Museum Newsletter No. 26 February, 1985
CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION
MUSEE CANADIEN DE VOL ET DES TRANSPORTS
CMFT NEWSLETTER
CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION No. 26 February 1985
CONTENTS
Letters to Editor…. 13 Kapuskasing Pictorial……. …….12,17 Okanagan Hauls Expeditor… Gordon Peters Honoured…. West Coast Air Serv. Reunion… Special Signals-Wartime Pictorial……..18 ..20 West Coast History….. 40 Years Ago……. Museum to Restore Husky.. 44 Years Ago-New Years Day Raid……….23
Board of Directors
Duncan, A. Bruce Duncan, Michael Lang, Marvin E. Olsen, Jerry Elgood, Terrence Goguillot, R.”Gogi” Stunden, R.A. (Ron) Thompson, William Vernon, Jerrold E. Griesbeck, Werner, Harris, H.E. (Ted). Weeks, Brian Holmes, C.G. (Neil) Zalesky, April Jackson, G. Barry Zalesky, Edward V. Jubb, Ruce Knowles, Peter Zalesky, Rose
CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION 1984/85 EXECUTIVE OFFICERS
E.V.(Ed) Zalesky, 531-3744 A.B.(Bruce) Duncan, 273-6883 President V.President Rose Zalesky, 531-3744 Peter Knowles, 477-3684 Sec’y-Treasurer Chairman, Vr.Is. Dave Ruemke, Vice-Chairman, Vr.Is.
COMMITTEE HEADS
Gary Warnock, 531-3744 Communications April Zalesky, 531-2465 Ken Swartz, 922-6745 Gift Shop Newsletter Jerry Vernon, 420-6065 Peter Knowles, 477-3684 Records, Van.Isl. Recovery, Van.Isl. Vacant Research Restoration Terry Elgood, 273-4043 Gordon Dann, 859-6905 Special Events Jerry Olsen, 687-6805 Underwater Recovery John Gough, 479-1843 P.R., Van.Isl. Mike Anton Tom Palmer, 477-5706 Restoration, Van.Isl. Special Events, Van.Isl.
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 goods and money. It is governed by a board of 20 directors, elected annually. Elections held in April.
NOTICE OF MEETING
Feb 21, 1985 8:00 p.m. Social & speaker Mar 21, 1985 8:00 p.m. Business Apr 18, 1985 8:00 p.m. Annual General May 16, 1985 8:00 p.m. Social Jun 20, 1985 8:00 p.m. Business
COVER PHOTO
Fairchild Husky F-11 CF-SAQ on Garibaldi Lake, while operated by West Coast Air Services Ltd. (c 1969-1970) Photo by G. Hambley (?)
Photo reproduction & screening by Brian Burke.
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 ADDRESS. ANYONE INTERESTED IS WELCOME TO ATTEND.
Editor: Ken Swartz, attending helicopter convention. This issue put out by old standby, Rose.
OPEN HOUSE 1985, JUN 22 & 23
The major event of 1985 will be our 4th Annual “OPEN HOUSE” to be held June 22 and 23. More and better things are planned for this year. Bring the whole family. Enjoy lots of displays, events, and of course, and other fun things. Food will be served all day. Admission is free, and there will be door prizes.
Hot air balloon rides, parachute jumpers, a model contest, working displays of model boats, will be featured, and other preservation groups will be participating by bringing up to 100 vintage cars, trucks, fire engines, steam tractors, motorcycles, etc.
The 1994 event attracted more than 10,000 visitors. Plan to attend, bring your family, relatives, and friends and pass the word.
One of the events planned is an exhibition of Canadian Aviation Art. Well known artist Graham Uragg has agreed to organize it, in co-operation with anyone else who would like to help out. We are inviting participation from all aviation artists, professional or otherwise.
If the show is a success a major exhibition at a downtown location will be arranged for Expo year.
MODEL AIRPLANE CONTEST
One of the events planned for Open House ’85 is a model airplane contest. Member Hurray Marley has agreed to co-ordinate it. Tentative plans call for a stand-off scale radio control model event, limited to aircraft built up to 1953.
If your “bag” is model engines, we’ll include a category for you. Let us know. Here is your chance to show off your pride and joy to an appreciative audience. Sponsors for contest prizes are sought.
Call Murray at (604) 531-3380 for more information, or to offer suggestions. Lots of help will be needed to make up and distribute posters, and other chores.
STORAGE SITE TOURS
The Museum Gift shop and library remain open from (9-4 Mon thru Fri, 9-12 Sat) throughout the winter, but tours of the storage facility have been discontinued for the season.
1984 was very successful with ever increasing numbers of visitors from all over the world, as well as visits from schools and other groups.
The storage site re-opens for tours on March 15. Hours will be 11 to 3 on Saturdays and Sundays as usual. Please plan to come out and bring your friends. Spread the word.
PLANNING FOR THE FUTURE
We must continually strive for a vibrant effective Museum – one that can respond to the challenge of growth and increasing community service. Of equal importance to funding and personal commitment in our operations, is the way we are structured and how we manage our various activities. In this regard your Board of Directors has recognized the need for an ongoing program of internal reviews which will identify the need for improvements in our organization, procedures and objectives. Once the problem areas are defined, the planning process for an orderly development can be initiated.
Accordingly Marv Lang, member of the Board, will undertake the first step in this program. He will be reviewing our current functions and procedures to establish the extent and relationship of the Board, staff and Committee activities and to record the principal administrative systems. This will be followed by inter- views with Museum members and others to determine CMFT’s likely future activities, objectives and goals. After reaching a consensus on our future needs, through intensive discussion and review by the membership, we will be able to put together a master plan by committee action or with the help of outside consultants.
While Marv would like to interview all active members, this may not be practical. Many event he would welcome your comments, suggestions or beefs by phone, by mail or in person.
EXPEDITOR AIRLIFTED TO SURREY
Okanagan Helicopters provided the Sikorsky 561L helicopter and the crew to airlift the Museum’s Beach Expeditor from Abbotsford Airport to the Crescent Road storage site on Dec. 2, 1984.
Okanagan used the airlift, which was made at about 85 knots per hour, as a proficiency exercise for its pilots. Soccer games halted, and traffic stopped to watch, but otherwise the trip was uneventful.
CMFT expresses its sincere gratitude to Okanagan Helicopters. The airlift, which was accomplished in so short a time, would have been a major undertaking, requiring lots of manpower and equipment. The airplane would have had to be dismantled, and special permits obtained along the entire route. Thank you, Okanagan. You did a great job!
CKT, although badly vandalized during storage at Abbotsford, will eventually be restored to flying condition. CMFT is looking for a sponsor for the project.
BRISCOE BRINGS ‘EM HOME
Once again, we thank Roy and Roberta Briscoe, who travelled to Quebec and Ontario to haul a load of Fairey Battle and Norseman parts to the storage site. Their son-in-law Ken provided the truck, and the Briscoes paid all their own expenses on the 6,500 mile round trip.
Fog and snow in Northern Ontario (Nov. 11) provided adventures (such as running out of gas at night, shortly after refusing overnight accommodation at Kapuskasing).
DEVRIES EXPRESS RUNS AGAIN
Another long haul was made by Pieter DeVries and son Mark last fall, this time to pick up a Harvard centre- section, some Norseman parts and two radial engines in Ontario. Pieter paid all his own expenses, in addition to providing all the fuel, for this, his second trip on behalf of the Museum to points “back East”. Jerry Van Humbeck loaned his truck and trailer for the trip. Our special thank you once again, Pieter and Jerry!
AIRCRAFT MAINTENANCE SYMPOSIUM, FEB. 14-16
PVI AIRCRAFT MAINTENANCE SYMPOSIUM-PACIFIC
REGION FEBRUARY 14,15,16,1985 HOTEL VANCOUVER
Program Topics include accident analysis, avionics, Nicad batteries, corrosion control, composite structures, gas turbine systems, liabilities of AME’s, rotorcraft systems, toxicology and much more.
A.M.E.’s, Learner AME’s, Exhibitors and Company representatives can attend.
Symposium fee includes reception,two day seminar program, coffee and lunch. $30.00 Banquet, Feb. 15 (guests welcome) $25.00 Companion events for ladies Gratis
More information from Pacific Vocational Institute, Vancouver Airport, 4440 Stark St., Richmond, B.C., V78 1A1
CMFT will have a small display at the Symposium as in past years.
MEMBER GORDON PETERS HONOURED
The Pacific Vocational Institute, in co operation with the students at the Sea Island Campus, the Canadian Museum of Flight and Transportation, the B.C. Aviati Council, and the Quarter Century in Aviation Club were pleased to present an award to Mr. Peters in an attempt to show Gordon in some small way the high esteem in which he is held in the Aviation Community. The award reads:
AWARD OF HONOUR
In recognition of outstanding leadership, excellence, dedication and contribution to all sectors of the aviation industry.
C. GORDON PETERS
For service as an aviation maintenance engineer, technician, educator, aviation historian, and ambassador of goodwill for the aviation industry as a whole.
