Newsletter No. 29 Winter 1985/86 – Canadian Museum of Flight

Museum Newsletter

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION

MUSEE CANADIEN DE VOL ET DES TRANSPORTS

No. 29 Winter 1985/86

CMFT NEWSLETTER

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION No. 29 Winter 1985/86

CONTENTS

Expo Update…… Wings, Wheels & Water, Part IV………….12 News Briefs…… A Brace of Bugsmashers…… ..17 More Airplanes for CMFT……………..6 Pitfalls and Perils in B.C… .20 Wants and Needs… …10 Lletters to the Editor..

COVER PHOTO:

Okanagan Helicopter’s Sikorsky S-58, CF-OKS while setting poles and crossbars for powerlines in Northern B.C., 1962.

Lock Madill photo.

Board of Directors

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

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 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 Corporate Members Ron Stunden, 277-3827 Vacant

Flying Phone Committee

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

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 FEB. 20, 8:00 PM, SHOP GUESTS WELCOME! MEETINGS HELD THE THIRD THURSDAY OF EACH MONTH AT THE STORAGE SITE IN THE SHOP.

Editor: April Zalesky Photo reproduction & screening by Brian Burke.

Expo 86 Update

EXPO The 1986 World Exposition Vancouver British Columbia, Canada May 2-October 13, 1986

Expo 86 is shaping up as one of the biggest aviation events ever to be staged in North America and CMFT is fortunate to have this World’s Exposition on transportation and communications taking place in our backyard.

The museum has several exciting projects underway right now and there will be continuous CMFT involvement all through the five and a half month Exposition. Expo presents a highly visible setting for our collection. What better way to encourage new members and the creation of a permanent home than to have our aircraft and restorations seen by a hundred thousand visitors each day?

Yet much of the work necessary to prepare for these programs is taking place right now at the Crescent Road workshops and in the basements and garages of over a dozen volunteers. There is still time to get involved. In fact the success of many projects depends on your immediate support.

SCALE MODELS

CMFT has been contracted to build twelve large scale models of aircraft that have served in the Canadian North, including everything from a Fokker Super Universal on floats and Imperial Oil’s famous Junkers F.13 to a thirteen foot span NWT Airways Lockheed L. 100 Hercules.

All models will be delivered to the North West Territories Pavilion by February 24 and there will be a special ceremony attended by their sponsors.

Many of the models are already complete, but assistance from the membership is very much needed to complete those still under constuction, including a one-sixth scale Twin Otter and a one-tenth scale, eleven foot long Lockheed Super Constellation, and a Canso. CMFT will be paid for each model so there is a direct return to the museum beyond the satisfaction of helping on these models. If you would like to help and have an evening or weekend to spare, please contact Rose at the museum for further details: 531-2465 or 531-3744.

LYSANDER FOR EXPO

Work is progressing on the Lysander restoration in the Crescent Road shop. Most of you are aware that project suffered a serious set back when many “almost new” parts were badly damaged during a collision between a tractor-trailer rig and the CMFT truck in the Fraser Canyon last July.

This setback has been partially overcome through co-operation from supportive members of the aviation ocmmunity. CMFT members are helping to overhaul items from cowling flap actuators to propeller blades while other shops are repairing wings, and working on an engine at reduced costs, all paid for by the Zalesky family.

Mark Zalesky heads up the restoration team with Roy Willis.

There is still a lot of sheet metal and wood work to be completed prior to its reerection by March 17, at the Aviation Plaza not far from B.C. Place Stadium.

Any member who wants to work on this famous aircraft is encouraged to contact the museum immediately. Those with aviation woodworking, cabinet or furniture making experience or aircraft sheet metal skills are particularly encouraged to help out. Time is of the essence.

The aircraft is one of the early examples of STOL (Short Takeoff and Landing) technology.

STAMPE BIPLANE

As visitors travel through the Expo 86 Aviation Theme Plaza and marvel at the many historic aircraft on display, CMFT will provide them with an opportunity to step back in time and see just how a wood and fabric aircraft is constructed.

In a hangar not far from our Lysander and Noorduyn Norseman and rarer aircraft such as a 1930’s Boeing Model 80 trimotor, CMFT volunteers will present to the public the on-going restoration of a Belgium designed S.V. 4C Stampe biplane.

The curious can wander by and see just how the Stampe was first constructed over fifty years ago. For seven days a week, twelve hours a day for all five-and-half months of the Exposition. This is an enormous commitment of time and energy for our organization, but a unique opportunity to meet the public and present the museum “to the world”.

There are few museum activities that have the profile of this project and already many have expressed their desire to work on the Stampe.

Staffing and organization of the project will be entrusted to our new SENIORS WING. Participants will receive a pass to Expo 86.

For retirees, or anyone unable to work at the Crescent Road workshops, here is a museum project in the heart of Vancouver.

If you would like to volunteer, or see the opportunity to recruit a new member that might, leave your name with the office and some indication of the number of hours you would be prepared to contribute. We will also be needing help behind the scenes scheduling volunteers or helping on the telephone committee.

SENIORS WING

Retirees represent a sizable number of CMFT’s membership and have helped in every aspect of museum operations, from preparing the quarterly newsletter to restoring aircraft. Now an exciting new program has been launched to help our senior members to take on new challenges.

An application has been made to “New Horizons” program of Health and Welfare Canada, for funding for expenses relating to the Expo 86 Stampe project as well as other projects. Funds, if received will assist in carrying out projects planned by a new Senior’s Wing which is being formed to make more efficent use of our senior talent. Fred Gardham is the President of the new wing and a ten-member Board of Directors has been assembled to administer the program and set priorities.

The Board members carry to their new position a broad cross section of skills useful in organizing and undertaking aircraft restoration programs such as the Stampe restoration at Expo 86.

The Seniors Wing will also schedule tour guides at the storage site and update the museum facilities to keep pace with continued growth.

If you would like to become involved in the Senior’s Wing or require further information, contact Fred Gardham (681- 6886) or the museum office at 531-2465.

The ten directors of the Senior’s Wing are: Fred Gardham, Frank Coulter, Earl Gerow, Roy Willis, John Gilmour, Bill McGarrigle, Ray Brown, John Moutray, Ray Marbry and Rose Zalesky.

Fred worked for Boeing and Canadian Pacific during WWII, and was a member of our Blackburn Shark recovery team. He is now helping on the Stampe restoration as is John Gilmour, who retired to the west coast after a lengthy career in Canadair’s engineering department.

Earl Gerow began his career in the early 1930’s before joining TCA in 1938, retiring from Air Canada in 1978 as General Foreman in Vancouver.

Frank Coulter started his engineering career with Canadian Airways during the 1930s and worked for PWA from the day it was formed in Fort St. James, originally as Central B.C. Airways.

Bill McGarrigle was a member of the RCAF AID section duriing WWII and a valuable supervisor of our DHC-82C Tiger Moth retoration.

Ray Brown runs his own typewriter repair business and recently completed construction of his Pitts S-1 biplane.

John Moutray served as an air gunner with the RAF during WWII and recently retired from a lengthy career as a graphic artist and commercial illustrator.

Roy Willis has supervised several CMFT restorations including the Sikorsky S-55 helicopter, and is now working on the Westland Lysander Expo 86 project, served with the RCAF during WWII before beginning a lengthy career with Hudson’s Bay Air Transport.

Ray Marbry works as a cabinet maker and served as a pilot-instructor during WWII. He went overseas shortly before the end of the war to fly Mosquitos.

EXPO AVIATION EVENTS

May 5-11 Polar Transportation & Communications Week May 12-18 Search and Rescue Week, Expo 86 June 5-8 DC-3 Airmada and International DC-3 July 31 Aug 3 Lighter-than-air Airship Display/Symposium Aug 4-7 Flight into History (Mass Flypast) Aug 4-10 Air Fair 86 Aug 8-10 25th Anniversary Abbotsford Int’l Airshow

News Briefs

SE5a “FLYING” IN DOWNTOWN CAFE

The SE5a and the Edsel, along with several small artifacts, are being leased to a new restaurant in Vancouver, “The Other Hard Rock Cafe”, across the street from the Stadium, 835 Cambie St. The decor includes antiques of all kinds, with the SE5a han- hanging as a feature display.

