Museum Newsletter
CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION MUSÉE CANADIEN DE VOL ET TRANSPORTATION No. 25 Fall, 1984
CMFT NEWSLETTER CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION
No. 25 Fall, 1984
CONTENTS
13 OMMC Museology Course 1984 Fairchild FC-2W-2 Donated…..2 17 5 CAPA Convention Queen Charlotte Airlines Reunion 18 409 Squadron Goodbye. CMFT Wins 99’s Award. 19 8 CMFT Open House Where’s the Ground? .10 23 Museum’s Military Norseman Follow Me
Board of Directors
Duncan, A. Bruce Lang, Marvin E. Duncan, Michael Olsen, Jerry Elgood, Terrence Stunden, R.A. (Ron) Goguillot, R.”Gogi” Thompson, William Griesbeck, Werner Vernon, Jerrold E. Harris, H.E. (Ted) Weeks, Brian Holmes, C. G. (Neil) Zalesky, April Jackson, G. Barry Zalesky, Edward V Jubb, Bruce Knowles, Peter Zalesky, Rose
CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION 1984/85 EXECUTIVE OFFICERS
E.V. (Ed) Zalesky, 531-3744 President A.B.(Bruce) Duncan, 273-6883 V.President Rose Zalesky, 531-3744 Sec’y-Treasurer Peter Knowles, 477-3684 Chairman, Vr.Is. Dave Ruemke, Vice-Chairman, Vr.Is.
COMMITTEE HEADS
Gary Warnock, 531-3744 Communications April Zalesky, 531-2465 Gift Shop Ken Swartz,922-6745 Newsletter Jerry Vernon, 420-6065 Research Terry Elgood, 273-4043 Restoration Special Events Gordon Dann, 859-6905 Jerry Olsen, 687-6805 Underwater Recovery John Gough, 479-1843 P.R., Van. Isl. Peter Knowles,477-3684 Records, Van. Isl. Mike Anton, Recovery, Van. Isl. Tom Palmer, 477-5706 Restoration, Vr.Isl. Vacant 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.
Editor: Ken Swartz
COVER PHOTO: Grant McConachle’s Ford Trimotor, CF-BEP, on the Fraser River The former RCAF G-CYWZ was damaged beyond repair at Sea Island on March 2 1939 when struck by an RCAF Hurricane. PHOTO: C. Gordon Peters c. 1938. . ,
NORTHERN VETERAN Fairchild FC-2W-2 Donated
by Kenneth Swartz
The latest addition to the Museum’s growing collection of bushplanes is a 1928 Fairchild FC-2W-2, CF-BXF, donated by Dan MacGowan of Vancouver.
Typical of the many Fairchild’s that graced Canadian sky’s during the 1930’s and 40s, ‘BXF is an American-built example which spent its early years in the United States before being purchased in 1943 by George Simmons of Northern Airways.
With the advent of World War Two, commercial aviation activity in the Yukon and northern British Columbia mushroomed as experienced air services were called upon to support the surveying and construction of the Northwest Ferry Route, the Alaska Highway and the Canol Pipeline, from Norman Wells to Whitehorse.
To meet the increased demand, Northern Airways purchased four Fairchilds in the United States, three of which (CF-BXD, CF- BXH and CF-BXF) were ferried to Canada by E.P. (Pat) Callison who was flying for Simmon’s at the time. The ferry flight for CF-BXF (then registered NC8036) began at Ambler, Pennsylvania and followed a route through Wisconsin, and North Dakota to Winnipeg to clear customs. The complete story of the flight is recalied in some detail in Pat Callison’s autobiography, Pack Dogs to Helicopters.
FAIRCHILD FC-2W-2, CF-BXF, at Carcross in 1944 with sister-ships, Fairchild 71s CF-BXH and CF-BX1. Northern Airways used these aircraft to support construction of the Alaska Highway and the Canol Pipeline. Photo: E.P. (Pat) Callison.
Once the United States Army Corp of Engineers had cleared the initial route for the Alaska Highway, across northern British Columbia and the Yukon, the Public Roads Administration (PRA) assumed responsibility for completion of the job. Northern Airways was frequently called upon to fly engineers and surveyers to points anywhere along the highway, from Dawson Creek, B.C. to Fairbanks, Alaska. Fairchild FC-2W-2, CF-BXF, frequently flew these trips under the command of such pilots as Pat Callison, Herman Petersen and Ray Farnell.