Gordon, a respected and admired instructor at the Sea Island Campus of the Pacific Vocational Institute, has had a lifetime love of airplanes.
His first job was a water boy, carrying water in pails out to the workmen at Vanncouver Airport. His first paying job was as one of the two (total) staff of United Airlines at Vancouver Airport in 1935.
He graduated from the Vancouver Technical school in 1939, worked for a time at the Aero Club, then as a civilian with the E.F.T.S. (Elementary Flying Training Schools Program) teaching aircraft mechanics, at Boundary Bay, Caron, Sask and at Abbotsford until 1943.
Jobs at Boeing Aircraft, Brisbane, Coates Air Services, Trans Canada Airlines, (which he left rather than go to Moncton), and Vancouver’s U-Fly (which later became West Coast Air Services Ltd.) followed.
A stint at operating his own aircraft maintenance service (Peters Aircraft Service), then to Okanagan Helicopters, Husky Aircraft, Trans West Helicopters, and PWA but not necessarily in that order.
Gordon signed on as an instructor at the B.C.Vocational Institute in about 1972.
In 1953, Gordon joined as a founding member, the Aviation 175 Masonic Lodge. He is Past Master of Aviation 1958.
Gordon is a long time member of the Quarter Century in Aviation Club.
He learned to fly in 1945 under instructor Lloyd Michaud.”
Gordon Peters, (right), with wife Naomi, being congratulated by Henry Justeson, Chief Executive Officer, P.V.1., on receipt of Award.
Gordon married Naomi in 1943, and they have two grown children David, who is a first officer with Air Canada, and Donna, who is a private secretary in Chicago. Throughout all this time, Gordon had his camera handy, and has built up a superb collection of airplane photos.
We salute this caring, cheerful person who is always ready to share his vast store of knowledge.
HOMESITE STUDY UNDERWAY
A study to determine the best site for a Transportation (including aviation) Museum has been commissioned by the Provincial Government.
We understand that some of the sites being considered are Fort Langley airstrip, Tynehead, Delta Airpark, and Boundary Bay airport.
Various ways in which the Province, the Senior Government, and all the organizations who have collections of transportation items can co-operate to make this a world class facility are to be investigated, and all groups are to be included in the planning process.
This is a positive move, and we look for good things to come of it.
WEST COAST AIR SERVICES REUNION NOV. 9 & 10, 1984
by Gail Wadsworth and Doreen Kozak
Remembrance Day a time to remember – a time to renew old acquaintances. And that’s just what the ex-employees of West Coast Air Services did November 9 and 10, 1984.
As any great idea for a group gathering normally begins, the subject mentioned over a few sips of “ye old spirits” and from there it grew. Now where to begin- well what better way than getting the exdispatchers together. After all, wasn’t it they who got the group “off the ground. A committee was formed consisting of Bev Minaker, Doreen Kozak, Geogina Lorette, Fran Mercier, Karen Smith, Gail Wadsworth and, for her added bubbles of laughter, Joan Spare. Regular meetings were held at the Minaker residence, and Russ was never sure if we were planning a reunion of just finding a reason to lift a glass or two!
Memories flowed, old telephone lists and ex-Christmas parts lists were pulled and names of the ex-employees grew and grew. By the time we’d finished there were some 325 names gathered. Feeling that the response would be overwhelming, the decision was made to spread the event over a two-day period. Remembrance Day weekend was chosen to allow enough time to contact people and to allow an extra day for out- of-towners. A cocktail party was planned for the Friday, and dinner and dance for Saturday. The committee investigated various locations and decided on the Delta River Inn. At each committee meeting we looked forward to seeing who had responded. Things of course went slow for a while but started to pick up by the end of summer and last minute response was almost overwhelming.
The River Inn provided a hospitality suite for both evenings which the committee used as a “command post”. Beverages and food was set up for anyone who was interested in carrying the party on beyond its chosen time. We had obtained pictures from several personal photo albums and the hotel provided large boards for their display. Looking at the old pictures brought back lots of fond memories of many good times for everyone.
Russ Minaker was MC on Friday which ran from 7:00 p.m. to 11:00 p.m. with 120 guests. Russ presented Wally Slye, who had retired from AirBC, with a propeller signed by co-workers from West Coast. Wally was always “getting things moving” in the mornings. All the sandwiches, fruit and cheese trays provided by the hotel were excellent. When things were officially over we carted the extra food up to the hospitality suite. Many of the group came up to carry on reminiscing – the last die hards left at 3:30 a.m.!
Saturday evening got under way with cocktails at 7:00 p.m., dinner at 8:00 p.m. with dancing afterwards until 1:00 a.m. The hotel provided an excellent smorgasbord second rounds were made because of its tempting fare. Russ Minaker and Jack Ross co-m.c.’d the event and each of them had us chuckling as they reiterated a few tales. Russ made an announcement that a contribution to a bursary at Pacific Vocational Institute had been made in the name of ex-West Coast Air employees. Door prizes were arranged by a co-committee of Rob Kidner, Rita Nachini and Krista Briggs. The major prize of a CP Air trip for two to Amsterdam was won by Rob Magee. A special thank you to all those companies who so willingly donated these prizes the names are too numerous to mention. Many of the 160 people who attended continued on in the hospitality suite afterwards and we did hear that the last ones left at 5:00 a.m.!
The congenial and helpful assistance of the staff and management of the Delta River Inn was greatly appreciated by all. They added that special flair that any good party requires. As usual, even though a two-day event was held, there just wasn’t enough time to get around to talk to everyone. It was especially nice to see ex-employees dating back to the early days and also those who had joined the Company before its merger. Unfortunately everyone could not make it but those who were unable to attend were fondly remembered by those who were there.
NOW WE’RE LOOKING FORWARD TO THE NEXT REUNION – TENTATIVELY PLANNED FOR 1989.
“WEST COAST” SUCCESS STORY
the success story at “WEST COAST”
An excellent history of West Coast Air Services is chronicled in an article by Don Staples in the August, 1953 issue of “Western Wings”.
Don traces the history of the company back to 1931 when Frank Gilbert started business with one Aeronca C3. Vancouver Airport opened the same year.
Lloyd purchased a half interest in this company in 1939. in 1942 Al joined his brother, and together they bought out Mr. Gilbert’s interest. The war closed all operations from 1942 to 1945.
On return from war time flying duties in 1945, the Michauds re-opened as the Vancouver U-Fly Ltd. This company, representing a $7,000 investment, developed into one of the most successful flying schools ever formed in the West.
1946 was a big year for the fledgling company. West Coast became distributors for Cessna aircraft and received a charter license from the Air Transport Board to operate land and sea charter service from Vancouver, with lumber, fishing and mining companies making up the bulk of their trade. Their charter fleet, under the wing of Jack Stelfox, included Cessna’s, DeHavilland Beavers, and later, others including Grumman Amphibs. Dockside facilities were purchased from Pacific Western Airlines to better serve their seaplane charter customers.
In 1955, the company name was changed to West Coast Air Services Ltd. and in 1957 a more to a nearby hangar allowed the consolidation of operations; maintenance under Gordie Peters; radio shop under Al Lubrook; and parts department under Ralph Coates. The Imperial Oil fuel franchise was later acquired.
The original emphasis had been on training students. In 1963, all ab-initio training was removed from Vancouver Airport. West Coast made the decision to sell the flying school rather than make other arrangements to use the new Pitt Meadows airport 20 miles east of Vancouver. Al had long been in favour of the Delta area as a better location for Vancouver’s secondary airport. This decision was particularly unpopular with Lloyd. For the first ten years or so of the company’s life, pilot training had been everything. Lloyd, with one of the earliest Class I instructors rating in Canada, had turned out many a pilot to be proud of.
West Coast then concentrated on advanced training such as commercial, instructor and instrument ratings.
West Coast was appointed a Cessna dealer and the sales department, under Fraser Jansen was very successful.
The parts department expanded from an original approximately twelve feet square area, to several thousand square feet. Lloyd and Al were able to gather together an exceptionally fine staff, and contributed much of the success of West Coast to them.
Don’s story stops there, but the rest is the same report on success. Mest Coast helped develop, and operated the first Beaver with water bombing capabilitas, amongst other accomplishments.
West Coast was sold in about 1979 to a Mr. Cromarty, who in turn sold it to the Pattison Group of Companies. The charter service, along with several other charter and scheduled air services then in existence, were eventually amalgamated into Air B.C.
In 1981, Larry Davies, Gordon Lindemere and Mike Gore acquired the parts, sales and service portion of the business, along with the lease on the hangar, and now operate as Lindair Ltd.
The Michaud brothers retired at the time of take over, however, Al has since been appointed to the Board of Directors of Time Air, in Alberta.
The Canadian Museum of Flight and Transportation salutes the Michauds.