FABRIC SEMINAR

The fabric recover workship has been going full swing for the past couple of months, but has been temporarily shifted to model building. CMFT is under contract to Expo to build models for the NWT Pavillion and we have four more to complete before February 24. Any extra help would be appreciated. Fabric work will resume as soon as the models are complete. Work is on Monday and Wednesday evenings, and weekends. Please phone for times.

VANCOUVER ISLAND NEWS

VanIsle CMFT contributed funds toward the erection of a cairn by EAA Chapter 142 and the Municpality of Saanich. The cairn honours William Wallace Gibson’s achievement when on Sept. 8, 1910 he became airborne in his Twinplane, the first all Canadian designed and built aircraft. The Twinplane had tandem wings, contra-rotating props, and fuel tank baffles. Mr. Gibsons son, W.W. Gibson, Jr., dedicated the cairn “To the honour of my father”. It features a representation of the Twinplane, pertinent facts, the logs of contributing organizations, and is located at Victoria’s Lansdowne School, formerly Lansdowne Airport.

VanIsle regulars Tom Palmer, Bruce Jubb, Grant Hopkins, Stony Jackson and Peter Knowles are still labouring on the Grunau trailer, a project that seems to grow in complexity the further it progresses.

The CMFT storage shed in Victoria now houses a complete Link Trainer, our latest acquisition. After restoration, Walter Mitty will fly again!

OPEN HOUSE 86 TO BE BEST YET

This Expo 86 year is going to be the best opportunity we will likely get to put CMFT on the map.

The Expo 86 restoration project will take a great deal of volunteer time, and while it is expected to provide the best possible exposure for CMFT, we must not lose sight of the fact that it will not being in any cash.

Our most important fund raising event is “Open House”. It is also an excellent opportunity to make new friends. The event is a success each year only because of the unstinting co-operation of volunteers.

Once again, it’s up to all of us. The entire year’s budget for restorations, acquisitions and administration must be earned in those two days. June 21 & 22.

Please help in any way that you can, and its not too soon to phone in or drop us a note that you are willing to help. Mary Dewberry has kindly offered her services as our phone committee, but she’ll need lots of help to phone members. If you can help in this easy way, please offer.

ABBOTSFORD AIR SHOW

This year’s Abbotford Air Show is to be the biggest and best yet, and CMFT will be there with airplanes and a sales booth, as usual. Lots of help needed. Aug. 8,9 & 10.

1986 TOUR SEASON AT THE STORAGE SITE

THE MUSEUM WILL BE OPEN FOR TOURS FROM MARCH 15 THROUGH OCTOBER 31, 10 A.M. TO 4 P.M. DAILY, INCLUDING WEEKENDS AND HOLIDAYS IN 1986

Tour guides will be needed lots of them to escort the influx of visitors from all over the world to the storage site this year.

A guide to the museum’s collection has been produced, and will be updated in time for the opening, for the convenience of guides.

Shifts are from 10 to 2 and from 12 to 4. Experience is not necessary, and you are really needed. Lets hear from you.

MORE AIRPLANES FOR CMFT

ANSON

The most widely used aircraft in RCAF service was the Avro Anson and CMFT is now pleased to report the recent delivery of our very own Anson Mk. V after an adverturous overland journey from Quebec by member Stan McKay who donated his time.

Avro Anson CF-IVK started life with the RCAF as No. 12082 until it was transfered to the Royal Canadian Navy in 1946 to become No. 801. The early civilian history of this aircraft is not yet known, but it was purchased by Austin Airways from Pulsifer Brothers of Halifax in 1960 and continued in service until the early 1970s before its donation to the Canadian Warplane Heritage. It was then acquired by a third party in Quebec where it was displayed until its 2,500 mile journey across Canada to the storage site.

The Anson’s life span was extended thanks to Austin Airways recognizing the value of the aircraft as an airborne geophysics surveyor for Inco. Austin had six Ansons for EM work.

A more complete story of CF-IVK can be found in Larry Milberry’s recent history of Austin Airways, which states:

“Each aircraft was fitted with sensing equipment housed in a “bird” or “bomb” slung under the belly. It could be let out to fly behind the aircraft on about 350 feet of cable. Surveying was done at low altitude, with the bird flying along 100- 150 feet above the terrain. On board was equipment that would give magnetic anomaly readouts indicating the presence of mineral deposits in the rock below.” The Anson saw limited service on the west coast during WWII, but the Anson was widely used by such commercial organizations such as Queen Charlotte Airlines, Pacific Western Airlines and the Government of British Columbia.

Our Anson will probably never fly again since the main wing spar has been cut.

MODEL COMPETITION COMING

The Canadian National Model Aircraft Contest, July 19 26. R.C. events at Boundary Bay. For information cal Murray Marley 531-3380

During the last quarter of this year, a number of new aircraft rolled into the museum storage site awaiting future restoration.

STINSON L-1 VIGILANT

One of the more exciting aircraft is an extremely rare Stinson L-1/049 that was recovered by helicopter from Deadman’s Creek near Fort Nelson. The aircraft crashed enroute to Alaska, but full details are not available at this time. There are only about five examples of this wartime army co-operation aircraft. The aircraft was donated by Dave Hall of Treeline Aviation Services, Fort Nelson, who hauled it out of the bush. The left gear went AWOL over the years. If someone out there collected it as a souvenir, we would appreciate its return, along with any other bits and pieces. This is a rare one, with only three others known to exist, and will eventually be restored.

A BERG-FALKE III glider has been donated CAF Station Comox. This one has not flown for many years and needs a great deal of work, but will, in time, be restored to display condition to increase glider collection which is Canada’s largest.

Another QUICKIE, this one almost ready to fly, has just been received. Donor Denis Phillips did an excellent job of construction and it is an excellent example of state of the art home builts.

Paul Horman, of Vernon, B.C. donated a PIPER J4 CUB COUPE. CF-BOL is one of the first new airplanes to be delivered after WWII. Unfortunately, it was partially burnt in a warehouse fire, but will be restored in time.

An incomplete LOVINGS LOVE home-built project has been donated by Eric Rowe. It has been cannibalized, but can still be put back together as a static display.

A 12 ft. model of the HINDENBURG AIRSHIP came from Walt Winberg and is destined for showplace display in a reception area in time.

A dismantled HARVARD (SNJ) came from Ed McPherson and Walter Davidson, and enabled us to put together a display Harvard. Now, all we need is an engine, and a few more parts to complete a great static display.

INTACT HAMPDEN A RARE FIND

We are proud to announce the discovery of a complete Handley-Page Hampden. Member Jerry Olsen and the C-LOST salvage crew have located and commenced the salvage of Hampden RAF P5436 from a depth of 600 feet in the Patricia Bay area of Vancouver Island.

Scan images and video footage taken by the remote sub show the airplane “intact” on the ocean floor.

The tail has been salvaged, and is desalinating in our pond, but foul weather and winter storms have delayed the salvage of the rest of the aircraft.

Jerry and C-LOST have thus far spent $19,000 in cash, but it will take another $16,000 to complete the salvage. In addition there is the cost of corrosion control, and restoration.

There are no known intact Hampdens in existence. Salvaging this one and restoring it to static display status is a project of immense stature, but we need financial help.

A major campaign to raise funds is needed. We welcome all donations, large or small. If you have any suggestions as to a fundraising campaign please phone.

Complete story and photos in next issue.

HELP –

We need lots of help now for yard work and landscaping so the grass has time to grow before Open House. There are lots of changes to be made so any help you can give would be greatly appreciated.

OOPS!

The curved section sticking up between the logs in the boom is the top wingtip of a DH Gipsy Moth on floats at Plumper Bay, Esquimalt, B.C., October 4, 1938.

Instructor Terry Finney was seriously injured and student Ralph Banner recieved facial cuts, when the airplane dived out of control and hit a log boom.

Claire Dobbin photo from The Swain Collection.

ANNUAL ELECTIONS

Set aside Thursday, April 17, 8 p.m. to attend the Annual General Meeting, to ensure a quorum for elections.

The entire Board of Directors, except the 5 lifetime members, is retired each year, but directors can be re-elected for up to 3 consecutive years. 15 seats to be filled, 2 of which are Vancouver Island reps, and one for a youth representative.