After the war ended, aviation activity in the Yukon slowed, and prospectors and trappers assumed their pre-war importance as customers of Northern Airways. Towards the end of the 1940s, CF-BXF was sold to Hugh Thomas in Vancouver who converted the aircraft to Model 71 standards through modification of the tailplane and replacement of the Pratt and Whitney Wasp B with a Wasp R-985-148. The aircraft was operated on floats and leased to B.C. Airlines before being sold to Bill Sylvester in March, 1951.
Thus the Fairchild became a well known visitor to the many communities on the British Columbia coast serviced by B.C. Airlines.
In June, 1963, the aircraft was sold to Sechelt Air Services, but unfortunately the 71’s flying career was short lived. On June 27, 1963, while taking off with a load of passengers at Jervis Inlet, the aircraft struck a submerged object and dipped a wing in the water. Fortunately, there were no fatalities. The aircraft was subsequently purchased by Dan MacGowan and has been in storage until donated to CMFT.
The restoration of CF-BXF to its former glory awaits the collection of much needed spare parts. Let us know what you have…
FROM OTHER ORGANIZATIONS:
CANSTEAM (CANADIAN STEAM PRESERVATION AND INDUSTRIAL ARCHAEOLOGICAL ASSOCIATION) reports that 50 tons of rail have been moved to the CANSTEAM CENTRE in Port Moody (adjacent to Rec Centre), with a further 50 tons to come.
Surveying for the spur line and site layout will shortly take place, with spur line completion anticipated early 1985. 8.C.I.T. are assisting with the survey and CP Rail with the switch installation.
CANSTEAM is a non-profit society dedicated to preserving steam equipment for the development of industry in B.C.
Regular meetings are held the second Tuesday of each month at 7:30 p.m. at the Port Moody Rec Centre.
Phone 594-1970 or 420-0317 for details. WEST COAST RAILWAY ASSN. 84/85 EXCURSIONS Nov. 24: Luxury bus to Lake Whatcom (S. of Bellingham), then ride behind a Northern Pacific 0-6-0 loco in an N.P. coach or business car with open platform. Feb 16,17’85: Winter trips to Lillooet. Apr 6,’85: Bus and ferry to Nanaimo, train to Courtenay (E.&N.), Victoria by VIA, bus tour of Victoria, then bus and ferry home. May 25’85: Royal Hudson to Squamish/return June 25’85: A ride in a famour dome car of VIA’s “CANADIAN” to Coquitlam. July 6’85: To Diablo, Wn by bus, then by incline railway to the Coast. SPECIAL TOURS FOR GROUPS: WCRAS can now offer tours for groups. For more information phone Andy at 943-9423. The
WCRAS is a non-profit society of rail-ay enthusiasts who meet each month on the last Tuesday at 7:30 p.m. in the VIA Rail Station in Vancouver Membership open to all. WCRAS publishes a newsletter, operates excursions, works on Engine #374, and polishes a fleet of passenger cars.
West Coast Railway Association, P.O. Box 2790, Vancouver, B.C., V6B 3X2.
THE FIRST QCA REUNION was held at the Surrey Golf Club on 26 Sept. “Myrt” Collins, Rusty Hopper and Jim Splisbury are seen here with Rusty’s model of an old friend. Photo: Mrs. Enid Miles.
FIRST REUNION Queen Charlotte Airlines
OCA QUEEN CHARLOTTE AIRLINES LIMITED
by Jim Spilsbury
“Fabulous” “Unbelievable” – “Fantastic” – “The best damn party I ever remember” – these were some of the comments we heard from all directions in the Surrey Golf Club that night, until the noise level reached such proportions that it virtually impossible to hear what became anyone was saying. Even during dinner people came up to my table to shout “what a wonderful idea” – “Why haven’t we done this before?” etc. – “Let’s do it again?” – etc.
It all started, innocently enough, during the meeting of the Quarter Century in Aviation Club last March 21st. No one claims to be the sole originator of the idea it just sort of happened spontaneously over a few drinks. Bud Lando added added encouragement by offering the facilities of his Surrey Golf Club Dining Room providing of course that enough people would be interested in coming. Jack Miles allowed that it should be possible to get a couple of dozen or more once a firm date was fixed. I suggested we fly a trail balloon at this meeting, so We ‘looked at a pocket calendar and came up with a date Sept. 26th. Jack promptly made this announcement at the meeting and we circulated a paper among those present. Over twenty turned out to be ex- QCA and signed up on the spot. To say the least, we were off to a flying start!
