will ever receive funding from B.C. We’ve been trying for more than 8 years now without success.

Even if the concept is approved, and funding is allocated, nothing is likely to happen until 1987.

If everything goes well, the complex is approved and funding arranged, and a new organization is in place to umbrella all the existing groups, the rule of thumb is that less than 20% of any collection will be on display at any one time, and only those items that are restored, museum quality will ever be available for viewing by the general public.

In this instance, there would be ample display material to service both complexes. The main site would be a glossy repository for airplanes and artifacts on a rotational display basis with the secondary site, while the Crescent Road site would continue to operate pretty much as it does now, except that better facilities could be built to do it all better. The fun and participatory atmosphere would be unchanged.

The two sites would not detract from each other. On the contrary, they would each develop different flavor, with the grass-roots airstrip/marine theme being the drawing card at the Crescent Road site, and the rail/airport the drawing card at the other site.

VANCOUVER ISLAND NEWS

The Vancouver Island members have been diligently working to restore the Grunau Baby’s trailer. They have been working on the Auster Mark 6, and it is now almost ready for recover. Because of the lack of a suitable building for fabric work, the airplane has been brought to Vancouver for completion.

It will be a priority item in the shop, and consideration has been given to incorporating it in the FABRIC AND FINISHING SEMINAR being offered by the CMFT. See elsewhere this newsletter for more details Vancouver Island members meet the last Wednesday of every month at the Bay Street Armouries. Phone Peter Knowles at 477-3684 .

CLUE TO BRAINTEASER:

Yes, the Boeing 717 was built. In fact, over 700 of them were built, and over 500 are still in service today. …see answer on page 18

Sikorsky in the Shop

The Sikorsky S-55 is one of those timeless flying machines. -A DC-3 of the rotary wing world.

It was one of the world’s most significant piston-engined helicopters with almost 2,500 produced.

The first S-55 in Canada was CF-GHW, a machine famous for its association with Okanagan Helicopters and the Kitimat-kemano project in northern British Columbia.

The S-55 also saw widespread use with the RCAF which operated 15 H-19 versions to support construction of the Mid-Canada Line of early warning radar posts across Northern Canada. This was the world’s largest construction project ever under- taken by helicopter in its day.

The RCN operated a total of 13 S-55’s in two versions, Pratt and Whitney powered HO4S-2 and the Wright powered HÓ4S-3; the basis of the Navy’s first helicopter anti-submarine squadron, HS-50, formed in 1955.

The Museum’s S-55 restoration project, dubbed “Heluvacopter”, and supported in part by a grant from Manpower and Immigration began in January at the Crescent Road workshop.

The project was based on untangling, sorting and assembling a “humungous” pile of parts into a complete example of its type…hence the project name.

The parts and components were donated by supportive local companies such as Deltaire Industries, Delta Rotorcraft and Larry Skidmore, formerly of M.F. Air Services.

The work is being supervised by Roy Willis, without whom the project could never have been undertaken. Roy got his initiation on S-55’s while working as aircraft engineer with Hudson’s Bay Mining and Smelting in the early 1950’s when HBMS received a special waiver from the American military to import a commercial S-55 (CF-HAB) to support the company’s exploration crews.

Ken Swartz photo

CMFT’s “Heluvacopter” S-55 in its assorted paint jobs showing the many pieces of different helicopters that were assembled to create this display.

Assisting Roy in the restoration were Weldon Walberg, Mark Zalesky and Cal Weldon. The project is a sort of giant jigsaw puzzle of parts that had been used to keep one local S-55 airworthy.

Roy and Mark are now volunteering to complete the restoration as more parts are acquired.

Cockpit instruments and a complete (but not necessarily airworthy), Pratt and Whitney R-1340 engine are needed. We would like to hear from anyone with 5-55 parts or manuals to donate.

The S-55 was painted in the Red, White and Blue RCAF color scheme in time for Open House.

A museum member is working on a history of the S-55 in Canadian service. We would appreciate hearing from anyone associated with helicopters over the years and who might have photographs or stories.

We Repeat.

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

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

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

Expo 86 Update EXPO HELP WANTED TO RESTORE LYSANDER FOR EXPO

CMFT will be supplying a restored, but skeletal Westland Lysander for the Aviation Pavilion at Expo 86.