A nominating committee will be appointed at the February 20th general meeting. If you want to serve on the Board, make your wish known to two nominators, who will put your name forward to the Committee. Your experience need not be in aviation, as a broad range of backgrounds is desireable.

Directors are expected to attend all Director’s meetings, which are held on the second Thursday, 7:30 pm, year round; to provide input into the operation and direction of the Museum and to promote the Museum at every opportunity. Committees are a vital part of the organization, and capable people are needed to serve on them. They include Newsletter, Recovery and Hauling, Restoration, Telephone, Special Events, Research, Communications, Gift Shop, Photography, Flying, etc.

Committee heads attend Directors meetings but do not have a vote. Members who wish to become Directors are urged to serve as a Committee Head for a year if at all possible, to familiarize him or herself with the functions of the Museum. A sort of “trial period” to give yourself the opportunity to decide if you want to take on the commitment of a Directorship.

Donations

We acknowledge, with thanks, donation of the following goods and services received since last reported in Newsletter 27.

Some of the donations were small, some sizeable, but all are welcome and cherished.

Please continue to support the Canadian Museum of Flight and Transportation through your donations of arifacts, photos, clothing, medals, memorabilia, log books, clippings an souvenirs.

Tax deductible receipts for the current market value of the item being donated are available.

LARGE ARTIFACTS AND AIRCRAFT COMPONENTS

Fred Loucks, Parsons Airways Northern (R.G. “Bob” Ferguson), Margaret (Fane) Rutledge, Design Resources Inc. (Dale Ruckle), Ron Dodds, Denis J. Phillips.

SMALL ITEMS AND UNIFORMS

Richard C.W. Percy, David G. Knox, Tyee Air Services (Al Campbell), Mrs. Pat Barnett, Budd Strange, Ingwald Wikene, Mike Grigg, Fernie Markuart, Al Ludbrook, Fred Loucks, Mrs. Dorothy Ellwyn, Fred Glasbergan, Capt. J.ul. Cumbers, R.C. (Bob) McLean, Samuel (Jim) Ridout, Gary Kasmar, Gordon Ballentine, Barry Ursell, Brian Powell, Michael MacGowan, Doug Banks, Ernest G. Penney, Brent Wallace, Pacific Aircraft Salvage Inc. (Al Beauleau), Mars Tarnowsky.

BOOKS, MAGAZINES, PHOTOS, LIBRARY ITEMS

Bill Mountford, Richard C.. Percy, Robert Skowronski, Pacific Aviation Museum, A.D. Long, Tyee Air Services (Al Campbell), Jim McRae (Alpine Joes), Ernest Gaudreau, C.D. Moir, Ingwald Wikene, Guy H. Elphinstone, Brian Burke, Mike Gatey, James Clow, Alec Powell, A. Christoffersen, Hubert Richardson, George F. Williamson, Bill Patterson, Brian Burke, Graham Wragg, Zalesky Family, John Hill, Dave Stafford, Milo De Angelis, Hans Steiger, Walter L. Nelson, Terry Elgood, Jack Pitman, Hank H.Siemens, A. Christoffersen, Mrs. Dorothy Ellwyn, Russell Spry, Neville Smith, Roy A. Hutchinson, Duncan Watson, Margaret Smith, Jim Ellinor, Dave Davis, Sound and Moving page 8 Image Division (David Mattison), Russ Brown, Samuel (Jim) Ridout, Jerry Vernon, Gordon Ballentine, Barry Ursell, Sonia Brook, Michael MacGowan, Jerry Vernon, Graham Wragg, Ernest G. Penney, R.A. Mal- colm, Ferdinand L. Joosten, Mrs. Vivian Russell, R.N. Coward, Jack Willis, Joe (Art) Lalonde, Ed. Torok, Lock Madill, Organization of Military Museum of Canada, Brent Wallace, Mars Tarnowsky, L. Bosman.

OFFICE & SHOP EQIPMENT, SUPPLIES

Richard C.W. Percy, Robert Skowronski, Ray Brown, Michael J. Krywiak, Ron Dodds, Lock Madill.

CASH

Michael Scott, Ray Brown, I. Klett, Fred Gardham, Sheldon Luck, J.E. Vernon, T.P. (Tom) Fox, Ronald A. Cooke, Alan D. Evans, Business Aircraft Corp. Ltd. (Ed & Rose Zalesky), Ken Swartz, Alvin M. Hayward, James H. Kenney, Bill Thompson, Mrs. Mary Dewberry, Marvin Lang, G. Neely Moore, Leslie Knibbs, Ross Maxwell, William R. Legg, Alan Earle, Larry Thompson, Marvin R. Lang, M. Tarnowsky, Matthew Pirozek, Harold Wolverton, Ted Brown, Keith MacIntosh, C.B. Weeks, John Gilmore, R. Frank Stevens, James G. Gallinger, Ken Swartz, Donald N. Watson, Thomas W. Palmer, Brian Burke, Glenn F. Park, Rev. Harry Meadows.

LOANED PHOTOS

Mrs. A.M. Sharp, Mrs. Ellertson, Bill Patterson, Eldon Seymour, D.C. Stevenson, E.H. Collier, Mrs. Jeanne Ambrose, Bill Spires, Earl Gerow.

B.C.R.I.C. SHARES

Joseph Tiffin, E.P. (Pat) Callison.

ON A SAD NOTE

The aviation community will miss the following friends of the Museum who passed away during the past year:

H.(Hump) Madden Len Bateman Bob Langdon C. G. (Gordon) Peters Don Mackenzie George Simmons Lawrence Mantie Dan Dunn Mike McDonaugh

NEW MEMBERS

Lloyd Bungey, New Westminster BC, Norah J. Klett, Vancouver BC, Sheldon Luck, Kamloops BC, Mrs. Patricia I. Klaholz, Port Coquitlam BC, Mrs. Florence Lalonde, Clyde AB, Grp. Capt. A.J. Bauer, Owen Sound, Ontario, James A. Schuman, Vancouver BC, Chris B. Falconar, Edmonton AB, T.P. (Tom) Fox, Edmonton AB, F. Maurice McGregor, Victoria BC, Jean Louie & Georges Boucher, Vancouver BC, Kenneth E. Danyluk, Delta BC, Rosalie Pierce, Port Coquitlam BC, Alma J. Manson, Surrey BC, Terry Roberts, Richmond BC, Alvin M. Hayward, Clearbrook BC, Canadian Harvard Aircraft Association, Woodstock On, Mike Weeks, Surrey BC, Colin Stevens, Estevan, SK, Mrs. Vivian Russell, Maple Ridge 8C, Theodore H. Cressy, Victoria BC, Ron Field, Richmond BC, King George Secondary School Library (E.Kermer) Vancouver BC, Sharlene Burden, Langley BC, Leonard Peter, Burnaby BC, B.C. Forest Museum, Duncan BC, Air Crew Association Greater Vancouver Branch (Alex Blair), Vancouver BC, North Shore Museum and Archives, North Vancouver BC, Bob Bullivant, Ferndale WA, Ulrich Steven Dick, Flin Flon MB, B.C. Soaring Society, Surrey BC, The Vancouver Soaring Association, Vancouver BC, George Boonstra, Surrey BC, Air Gunners Association British Columbia Branch (Alex Jones), Port Coquitlam BC, Dan MacDougall, Surrey BC, Dr. Tim G. Temple, Maple Ridge BC, Marcel Bosman, Coquitlam BC.

“THAT WINNING SMILE” Ted Harris, one of our valued volunteers, helps out at the storage site. Any and all help is appreciated, so come on out we need you.

RETURN OF DONOR DOCUMENTATION REQUESTED

The following donors have gifted items to CMFT but we have not yet received the return of the required documentation.

A stamped, self addressed envelope is always included with the acknowledgement letter, as it is very important that the documents be returned to us.

Because a new set of documents is required for each “batch” of items donated, a name may appear on this list as well as under the appropriate heading of items listed above.

If you have not already done so, please sign and return the paperwork sent you.