The next few months were devoted to collecting names from old personnel lists and then trying to find addresses and phone numbers, and getting the word out in one way or another. Thanks to the untiring efforts of Jack and Enid Miles the list grew, slowly at first, and then gained momentum until it was possible to estimate a total of 75, or even 100! Now we started to worry. Would the dining room hold them? Are there enough tables and chairs? How much liquor do we get a permit for? Can the caterers cope on short notice? Even so, we were totally unprepared for the final figure of OVER TWO HUNDRED! The last few days were sheer panic, but on the evening of Sept. 26th everything fell into place, and the result was successful beyond our wildest dreams!
They arrived early, and by official opening time at 6 o’clock, there was a queue at the door. There were No-shows, and Go-shows, confusion and laughter, and in spite of the best efforts of the volunteer ticket agents we never did get a final tally. We had a count of the chairs and found it was necessary to set up another table at the last minute to get everyone seated. The room was jam-packed, and everyone seemed to be enjoying themselves hugely.
The Smorgasbord fare was delicious and more than ample in spite of earlier worries. Now was there any shortage of conversational topics, if general noise level is any indication. In fact, it became virtually impossible to hear announcements over the P.A. system.
My original intention had been to read the names off the registration list and have people stand and be recognized…after all, some of us have changed somewhat in appearance over the years…for the better, mind you…but enough to make recognition doubtful in some cases. Anyway my carefully prepared plan was quite impossible to carry out in view of the numbers involved. As a substitute we printed a list of names confirmed up to a couple of days before “D-Day” and distributed this to the guests on arrival..incomplete and innacurate as it was.
Another hand-out was the souvenir card “I WAS THERE” with the photo of the two Stranraers docked at Sullivan Bay. These cards circulated widely to collect signatures, and some of them were written all over, front and back! A sobering thought: If everyone got a card and got everyone to autograph it, according to my calculations (201 x 201 = 40,401 separate signatures! Yikes! I’ll bet the sale of ball point pens took a jump!
There was never an idle or quiet moment all evening, and the management had to blink the lights to get people started home before midnight.
However, as Charlie Banting said as he was standing up to his knees in sewage water from CeePeeCee cannery while beaching a sunken Stranraer (BYJ), “You can’t expect to have everything absolutely perfect!” Perfect as it was, I personally came away from the evening with regrets. I regret that it was quite impossible for me to meet and have time to speak to every one there, and I know from the registration that there were many people present whom I should very much liked to have talked to, but time did not permit. In addition, there were many who wrote or phoned in to say that for one reason or another they were unable to attend, including such old-timers as Eric Bendall from Ottawa, Sheldon Luck from Kamloops, Bert Toye from Victoria, Mike de Blicuy from Toronto, and many, many, more.
Then there are the people who are phoning in to say how much they would have wanted to come, but didn’t hear about it in time, and the list continues to grow. We just could not locate everyone, but it was not for lack of trying, believe me.
On the positive side, as my mind goes back to those exciting years in the history of QCA, 1944-1955, the most unforgettable factor was the tremendous team spirit that existed at all levels in the company, without which we could never have survived the virtually insurmountable problems that faced us in that period. It is heart-warming to find that after thirty years or more that that spirit still exists, and possibly stronger than ever!
In the interest of brevity I cannot attempt to individually list all the people who worked so hard to make this party a success. I’ll just say “Thanks everyone, and God Bless!”
NOTE: Jim Spilsbury and Bud Lando were two of the founders of QCA. It all started when Jim needed a better way of servicing the radios he was selling to fishermen and people in isolated communities along the B.C. coast. But that is another story, and Jim tells it beautifully in Raincoast Chronicles book now in the bookstores (and for sale by CMFT) entitled “Raincoast Chronicles six/ten” ($25.00). We understand that another book to be entitled “QCA, the Accidental Airline” (or similar) is now in the works. Watch for it.
CMFT WINS 99’S AWARD IN AVIATION
The Board of Trustees of the NinetyNines’ Canadian Award in Aviation announces that the winner for the 1984 annual award is the Canadian Museum of Flight and Transportation, Richmond, British Columbia.
The announcement reads in part: “We recognize the Museum’s efforts over the years in promoting greater understanding of Canada’s aviation heritage. Their primary objective is to establish a comprehensive transportation museum in British Columbia which would encompass aircraft, locomotives, vintage automobiles, maritime vessels, and many other historically significant vehicles. The Museum has on hand approximately $1.5 million worth of aircraft and artifacts. Since its incorporation in 1977 C.M.F.T. has advanced to the point of having the third largest aviation collection in Canada and is recognized as the official museum in British Columbia.