Parts to complete the restoration were destroyed in a serious traffic accident on the Fraser Canyon highway in July. Since no other parts are available to replace them, we are looking for craftsmen to repair the damaged parts, and to work on the rest of the airplane, which must be ready by the first of April.

It’s a huge task, but can be done, with assistance from members and supporters. We are looking for sheet metal men, wood workers and ordinary labourers. Some payment is available if you cannot afford to donate your time.

Phone or write us immediately. The project is already under way, but more help is needed. Workers-not inspectors please!

BIPLANE TO BE BUILT AT EXPO BY CMFT

CMFT will be building, as part of the Aviation Plaza display, an open cockpit, all wood biplane.

The purpose is to illustrate to visitors how such aircraft asre constructed, thus every visitor to the fair will expect to see how a rib is built, how it is assembled onto the wing, how fabric is applied and finished, and how the airplane goes together.

To accomplish this, a number of airplanes will have to be built, so that a completed airplane can be bolted together in time to be displayed before the end of the fair. The only airplanes available in multiples are the Stampe biplanes, so that is the type chosen. It is also small, good looking, all wood, and easy to build.

We’ll be starting with old components and rebuilding them as required, building such new parts as are needed. All work will be to airworthy standards.

Much of the work will be done off site, as we will not be able to spray paint, or do much messy sawing in the shop space allocated to us at Expo, which, incidentally, is open on two sides for better viewing by the public.

Work on the project has already begun. Dave Smith, Jim, Kneesch and John Gilmore are working on the first of the several wings needed on Monday nights in their Richmond workshop, and there is room for more. Call Dave at 273-8029 or Jim at 278- 0022 to offer your help.

If you can help out at the Expo site, please let us know when you can work, and how many hours a day. Hours will be every day from 10 am to 10 pm so lots of people are needed to cover all shifts.

Passes to Expo will be given to those putting in a reasonable amount of time on the project. Book early so we can set up a schedule and get the passes organized.

CAPA CONFERENCE

CANADIAN AERONAUTICAL PRESERVATION ASSOCIATION CONFERENCE

CAPA is an information group, bringing together Canada’s aviation museums, restorers and related societies.

Membership includes the National Aviation Museum, Western Canada Aviation Museum, the Canadian Warplane Heritage, military aviation museums, as well as the Canadian Museum of Flight and Transportation.

Information is shared amongst the member groups, who keep in touch with each other to share knowledge and experience and avoid competition on acquisitions.

CAPA also works to change or influence government policies. The goal is to strengthen the aviation preservation movement in Canada.

CAPA is working to change the current policy which prevents non-governmental museums, such as CMFT, from receiving former combat type aircraft, such as the Voodoo, Starfighter, and CF-100 which are being phased out of military service.

ANSWER TO BRAINTEASER:

The Boeing Model 717 is better known to the world as the KC-135A Stratotanker. 732 were built, and it actually preceded the commercial 707 models into production. Teaser submitted by Jerry Vernon. Lets see what you can come up with to stump the experts.

BRISBANE ROCKET PROJECT

Anyone who has travelled through or visited the old Vancouver Airport will recognize the futuristic “Flash Gordon” rocket ship that graced the area in front of the old terminal building from the early 30’s until the early 60’s. The slogan inscribed on the sculpture “Advance with Aviation” was the by-word of those early times.

Built by Brisbane Aviation, one of the earliest commercial operators on Vancouver Airport, the stainless steel work of art was taken down for newer things, such as the chunk of bent steel plate on the median on Grant McConachie Way.

Over the years, dreams to build up a replica keep surfacing, but so far have come to nothing. An attempt this summer to interest a trade union in building it on a voluntary basis failed.

How about it? The “Rocket” would be the perfect item to serve as an entrance landmark at the Canadian Museum of Flight and Transportation’s permanent home.

BRISBANE ROCKET SHIP SIGNATURE TILE CAMPAIGN.

We propose that the CMFT build a replica “Rocket” as an Expo 86 year memorial to commemorate more than 50 years of progress in local Aviation and to honour all the people who worked at Vancouver Airport over the years.

You can be a part of this project. Assistance can be given by means of labour or materials donated, or in cash to help defray cost of building it.

Each $25. donation buys a tile with your name or signature glazed into it. These tiles will be permanently installed in plain view as decoration around the base of the “Rocket”.

A perfect gift for children, who will feel that they had a part in building a space age symbol to which they can all relate.