MUSEUM TO RESTORE WEST COAST HUSKY
By Jerry Vernon
The Fairchild F-11 Husky shares with the Norseman, Beaver and Otter the unique distinction of being a Canadian-designed and Canadian-built bush aircraft. The Husky, which fitted in chronologically between the fabric-covered Norseman and the all-metal Beaver, was built with a metal fuselage and a fabric-covered metal wing. Although larger than the other two aircraft, the Husky suffered the curse of being underpowered as originally built. This was not corrected until much later, when the Alvis Leonides engine was fitted to many of the survivors. By then it was much too late, as the type went out of production after only 12 had been made. Along with the Norseman and the Edmonton-built Bellanca Skyrocket, the Husky was swept out of production by the success of the deHavilland Beaver.
Fairchild Aircraft Co. Ltd. of Canada was located at Longueuil, P.Q., across the St. Laurence River from Montreal. Formed in the 1920’s, they were very successful with assembly and later production of various Fairchild bushplanes, such as the FC-2, FC-2W, FC-202, 71, 82 and several lesser types. They also had a thriving business in aircraft floats, of their own design, used on their own and competing aircraft.
During World War II, Canadian Fairchild produced 626 Bristol Bolingbrokes under licence for the RCAF, and participated as part of Canadian Associated Aircraft Ltd., a consortium that produced 160 Handley Page Hampdens in Canada. Fairchild also produced 200 Curtiss Helldivers (the SBF version) for the U.S. Navy, and built components for the Grumman F7F Tigercat and Vought F4U Corsair fighters.
Towards the end of the war, Canadian Fairchild began to give some thought as to what they would produce next. Many users of the Fairchild 71 and 82 had also made inquiries about future bushplane production at Longueuil. Since the various tools and jigs for the pre-war types had been destroyed, and technology had marched a long ways during the war years, Chief Engineer J. A. T. Butler and his team sat down in early 1945 to design a totally new page 8 and modern aircraft, with which Fairchild could do battle in the marketplace with the major competing designs, the Noorduyn Norseman and the Bellanca Skyrocket.
What emerged and was test-flown on 14 Jun 46 can best be described visually as a pot-bellied Otter with a hormone problem same shape as an Otter, four feet less in length and four feet less in wingspan, but with a shrunken rear fuselage, in order to accommodate a large rear loading hatch for 18-foot freight canoes, beach loading, air dropping and so on. Besides this under- fuselage door, which made it possible to heel the floats up onto a beach and handle cargo without getting your feet wet, the Husky also had large side doors (both sides), cockpit doors (both sides), a moddern high aspect ratio wing, slotted flaps, all-metal stressed-skin fuselage and provision for crew plus 7 or 8 passengers. Weights were 3900 lbs(empty) and 6400 lbs(gross)soon raised to 6800 lbs
Three designs were done, based on three engine options, and a questionnaire was sent out to prospective buyers. The resultant engine was the 450-hp Pratt & Whitney Wasp Junior, which did not endow the machine with the sort of performance hoped for.
A total of only 12 Huskies were rolled out at Longueuil before production halted, assisted by the evaporation of a potential order for 25 aircraft from the Ontario Provincial Air Service and the bankruptcy of a subsidiary company, Fairchild Industries, which had plunged into the manufacture of prefabricated homes. Fairchild of Canada went under in 1948, leaving the Huskies and a scattering of older 71’s and 82’s flying the bush lines of Canada. Nickel Belt Airways took over the tools, inventory and factory, and produced spares for a number of years.
In the mid-1950’s production rights were obtained by Husky Aircraft, of Vancouver, who designed a 550-hp Alvis Leonides engine conversion for the type. Although no new Huskies were built, six of the surviving F-11-1’s had the bigger engine installed, which transformed the dowdy machine into a much more lively performer, the F- 11-2 Husky. In 1970, the rights and tools passed to Industrial Wings, a subsidiary of Harrison Airways, in Vancouver. Several new versions were proposed by Jerry Haldeman, including one with the 600-hp P &W R-1340(F-11-4) and another with the PT-6A-27 turboprop (F-11-5). Still, no totally new airframes were built, although an almost new aircraft(C-GYCV) was built up at the Saunders plant in Gimli, Manitoba, based upon the remains of CF-EIL, which had crashed. This is the Husky that sat unflown at Vancouver Airport for about 10 years, until ferried to Winnipeg in 1984. The tools, jigs and Type Certificate still exist, moving on to a new owner from time to time, and there was talk a few years ago of reviving production, on the PT-6A version, in Central America.
Of the 12 Huskies built in 1946-47, no less than six still survive into the mid- 1980’s. Eventually, all the F-11’s ended up in B.C., with Harrison, West Coast Air, Island Air, Gulf-Air, North Coast Air, and other owners. Besides CMFT’s CF-SAQ, there is CF-EIM still earning its keep at Prince Rupert with North Coast Air Services, and no less than four others are now owned by the Western Canadian Aviation Museum in Winnipeg.
A series of three excellent articles on the Husky…design, development, pilots’ recollections, individual histories, and a multitude of photos appeared in the Winter 1981 CANS Journal. Also, Ken Molson’s Canadian Aircraft Since 1909 available at the CMFT Gift Shop) summaries the type quite well. Two well-known Canadian aviation personalities…long time CAHS President Fred Hotson and UCAM Executive Director Gordon Emberleyare part of the legion of former Husky pilots.
The Husky held for restoral by CMFT is CF-SAQ, c/n 8. As can be surmised from the registration, the first owner was the Government of Saskatchewan, Department of Public Health, Air Ambulance Service, to whom it was registered on 10 Mar 47. It served as an air ambulance, on wheels and skis, complete with big red crosses on the wings, for the next three years, until it moved on to the next of a long string of operators.
One of the first things that happened to SAQ while it was still new was an accident which took place at Grand Forks, North Dakota, on 15 June 47. While pilot D.K. Malcolm was taking off, the Husky apparently ran into a downdraft at the end of the runway, at the same time as he retracted the flaps, resulting in a deliberate stall into the ground from 50 feet up. The aircraft, almost at maximum gross weight, pancaked in, rudder first, followed in order by tailwheel, mainwheels, engine and propeller, driving the main gear part-way up under the pilot’s seat, buckling the engine mounts, splitting the engine nose case, pretzelling the prop, and causing numerous assorted dents and wrinkles. The aircraft went back into service following a short sojurn at MacDonald Brothers Aircraft, in Winnipeg.
In September, 1947, the aircraft file notes that CF-SAQ was fitted with an approved JATO installation, which had been designed for the type by Dick Richmond(now a Canadair V-P) and some other laid-off Fairchild engineers. This JATO kit had been specifically ordered by the Saskatchewan Government for use on CF-SAQ… possibly another testimonial to hot-day performance, particularly after the previously noted incident.
On 20 Jul 50, with 1190:20 hours total airframe time, CF-SAQ was sold by the Saskatchewan Air Ambulance Service to Pineland Timber Co., of Sudbury, Ontario, to be based at Ivanhoe Lake, Sudbury. After putting about 700 hours on the F-11, Pineland sold it to Nickel Belt Airways, of Sudbury, on 19 May 52.
Besides being the Husky agent for most of Canada and the manufacturer of Husky spares for many years…probably for reasons of self-preservationNickel Belt operated at least 8 out of the 12 Huskies at one time or another. In the case of CF- SAQ, however, Nickel Belt only kept it for a month, re-selling on 30 June 52 to Austin Airways, of Toronto. Austin Airways kept SAQ for almost 14 years, building up between 8000 and 9000 more hours on the machine…a figure that makes an interesting comparison to the 13,000 hours that Austin put on the Museum’s Norseman V(CF- BSC) over a 25 year period. The only incident recorded in the files during that period was an overshoot and resultant ground loop, at Ilford, Manitoba, on 28 Feb 57, while SAQ was on contract to International Mickel Co. The aircraft and pilot J. Keene escaped with only broken right gear struts and a damaged ego.
Austin finally parted with the Husky in February of 1966, when it was picked up by Parsons Airways (Northern) Ltd.,of Flir Flon, Manitoba, to be based at Channing and Lynn Lakes. For the next several years, SAQ was operated by the legendary H.P. “Hank” Parsons, now retired in Kelowna.
Three and a half years later, on 11 Jun 69, SAQ was registered to Plummer Enterprises Ltd., of Winnipeg, with the clock now well over 12,000 hours flying time. The aircraft was operated from Sioux Lookout by Sioux Narrows Airways, an enterprise owned by C. Plummer.
After a very short stay in Sioux Narrows, the airplane finally came best, to the eventual home of all the remaining Huskies. In October, 1969, CF-SAQ was purchased by West Coast Air Services, of Vancouver. It became a familiar sight on BC’s coast and mountain lakes for a number of years, and was converted by West Coast Air into an F-11-2(Alvis Leonides engine) over the Winter of 1971-72. It would appear from the files that Canadian Aircraft Products were involved in this Super Husky conversion, which consisted of the new engine, new cowlings, an 11-foot 3-bladed prop and improved cooling. This mode also allowed for an increase in gross weight and cruise speed.