The museum plans to use the award money to expand its present audio-history library of taped interviews to include video-taped interviews of Canadian aviation pioneers with the eventual hope to publish two books from this project.
BRIC SHARES
There is a novel way for British Columbians to help your Museum. Donate the 5 free BCRIC 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. Do it now…
WORLD WAR I Where’s the Ground?
by E.G.Symonds
It had not been one of our better shows. Must have been “somebody’s birthday” because the Hun Archie in the Ostend Zeebrugge area has been particularly vicious and surprisingly accurate, and my Canadian pilot, Roy Allan of Montreal, had been forced to do things with the big twin engined Handley Page bomber that it had never been designed to do. Being coned by fifty-plus searchlights at 8,000 feet in an aeroplane with a 100 ft. wingspan and a speed of around 90 knots gets a bit trying if repeated more than once in the space of a few minutes.
As always the moon was bright because at that stage of the war night flying was limited to clear moonlit nights. There were no night flying facilities at the big Coudekerque RNAS station just south of Dunkerque, and as a matter of fact neither my pilot or I had any experience in flying at night when this latest development in the air was was introduced.
So it was a relief to get back to our side of the lines while I practiced the art of night flying so that an emergency would not find us without a pilot of some sort. There was no dual control in the Handley but pilot and observer sat side by side in one cockpit and I could reach across Lieut. Allan to grab the wheel and just, but only just, reach the rudder bar. I always enjoyed this exercise immensely, and with a highly skilled pilot beside me, had no qualms. It must be remembered that we had no night flying instrumentation of any kind and for me at that stage it was a matter of keeping the stars in their places relative to the wings of the aeroplane.
The totally unreliable ball compass was not much help and one quickly learned to “feel” the aeroplane or “flying by the seat of the pants” as it came to be called.
Once past Nieuport, we had been using the sea route coming home, we turned south across the coast, then west to pick up the familiar topography around Dunkerque, moving westward to turn and land into the wind which, when we left, had been from the east.
Landing procedures called for the approach to be made under 2,000 ft. across the aerodrome and the firing of the white, red and green Very signal lights in the sequal designated as the signal for the night. If everything was clear the ground fired off a white light but, if for any reason it was not a good idea to attempt a landing, a red light was sent up. There was of course no other air to ground communication.
It was the answer to my signal that told me what faced us and I have to admit that up to that point I had not noticed anything strange or unusual about ground conditions. But when the answering white light came up it was not sharp and clear but for some seconds just a while blur until it broke out into its proper brilliance. It could of course have been a dud cartridge but not only had I never heard of such a thing but no correction or repetion was attempted. I immediately knew that a heavy ground mist covered the aerodrome but the point was how deep and how thick was it? Alan decided to try it. To add to our embarrassment the pilot’s altimeter had packed up and I had to get mine from its place beside the bombsight behind the pilot’s seat.
I forgot what we were using for landing lights that night. We had started the flying at night with a searchlight directed along the ground; then after some weeks devised a “runway” indicated by oil flares. They were not very satisfactory but at least showed where the ground was.
As far as I remember on that night there was nothing, or at least I could not see anything. So, I stood beside the pilot yelling out the height into his ear from my handheld altimeter, first in hundreds and then, when we reached a reading of 500 feet, in fifties. With no accurate barometer setting the altimeter reading was unreliable. After a very few minutes we were in thick fog and I was out of flying air.
Suddenly a red light flashed by a few feet below the port wing. I knew immediately what it was and yelled in Allan’s ear: “UP UP UP!” Without a split seconds hesitation he pushed the throttles forward and as he felt the aircraft take hold pulled back on the column. The immediate danger disappeared, we were up in the air and of course back to square one.
“What was the matter?” was the agitated enquiry from my poor harassed pilot.
“We passed over the obstruction light on the roof of the farm house.”
“What farmhouse?”
“The one at the west end off the aerodrome.”
“I didn’t know there was one.”
Well, I wasn’t about to discuss that and we started on another circuit to bring us back to the approach. Again at what I guessed to be around 500 feet we were in thick fog and I was trying to judge height and distance while Allan concentrated on his flying, ready for any emergency.
So we drifted on for what seemed endless hours. Suddenly the emergency was right on top of us, as an urgent signal came from the one instrument on which I could always depend and which could never go wrong. It came from a piece of tape tied on to a short wire stuck on the nose of the nacelle in front of us. When the attitude of the aircraft relative to the ground was correct that piece of tape pointed straight at us. When it was wrong the tape changed direction and this time it streamed out to the right and at the same time I felt the wind on my left cheek.