Donations are tax-deductible of course.

STRANRAER PRINT AVAILABLE

see p.20 for photo

CMFT is having prints made of Graham Wragg’s latest painting – “Stranraer”, depicting a Supermarine Stranraer in RCAF colours, over the Lions Gate bridge and the North Shore flats, in 1941.

This excellent painting was featured on the August 1985 cover of “Air Force” magazine.

It will be printed on good quality stock, ready for framing, and is expected to be ready for sale about the end of October. Price will be $15. (plus 7% tax (B.C. residents only) and cost of mailing tube and postage of $3.00)

Perfect Christmas or special occasion gift. Order now and don’t be disappointed.

WACO TURNS 55

by Jerry Vernon

The Museum’s Waco INF celebrated its 55th birthday in July, having rolled out of the factory at Troy, Ohio in July 30, 1930. The full history of this aircraft was printed in the March, 1983 CMFT Museum Newsletter. Briefly, the Waco was delivered as NC605Y, to Lee Cox, a Seattle washing and ironing machine salesman, who used it for business and pleasure flying in the Northwest, including visits to air shows at Vancouver and Victoria, and even as far afield as Chicago. NC605Y spent ten years based at Boeing Field, mainly flown and ultimately owned by “Kurt” Kurtzer, who is now a very elderly gentleman, still actively operating his flying service at Seattle. After passing through 16 further owners or partnerships, numerous accidents and incidents, and several re-builds, the INF came to Canada in 1972, when it was bought by Russ Clancy of Langley, B.C. Mike Meeker then bought the aircraft, bent it, restored it, and donated it to the Museum in 1979.

Help Wanted

LEARN WORD PROCESSING AND THE USE OF A COMPUTER

The summer’s “PIONEER PROFILES” project has been extremely successful. More than 65 pioneers were interviewed, most on both aural and video tape.

As a result, we have nearly 200 hours of interviews which must be transcribed into manuscript form; and at a ratio of 10 hours for every hour of tape, that is a lot of typing.

Volunteers have been tackling this immense job, but more are needed.

If you would like to become familiar with computers and the use of a word processor, please phone and we’ll arrange for your learn-by-doing lessons. Considerable time is taken up in teaching, so please be prepared to commit yourself for at least 2 or 3 half (or full days) a week. You don’t have to know anything about computers, but you do have to be able to type about 40 words per minute.

HELP WANTED (VOLUNTEER OR FOR SMALL REMUNERATION)

Computer operator, preferably familiar with CP/M and MS/005, to carry out simple computer functions such as printing correspondence, reports, and inputting data.

Some experience or training preferred, but not essential.

Due to almost non-existent finances, this is a part time position only.

Phone Rose at 531-3744 to arrange for an interview.

FANCY PHOTOCOPIER FOR SALE, TRADE OR ?

Through the generosity of David Ingram Financial Services, the CMFT now has an IBM COPIER II, with lots of bells and whistles including collators, and such, and an original cost of $20,000.

After great deliberation, and because of limitations of space, the decision has been made to keep our smaller Xerox 3100, and release the IBM for sale.

We’ll swap it for services, materials or supplies, or we’ll sell it for cash. Current value is very much less than the original cost, so don’t be afraid to make us your offer.

This painting of CMFT’s Stranraer CF-BYJ by Graham Wragg will soon be available in a print. See page 19 for details.

WANTS AND NEEDS

CMFT is in need of the following items. If you have anything that you are willing to donate, or sell at a reasonable price, please phone or write.

Tax deductible receipts are available for the full market value of the item, if it is a donation.

FOR THE SHOP

• Stencil cutting machine, (needed to make military restorations stencilled items)
• Compressor, large enough to handle a sandblaster, and paint spray equipment.
• Better paint gun(s)
• Sheet metal beading machine
• Sheet metal rolling machine
• Two 1hp electric motors (for saw, lathe, compressor)
• Wood clamps, any size, any style, home made or otherwise.lots of them
• Sheet metal clamps, clecos
• Drill bits
• Hand held electric drills
• Electric hand held mini grinder
• Safety goggles, ear protectors, respirators.
• Small hand tools, nuts, bolts, etc. (AN or regular hardware store style), sandpaper, hacksaw blades, etc.