Tony Adcock, Ted Alexander, Mrs. J. Atwood, Sidney Band, Gordon Beach, Barry Berto, The Boeing Company, Roy Bourgeois, Dave Bowen, Peter M. Bowers, Doug Brett, British Aerospace Aircraft Group (E. Baker), Burton Cairns, Norman Calloway, J.0. Camden, Don Carter, Joseph P. Cassan, Rex Chandler, Cliff Douglas Estate of (Via: Stan Douglas & John Vulkenburg), C.P. Air (Sherley Carswell), Steve Derksen, Fred Dimm, Jack T. Dixon, W.L. Duncan, Gordon Dupont, Deni Eagland, Esso Petroleum Canada, A.M. Feast, T.A.D. Fatterly, Harry Fordham, Elmer Fossheim, T.P. (Tom) Fox, Karl Frisk, B.W. Gowans, Mr. & Mrs. Len Harber, George Hargreaves, E. Headey, E.R. Hoare, S.W. Holley, G. Paul Horman, Hudson’s Bay Mining and Exloration (Ron Dodds), Gerry Van Humbeck, Ignace Airways (Bob Douhy), David Ingram, G. Barry Jackson, Stoney Jackson, Nan Jeffs, Lothar Juraski, Kal Tire (Howard Scanlan), Duncan Kennedy, Ingvar Klett, Ms. Krahn, Ron Krywiak, G.A. Law, Jeri Lee, John Lewis, A.C. Logan, Terry MacCormac, Keith MacIntosh, Dan McGowan, Kathy McQuitty, Larry Milberry, Lin Moore, Ronald Moorhouse, Ian F. Morrison, Mrs. Ethel Mowatt, Don Murray, James Ng, Richard Nitch, Northern Lights College, G.W. Patterson, C.G. Peters, Viggo Petersen, W.H. Poliquin, Jeff Pritchard, Ken Reid, Cliff Renfrew, B. Eric Rowe, Don Rushton, Ken Russell, George Sanders, Ralph Schreiden, Ron Schwenger, Stan Sharp, Gordon Simonson, L.C. Skidmore, Bob Skowronski, George Smith, Budd Strange, Doug Styles, Fred Swartz, Ron Tamblyn, V. Thompson, White Rock Public Library, Ingwald Wikene, Roy Willis, Chuck Wilson, Jack Wilson, Walter Winberg, Eric Winfield, World Aviation Directory, Graham Wragg, Dorothy wright.

WANTS AND NEEDS

If the following list looks familiar, its because our needs are about the same. Our sincere thank you for the many people who turned up with stationery, hardware, and other goodies. Please keep it coming!

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 color 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 (type that uses standard tape cassette 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 page 10 interview transcriptions), plastic storage boxes for tape cassettes, Cassette tape decks to replace one now on loan, 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 2) 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, and simple office desks. Typist willing 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. Someone to help with finish details on large airplane models being produced – urgently!

HELP WANTED FOR PAY

Yard man and “Jack of all Trades” to do yard and building maintenance. Full or part time. Must be willing to work and a self-starter. Call Rose at 531-2465.

Computer Operator. Two hours daily. Experience in CP/M and MS.DOS preferred. Will train, but applicant must be capable and have ability to learn quickly.

Capable modeller or artist to help with finish details and paint on 1/6 and 1/10 scale models.

REUNIONS

We have received word at the museum recently of several reunions this year of particular interest to our members. If you know of similar events of interest please send us a note and we’ll get the message. out in the next Newsletter.

EX-AIR GUNNERS ASSOCIATION, B.C. BRANCH

The B.C. Branch of the Ex-Air Gunners Association of Canada Reunion, Sept. 5, 1986 in Burnaby, B.C. Cost $15 per person. If you want to attend or to help in the planning of this event write the Air Gunners’ Association, B. C. Branch, P.0. Box 144, Port Coquitlam, B.C., V3C 3V5 or phone Alex Jones (467-4463), Doc Cumbers (464-4117) or Harold Olson (464-7949).

RCAF COAL HARBOUR REUNION

A reunion of RCAF Coal Harbour (1940- 1945 personnel is planned June 28, 29 and 30th, 1986. They are also attempting to publish a history of the station for EXPO 96. Accordingly, they request any names, addresses, photographs or stories of activities of that unit during the war years. It is known that No. 4 Bomber Reconnaissance (BR) and No. 6 (BR) squadrons operated out of Coal Harbour, Tofino and Alliford Bay. All correspondence will be acknowledged and photographs will be credited and returned after use. Please contact Margaret Eilertsen, Box 40, Coal Harbour, B.C., VON 1KO, phone (604) 949-6308.

No.39 R. WING RCAF 400, 414, 430 SQUADRONS REUNION

Cloverdale Fairgrounds, Aug 8th. The event is timed to co-incide with the Abbotsford Airshow. Contact Fred Barkley, 18537 54th Avenue, Surrey, B.C., V35 4N9, phone (604) 579-2392.

AIRCREW ASSOCIATION VANCOUVER BRANCH

The Aircrew Association, primarily a UK based veterans organization recently formed a chapter in Vancouver and is now recruiting members. CMFT member Ken Reid was recently appointed to handle publicity and recruiting for this organization. If you would like further information you can contact Ken at 710 Blue Mountain Road, Coquitlam, B.C., V3J 452. (604) 939-7100.

SURREY HOMESITE POSSIBLE?

The Provincial Government has not yet made any commitment to asisting with the establishment of permanent home to house the various Transportation related collections in the area, and the possibility that we may be able to stay in Surrey looks better all the time. It would be a practical arrangement, whether or not the major facility is ever established. CMFT has more than enough artifacts for both sites.

Check last newsletter for details and voice your support with a letter to Surrey or to CMFT. Its important that support is documented. Please drop a note in the mail today, with a copy to CMFT.

CENTENNIAL ROCKET

The last Quarterly Newsletter mentioned our interest in building a replica of the famed Lu 280 Rocket that sat outside the old terminal at Sea Island Airport for 37 years before it was removed for preservation in 1973 and subsequently destroyed.

Since launching our appeal we received information from the Vancouver Transportation Club and Local 280 of the Sheet Metal Workers that they are well on the way to reconstructing the rocket as a Vancouver Centennial project. They estimate the cost of the replica at $60,000 dollars.

To set the record straight the Rocket was built to commemorate Vancouver’s 1936 50th Jubilee celebrations. Members of Sheet Metal Local 280 constructed the rocket as a symbol of the future and technological success.

Designed by Lew Parry, then Art Director for Neon Products and subsequently of motion picture note, the Rocket, weighing several hundred pounds was constructed of craft materials. It was the grand prize winner in the 1936 P.N.E. Jubilee parade. Soon after the parade, at the suggestion of Alderman Halford Wilson, the Rocket was rebuilt on a more permanent basis and sited at the old Vancouver Airport Terminal where it remained for 37 years. It was removed in 1973 to make way for other construction.

For information and donations contact: Centennial Rocket Project, 6188 Kingsway, Burnaby, B.C., V5J 1H5. Phone 244-6716.

WINGS, WHEELS & WATER, PART IV

…by Lock Madill

Tommy Gurr is a well known member of Canada’s helicopter community who began his aviation career with the RCAF in late 1939. Lock Madill reviews Tom’s early career with the RCAF and some of their mutual experiences with Okanagan Helicopters from 1952 to 1962.

An introduction to Tom Gurr as fighter pilot in WWII is very much in order.

Tom was born in Lethbridge in 1916 and took technical training at Calgary Tech. as a step towards gaining his pilots licence. He enlisted in the RCAF in October 1939 and after his initial training as a mechanic to 119 Squadron at Jericho Beach. It was while in at Vancouver he took flying lessons from Len Foggin and obtained his Private Pilots License in 1940. He was accepted as Air Crew in the RCAF, was posted to E.F.T.S. Fort William Ont., then to S.F.T.S. at Dunville Ont. flying Harvards, Ansons etc.

He obtained his wings on Sept. 13,1941 and was posted overseas in Oct.1941 to AFU, #9 SFTS Hullavington, England for advanced training on Miles Masters I,II,III and a check out in Hurricanes on Dec.17,1941. He was posted to various RAF stations in the south of England as flying instructor and then checked out in Spitfires at #6 OTU at Rednal and then on to Montford Bridge for fighter tactic training.