The Handley Page carried emergency landing lights in the form of a magnesium flare under each wing tip. They were activated by a button switch on the instrument panel. Realizing immediately what had happened Allan hit or tried to hit the switch but his heavily gloved fingers missed. There was no time to fumble, the aircraft needed both hands and as his fingers left the panel I hit the switch. Now to my knowledge it had never happened before but by some amazing miracle both fired. Generally you were lucky if one fired. At the same moment that the brilliant flares burst out the left one was torn off by trees or some such growth. Allan yelled something between a curse and a prayer, swung the wheel over while opening the throttles, pulled the column back and closed the throttles in one superbly smooth motion. At that instant as the Handley responded, we hit the ground, bouncing and bumping to a stop.
We sat there in the fog, getting our wits together. Allan asked, “Where are we? Are we on the aerodrome?” I assured him that I had not the faintest idea, but did I care now that we were safely down. I stood the Klaxon horn button and as always my consistently good luck held. Truck lights showed up through the fog to tow us in. We were just on the very edge of the aerodrome.
It had been a trying night for us in front but actually the poor gunner all alone on the other side of the bomb bay had the worst. He could have had no idea of what was happening and must have had some very anxious moments.
I thought I had aged about 40 years but, after reporting, went to bed, slept soundly with only one thought when I woke up “Wonder where we go tonight?” Ah, Youth!!
EX-RCAF Museum’s Military Norseman
by Jerry Vernon
In the June Newsletter, the story was told of the development of the Noorduyn Norseman bushplane and of Norseman Mk. V CF-BSC, which is currently under restoral by CMFT.
Stored away in one of the Museum’s storage buildings is a second Norseman, this one being an ex-RCAF Mk.IV wireless trainer, c/n 32 and ex-RCAF 2459.
As the full production story on the Norseman was related earlier, just a few words will be included here on the RCAF’s Norseman usage, which started with an order for four MK.IVW wireless trainers in 1938. These were the forerunners of a total of an even hundred RCAF Norsemen, the last of which soldiered on until retired in 1956. The majority of the RCAF machines were Mk.IV, Mk.IVW and Mk.IVWA models (77 aircraft), while the rest were ex-civil models and 21 UC-64A’s (Mk.VI’s) diverted from USAAF orders.
Norseman Mk. IVW, RCAF No. 2456
The initial four RCAF Norsemen were bomber trainers, complete with gunsights and light bomb racks, while those on the follow-up order for four more were navigation trainers. Besides the familiar utility role on floats, most of the RCAF’s Norsemen were initially intended for use by the British Commonwealth Air Training Plan.
Several Norsemen served at Sea Island with various units during World War II, and with 121 (KU) Unit up to the early 1950’s, including RCAF 787, a Mk.IV, which is now on display at the National Air Museum in Ottawa.
The CMFT’s aircraft, RCAF 2459, was the 32nd Norseman built, the 27th of the Mark IV model, and the 13th for the RCAF. It came off the production line at Cartierville in the Fall of 1940, and was delivered to No.3 Training Command on 9 Oct 40. The aircraft subsequently served with No. 1,2 and 4 Training Commands, and also with No. 2 Air Command, before going into storage at Moose Jaw in January of 1946. At the time it was disposed of by War Assets, total flying time was 1730:40 hrs.
Two accidents were recorded during RCAF service, the first being on 30 Jun 42 at St. Hubert Airdrome, when the aircraft landed heavily, damaging the undercarriage and going over on its nose (Category B crash), while being flown by P/O D.A. Waldrett. After a 3-month sojourn back at the Noorduyn factory for repairs, the aircraft was returned to service for a short while with No.1 Training Command. However, another Cat.B crash was suffered 2 or 3 weeks later, and 2459 was back at Noorduyn again by 5 Nov 42, this time for a 7-month rebuilding job. In 1944, at 1474 hours airframe time, a total re-build was done by Aircraft Repair Ltd., of Edmonton.
The first civilian owner was the Province of Alberta, Department of Public Works, who registered 2459 as CF-PAA on 5 Jun 46. The Alberta Government paid $15,000 for the machine, but only operated her for 16 months, before re-selling on 18 Oct 47 to Kashower Air Service, Oshawa, Ontario. Within a very short time, Kashower re-sold the Norseman to Dr. Fernand Lemay, of Rouyn, Quebec, for $17,000.