FOR THE OFFICE

High speed printer for the computer – we have $1200 in donations thus far for this item, but need another $1000. Filing cabinets old, new, or, wishing for the best, we’d really like a set of the new open shelf type which use colour coded file folders; also cardboard transfrer cases for old records storage. Office supplies of any kind, such as paper clips, file folders, photocopy paper, etc. Transcribing equipment (dictaphone type with foot pedal if possible).

FOR THE AUDIO VIDEO PROJECT

A good camera tripod, 1/2″ video tape, new or used, 5 1/4″ computer discettes, SS/SD DS/DD, new or used (for storing the taped interview transcriptions), plastic storage boxes for tape cassettes, two Cassette tape decks to replace those on loan now, two or more sets of stereo headphones.

DISPLAYS AND INSIDE STORAGE

Mannequins, show cases (any sort, big or small), display stands, plexiglass pieces or scraps, wood or plastic mouldings, shelves, shelving, hinges, latches, and such. Picture frames, with or without glass, any size, any style.

STORAGE SPACE, SPECIAL EVENTS MOBILE UNITS

Atco type portable offices or bunkhouses to be used for storage of artifacts, library, classrooms, meeting rooms, and lunch rooms. Atco type portable washroom units, an 18 to 20 ft. travel trailer to convert to a portable sales/display booth. Soft drink dispensing fountain, a soft drink (Coke or ?) bottle or can dispenser, small cash register, menu blackboard, glass pastry showcase.

SPECIAL SKILLS NEEDED

Somebody (qualified) to sharpen our shop squaring shear. People to build display cabinets, and stands. Typing, with willingness to learn word processor on computer, and the use of dictating equipment to transcribe interviews. Computer operator to do correspondence, and inputting of data. Clerk to assist librarian. People with a good knowledge of aircraft to help identify old photos. Someone to produce video documentaries and short clips.

PHOTO LAB NEEDED

Brian Burke is our volunteer photographer. Working out of his basement darkroom, he copies photo collections that have been loaned, records special events and new acquisitions, and does the copying and screening for the newsletter.

Considering that some of the photos he is given to work with are of very poor quality or fuzzy colour, he does an excellent job.

Ideally, CMFT should have its own photo lab, to provide on site continuity, and for the convenience of loaners who do not want to let their cherished photos out aff their possession.

We are looking for fund-raising ideas to enable us to purchase equipment, new or used, and suitably house it.

Please let us know of anyone who is giving up his or her hobby and wants to dispose of equipment, either by donator or for cash, or of any equipment you see advertised at bargain prices for this long term project.

HELP-

TRAVEL TRAILER PORTABLE SALES BOOTH

We’re looking for a reasonably priced 18 to 22 foot travel trailer to convert into a portable sales booth, which can be taken to Air Shows, Fairs, and such, without the hassle of having to set up, and tear down each time, and in some cases at the end of each day. A very useful item.

Phone or write if you have or know of one. It can be damaged or derelict, as long as its fixable, as we’ll be tearing out the insides anyway to made room for display fixtures, storage and counters.

TRAVELING PHOTO EXHIBIT

Building of fine quality wood or metal free standing display stand units on which to mount changing photo exhibits for Malls Libraries, other public areas.

DISPLAY CABINETS, COUNTERS, ETC.

Building of counters and display cases or modules for use in Shopping Centres and for display of small artifacts.

BOLINGBROKE REPAIRED FOR STATIC DISPLAY

Patch, assemble, repair and otherwise cobble up a respectable, but not restored Boly for next year’s very busy tourist season. Serious restoration can take place at some later date, but in the meantime, let’s improve its looks and keep all the parts together.

DEHAVILLAND VAMPIRE RESTORATION FOR STATIC DISPLAY

All the parts are here to assemble the airplane as a static display example of its type. Full restoration can wait til later.

HOWARD DGA15P

This ones needs major woodwork on the wings, and complete recover, but there is no damage to repair. Work on control surfaces has already started, but much more work to do.

HARVARD DISPLAY

Parts and pieces of several airplanes, enough to put one together for static display purposes.

SEABEE

This one to be built up to airworthy standard. Metal work and some damage. repairs required.

NORSEMAN RESTORATION

Norseman CF-PAA, destined to be restored to military configuration for static display requires complete recover, and generrestoration.

AUSTER MK6 RECOVER

This one has been completely restored by the Vancouver Island members, and now needs re-cover. Refer elsewhere this newsletter for details.