On 16 Apr 74, CF-SAQ was sold by the Michauds to Island Airlines, of Campbell River, to join several others operated there by Bob Langdon and Frank Roberts. Along with the other surviving Island Air Husky(CF-EIR), SAQ served out her remaining flying days at Campbell River, to be declared surplus after the takeover of Island Air by Gulf-Air Aviation, and subsequently by Air B.C. and The Jim Pattison Group. The last recorded C of A renewal was in June of 1975, with a grand total of 14,439.9 hours since new.
After a few more flying hours, the C of A was not renewed in 1976, as the aircraft had succumbed to a problem which plagued the type from time to time, right back into the 1940’s, when skin wrinkles were complained of, due to heavy landings. The problem became more critical in the early 1970’s, when the MoT issued a letter to all owners observing that cracks had been found in major bulkhead assemblies on several of the remaining Husky aircraft. Specifically, cracks appeared at Stations 107 and 125, to which are attached the undercarriage, the main longerons, the forward wing strut and the front wing spar. CF-SAQ was withdrawn from service and the necessary reinforcement work commenced. The fuselage was de-skinned in the area of the offending bulkheads and the wings were overhauled and re-covered. At this point, fate stepped in, in the form of the Air B.C. takeover of the former operators, so that all work was suspended on both Huskies(CF-EIR was also apart to repair some damage from a heavy landing).
In the Summer of 1980, it came to the attention of several CMFT members that the Huskies did not fit into Air BC’s fleet consolidation program, and that steps should be rapidly taken to secure them for the Museum. Contact was made with the owners, and both aircraft were offered verbally and in writing to CMFT as a donation. Unfortunately, in the confusion surrounding the takeover by The Jim Pattison Group of most of the bush airlines on the coast, a similar offer was also made by other airline officials to the Western Canada Aviation Museum. Eventually, this was all straightened out, and each museum got one of them…CF-SAQ to CMFT and CF-EIR to Winnipeg, where it has since been joined by three other whole or partial Huskies.
CF-SAQ, complete with Leonides engine package, floats and wheel gear, was picked up and moved over to the mainland in 1981, where it is now in storage at CMFT’s Crescent Road site. Completion of the necessary remaining work on the bulkhead mods, and re-assembly of the aircraft, awaits funding and a possible committment from Expo ’86 to have this unique Canadian Aircraft as one of the aviation displays in 1986.
A little comparison: Senior Norse F-11-1 Sky Man Bea- Husky Rocket IV ver Otter Length 37 5 27’8″ 32’0″ 30’4″ 41’10” R985 R1340 R1340 R985 R1340 Span 53’9″ 50’6″ 51’6″ 48’0″ 58’0″ Empty(lbs) 3900 3940 3675 2850 5287 Gross (lbs) 6400 6450 6450 5100 8000 Top speed 138 178 170 160 160 Engine *later 6800 lbs)
When the Lord created man, he gave him two ends, one to sit on, and one to think with. Ever since that day man’s success or failure has been dependent on the one the uses most. It has always been, and still is, a case of heads you win and tails you lose.
(from the Air Cadet edition of “The Service Aircrew”)
Looking to buy an airplane? If it was in Sept. 1931, “AERO DIGEST” magazine (35c, average 300 pages) Classified Section, was the place to look.
There is a wealth of information in these old magazines. Please think of the CMFT if you have any old publications, photos, posters, calendars, programs, brochures, etc. Old or new, age is no object. Today’s garbage is tomorrow’s treasure.
USED PLANES AND MOTORS
AMERICAN EAGLE, $400. 3-place OX-5 biplane, 1928, unlicensed: ship in excellent flying condition; will demonstrate for buyer. R. Komarek, 62 Mar- shall Ave., Little Ferry, New Jersey.
FOR SALE: OXS Swallow biplane, never cracked, with NC mumber. Motor just overhauled. Will teach purchasers to By. Price, $1,000. Wm. Klingenberg, Jr., 212 Dundee Ave., Barrington, 10.
FOR SALE: OXXe Travel Air, relicensed this month. Cheap if taken at once. $750 takes it. Illinois Flying Company, Sterling, Illinois.
CURTISS ROBIN-Best OX in country. Scintilla Magneto, Curtiss Reed propeller, Bargain, $1,000. Also Velie Monocoupe, just overhauled, recovered in perfect condition. For quick sale, $700, or will take late model car for part payment. H. C. Staib, Baltimore Co, Bengies, Md.
HISSO EAGLEROCKS, 62 hours, new last September, $1200; one, 175 hours Al condition, $800. Both approved for J5 motors. Ryan monoplane, wings recovered, JS motor, never cracked, $2200. E. Buckler, 105 Dwight Street, Springfield, Mass.
CHALLENGER ROBIN, $1350. Licensed and flying every day, dual controls, booster magneto, steel propeller, brakes, etc. Jack Newland, 900 South Eighth St. Waco, Texas.
MILLERIZED OXS Curtiss-Robin: ship and motor in excellent condition. Motor overhauled recently. NC licensed, price $875. Albert Coutu, Municipal Airport, Buffalo, New York..
OXS STANDARD good condition, new paint, new tires, dual controls, motor overhauled, guaranteed to turn 1500 on ground. Flyaway, $495. Write Joe Standefer, 525 Fairview, Baxter Springs, Kansas.
THREE-PLACE COMMANDAIRE with Hisse motor, practically new; cash price, $1200. Will trade for used cars. Address Boyer Auto Service, Sikeston, Missouri.
OXS Wace 10, very good condition. Hangared always. Price 1558 for quick sale. Alan Van Sant, 199 Ashland Ave, Bloomfield, N. J..
MONOCOUPE, approximately 225 hours since new. Good condition. Approved type certificate. Not licensed. Velie M-5 engine. Oleo shock absorbers. Kept in hangar. Price $550. I. C. Ely, Beloit, Kansas
IAN GRAY HONOURED AGAIN
Several months ago, we reported that member Ian Gray had been honoured by the Canadian Aeronautics and Space Institute. Recently, he has received yet another honour, this time the Meritorious Achievement Award from the Association of Professional Engineers of B.C.
Ian was President of CP Air at the time of his early retirement in 1982, and has a long list of directorships, achievements, and awards to his credit.
Ian Gray is a most worthy recipient of the honours accorded to him.
AVIATION POSTAGE STAMPS
CMFT now offers postage stamp packs for sale, at the same price as at the Post Office. This is your opportunity to help the Museum while building up your collection.
“AIRBORNE A 140 page book written by Bob Bradford, aircraft expert and director of the National Aviation Museum. Contains over 100 photos and illustrations outlining Canada’s 75-year history in Canada. You’ll also find mint stamps, designed by Bob Bradford, depicting 16 different aircraft. Discover how air transportation developed in Canada through this beautiful collection. A perfect gift. ITEM G $14.95
1982 AIRCRAFT STAMP PACK – The Canadian bush pilot becomes a legend in his own time. Four bush aircraft. ITEM C $2.75
1981 AIRCRAFT STAMP PACK – Four transport and training aircraft. ITEM D $2.75
1984 LOCOMOTIVE STAMP PACK. 4 1860-1905 early steam locomotives. ITEM A $2.75
POST CARD SETS 4 card sets of stamps included in A $1.00 4 card sets, loco’s 1836-1860 $1.00
PLEASE INCLUDE SUFFICIENT FOR POSTAGE!!!!
Letters
It was with great interest that I came across your article concerning the museum’s latest addition, FAIRCHILD CF- BXF, having flown it while employed by 8.C. Airlines.
Scrounging through my photo collection, I came across the only photo I have of BXF in B.C. Airlines colours, while it was based at Campbell River. I was completely unaware that she was formerly a FC-2W-2, to us the aircraft was simply the ’71’. The last entry in my log is Sept. 30/58, where it was based after this until sold to Sechelt Air Services I cannot recall.
The Fairchild’s flite characteristics were a surprise to many Beaver pilots of the era, who casually tossed tool boxes, chain saws, etc., into the rear of the airplane. The resulting oscillating flite path left some pilots with a dislike for the ’71’.
But properly loaded she was a docile machine; since it used the same engine as a Beaver, a check ride consisted mainly of advice on which rocker box cover to place on the horizon for correct landing attitude. Some claimed the Fairchild was great out of high altitude lakes, but I had little chance to try it.
Some other photos that may be of interest include the Fairchild 82-CF-AXL, which is of course now in the Ottawa museum. On skis the aircraft was a delight to fly. Equipped with hardwood air bag skis plus oleo shock absorbers, she would drive across hard-packed drifts like a Cadillac. The folding wings always fascinated me, why don’t modern aircraft incorporate this space-saving feature?
The WACO ZKS-6, like many aircraft of the 30’s, had huge powerful elevators and rudder, as well as four ailerons. As a result she could be nursed into the air with some respectable loads, despite the fact that it was rather under-powered as a seaplane. One of the pre take-off checks I recall was ensuring that the 360 degree wheel was centred by looking out and check that the ailerons were in neutral, as the spokes were not aligned!