By the Spring of 1950, CF-PAA was on lease from Dr. Lemay to Gold Belt Air Service Ltd., also of Rouyn and, on 1 Aug 50, it was sold to Gold Belt, of which Dr. Lemay was Director. A complete overhaul was carried out in 1951, at about 3100 hours flying time.
Somewhere along the line, PAA was sold to Percy Bradley, of Kirkland Lake, Ontrio, although the paperwork didn’t catch up to this fact until 31 May 56, several months after Bradley had crashed the machine.
35113 A USAAF Noorduyn C-64A on skis
On Friday, 23 Mar 56, while landing on the snow at the Kapuskasing Airport, with 3 passengers and 720 lbs of freight (camping gear) on board, the starboard ski caught in a rut, tearing off the ski support and causing the starboard wing to drag on the snow. Fortunately there was no spar damage…just the ski support and wingtip…and the total repair estimate was $2500. The accident was blamed on the National Research Council, who had been using the Kapuskasing Airport for tracked vehicle tests, causing frozen trenches or ruts in the snow.
It would appear tht PAA did not fly much between mid-1957 and mid-1959, at which time another complete overhaul was done (at 5218:30 hrs), and the aircraft was sold to Georgian Bay Airways, Parry Sound, Ont on 29 Jul 59.
The next owner, on 19 Jun 63, was Superior Airways, of Fort William, followed on 18 Aug 64 by Holiday Airways, Red Lake, Ontario, who operated PAA for the next seven years.
On 2 Aug 65, while landing at Medicine Stone Lake at the end of the 10-minute flight from Red Lake, PAA sank due to float damage, was salvaged and consigned to the Bordaire Ltd. overhaul shop at Fort Frances for yet another major re-work, at 7109:55 hours time. It was reflown just over a year later, on 10 Aug 66.
In June of 1970, following a further four years and about 500 hours with Holiday Airways, PAA came West at last, and was ferried out from Red Lake to Tyee Lake, B.C. by Jack Hodge, who operated the aircraft in the Smithers area. On 20 May 71, the Norseman was ferried to Campbell River and turned over to Sea Air Pac, of Tofino, B.C., as a fish freighter on the West Coast of Vancouver Island.
Sea Air Pac was a small company operated by R.T. (Bob) Wingen, of Tofino Marine Services, C.T.(Tim) Morton, of Vancouver, and Wing Commander R.G. (Ray) Hebert, a UBC law professor and former CO of the RCAF’s UBC Squadron. Ray is an old friend of this writer, dating back over 30 years to my RCAF Flight Cadet days at UBC. The type of flying done by the Norseman consisted mainly of short 5, 10 and 15 minute freight runs into Tofino from surrounding fishing locations such as Ahousat, Hot Springs Cove, Boat Basin, Queen’s Cove and further afield spots such as Kyuquot and Tahsis, carrying loads of salmon and salmon roe. Typical loads were logged anywhere between 400 and a maximum of 800 pounds of fish. The pilots for Sea Air Pac were W.G. (Gerry) Richards (mainly), Bob Wingen and CMFT member Doug Banks.
Ray Herbert says that the company was short-lived, and was first set up in 1971 with high hopes of cashing in by delivering fresh salmon from the fisherman to the Tofino cannery, and later from Tofino to the major market area in Vancouver, with maximum freshness and minimum loss of weight through dehydration. They had it figured out that they could pay for the aircraft operation in the weight loss saved on the fish…even in terms of 1970’s fish prices! There was also, at that time, a big demand starting from the Japanese for salmon roe.
Ray says that they flew “a hell of a lot of fish the first Summer”, and did pretty well..then they bought a second airplane (CF-SAP, a former USAAF UC-64A Norseman), and things went downhill from there on. They never did fly fish over to the Mainland, relying on trucks for this part of the operation.
One of the first things that went wrong was that, in the Fall of 1971, CF-PAA sank in the Tofino Harbour. Fortunately, the harbour is shallow, and it didn’t sink all the way out of sight, so it was quickly raised and repaired.
Doug Banks arrived on staff of Sea Air Pac, initially as their Norseman Engineer, shortly after CF-PAA sank. Doug says that the aircraft were pulled up onto ramps overnight, but often the heels of the floats were down in the water, with some slop coming over the top and into the rear compartments On this particular morning, PAA was pushed back off the ramp, the tail dipped into the water, the floats just kept right on going in, and she stood straight up and down on the tail, submerged. Only relatively minor damage was caused, to the tail and rear fuselage members, which was repaired following a quick flight over to the shops at Pitt Meadows.