“QUEEN MARY” TRAILER CLEANUP

The trailer has been converted from a flat decked rig for hauling big damaged airplanes, into a house trailer. The superstructure has to be taken off, and the trailer restored to its original configuration. It’s located at the farm storage site.

LYSANDER RESTORATION

Refer to section titled “EXPO 86” for details.

STAMPE BIPLANE RESTORATION

Refer to section titled “EXPO 86”

LOUNGE AND READING ROOM PROJECT

We’re looking for several portable buildings of the type used on construction sites for conversion into several needed rooms including:

• LOUNGE/SMALL MEETING ROOM / LUNCH ROOM
• PHOTOGRPAHIC DARKROOM/LAB
• CLASSROOM LIBRARY READING ROOM
• DISPLAY ROOM FOR SMALL ARTIFACTS

MEMBERSHIP RENEWALS

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

MORE AIRPLANES FOR CMFT

BOWERS FLYBABY

A complete Flybaby, less engine, coulings and propeller was donated by Doug and Gwen Hennessey of Delta, B.C.

The Flybaby is a single place homebuilt, designed by Pete Bowers of Seattle. It was one of the first post war designs to be offered for sale in plan form after WWII. This easy to build all that was needed was a table saw, a drill, and hand tools and easy to fly airplane helped spawn the post-war boom in homebuilt airplanes.

A Continental A or C series, from 65 hp up to 90 hp is sought, and, if there is a set of coulings, exhaust system and a propeller out there somewhere please let us know.

QUICKIE

Jack Dixon of New Westminster has donated his Quickie project. The Quickie is representative of the newest composite structure technology, and the CMFT is very proud to have an example for display.

It is complete with engine and propeller, but does need finishing up. Anyone interested in taking it through to completion as a project? It’s small enough to fit in your basement.

FABRIC RECOVER SEMINAR

A course in aircraft woodworking and fabric recover was offered through the Surrey Parks and Rec., but insufficient people signed up to make it practical.

In its stead, we are offering training in fabric covering and finishing, using the Sopwith Camel Replica, and later the Auster MK6 to learn on.

Several expert fabric and finish people are on hand, and you’ll learn a lot by working on the real thing.

If you’re a novice and want to learn, cost is $10. for 4 hour Saturday 1 p.m. to 5 p.m. sessions, to be held as long as required to complete the job or until weather forces a halt. Experienced fabric people are invited to come along and help teach, (at no charge of course), or work on the airplanes either alongside the “students” or at times convenient to yourself.

Phone April or Rose at 531-3744 or 278- 9804 to sign up.

CHARITABLE ANNUITIES

CHARITABLE ANNUITIES A WAY TO HELP THE MUSEUM AND REDUCE YOUR INCOME TAX

WHAT IS A CHARITABLE ANNUITY?

A charitable annuity allows an individual to make a donation to the CMFT in exchange for regular life-time annuity payments. The donation is an irrevocable bequest which becomes the property of CMFT upon the donor’s death. A portion of the annuity income is non-taxable.

HOW DOES THE CHARITABLE ANNUITY OPERATE?

The charitable annuity is an arrangement involving the donor, CMFT and the trustee. The individual makes a donation which is paid into a trust fund operated by the trustee. The trustee makes regular annuity payments to the individual until the individual’s death. At that time the assets in the charitable annuity trust fund become the property of the CMFT.

HOW ARE THE ANNUITY PAYMENTS DETERMINED?

At the time that the charitable annuity is established, the donor will advise the trustee of the amount that he wishes to receive yearly. Most individuals take out only what would be tax-free, as determined by a Revenue Canada formula.

WHAT ARE THE ADVANTAGES?

A charitable annuity is often a better method of providing money to CMFT than a bequest made through a will. Recent court cases have shown that a bequest made through a will can be challenged and overturned. However, a charitable annuity bequest is outside the individual’s estate and cannot be challenged by the deceased person’s beneficiaries.

Another advantage of the charitable annuity is that it benefits individuals who have investment income in excess of the $1,000 exemption limit. Such an individual would have to pay tax on the investment earnings over $1,000, however, if the charitable annuity is established, most of the annuity income paid to the individual is tax-free.

IS THE ORIGINAL BEQUEST TAX-DEDUCTIBLE?