Walt Winberg Richmond, B.C.
OOPS!!
Member Ingwald Wikene sent in the above photo of the Ford Tri-Motor CF-BEP, which bears the caption “First victim of the RCAF’s Hurricanes (at Vancouver Airport), the Ford Tri-Motor transport belonging to Yukon Southern Air Transport Company after being hit by No. 312. Although not completely destroyed it is not known if this aircraft was ever repaired and placed in service. March 2, 1939.”
Pilot R.C. Davis, while on his first solo in 312, lost control of the airplane on take-off, and crashed into the Tri- Motor. The Hurricane burst into flames, but fortunately no one was hurt, the pilot suffering only minor injuries.
CF-BEP was former RCAF G-CYWZ and had been the support aircraft on the crosscountry exhibition tour of the Siskins in 1931.
CF-BEP, In better days, was featured on our Nov. 1984 newsletter cover. A model is on display at the Aviation Hall of Fame In Edmonton.
LETTERS TO THE EDITOR ARE WELCOMED. CMFT RESERVES THE RIGHT TO CONDENSE.
DOZENS OF BOLY’S AND P-40’S
I saddened at the death of Peter Lawford, the only real movie star I ever met. In 1944 Hollywood came to our airbase at Patricia Bay on Vancouver Island, with Mr. Lawford and the others stars to make the movie “Son of Lassie”. Yes, Lassie was there with her trainer Rudd Weatherwax and they also brought a Collie pup that was donated to our airbase as a Mascot after the film was finished.
We could only spare one Bolingbroke, flown by Flying Officer West, and one P-40 Kitty Hawk. After seeing the movie, Hollywood magic made it look like dozens of Bolys and P-40’s taking off. I was fortunate to be standing behind the cameras watching Mr. Lawford do a scene exiting from the Bolingbroke about 10 times. Let me say, those actors work hard. At one break I said to him “I guess this will be the only time I’ll ever meet a movie star” and after much chuckling he said “You guys are the real stars at this time”.
Later we watched Mr. Weatherwax put Lassie through her paces; all with hand signals as he couldn’t talk while the sound was on.
Gilbert W. Franklin Hilton Beach, Ontario
Member Don Campbell is a life time resident of Kapuskasing, Ontario. We are proud to share with you a snippet of the capsule history of Kapuskasing airport, as recorded through his photos, through the following pictorial essay sent in by Don.
Those of you who thought that the “Kap” was at the absolute end of civilization will be surprised to learn that its airport played a vital role in wartime (still does) and was host to a varied list of airplanes in its time and Don was there with his camera.
And Mike Meeker thought we only had one here! We keep this trio in reserve for special airport days, etc The hangar is the same one where the Vampire was loaded a couple of years ago. Looks the same today. If only it could talk!
#2 WACO The DOT’s VIP back. You should have seen the Interior! Taken over in the wartime,aft, but never carried roundels. 1942
#3 ANSON MK1..and by God, he missed the runway.
#4 BOLINGBROKE Clean shot of “Boll”. Most were yellow, yellow and black. This was a non- conformist. Clear shot of registration; though.”
#20 Lancaster-We keep this little fellow stashed away in behind the sand shack!” Don’t wish!!! DEPARTMENT KAPUSKASI
#21 LYSANDER. Interesting old blister. Note that she carried camouflage rather than training colours. #22 HURRICANE. Eresh out of Canada Car. The dope was still wet.
#24 ANSON MK.11 Caption reads: “And by God he missed the pole. But Brian the photographer who made up this page didn’t know the significance of the pole and cropped it off.
#25 Last but not least, I took this shot of David Leese, RNZAF, trying to kill me! Figure out the diameter of a Hurr! prop, my helght, and why I near fainted when 1 got the prints back. I was home on leave,- Dave was ferrying new Hurrls from the Lake- head, among a group of twelve. We were playing “crazy bugger” on a Sunday, taking pics, and doing low passes, among things. My passes were non-spectacular and too high. Obvlously, his weren’t. Note the mill in the background.
#12 You wanted LYSANDERS
#13 CORNELL fresh from the factory. You could still smell the fresh paint. Note the atypical small roundel.
#14 Canada’s only MK.I METEOR. It left here and pranged in a lake near Sudbury. They gave up the search a week after the prang. The pilot walked out 30 days later, mad as hell. This is the last shot taken of that aircraft. Registration EE311
#16 BOEING 247. One of the few. This one 1s’yellow .
#15 OTU HURRICANE. Campbell’s first fighter. Green & Grey. Canadian built, but note the spinner and contemporary British paint scheme. She flew better than most Hurri’s, and she was all mine, – for about 3 hours.
18. My taxi home. MK.IV NORSEMAN
19. BOSTON A20 (HAVOC) Throttle for ward to close, rearward to open.
#17 DELTA 10. We didn’t have a whole bundle of these and they hated the cold. Interesting a/c.
#5 The uniformity of the MK.11 ANSON
#6 LYSANDER Proves a point.
#7 The typical CESSNA CRANE. The only variance was the cylinder blanking discs which were darned necessary In this part of the world. Not a great airplane.
#8 The front half of a Burmuda
#9 And you thought 767s had all the trouble! Oh well, at $200.00 cross country, what did you expect?
#11 Campbell’s first flight. I¢ per pound. Total cost 92 No tax.
#10 Note that everything is taken in the bloody snow. The MK.V ANSON “Oxcart”, complete with toothpick props. The Widowmaker. Brown and green upper. Pale blue lower. Should have been yellow, but wasn’t.
Letter to the Editor:
It is suggested that the following be done to encourage more of our CMFT members to work on the actual restoration of the aircraft components and artifacts. The farm work shop is too far away for many members to drive and so members should be encouraged to do work on components and artifacts in their garage or basement. Other members could also work at these work sites. To assist these members who are doing the restoration work, other members who have the knowledge and experience could be available for instructing and. advising. To further encourage these members doing the actual restoration work in their basement or garage, specialist members would phone and or visit the work sites on a regular basis to assist and or advise, in order that the restoration work is not delayed unnecessarily.
Hopefully this letter will encourage other members to assist in developing and implementing this idea, in order that more restoration work is in progress. Drop CMFT a note with your suggestion and let’s see if we can get something working. Enquire about tax deductible receipts for car mileage.
John F. Gilmore Burnaby, B.C.
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.
SPECIAL SIGNALS
by Harold Wolverton
“ROSE,” the anchorwoman of the CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION, asked if copies could be made of some lovely Mosie photos I had.
It was then, that I became aware that in a converted horse shed in latsqui, a dedicated group of professionals was restoring a Mosquito with fastidious attention o detail. The reconstruction is expensive and requires our support because it is part of Canada’s history.
Having been intimately associated with the Mosquito overseas, not as a pilot but as a radar technician who, frequently was called upon to air-test Airborne Interception Equipment (AI) equipment, I learned to appreciate the outstanding flying characteristics of the Mosie.
Bomber raids at night were a reality in England, late in 1941. Anti-aircraft fire was rather ineffectual. It was felt that airborne radio-location might be the answer to catching the night intruders. A request was issued to members of the Commonwealth for technicians who might help in the operation of the radio location system.
It bears mentioning here that quite a large number of Radio Mechs’ went overseas from S.C. We were the SPECIAL SIGNALS branch of the RCAF. Our basic training was at U.B.C., whore we were privileged to be taught by the eminent Dr. Volkoff and by the former president of U.8.C., Walter Gage. We were also honoured by a visit from the father of Radar himself, Sir Robert Watson-Watt.
Some of the “bods”, were, when trained and posted overseas, sent to assist on Chain Home and Chain Home Low Stations (see footnote) while others like, “Warren, Wilken, Wood and Wolverton”, were posted to the famous RAF fighter station at Tangmere, to work with airborne radio location equipment in night fighter aircraft. It so happened that there were big heavy Beaufighters in service at that time, carrying relatively primitive AI equipment.
Arrival at Tangmere coincided with the massive snow fall of January 1942. We lucky (?) “Sprogs” were given “Runway privileges; by shovel, snow, for the removal of.”
Harold Wolverton photo.
Clinton, Ont. c1941 Towers for Instruction In Radar (RDF) “Chain Home” & “Chain Home Low” used to watch for Incoming aircraft on Coastal surveillance.
In the Beaufighter, the RDF operator with his AI, sat in the fuselage looking toward the tail section. He had two screens in the video unit. A horizontal time base on one and vertical on the other. The farther along the trace, the echo, the farther away the bogie. Extension of the blip laterally from the trace gave azimuth and elevation deviation. The equipment had it’s problems. Even changes in humidity at that high frequency produced remarkable gremlins.
Late in 1942, #219 Sqdn. went off to North Africa and we found ourselves at, frigid Castle Camps. I mention it because early in ’43 we started getting Mosquitos with AI which was still rudimentary but better than Mark IV. There are some stories about that station, but they will have to wait. Then on to Bradwell Bay, flying over the Black Water in Churchill’s Flamingo, preceding our Mosies by minutes only.