The following season, severe wing spar and rib delamination was discovered, and PAA was once again ferried, by Doug Banks, who was now flying for the outfit, over to Pitt Meadows for overhaul. This flight, on. 31 Aug 72 ran the total up to 7852:7 hrs, and was the aircraft’s last flight to date. One wing was stripped down and repaired, but then the whole mess was dismantled and trucked back over to Tofino, where it sat for a time in the old hangar at the airport, while Sea Air Pac became inactive, until picked up by Ed Zalesky six years ago.
CF-SAP sat around the ramp at Vancouver for several years, until sold to a fellow in Winnipeg, while PAA was sold on 22 Feb 78 to CMFT, less engine, for the grand sum of $1,500, becoming one of the early acquisitions of the Museum’s collection. Restoral of CF-PAA has been awaited for some years, although this was put “on the back burner” again when CF-BSC was obtained in 1983. Current plans are to restore BSC in civil markings (since it was never military), and to eventually restore PAA in its former RCAF configuration.
OMMC Museology Course Course – 1984
by Jerry Vernon
The 1984 Conference and Museology Course of Military Museums of Canada as held at CFB Camp Borden in late August, and was attended on behalf of CMFT by Jerry Vernon, who once again took a week of his vacation for this event.
The 1983 OMMC Conference was held at Royal Roads Military College, where both Jerry and Ed Zalesky attended, putting on their ‘Ed and Jerry slide show and talk! This year, Ed was unable to make it, but time was found to give a brief illustrated update on CMFT activities.
The B.C. delegation, consisting of about 6 or 7 representatives of various regimental and base museums, military collector’s groups and the fledgling naval aviation museum group, travelled to Borden by DND Service Flight, to join approximately 100 delegates…and a few wives…from similar organizations from coast to coast. Also attending were several reps from U.S. military museums.
During the week at Borden, in addition to the usual sand, sun and unpredictable weather, the delegates spent the week listening to lectures on topics as varied as ‘Display Techniques’, ‘Forensic Science and Military Weapons’ and ‘Gifts in Kind re Taxation’. Lecturers also appeared on the topics of the early history of RCAF Stn. Camp Borden and Sir Sam Hughes and the development of Camp Borden as a military base. Interesting tours were taken of the historic military establishments at Penetanguishene, Camp Borden itself, the excellent Base Museum, the Canadian Forces School of Aerospace, Ordnance and Engineering, the Canadian Forces School of Intelligence and Security, historic Fort York and Fort York Armouries at Toronto, and the Royal Canadian Military Institute The tour to the restored village of Ste. Marie Among the Hurons managed to hit the front gates about 2 minutes behind the RCMP’s full-blown rehearsal for the Pope’s Visit!!
Appropriately, in this RCAF Anniversary year, the venue for the events was the historic 60-year old Camp Borden RCAF Officers’ Mess and Quarters. A Mess Dinner was held, where Jerry proved once again that his RCAF blue uniform still fits, after 20 years in the closet.
As in the past, a great many good friends were made for CMFT, and excellent contacts made, not only among the varied museum delegates, but particularly with the staff of the Candian War Museum and the OND’s Directorate of History.
About half a ton of CMFT Newsletters and brochures were handed out and liberally sprinkled around at every Officers Mess, Canteen and AMU in sight. Also, where appropriate, various bar walls are now suitably ‘zapped’ with the CMFT decal.
The annual OMMC event is sponsored by the Canadian War Museum, with much help on transportation, messing and quarters from the DND. Our thanks go out again to Dick Malott of OMMC and the War Museum, for his encouragement to us to attend, and his help over the past year.
In 1985, this prestigious event will be held at Halifax…
CMFT General Meetings
- Nov 15, 1984 8:00 p.m. Bus. & slides
- Jan 17, 1985 8:00 p.m. Business
- Feb 21, 1985 8:00 p.m. Social & speaker
- Mar 21, 1985 8:00 p.m. Business
- Apr 18, 1985 8:00 p.m. Annual General
- May 16, 1985 8:00 p.m. Social
- June 20,1985 8:00 p.m. Business Page 13
Wants and Needs Dep’t
CMFT needs the following items to complete the Museum’s library. We would appreciate donations, but if you can’t bear to part with them, please loan them to CMFT for copying and return.