No, the bequest is not deductible as a charitable donation because the bequest does not become the property of CMFT until the death of the donor. However, the major portion of the annual annuity payments are tax-free. The individual can receive annuity payments and then donate these payments to CMFT and claim a tax-deduction.

Donations

LARGE ARTIFACTS

Barry Barto, Mike Gatey & Jane Etzkorn, Parson’s Airways Northern, Maynard Bergh, Crown Assets Disposal, Robert Laurie. SMALL ITEMS AND UNIFORMS Crash Crippleton’s Model Emporium, Mrs. Elizabeth Skelton, Ron Krywiak, Wayne Cromie, Bill Emerslund, Edna Hemsworth, David Finnie, Jack Lawson, Norm McEachren, Victor Mahony, Stan Vivian, Ingwald Wikene, Gordon Emerslund Estate, Gary Moonie, Bill Thompson, Ted Miller, Margery Kyte, Ross Gregory, L.M. Yastremski, Ted Sketchley, Wayne Cromie, Roy Willis, Pat Swonnell, Neil Cameron, Ted Frederickson, Charlie Dumarsey.

BOOKS, MAGAZINES, PHOTOS

Doug Handford, Joan Jordan, Hans Steiger, Robert Lundberg, Ron Stunden, Barbara Hicks, Jack Willis, Elmer Fossheim, Lin Moore, Ron Krywiak, Tony Swain, Roy Willis, Harry Bray, LL.B.C. Library, Rose Zalesky, Bill Fee, Wally Peterson, Harry Hodson, C.P. Coates, Stan Vivian, C.G. (Gordon) Peters, George Walters, Stephen Bathy, Doug Handford, Robert Steeves, Guy Elphinstone, Sono Nis Press, Joan Jordan, Henry Durand, Mrs. Mary Carstensen, H.P. Lavery, Mrs. Bjarne Arnet, Parks Canada, Lorene Stunden, Zalesky Family, Neil Holmes, Len Harber, Alf. Milther.

OFFICE & SHOP EQUIPMENT, SUPPLIES

April Zalesky, Richard Gregory, Refriger- ative Supply, Peggy Way, W.B. Edmondson,

CASH

N.T.C.S. Stucco, Murray W. Lundberg, Roy Willis, Kenneth B. Reid, William R. Carroll, Leonard Evans, James 0. Camden, Linton A. Moore, Dr. A.J.S. Prothero, J.K. Sorko, Joseph Shewella, W.F. Hardy, A. Irving, Garth Irvine, C. Bakony, E.C. Connor, Don Campbell, Leonard Evans, James 0. Camden, Linton A. Moore, C. Bakony, Stan McKay, Malcolm Farren, Frederick G. Gardham, Mrs. F. Gardham.

NEW MEMBERS

Darren Luu, Burnaby BC, Mrs. H. Ashwood, Sydney, Aust. Gordon Fisher Sardis, BC, Bul Tribe, Vancouver BC, Colin Olsen Richmond, BC, Stephen Bathy Prince George, BC, Wm. Turner Burnaby BC, TK (Ken) Sorko Gibson’s BC, John Clarke Richmond BC, Craig Murray, Maple Ridge BC, LC (Lew) James Surrey BC, Joseph Shewella Richmond, BC, HD Undarwood Delta BC, Graham Nash Mission BC, Dave Musa Surrey BC, Don Souter Burnaby BC, Bruce Littlejohn Port Moody BC, JD Hannay Delta BC, MA Whitfield Vancouver, BC, John Hedley White Rock BC, Barbra Traill Surrey BC, Brad Nixon Delta BC, Jake Funk Langley BC, W.Brent Newbery Richmond, BC, R.C.A.F. Assn. Abbotsford BC, Frank Ball St. Mary’s Ont., Murray Champniss Vancouver BC, Al McGowan Surrey BC, Dan Dubrick Port Hardy BC, E.C. Connor Chemainus BC, E. Shields Kelowna BC, Jack Phillips Denman Island BC, Wm. Deacey Surrey, BC, D.D. Dakin Garden Bay BC, Eugene Desharnais Medicine Hat Alta., Hugh Frith Vancouver BC, Steve Tarr Aldergrove BC, Ernie Jensen Victoria BC, ESU Ex-Service Women’s Assoc. Richmond BC, SJ Stanley N.Vancouver BC, Arthur W. McLeod Ladysmith BC, Alfred Stringer Victoria BC, Donna M. Sambrooke Clearbrook BC, Frank Grogan New Westminster BC, CD Laviolette Richmond BC, Dean McGee Delta BC, Gilmour Wm. (Gil) McLaren Burnaby BC, Wayne F. Sutherland Surrey BC, Richard J. Dion Delta BC, Edna P Gardham Vancouver BC, Roy Tallis Vancouver BC, Bill Marsden Edmonton Alta., Pacific AME Assn. Richmond BC, Inez Warner Burnaby BC, Keith Rutledge Richmond, BC, Margaret Rutledge Richmond BC, John Robinson Surrey BC, Milt Brooker Orillia Ont., Colin Barkhouse N.Vancouver BC, C.G. Charter Vancouver BC, Mrs.C. Tallis Vancouver BC, Bruce Gowans Calgary Alta., Bernard Richardson Edmonton Alta., William R. Spencer Maple Ridge BC, Martin Walsh Prince Rupert BC, J.A. Lalonde Clyde Alta, Hank Siemens Okanagan Falls BC, Ross Mackenzie Langley BC, John Pearl Jordan Heriot Bay BC, Terry Lawrence Surrey BC.