Tom’s operational flying commenced when he was posted to #64 Squadron flying Spitfire models I,IIB,V,VA,VB,IXB. His Spitfire code was SHY Ser. No. MK688. He was now a FLT/LT. His OPS included low level Tom Gurr and his Spitfire bombing, strafing, shipping strikes on barges, boats, road convoys, also as Bomber Escort, fighter sweeps, fighter cover for train shoot-ups etc. and cover for the “D” day invasion. On July 18, 1944 he was escort for 1000 Lancs. and 700 Libs near Caen, and also escort cover for airborne invasion troops on Sept. 16, 17, 1944. Wherever Spits were required Tom was in the middle of it.

He flew through lots of flak and was hit by flak while on a low level strafing mission in the north of France on Aug. 6, 1944. The flak shrapnel hit him under the belly of the Spit. He described it as a big bang and a cloud of dust filled the cockpit. The Spit was still flyable so he headed for home hoping to get across the Channel but the engine packed up, most likely oil and cooling problems. He belly landed in a field near Pontorson, France. The Spit stopped so quick he bumped his head on the gunsight and that was all. Tom got lots of help from the farmer, disarmed the guns with a borrowed screwdriver and they celebrated with an apple cider hangover in exchange for a carton of cigarettes he got from a nearby USAF base. It took him two days to get to the Canadian end of the beachhead and then back to England.

He was issued another Spit and made many more trips as escort to the heavies to Essen, Dortmund, Osnabruck, Cologne, Hamburg, Rhur to name a few. On Nov.18, 1944 Tom checked out on P-51 Mustang III’s and continued on more OPS sorties, shooting up W/T, radar stations, trains etc. but mostly bomber escort on long range missions.

Tom’s last flight over enemy territory was to Gelsenkirchan as target cover on Feb. 28, 1945 in Mustang III SH-P and he logged 2:50. Altogether Tom’s fighter sweeps came to 150 OPS over enemy territory in 250 hrs. of flying and was lucky enough to come out with only a cut on the head. Tom’s log books contain some of the most interesting reading and here are a few excerpts.

Note: These reports are exactly as Tom wrote them in his log book. The brackets are my explanations.

5/8/44 Escort twenty-six Bostons, Turned back over France 10/10 over target. No joy. F/O Greenway 234 hit by Flak-landed France. Winco.

5/12/44 Fighter sweep-Escort Bombers. Bags Heavy Flak. One bomber went in and saw one parachute.

5/29/44 Escort Mitchells-no excitement. Beat up barges on way back.

7/18/44 Escort near Caen 1000 Lancs, 700 Libs, bombing for break through.

7/28/44 Sweeps-Angeas, no joy. Beat up train.

7/31/44 Sweep-Chinon. Beat up trains, transport.

8/1/44 Fighter sweep, landed beach head. Winco and O’Neil each got a ME109. Saw Boston shot down by ME109 in turn shot down by Mustang.

8/5/44 Escort for Walrus. Thorpe picked up near French coast. Lost Jack Meharry on show by Flak. Beat up some big fish (sharks) during rescue.

8/6/44 Rodeo-Rhubard crash-landed. Flak damage engine. Near Pontorson, damaged forehead. .

9/1/44 Rhubarb Good shoot-ups Light Flak. Flamers (oil fed Flak).

9/18/44 Escort Airborne Troops. Flak from convoy MTB’s and Flak ships.

9/18/44 Escort 400 Lancs to Munstersau 2 V2’s come up from launching sites, near Hague.

1/15/45 Mustang III-Escort Lancs to Rhur. Squadron got 8 Huns near Frankfurt, J1U188, 5-190s. No loss, accurate Flak. 7 Wyman A/C.

1/27/44 Mustang III – 310 Hali’s 90 Lancs to Mainz.

Tom liked the Spitfire better than the Mustang as it was more manoeverable and the armament of 4-303 machine guns and 2- 20mm cannons were more reliable. They kept firing until the were out of ammo. The Mustang was more stable in flight but the armament of 4-50 cal. machine guns was something to be desired. Tom said he was lucky to get back with one gun still firing. He didn’t know whether it was the guns or the ammo.

Tom was mustered out of the RAF in Feb. 45 and returned to Canada where he was assigned to No 5 OTU at Abbotsford and Boundary Bay, flying P-40 Kittyhawks to provide the 8-24 Liberator crews with fighter tactic affiliation. He also flew every other aircraft based there including 824s, Norseman, Lancaster X, Dakota, 8-255 etc. His flying experience was vast and varied. He was transferred to CFS Trenton Ont. on Nov. 1/45 as instructor until Jan. 28/46 when he was demobed from RCAF.

Thanks Tom Gurr, for fighting our war.

Tom and I first met in the air in 1945, although a formal introduction didn’t occur until years later. Dan Driscoll and I were flying a PBY on a test flight for Boeing Aircraft on a beautiful calm day. We were on a long lazy approach to the Fraser River when all of a sudden there was a P40 Kittyhawk tucked right under each wing, and I mean really tucked. They had wheels and flaps down, cockpit cover open and were throttled back to stay with us. If we had dropped the wing tip floats we would have scrubbed two Kitty’s. I’ll never forget the grin on the pilot’s face on my side.

They stayed with us for a few minutes and we were scared to move — they were so close. Finally, the pilot on my side gave a four finger bye-bye wave, a big grin, pulled up the wheels and flaps and zoomed away.

After the war Tom enrolled at UBC and went north to Whitehorse for the summer to work maintaining the Alaska Highway. A summer became a year, but he returned to Vancouver to get his Commercial Licence while also instructing for the Aero Club in Vancouver for 1 1/2 years.

In the Fall of 1951, Tom joined Okanagan Helicopters and began his lengthy rotorcraft career. He was working for Central B.C. Airways in Kamloops at the time and followed the lead of Peter Cornwall, who sent back favorable news from Okanagan.

Back in late 1951 Okanagan gave their instruction on two pioneering helicopters, old open-cockpit Bell 476-38s CF-FZX and CF-FZN. Tom’s instructors were Fred Snell, Leo Lannon and Deak Orr who gave him his basic training and mountain training in the Vancouver area.

I joined Okanagan Helicopters in Jan. 1952 and it was there that I recognised that infectious grin of Tom’s and I remembered the incident with the Kittyhawk. When I accused him of scaring us he just grinned.

Tom Gurr, a Helicopter and I

I took my helicopter engineering training on the Bell 47 series, got my endorsement for rotary wing aircraft (I had my AME license and Private Pilots license since 1935), and was fortunate enough to crew on the first Sikorsky S-55 helicopter, CF-CHV, that Okanagan Helicopter got for use on the Alcan Kemano construction job. We ferried it from Vancouver to Kemano in the middle of May; Bill McLeod and Pete Cornwall as pilots and Jock Graham and myself as engineers.

Tom Gurr had been in Kemano, based at Camp #3 up the Kemano River from the base Camp #2 since April 6 and was busy ferrying personnel, freight etc. to the various mountain tower sites in the area, flying Bell 4783s, 4701’s.

There was lots of flying and as an example of how much, three Bells carried 385 passengers and 28 tons of freight in 230 hrs. of flying time at Camp 2, the main base. They did inspections, checks, overhauls etc. but we did get together for the job of spraying Tahtsa Lake (the lake supplied the water for the Kemano Power House) during the spring of the next year.

The idea was to spray the frozen lake from East Tahtsa to West Tahtsa with a mixture of lampblack and diesel oil which absorbed the sun’s heat and helped melt the ice. This sped up the opening of a navigation channel so that the barge could get through with the heavy equipment needed to build the coffer dam for the powerhouse tunnel from Tahtsa to Kemano.

Needless to say it was a dirty job.

Flags were spotted along the route in case of light snowfall to tell where to spray. Bell GZK was fitted with two thirty -gallon hoppers (one each side) and the mixture was pumped to two spray booms (one page 14 each side) which worked well until the nozzles plugged up with carbon black. I finally ended up removing the nozzles and let-er go.

Tom did a great job but he had to fly faster to cover more area before he ran out of gook. Another team consisting of pilot Johnnie Porter and engineer Ivor (Barney) Barnett also worked on the project. We all looked like we came from a coal mine. We were glad when it was over and could return to Kemano. That job took two days and 3 hrs. 20 min. flying for Tom. The time Johnny Porter spent is not available.

Tom and I spent a fair amount of time in Kemano and also out on other jobs in the bush, but we finally got together as a team in May of 1955 for a job with the Provincial Government Topographic survey, and the Federal Boundary Commission for a survey of the N.E. corner of B.C. and along the B.C./Yukon border.