The Mark V AI was an improvement over Mark IV and had a small screen which displayed a round dot for the pilot to evaluate, for deflection of the target. Unfortunately, due to stray impedence in the cables, the spot wandered. In the mosquito the extra screen was not really necessary.
Harold Wolverton photo.
MK IV Radar equipped Mosquito Night Fighter. Note dipole trans- “bod” got hurt but as mitter aerial on nose and receiving dipole antenna with reflector on wing tips. The box-like object In front of the airplane Is the portable generator (“Jenny”) used to generate power to sing the matter I test the radar.
157 Squadron was on ops. continuously while still being moved around the country. In one year we managed to smash up and lose 24 aircraft. One such loss took place this way.
We service “bods” would do our routine check and sign up the Flight Shack log in the morning. In the afternoon the Flight Crews would fly their Night Flying Tests (NFTS). I was watching the Mosies come in when this one touched down, one wheel not locked in place. It was coming in fast and veered badly right toward our section hut. I hollered at the top of my voice and the guys came streaming out of the only door, right into the path of the on-coming disabled Mosie.
Adjacent to our section was a search light and Nissen hut. Sitting beside the hut was a swattie peeling spuds with his back to the impending disaster. He could not understand Canadian accents so didn’t pay any attention as the monster rushed on out of control. It hit the trunk of a tree outboard of the starboard engine which sheared off the wing. The fuselage disappeared into a cloud of debris and caught it’s port wing on the heavy search light on the far side. It emerged out of the dome of bed springs, mattresses, clothing and dust, sliding backward ’til it came to a crushing stop against the cement of an unused bay.
After the thunderous cacophony not fifty feet away there seemed to be an interminable silence, then everything came to life: at once. The roof hatch of the Mosie came flying off and out came the operator, big as he was. The potato peeler scrambled to his feet and took off like a jack rabbit. Although the engines were smoking dangerously we started to rush to the aid of the aircrew but the operator told us to stay back as he could get the pilot out O.K. Not one we were standing at a safe distance discus- went to say something to the big fellow beside me but he was already on his back in a dead faint.
Late in 1943 we began to get the more sophisticated SCR-720, Mark X radar. It used a scanner dish up in the nose of the aircraft for transmission of the beamed signal rather than separate transmitter and receiving aerials. Along with the latest version of the Mosquito, it proved to be a formidable combination.
I would be interested to hear from any of the “Radio Mechs” who are still keen.
*Note 1 Ordinary (Chain Home) stations could detect aircraft flying below 15,000 ft. Aircraft higher than this could be detected at a greater distance, although the radar coverage was very poor for aircraft above 20,000 ft.
To prevent aircraft coming in under the radar at sea level, Chain Home Low sets were used.
Len Deighton’s “Fighter, the true story of the Battle of Britain” has an excellent abbreviated account of wartime Radar.
Lancaster Nose Turret
CMFT HAS A NASH & THOMPSON FN-5 HYDRALIC TURRET AS USED ON MK.I LANCASTERS. WE NEED PARTS, MANUALS AND DRAWINGS TO RESTORE IT TO OPERATIONAL DISPLAY CONDITION. PLEASE PHONE OR WRITE IF YOU HAVE ANY OF THESE ITEMS AND INDICATE IF FOR DONATION OR FOR SALE.
HAPPY NEW YEAR.. FORTY YEARS AGO
The following excerpt is taken verbatim from the wartime diaries of 440(F) Squadron, RCAF, covering the infamous surprise paid to many RAF and RCAF fighter bases by the Luftwaffe on New Year’s Day, 1945. At the time the raiders struck the field at Eindhoven, Holland, both 438 and 550(F) Sqns. were taxiing their Typhoons out for takeoff. Following the raid, 440(F) Sqn. was left with only four badly damaged Typhoons, and was stood down for a few days until eight replacement aircraft were ferried in from the U.K.
“The New Year was brought in with a bang. At 0920 hrs two waves of mixed FU190’s and ME109’s made an attack on the field coming in right on the deck out of the sun east to west and another wave directly down the runway from north to south. Succeeding waves of approximately twelve aircraft each made attacks which made the airfield a blazing inferno with aircraft burning, ammunition exploding and later bombs exploding from heat from our burning aircraft. This Squadron lost the Pilot’s dispersal and extensive damage was done to the Orderly Room. It was fortunate our pilots were not in the dispersal when the first bomb exploded as extensive damage was caused and it is almost certain casualties would have been high. A number of pilots were in the Orderly Room which, while protected by a blast wall seemed to get the full blast which broke every window and cut the faces and hands of a number in the room. Benches, tables, chairs went up and the place was a shambles. At the time of the attack eight of our aircrft were on the runway ready to take off and received a going over by the Jerries. P/O R.A. Watson opened fire with his cannon from the ground and damaged one FU190 before his aircraft was set on fire. Fortunately all of our pilots survived the attacks though it was a miracle and many had close calls. P/D E.P. Flanagan was our only serious casualty amongst the pilots of the Squadron. He received numerous shrapnel wounds and has a damaged eye and has been placed on the seriously injured list. The number of casualties is as yet incomplete. Three Squadron Echelon groundcrew personnel received bullet wounds but none fatal. Many personnel received treatment for cuts and bruises at Sick Quarters, and a larger number were shaken up. The squadron were left with two aircraft Cat. AG and two Cat. B. These were trans- ……..via Jerry Vernon ferred to Maintenance. During the afternoon it was decided by W/C F.G. Grant, the Wing Commander Flying, that 440 Squadron should cease to operate until replacement aircraft became available. Eight of our pilots left during the afternoon for England to pick up replacement aircrft. Airmen’s barracks were shot up and damaged by bomb blast but they were quickly repaired before nightfall.”
(Excerpted from microfilmed diaries at Directorate of History, Ottawa, 25 Aug 84)
For the full story of 111 and 440 Sqns, from Sea Island to the Aleutians to Europe to CF-100’s to Twin Otters, buy the book “440 Squadron History” from the Museum’s Gift Shop.
PRINTS A PERFECT GIFT
BARRY CLARK’S “SPITFIRE!” By far the most popular aviation print. Predominant colours are brown with a patch of bright sky. Approximately 23″x46″.” Price, $35. ea
GRAHAM WRAGG PRINTS in stock, including CF100s in formation (15″x20″) CF104 (15″x 20″), CF105 Arrows (11″x16″), HURRICANE (13″x18″). All in full colour. Price $5. ea
808 BANKS “TIGER MOTH” AND “HARVARD” Full colour prints, approx 24″x35″, each signed by the artist. Price, $15. ea
ALL PRINTS OFFERED ARE UNFRAMED. THEY ARE SHIPPED IN A STURDY TUBE. WHEN ORDERING BY MAIL PLEASE ALLOW $1.50 FOR THE TUBE (WILL HOLD UP TO 8 PRINTS), PLUS $1. POSTAGE. B.C. RESIDENTS ALSO ADD 7% SALES TAX.
FRAMING OF PRINTS. page 20 Member Stu McAninch of Don’s Art Frames does a superb job, reasonably priced, and will give 15% discount to CMFT members. See ad on page 27.
BOOK SPONSORSHIP PROGRAM
CMFT is developing an excellent aviation library, which is available to the public for research. Please note that books are not loaned out, although you may copy required material on the premises at very nominal cost.
The library is being built mainly through the generous donations of books from members and supporters, although current material, and desireable out of print publications are purchased from proceeds of new book sales, periodic used magazine sales, and, some time in the future, from the sale of extra copies of hard cover books.
There are a number of ways you can partipate and thus help to make the library a powerful information source. We earnestly seek your support.
First, since we do not have a high traffic location, sales of books are limited to displays and events. Order by mail or phone. (We take Visa). Tell your friends.
Secondly, donate those aviation books and magazines that you no longer have room for or no longer interest you. Your donation is acknowledged with a sticker in the book, and if is a valuable book, we can issue incometax deductible receipts.
Thirdly, put your name on the list to sponsor specific used or out of print books that are often offered to CMFT but which our small fund does not allow us to purchase. You will be notified when a book comes available, and its cost. You may then choose (or not) to pay for its acquisition for the library. Acknowledgement sticker placed in the book of course. Please drop us a note or phone if you would like to “adopt” one of the following currently available books which we would like to add to the library:
PRACTICAL FLYING: COMPLETE COURSE OF FLYING 1918 $60 JANE’S ALL THE WORLD’S AIRCRAFT $41 $100 JANE’S JANE’S 1970-1971 $100 AIRCRAFT YEAR BOOKS, 1929-1959, $35.TO JANE’S A HISTORY OF AIRCRAFT: PRE WWII $33
This is only a small sampling of the books available. Perhaps you have a rare book you would like to see in the museum but are not in a position to donate. Please write with a description and your price.
Books in Review
THE PLAN $29.95 by James N. Williams
The British Commonwealth Air Training Plan was possibly Canada’s most significant contribution to victory in the Second World War. Here the story is told as never before in the words of the participants. Literally hundreds of students, instructors, ground personnel, administrators, and others tell the story just the way it was.