MOVING?

IF YOU’VE MOVED, OR PLAN TO SOON, PLEASE SEND US A CHANGE OF ADDRESS. IT IS COSTING US A CONSIDERABLE AMOUNT IN WASTED POSTAGE WHEN NEWSLETTERS ARE RETURNED (@ 51c EACH)

FIFTH ANNUAL FALL DINNER

plan to attend this annual social event, an excellent opportunity to meet new friends and renew old acquaintances. The speaker for this dinner is Ewan Boyd, who started the Columbia School of Aeronautics at Vancouver Airport in the early 1930’s. He will be showing a short film and a collection of slides, accompanied by an informative talk. The show promises to be very interesting, and should not be missed. The usual door prize drawings will take place, thanks to the generosity of members and local merchants. The traditional Chinese Food buffet will be served. Reserve your tickets now!!!

• DATE: Saturday, October 26, 1985
• TIME: Bar 6:00 PM Dinner 7:00 PM
• COST: $8.00 per person
• PLACE:St. Paul’s Church Hall 8251 St. Alban’s Rd., Richmond, B.C.

*** SEE MAP BELOW *** PLEASE MAIL OR PHONE YOUR RESERVATION TODAY. (Phone 531-2465, 278-9804) GUESTS WELCOME! SEE YOU THERE!

“QUEEN MARY” TRAILER

Through the generosity of Colin Stevens, we now have a British made WWII aircraft retrieval trailer.

Dubbed the “Queen Mary” because it was the biggest thing going. 39 feet long, it has wheels four feet high and is built like a tank for retrieving large downed aircraft.

It was brought from England after WWII and converted to a house trailer by a Mr. Bill Legh, who kept it in excellent repair with lots of TLC until his recent death.

Bringing it to the storage site from its Brunswick Beach (near Brittania) location proved to be high adventure, with middle of the night problems like the tow truck hanging over an embankment, and the mysterious appearance of a heavy duty steel gate between the retrieval and initial reconnaisance trips. Three trips each of 120 miles return and the need for two vehcles were required before we were able to snake it up the switchback road to the highway and return home with it in tow.

Special thanks to Tony Hudak, of the Ye Olde Vette Shoppe, Surrey, whose ingenuity in adapting the peculiarly British hitch for towing, and the supply of his tow truck and time made it possible. Also thanks to Mark and Ed Zalesky, Steve Mackie and Trevor Pudar.

A SALUTE TO VOLUNTEERS

We’ve said it many times, but we will continue to acknowledge our debt to the very important people who are our volunteers. Without the people who devote time, and in some cases materials and supplies to the CMFT, there would be no CMFT.

Our sincere thanks to those of you who regularly give up your weekends, evenings, and holidays to take on whatever tasks and chores need to be done.

Thanks also to the members and friends who turn out for special occasions such as the Open House, and the various Mall and Air Show displays. More than 200 volunteer days went into this year’s Open House, and that’s only counting the actual two days of the event.

Sikorsky H-19 (555) helicopters in RCAF markings as used on the “D.E.W.” line across Northern Canada in the mid 1950’s. CMFT’s S-55 is painted in the red, white and blue scheme above, awaiting only the maple leaf rondel, and markings. photo CMFT collection