Late in the winter of 1955 in Vancouver, the company gave me a beat up Bell 476 helicopter to rebuild for Tommy and I to use on the Topo. Survey Job. Needless to say it got a lot of attention and when finished it was parked in a corner while I worked on other machines. About two weeks before we were slated to leave on the Topo job, my helicopter disappeared on another job. I was handed another beat up machine, CF-HLW with two weeks to get it serviceable. All I could do was a quick repair, no fancy work like a paint job. Most of the components had time on them and no spares were left for me. Tommy and I tested it on May 27/55 and we left for the north the next day.

Keith Rutledge, a burly engineer for Okanagan Helicopters aptly named Tommy Gurr “Little Growl” because of his stature. In his own vernacular he stated: –

“If you was to grab him and clumb up the bank and throwed him in the crick and weighed him wet he wouldn’t be more’n a sack o’spuds.” That name stuck with Tom and even a survey station was named “Little Growl”.

We flew via Ft. Nelson and established a base at Smith River Airstrip just below the border and worked east setting up flycamps, moving personnel and freight.”

We moved east and made another base on the Beaver River. When Tom and I arrived at a very small clearing on the bank of the river there was barely enough room for the helicopter The base had been established and all the crews and supplies had come by river canoe. Unfortunately, only 35 gallon cans came for the helicopter just an hours flying so we had to summon a Sikorsky S-55 from Slave Lake on the Mid-Canada Radar Line to bring in sufficient fuel to finish the job. They had to land a mile or so away and the fuel carried in to base on foot. I’m glad I didn’t have to do it.

The radio reception was poor and one of the surveyors said, “If we could get a line over that snag on the burnt tree about 40 ft. up and haul the antenna up, it should work. I said “I’ll do it.” They all thought I was crazy so with tongue in cheek, I threw a weighted light line over the snag and said “here, you pull it up.” I heard someone say “I don’t believe it” as I walked away. I didn’t tell them I spent six years throwing heaving lines on Line Tugs in Vancouver Harbour.

We completed the boundary job in 6 days and flew back to Ft. Nelson and then up to Midwinter Lake NE of Ft. Nelson just below the border to start the 8.C. Topo Survey. A continuous operation started in 1949 by Carl Agar and Alf Stringer.

Ernie McMinn was chief, and Duff Wight was deputy. For this job the B.C. Government Beaver had brought in all the work crews and surveyors and supplies and part of the camp was set up the day we arrived.

We all had to sleep in one large tent because of rain and mosquitos until more tents were put up. That night there was a heavy rain and in the early morning every time I moved I could hear a gurgling noise. I rolled out of my sleeping bag and off the air mattress into 3 inches of ice water. The tent was sitting on lichen moss over permafrost.

We didn’t need any heat in that tent with the words used that morning. Fortunately the weather changed, we dried out and the rest of the camp was set up.

The Beaver kept bringing in supplies and night readings had to be taken with the use of lanterns when the wind had abated.

When the sight readings were completed at each tower a plumb-bob was dropped to the ground from the instrument. A hole was dug directly below, a piece of stove pipe inserted and filled with cement and a bronze morker plug was inserted in the wet cement exactly in line with the plumb-bob. this was for future survey checks.

It was discouraging for an observing crew to go to a site after a high wind and find the tower laying on the ground all broken up. This usually occurred in a burn area where there were no live trees to use for good anchorage. Dead man anchors were often pulled right out of the ground. Of course the tower had to be rebuilt and this delayed operations.

We were plagued by mosquitos at the base camp so the Beaver flew in a couple of barrels of DDT and a very simple method was used to spray the camp using the Beaver.

A large refuelling funnel was fastened to the float spreader bar and connected to a bung hole in the barrel which was inside the cabin. With the barrel on its side and a signal from the pilot during a low pass over the camp the other bung was removed to let in the air and a very effective spray spewed out. The bung was screwed back in to act as a valve ready for the next pass.

This was so successful that we could even go around with our shirts off and no mosquito oil or spray required.

There were many 6, 7, and 8 hour flying days for the helicopter. An average day consisted of moving up to ten passengers and a ton and a half of freight to various sites.

On Aug. 8/55 we pulled up stakes at Midwinter Lake. Tom and I flew the helicopter in to Ft. Nelson for a 600 hr. check. We had run out of time on most of the components, engine, transmission, cotor head, tail rotor, gear box, tail rotor etc. all had to be changed. This took a week as all the parts hadn’t arrived from Vancouver. This was a welcome change from the bush.

The 600 completed Tom and I flew up to the next base camp on Sandy Lake a little further south of Mu Lake to complete the Topo Survey. More towers were constructed in this area and the same procedure carried out.

By the end of August it was beginning to get cold, especially at night, so all the tents were fitted with a tin wood heater and I always had dry wood for a quick start in the freezing morning.

There had been a strong wind this one night so in the morning I fired up the stove, got dressed, choked the stove off and went over to the mess tent for breakfast. We were all sitting there when we heard a loud “whump, whump.” Everybody stopped. It sounded like thunder but the sky was clear. Tom hollered “Fire,” we rushed out and where my tent had been was a pile of smouldering fabric. Don’t tell me a fireproof tent won’t burn.

I had done a washing the day before and most of my clothes were on a line in the tent. My suede jacket was shrivelled up so small it would have fitted a small boy, my new Stetson hat looked like a toque and my radio was a blob of plastic.

Tommy had a little stomach problem so every time the Beaver brought supplies I would steal a few quarts of milk and bury them under the moss on the permafrost so Tom could have fresh milk when he needed it. This went on for a month and I never got caught.

On the morning of Oct. 9 we woke up to find about three feet of ice extending out into the lake. Ernie McMinn hollered “This is it break camp.” We had breakfast and brought the last observing crews in from the fly-camps. The tents came down, equipment packed into the Beaver with some personel and flown to Ft. Nelson. The Beaver was a busy one.

All that was left was the tin stoves, tent poles and all the food stuff, crates of fruit and vegetables which were left to some Indians that had a camp across the lake. Their smiles showed they were a happy family.

By noon we were gone. Tom and I flew to Fort Nelson and turned CF-HLW over to another crew bound for another job. I couldn’t have cared less, we were going home via CPA after almost 4 1/2 months in the bush. When we arrived back at OK Helicopters Alf. Stringer said “I don’t want to see you guys for another month.” That was a nice holiday.

Compatability, I think, is the key to a successful operation. It was a pleasure working with Tommy Gurr. His easy going manner, his humor and his understanding made it happen.

Tom is a superb pilot and easy on the aircraft. The only down time other than the 600 hr. check was when a tail rotor pitch change bearing let go and I had already used my spare. Vancouver was notified and I received it the next day by mail. We only lost a half day serviceability in over four months.

The mail service was good at that time. My wife could post a letter around the corner, before 7 am. It was picked up, sorted, sent to the airport, put on CPA plane, dropped off at Ft. Nelson about noon, picked up by Beaver and delivered to me by 2 pm. the SAME day.

The total flying time for the Topo. including the Boundary Commission was 500 hrs. 10 min. The average flying time per flyable day was 5 hrs. and 45 min. – seven days a week.

Ernie McMinn, Duff Wight and the crews of the B.C. Topo did a superb job. It was well organized and well run and it was nice working with them. (All photos this article Lock Madill collection)

A BRACE OF BUGSMASHERS

…by Jerry Vernon

The Museum owns a pair of 1952 model Beechcraft C-45 “Expeditors”, also known affectionately and irreverently in the RCAF as the “Exploder” (which it wasn’t, really) and the “Bugsmasher” (which it was!). Since the Museum is acquiring aircraft faster than we are publishing Newsletters, this writer thought it might be a good idea to write a combined article about both CF-CKT and CF-RZR.