Heavily illustrated and endlessly entertaining, this large-format book will appeal to the veteran, the aviation enthusiast, the historian, and anyone who wants to get the fell of a great Canadian experience.
224 pages, 8 1/2 x 11. Approximately 200 photos.
SIXTY YEARS: THE RCAF AND CF AIR COMMAND 1924-1984
by Larry Milberry. Price $50.00
is truly the finest published tribute to the personnel and aircraft of the RCAF and CF Air Command. Over 450 page, 8 1/2 x 11 inches. Over 100 colour photos and 500 black & white photos. Detailed RCAF/CF chronology and squadron 1942 $100 1965-1966 $50. EACH
FLYING STORIES WANTED
Readers are asked to tell us of any interesting anecdotes or historical items involving aircraft usage between the U.S. and Canada, particularly between the Pacific Northwest and Canada.
WINGS OVER THE WEST $18.95 by John Condit
The story of Russ Baker and the rise of Pacific Western Airlines. “Russ Baker was the last of the great bush pilots.” writes Pierre Berton of the man who founded Pacific Western Airlines. After reading about the remarkable events detailed in this book, few will want to argue with Berton’s assessment of his high flying Squadrons. friend, but back in 1946 when Baker was only one of a host of hopeful young barnstormers setting out to challenge aviation history in rickety biplanes, no one would have believed rons. that 38 years later his “unlikely little airline” would be the third largest in Canada, grossing over $300 million and employing some 3,500 persons No one that is, except the irrepressible Baker himself, who is revealed here as one of the most controversial …and most interesting…figures in Canadian Aviation. The authoritative yet engaging way all this previously unrecorded history is set down… spiced with anecdotes both hilarious and hair-raising … makes Wings Over The West an indispensable reference as well as a memorable reading experience.
MUSEUM BOOKSTORE AND GIFT SHOP
The museum’s book store has in stock most of the current aviation titles and many out of print and hard to get items. Support the museum by buying your books from CMFT. Proceeds used to purchase books for the permanent library.
The gift shop has airplane posters and prints in many sizes and varying prices, tee shirts, patches, hats, jewelry, and all kinds of other neat stuff.
GIFT SHOP AND LIBRARY OPEN MONDAY FRIDAY, – 94, SATURDAY 9 – 3
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 415 “Lynx” (City of Oshawa) and 434 “Bluenose”
Plans for 1985 call for the release of 424 “City of Hamilton” and 437 “Husky” Squadron histories and 433 “Porcupine” Squadron. Other possibilities for next year are books for 405, 414 and 426 Squad-
Act now these books are becoming collectors items! Following in stock as of January 31. When ordering, please add postage of $1.50 for first book, and 75c for each additional book in the same order.
408 Squadron $21.95 418 Squadron $21.95 21.95 Mosquito Squadrons of the RAF $24.95 416 Squadron $24.95 421 Squadron $ 417 Squadron $21.95 440 Squadron $21.95
OTHER NEWER BOOKS ON HAND OR AVAILABLE
CANADIAN PROFILES: #1 CF104 STARFIGHTER #2 CF101 VOODOO $7.95 $7.95 #3 CFS FREEDOM FIGHTER #4 CL13 CANADAIR SABRE $7.95 $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
NEW TAX LAWS HELP MUSEUM
Commencing taxation year 1984, the automatic $100 exemption for donations and medical has been cancelled.
You can donate up to 20% of your net taxable earnings each year to CMFT.
If your donation is greater than the allowable 20%, the balance can be carried forward to other years (up to 5 years) perhaps more).
CMFT”S GIFT SHOP HAS OVER B4 130 DIFFERENT LAPEL PINS IN Price $5. & $6. page 22
FIFTY FOUR YEARS AGO
Reprinted from “AIRWAY AGE”, July 1931, Vol.
Chilliwack, B., recently opened an 80- acre airport.
Edmonton Northern Alberta Flying Club is giving its members instruction in night Flying operations.
Twenty planes and 50 men in the Trans- Canada Air Pageant will stop overnight in St. Paul, July 7.
A membership drive by the Moose Jau (Sask.) Flying Club resulted in an increase of over 150 members.
The newly discovered gold district in Northern British Columbia is to have an air service when Western Canada Airways establishes a base at Prince George.
Thirty-one cities have been placed on the All Canadian Tours itinerary which is operating out of Calgary to points in Saskatchewan, Alberta and British Columbia.
Toronto may get its own municipal airport in the very near future following organization of a board of control advisory committee to delve into acquisition of a site.
A total of 11,960 flights have been made by the Toronto Flying Club since its formation three years ago. During that time 6,505 passengers have been carried.
A new company will be organized to take over the interests of Alaska-Washington Airways with Richard J. Goose of Vancouver at the head. Other directors will include R.P. Butchard and Hugh Dalton.
The Toronto Flying Club is now established in new quarters on North Dufferin street, where a metal hangar has been built. A 12-room farmhouse has been remodeled into a clubhouse, with rooms available for visiting pilots.
GIFT YOUR BCRIC SHARES
There is a novel way for British Columbians to help your Museum. Donate the 5 free BRIC shares that you received, endorsed to CMFT. Some day they may have a value and the Museum may benefit at no cost to you. Our thanks to those of you who have already sent in your shares, and a reminder to those of you who have been meaning to. Do it now…
ANNUAL GENERAL MEETING AND ELECTIONS
Elections will be held at the Annual General Meeting of the CMFT on April 18th, 1985 at the storage site.
The entire board of directors, with the exception of the 5 lifetime directors, is retired each year, but directors can hold office for up to 3 consecutive years. There are 15 seats to be filled, two of which are reserved for representatives of the Vancouver Island area, and one for a youth representative.
The other seats will be open for nominations at the next general meeting. If you would like to serve on the Board, please make your wish known to a nominator. A broad range of experience is desirable, so your background need not be in Aviation to be eligible.
A fairly heavy commitment is required. Directors are expected to attend all Director’s meetings, held the second Thursday of the month, year round, to provide input into the operation and direction of the Museum, and to promote the Museum at every opportunity.
More information will be contained in the next Mini newsletter.
FIFTH ANNUAL SPRING DINNER FEATURES MARTIN MARS TALK
The annual Spring dinner will be held about the third weekend in May.
It will be Chinese food, as usual, but seating will be re-arranged slightly to allow more visiting between tables.
There will be no auction, but there will be door prizes as usual, and member aviation artists are invited to bring samples of their work to display.
Entertainment will be a slide/movie presentation on the story of the Martin Mars acquisition and use as a water bomber by Dan MacIvor, the man responsible. The Mars, the most successful water bomber in the world, is a great airplane and Dan is just the man to tell you about it.
Plan to attend, and bring a guest.
Exact date, time and place will be announced.
ATTEND THE ANNUAL GENERAL MEETING APRIL 18
DONATIONS DONATIONS
We are proud to publicly thank all the people who have shared their treasures with us, and thus helped in the task of preserving our very colourful aviation history.
Some of the donations were sizable, while others were small. All are welcome and cherished. Please continue to support the Canadian Museum of Flight through your donations of artifacts, photos, clothing, medals, memorabilia, log books, clippings and souvenirs. Anything aviation is welcomed, along with building materials, office equipment and supplies, display cases and stands, mannequins, and of course, cash.
Please help us by passing on relevant material. Some potential donors feel that their item should go to a larger, Federal institution such as the National Collection. We support Canada’s collection, but Canada is too big to have all the “good stuff” go to one repository in the East. The CMFT, along with other similar museums across Canada, are here to share the very rich aviation and transportation heritage with all the people in Canada, each of us in our own local area.
MORE AIRPLANES FOR CMFT
We are proud to announce that several more important items have been added to the collection in the past few months, including a Schweizer TG3A sailplane (requires some woodwork), donated by Ken Goosen of Delta, a flying Aeronca 11AKC Chief donated by Dr. Harvey Henderson and Doug Banks of Tofino, B.C., enough parts and components to build up a static Sikorsky $55 helicopter donated by Larry Skidmore, MF Helicopters, Delta Rotorcraft, and Roy Willis.
LARGE ARTIFACTS
Esso Petroleum Canada (Kidwell Boilers Steam Engine), R.C. (Craig) Wood (B.S.A. Paratroop Bike), Lloyd Bungey (Bensen Gyro Glider & Assorted Parts).