In 1924, Walter Beech, Clyde Cessna and Lloyd Stearman founded the Travel Air Company, in Wichita, Kansas. In 1931, this partnership dissolved, and each of these gentlemen went on to form famous aircraft companies under their own names. The Beech Aircraft Company was established in 1932 and, following the 16 Travel Air designs by Walter Beech, the first two products were the famous Model 17 “Staggerwing” cabin biplane and the Model 18 twin-engined monoplane. From the time the Model 18 prototype, NC15810, first flew on 15 Jan 37, until the last production Super H18 model came off the production line in the 1970’s, over 9000 civilian and military Model 18 and C-45 aircraft were produced, in nearly 50 variants. There have been a number of tricycle gear conversions, with both piston and turboprop power, and the last models produced by the Beechcraft factory were on tricycle gear also. Records show that 69 Model 18’s were produced before World War II, and over 5200 C-45 models came off the line during the war. One other variant produced in large numbers was the glass-nosed AT-11 or SNB model, a bombing and gunnery trainer, one example locally in recent years being Jerry Janes’ “Secret Navy Bomber” (SNB) of the Western Warbirds. The Beech 18 was designed for use as a light feeder airliner and business aircraft, and a large proportion of the early production examples came to Canada for airline and business use. Fifteen out of the first 27 production Beech 18’s came to Canada, and were used by Canadian Airways, Prairie Airways, Starratt Airways, United Air Transport, British Yukon, Canadian Pacific, John David Eaton, the Hudsons Bay Company and the RCAF. All six of the initial production run came to Canada, including the prototype, which served in the RCAF from 1941 until 1944, and which is now preserved by the Smithsonian Institution. Several U.S. civil aircraft were purchased by Canadians, ostensibly for civil use, in order to circumvent U.S. neutrality regulations prior to Pearl Harbour, and were turned over to the RCAF. A number of the bush operators put their Beech 18’s on floats, a practice that is still carried out in Canada to this day.

In all, the RCAF has operated 6 ex-civil Beech 18’s and 388 military production C- 45’s, most of which were designated as Expeditor 3N, 3NM, 3T, 3TM or 3 NMT models. Of these, 188 were obtained during the war, from RAF orders, and a new production batch of 200 Expeditors was ordered in the Korean War time frame, and delivered to Canada from 1951 through 1953. Many of these, like new trucks delivered to the Canadian Army during the early 1950’s, were stockpiled for future use, being merely ferried up from Wichita to a storage base and put up on blocks until needed. In 1958, the local RCAF (Auxiliary) units, 442 and 443 Squadrons, lost their Sabres and T-33’s, and were reequipped with C-45’s. This writer was Squadron Aeronautical Engineering Officer with 442 Sqn. at that time, and can attest that the units were issued a mixture of ‘brand new 66 to 8 year old aircraft, with only 10 hours ferry time on the clock, and weary ex-wartime machines with RAF HB series serials.

The RCAF used their Beech 18’s as navigation trainers, crew trainers, transports and just plain ‘station hacks’. During the war, for example;

A fleet of C-45’s bridged the gap between the Hampdens and the Dakotas, as crew trainers at 32 OTU, Patricia Bay. Unfortunately, they were found to be insufficiently ‘long legged’ enough for some of the long navigation exercises on the sylabus. One Expeditor, on a 4 hour exercise, got lost, flew off the edge of all the maps on board, and ended up crashing near Fort St. James, in the northern Interior, while the crew were trying to recognize where they were at… which they expected to be somewhere near Port Hardy! In the 1950’s, several RCAF Expeditors were transferred to the Department of Transport and to the RCMP, but the bulk began to be sold off to civilian owners in the mid-60’s, carrying on into the early 1970’s before they were all retired. By now, most airports of any significance in Canada have at least one engineless C-45, pushed off into the weeds, as the type eventually suffered from a spar mod requirement, that was usually beyond economical reason for the operator involved. So, they have been flown until their hours were up, and then discarded.

CF-RZR was the 102nd aircraft built on the RCAF order, carrying factory serial CA102/A-702, and was taken on RCAF strength as RCAF 1502, on 11 Mar 52, at Air Defence Command, RCAF Stn. North Bay. Over the following 12 years, it served the RCAF at Stn. Cold Lake, 104(K) Flight (St. Hubert), Stn. Bagotville, Stn. Uplands, Air Navigation School (Winnipeg) and Stn. Calgary, for a total of 4719:50 flying hours. On 7 Oct. 64, it was sold to Silver Wings Aviation, Dawson Creek, B.C. A temporary C of R was issued to Peter Kuryluk, of Edmonton, in February of 1965, and a permanent C of R was issued later that year to Peter Kurlyluk, Mid Canada Venture, Peace River, Alberta. In August, 1965, the C of R was transferred to Northwestern Air Lease, Edmonton (P. Kuryluk, President), and then the aircraft was leased to North Caribou Flying Services in December of that year. In the Spring of 1966, the C-45 was leased to Northward Aviation, and in the Fall of 1969, it was leased to to Reindeer Air Service, Inuvik, N.W.T. On 27 Oct. 70, ownership passed to Galaxy Aviation Ltd., of Breton, and later Drayton Valley, Alberta. In the Spring of 1973, the aircraft was again on lease, this time to Oakwood Petroleums Ltd., of Calgary.

By 1979, the Expeditor and an old Harvard, both owned by Galaxy Aviation, were located at the Salmon Arm Airpoort, in the B.C. Interior, and Galaxy Aviation had folded, leaving the Bank of Nova Scotia with a large unpaid note. Both aircraft were seized and sold by Sheriff’s Auction on 31 Oct. 79, CMFT being the successful bidder for CF-RZR. The aircraft remains in storage at the Salmon Arm Airport, pending removal to the Museum site.

CF-RZR was built as an Expeditor 3NM navigation trainer and, as I understand it is still in military configuration. A good pair of engines are installed, but the airframe is in need of the Beech 18 spar mod. A total of 5677 hours had been flown up to the time of its last flight.

CF-CKT was the 180th RCAF Expeditor, and thus carries the c/n CA180/A-782. It was taken on RCAF strength as RCAF 2307, on 4 Jul. 52, the initial assignment being Training Command, RCAF Stn. Summerside. Over the following 18 years, RCAF 2307 spent 5 years in storage, followed by service with 401 (Aux) Sqn. (Stn. St. Hubert), 403(Aux) Sqn. (Stn. Calgary), Stn. Rivers and No., 3 Flying training School (Stn. Portage La Prairie). Although originally delivered as a 3NM navigation trainer, it was later modified to a 3NMT(Special) and finally to a 3NMT. Total RCAF flying time was 5245.9 hours. After storage at Saskatoon, the aircraft was sold to Richard W. Covlin, of Edmonton, on 11 Sep. 70, and ferried to CFB Edmonton(Namao).

The initial cifii C of R, as CF-CKT, was issued on 22 Dec. 70 to CKT Expeditor 70 Ltd., of Edmonton, a company which included Richard Covlin as an officer. On 21 Jun 74, CF-CKT was sold to International Forest Fire Systems Ltd., whose logo (IFFS) still appears on the tail fins. According to one of the Museum members, CF-CKT was used for a time as a jump ship for smoke jumpers. Some time over the years, an easily removeable airstair door has been added. On the same date that IFFS took over ownership of the Expeditor, it was leased out to Northwestern Air Lease, Edmonton.so both Museum Expeditors have had the same civil operator at one time in their lives. On 10 Sept. 74, ownership passed to Eastern Pacific Aviation, Abbotsford, B.C. By 1981, both IFFS and Eastern Pacific were in the glue, and this time it was the Royal Bank of Canada that was left holding the bag for a large loan. On 22 Sept. 81, the C-45 was seized by the bank, due to an IFFS loan dating back to 1975, and also the engines were seized and removed. A year later, CMFT made a successful nominal bid for the aircraft, and CF-CKT became Museum property. Unfortunately, this didn’t stop the local vandals and “Midnight Requisition Co.” from continuing their stripping of parts, instruments, etc. Even some of the Museum’s good friends helped themselves, not knowing that CMFT now owned the remains, rather than the previous owners.

After several years of unsuccessfully searching for the right wing wrenches, so the aircraft could be dismantled for road transport to the farm, our good friends at Okanagan Helicopters came to the Museum’s aid. On 2 Dec. 84, one of Okanagan’s Sikorsky S-61L heavy lift helicopters carried out a pilot training exercise, and CF-CKT was promptly and cleanly lifted from Abbotsford to the Crescent Road site, where it awaits further attention.

CF-CKT is engineless at the moment, with a civilianized interior, but it does have the infamous ‘spar mod’ incorporated. So, between RZR, with its engines, and CKT, with its spar mod, the Museum could have one flyable and one static display Expeditor, given sufficient time, money and volunteer help. Plans are to restore one as an RCAF nav. trainer, and the other as a civilian passenger machine.

AIRCRAFT MODELS WANTED

Scratch built, kit built, large or small, the museum is always looking for donations of models. They are an excellent way to illustrate aircraft, and are an important part of our aviation history.

Also welcome are engines or other parts of models. They are always useable to repair damaged or incomplete models which we already have.

Tax deductible receipts are available for the full market value, or if it is an exceptional item, we can sometimes find a sponsor.

The following article is reprinted with permission from The Northern Miner, Nov.84

PITFALLS & PERILS IN B.C.

by Dennis Fairbairn

In 1982, about 30 miles north of Stewart, B.C., the Scottie gold mine came into production.

About 36 years earlier, during the summer of 1946, the crew of Salmon Gold Mines (later, Morris Summit and, now, the Scottie), was preparing to spend the winter in driving an access tunnel, under the glacier.

In 1946, there were no roads into or even close to the property.

Men, equipment, and supplies could be brought in only during the four of five months of “summer,” either overland or in the air (the latter, courtesy of an old World War II flying boat).

The overland route involved:

*trucking from Stewart, past Hyder, through Alaska, and then back into B.C. and the banks of the Salmon River,
stoneboating up the icy and boulderstrewn Salmon to the Salmon glacier,
using a 20-ton stoneboat hauled by a D-8 cat, up the precipitous south end of the Salmon glacier and then along the seven more miles of ice and ice-rapids to the glacier’s southern end at Summit Lake,
*lowering or skidding the load on cables, over the even more-precipitous north end of the glacier, and down onto a flat barge floating on iceberg-filled Summit Lake,
*finally, barging across Summit Lake to the Salmon Lake Gold Mines camp near the glacier-blocked north end of the lake.

FLYING NO PICNIC

To say the least, that overland haul was tough man-making-tough and dangerous to both men and machines.

Nor was flying any aerial picnic; every part of it was equally dangerous. Flying conditions in that northern coastal area of the big snows and the sudden, torrential rains, were seldom other than bad.

But, landing conditions at the mine, were always unbelievably bad.

All summer, the north face of the Salmon glacier dropped its young, in the form of Icebergs, into Summit Lake. These icebergs did not have the decency to stay close to mother; instead, they drifted north on Summit Lake and stayed there all year right in the landing path of the flying boat.

Many of these bergs were several times the size of Stewart’s King Edward Hotel; hundreds were of automobile size.

Typically, as the plane approached for a landing, we would be found out on the lake, in a small, 2-man, outboard-powered punt, pushing the small ‘bergs out of the flight path, and praying, along with the pilot and engineer, that the ever-present wind did not shift new ‘bergs into place before the plane splashed down.

LEAKED A BIT

Our prayers were not always answered which is probably why the old plane was known as the “Leaky Queen.”

On its last trip out of Summit Lake in the fall of ’46, with a plumber-MPP on board, the Leaky Queen took off in a blizzard (not to have done so would probably have resulted in the plane’s remaining on Summit Lake for the winter.)

No land was again sighted until, after flying south, blind, and at a maximum altitude lower than the many mountain peaks it must have passed in the clouds, it landed, completely out of fuel, through a small break in the clouds somewhere near the mouth of the Skeena River.

The engineer on board vowed never to fly again war was never like that!

When the snows came to Salmon Gold in October, transportation simply stopped. There was no way in or out, save by snow shoe.

Winter snowfalls of over 100 ft. have been officially reported for the area. My own estimate of the ’46 winter fall was 94 ftThere were about 20 of us in camp all that winter I, who was the boss, and about 19 men.

Those included the indomitable 350-lb. cook, Gunnar Gunnarson, and the best, the strongest, and the toughest cat-skinner that I have ever encountered, Omer Clavelle. We were completely isolated, without radio entertainment and, ultimately, without short-wave radio communication with Stewart (and with Tommy McKay, and his horse Tony, and Squeaky Alex,) on the Unuk River.

THE END

STRANRAER PRINT AVAILABLE

A reminder that CMFT’s print of Stranraer 915 is now available. Prints are on high quality, 100 lb matte bond with a printed mat. Prints are $15 ea. plus $3 postage & packing (BC residents add 7% tax). Mail or phone your order in today!

Letters

The museum frequently gets letters from pilots and mechanics who have worked on aircraft in our collection. There is, for example, growing interest in the CMFT from Northern Ontario where Austin Airways established an impressive record of service. Three former Austin aircraft are in our collection: Norseman CF-BSC, Husky CF-SAQ and recently delivered Anson Mk. V CF-IVK.

Pilot Rusty Blakey of Sudbury who logged over 10,000 hrs in BSC in Northern Ont.” ***

Dear Rose:

I am delighted that you are rebuilding my old bird (BSC). It was brand new with four hours on it (ferry time from Montreal) when I started to fly it. I flew it exclusively for 20 years. I wish I could help in the work on it, but I’m still flying and the firm likes me on the job.

The interior headlining was green padded material which came down to the bottom of the windows. Below this specially made aluminum sheets also painted dark green. The floor was birch plywood. There was a small aluminum luggage compartment in back above the battery, and a bench seat for three on each side. The legs could be folded up if one was carrying all freight. Just behind the rear doors was another seat for two passengers which also folded up against the cabin wall.

Austin Airways bought “BSC” and had it modified for line overlap aerial photography. The rear gasoline tank was cut in half and held 35 gals instead of 67. The rear of the cabin had two holes cut through the fuselage, one for the camera and one for a view finder, which explains the smaller rear gasoline tank. BSC came from the factory with red trim, red letters (registration) and had a beautiful hand-rubbed finish. The first overhaul they put the trim and letters in silver, the next overhaul they went back to the red trim and red letters. During the time I flew it over 10 newly overhauled engines were installed.

I have sent a copy of your letter to get it. Frank Russel, our retired superintendent of maintenance, so he can write you.

Rusty Blakey

NEWS FROM OTHER GROUPS

CANADIAN WARPLANE HERITAGE, Mount Hope, ONT Work is progressing well on the rebuilding of the Lancaster, which is expected to e flying sometime this year.

WEST COAST RAILWAY ASSOCATION, B.C. Two recent donations include a 1945 Alco RS1 locomotive and ex-BC Rail speeder M1951.

STEAMEXPO is a special event of Expo 86 to run May 23 to June 1. Conceived and organized in co-operation with the West Coast Railway Association, it promises to be one of the highlights of the fair. Over two dozen steam loco’s will be on hand.

VINTAGE CAR CLUB, VANCOUVER CHAPTER The vintage International Expo Car Show, July 6-10, 1986. Sponsored by the BCAA and Expo, 600 vehicles are expected for display. More next issue.

COMMONWEALTH AIR TRAINING PLAN MUSEUM, Brandon, Man. Currently compiling a book on biographies.

CANADIAN STEAM PRESERVATION & INDUSTRIAL ARCHAEOLOGICAL ASSOCATION (CANSTEAM) Working on the steam crane for display at Expo 86.

WESTERN CANADA AVIATION MUSEUM, Winnipeg. Restoration projects include the Vickers Vedette, Fairchild 71, Stinson Reliant, Yale and T33. Recent important acquisitions include the CL84 Canadair Dynavert.

GOODS FOR DISPOSAL

The Museum has acquired two excess photocopiers. One is a Toshibafax BD 34 A. It’s an oldie, uses liquid developer and uses rolls of treated paper. It was working in the Museum office when it was replaced by a plain paper copier, but is offered on an as-is basis. Free. Come and get it.

The other is an IBM COPIER II. This is a quality (original cost $20,000) copier with attached collator and all kinds of other goodies. Automatically cuts off length of paper required from a roll. Price on the IBM is $1,000. or best offer. Call Rose or April at 531-2465.

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.

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) AND YOU RECEIVE NO FURTHER NEWSLETTERS AS WE DON’T HAVE ANY IDEA WHERE TO SEND THEM. PLEASE KEEP THIS IN MIND FOR ANY FUTURE MOVES. THANK YOU FOR YOUR CO-OPERATION.

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.

CF-BSC CMFT’s Norseman CF-BSC while in service with Austin Airways in Northern Ontario.

Rusty Blakey photo.