LARGE LIGHTED AIRCRAFT MODELS
P.W.A. (8 foot 737 model)
SMALL ITEMS AND UNIFORMS
E.A.A. Chapter 85, E.R.Smith, Doug Stewart, Mike Partridge, Sport Aviation, Doug Fraser, Lee McIntyre, Dave Jantzen, J.E. Morrey. page 24
BOOKS, MAGAZINES, ENVELOPES, PHOTOS, & SLIDES
David Jones, Mike Gatey, Smithsonian Institute Press, Ian H. Back (Econo Mist), Barry Ursell, CMFT (Vancouver Island), University of B.C.(Attn. Graham Elliston), Derek Fidling, Michael Macgowan, Richard Frankish, Robert Malcolm, Don Campbell, Frank Stevens, Ron Schwenger, Earl Gerow, Mark Zalesky, Ian Morrison, Ronald Moorehouse S/L (ret’d), Okanagan Helicopter, Pacific Western Airlines, W.R. (Bill) Carroll, Lock Madill, Ingwald Wikene, Earl Gerow, Joe, E.P. (Pat) Callison, Bill Bartlett, Phillipe Jaune, E.P. James, Robert Holtby, E. Jervis Bloomfield, Deni Eagland, Final Touch Frames Ltd. (Attn: Richard S. Martin), A. Christoffersen, Sydney Band, Dr. A.J.S. Prothero. Mike Gatey, John Hedley.
OFFICE & SHOP EQUIPMENT SUPPLIES
Lock Madill, Ingwald Wikene, Len Harber, Gordon Kilburn, Cliff Douglas Estate via: Stan Douglas & John Vulkenburg.
B.C.R.I.C. SHARES
Dorothy Wright, Art Seller, R.B.Frankish, Ken Neville-Smith/M. Davies.
CASH
J.E. Vernon, Alan D. Evans, James H. Kenney, Peter Devries, Stanley Deluce, Austin Airways Ltd., Thomas W. Palmer, Gordon Dann, John Gilmore, R. Frank Stevens.
WANTED FOR OFFICE AND PROJECTS
An electronic typewriter to replace Rose’s ancient and dying electric. Or, $375. to buy one. WANTED FOR RESTORATION SHOP Woodworking clamps of all shapes and sizes, hand squeeze riveters, rivet snaps, bucking bars, drills, a set of sheet metal rollers, and a shrinker/expander tool, and any small power or hand tools.
Also a need for disposable items such as Eutectic flux, rod, hacksaw blades, sanding belts, etc.
We desperately need a high volume air compressor, high horsepower single phase electric motors, and a small floor jack.
NEW MEMBERS
We thank all of our old members for renewing their memberships regularly, and offer a special welcome to the following new members, who joined since publication of our last quarterly:
WWII Glider Pilot Assn., Frank L. Kehr, Dallas, TX, Mrs. Dorothy Wright, Princeton, BC, Michael T. Skinner, Fred Gregg Jack T. Lawrence, Penticton, BC, E.P.(Pat) Callison, David Tornbom, Spark, NV, Canadian Aeronautical Preservation Assn., Alberta Aviation Museum Assn., Ralph Schreiden, D.F. (Finch) Kirby, Clearbrook, BC, Graham Wragg, Margaret Strocel, Lavina Kirby, Clearbrook, BC, Guido Elvet, Albert C. Murphy, Ingwald Wikene, W. William, Harrison Hot Springs, BC, John H.T. Crozier, D.A. (Doug) Fraser, A.L. Fraser, John McPherson, Red Lake, ON, L.R. Creelman, Seawind International, Haliburton, ON, William H. Curtis, Dale Wilson, Jeanette Blaker, Jim Kneesch, Mrs. Mary Dewberry, Jack Krem, Irving Goundrey, Harry Bray, Dennis Fox, Eckville, AB, Walter Winberg, Intrepid Sea Air Space Museum, Dave Thompson, Willowdale, ON, Ken Gourlay, M.E. (Bud) Gveldenhaar, William H. Eaton, Bellingham, WA. (incl. #1107)
C.A.P.A. IS AVIATION MUSEUMS’ VOICE
THE CANADIAN AERONAUTICAL PRESERVATION ASSOCIATION (CAPA) was formed in 1978 as an umbrella organization for aviation preservation groups in Canada. CAPA is a non-profit organization devoted to the preservation and retention in Canada of aircraft and items of aeronautical interest; to encourage the establishment and growth of organizations in the field, discussion and co-operation among members and to work with the aeronautical organization on matters of mutual interest.
Full membership is open to any publicly owned aircraft preservation association in Canada, and associate membership to any individual or organization which meets membership qualifications and wishes to support CAPA’s efforts.
Membership fee $25. annually.
For membership application please write to Canadian Aeronautical Preservation Association, c/o Secretary Mrs. Rose Zalesky, 13527 Crescent Road, Surrey, B.C., V4A 201
Bequests To CMFT
The subject has been brought to your attention before, but it’s important, so here we go again…
If you have something that is illustrative of aviation or transportation history, be it large or small, that you treasure, please give some thought to providing that it be bequeathed to CMFT in your will. There are two very good reasons why you should not put it off.
First, changes in the tax laws allow for the appreciated value of the goods to be used for issuance of an income tax receipt, which might have beneficial effects when computing succession duties on your estate. You might consider this an important enough factor to make it worthwhile to part with the item during your lifetime.
Secondly, if you do not specify disposition of this material, and your executors or trustees are not interested, irreplaceable items may be lost or dispersed to insensitive people who have no interest in preserving our heritage. The Department of Supply and Services, who dispose of properties not otherwise provided for, has no heart.
It is not in bad taste for those who are in a position to advise clients that a bequest be made to CMFT. A donation of goods or money, no matter how small, helps in our efforts to preserve our heritage for future generations.
RESTORATIONS IN PROGRESS
In addition to the restorations that are being carried out under the Canada fan- power projects, members are encouraged to volunteer their time to help restore the following airplanes:
PIPER L4: Gogi Goguillot has offered to weld in new longerons. Help to recover the airplane and complete C. of A. will be needed when this is done.
HOWARD DGA15P: Frank Stevens has begun the task of restoring this lovely old classic. Lots of of woodwork to be done, beginning with the control surfaces, as well as clean up on the fuselage, preparatory to recover.
PRE WWI REPLICAS SUCH AS THE ANTOINNETTE OR THE DEMOISELLE: Anybody interested?
If you are interested in getting involved with any of these projects, please phone Rose at 531-2465 or 278-9804.
RIVERSIDE FLYERS MODEL BUILDERS SYMPOSIUM
The 1985 symposium will be held March 24th, from 93, at the Delta Town and Country Inn. There will be displays of models of aircraft, cars, boats, and etc., from all over the lower mainland.
Museum members are welcome to attend. Admission about $1. Coffee and donuts will be offered and there is lots of interesting stuff to see.
CMFT will have a small display there. Offers to set up and take down the display and man the booth are welcome.
NEWS FROM OTHER GROUPS
WEST COAST RAILWAY ASSOCIATION
February meeting will take place Feb. 26, at the CNR/VIA rail station.
The annual winter excursion on the B.C.R’s Budds will take place Feb. 16 & 17. Call Bernie Tully at 325-0923.
PACIFIC COAST BRANCH, CANADIAN RAILROAD HISTORICAL ASSOCIATION NEWS
The very interesting and informative copy of the January, 1985 issue of “The Sandhouse” is available for sale at Gary’s Train Centre, 365 East Broadway, Pacific N Scale Ltd., 1135 Lonsdale, North Vancouver, and other stores. This issue is full of interesting items about Railways, past and present, publications available, Expo 86 involvement, LRT, BC Hydro, and much, much, more. Be sure to pick up a copy.
Western Rails 3rd Annual Railroadiana Show will be held Sunday, March 17, 1985 10 til 9 pm. Refreshments available. Lots of door prizes, and over 100 sellers and display tables available. Phone (604) 420- 1292 or 421-3058 for details.
The next ICRA monthly meeting is Feb. 26 at the CN Terminal, at 19:30
For information on joining, write P.D. Box 1006, Station A, Vancouver,8.C. V6C 2P1.
The CMFT supports all organizations who have as their aim the preservation of any form of Transportation Heritage for the benefit of the public. Send in your newsclips. We’ll publish items of general interest.
Jeff Cooper holds kindergarten students spellbound at Hall’s Prarle Elementary.
DINNER SPEAKERS AVAILABLE
If you are looking for speakers for your club or school function, please phone the Museum office.
Jerry Vernon, with or without Ed Zalesky, has an excellent slide presentation on the history of the museum and keeps it updated.
Ed is always available to talk about the museum, it’s accomplishments, aims and hopes, and Rose will speak at women’s groups or schools.
Several members are polishing up a school talk that revolves around small artifacts which are taken to schools. The items taken depend on the age of the student, the number of students who will attend, and the location. This same program is available for youth groups or other functions.
No charge is made for showing, except for travel costs for out of town events.
SPEAKERS & SLIDE SHOWS WANTED
CMFT is building up a roster of people who have slide presentations, or entertaining speeches for general meetings and at the annual Spring and Fall dinners.
Any subject connected with aviation, or transportation is welcome.
If you have something to offer, or know someone who has, please phone 278-9804 or 531-2465.
FAIRCHILD 71 CF-BXF in B.C. Airlines colours. Photo taken at Campbell River, B.C., about 1957, by Walt Winberg. BXF has been donated to the CMFT by Dan McGowan, and is awaiting, res toration. Does anyone out there have the last Journey log for the airplane? See “letters