CANADIAN CIVIL AIRCRAFT REGISTERS NEEDED: 1950 through 1959, 1961, 1969, 1971, 1973, 1974, 1975, 1976, Jun 30/77, Dec 31/77, Mar 31/78, June 30/78, plus all subsequent issues except June 30/91 Vol 1, Mar 31/ 82 Vol I, Jun 30/82 Vol II, Sep 30/82 Vol 1, Dec 31/82 Vol I & II.
REFERENCE LIBRARY MATERIAL WANTED: CMFT welcomes the donation of any aviation-oriented books, pamphlets, magazines, handbooks, manuals, scrapbooks or photos for our library. Tax deductible receipts available for rare or valuable items.
MANNEQUINS WANTED: Old, new, broken, toothless, hairless or with parts missing…we accept them all.
CONTRIBUTORS
JERRY VERNON is a radio telephone engineer and a past-President of the B.C. Professional Engineer’s Association. He specializes in RCAF history and is presently researching the history of aircraft in the CMFT collection.
GUY SYMONDS, 86, is one of our more articulate senior citizens, now residing in Gibsons, B.C. He was an active fighter pilot in 1 and has written of his breathtaking experiences in the CMFT NEWSLETTER and CANADIAN DEFENCE.
KEN SWARTZ recently completed a Graduate Diploma in Communications. He specializes in the history of helicopters in Canada and is Contributing Editor of HELICOPTER INTERNATIONAL Magazine, England.
Stranraer Follow Up
by Jerry Vernon
As a result of the story and press release on the recovery of Stranraer CF- BYJ, put together by Ken Swartz and myself, the Museum has obtained just about the best coverage ever of our activities, not only in the local press, but in a number of aviation magazines worldwide. Consequently, letters and photos keep coming in the mail on the subject of the Stranraers, to the extent that CMFT are now putting together a small booklet, containing all of these anecdotes, recollections and tales on the Strannie, to be printed later. this year and sold for nominal cost. Watch. for it.
One example of the interest was Madeline and Ernest Penny’s letter that was printed in the June Newsletter. When I spoke to Bill Peters about the crash of CF-BYJ, he did not mention the business about the logging boom chains being used as ballast on the Wright Cyclone-powered Stranraers. However, I was told this same story earlier in connection with the crash of Stranraer CF-BYM, which went down on the shores of Sovereign Lake, when it refused to come un-stuck on the takeoff run. Andy Craig said that Bill Peters told him that the “Super Stranraer “needed 400 pounds of logging chain in the rear compartment, and also that an old trapper had found a bunch of boom chain at the crash site of CF-BYM. So..odd as it may sound, the story seems to be true, back in the days when airline operations were not so sophisticated.
Contributions are welcomed as are comments and criticism. No payment can be made for manuscripts submitted for publication in the CMFT Newsletter. The editor reserves the right to make any editorial changes in manuscripts which he believes will improve the material without altering the intended meaning.
Noorduyn Attains Baker’s Dozen
Reprinted from Canadian Aviation, 1937
With serial numbers 14 to 20 inclusive coming through the shops in as near “line production” as Canada has yet achieved, Noorduyn Aircraft Ltd., of Montreal got a lot of publicity last month from their thirteenth “Norseman” CF-BDF, which wa purchased by Skylines Express Limited, and straightway went into service on that company’s daily Montreal-Kirkland Lake and return run. A party of Montreal journalists and photographers were flown over this route in the new machine as guests of Skylines Express on July 21st, and were loud in their praise of both the Norseman and the the organization of the operator. Skylines Express, under the presidency of Jack Moar, inaugurated the Montreal-Kirkland Lake Service only at the beginning of June, commencing operation with a Custom Waco on floats, which was soon found to be too small for the volume of passenger traffic available. Hence the purchase of the Norseman.
Upward of 150 workers punch the clock at the Noorduyn plant daily, and their products have already earned a sterling reputation among Canadian operators, both for passengers and freight. Satisfied customers to date include Canadian Airways, with three machines; Mackenzie Air Service with two; Starratt Airways and Transportation, two; and Wings Limited, Prospectors’ Airways, Dominion Skyways, General Airways and E.& M. Transportation Company, one each. This carries production well into the second batch of ten machines, which can be seen in the factory in progressive. stages of completion, from the almost entirely finished No. 14 at the time this is written to Nos. 19 and 20, the fuselages of which had just left the jigs.
Ambitious plans are under way for the manufacture of both the single-engined biplane and the twin-engined monoplane of Beechcraft design at the Noorduyn plant, the E178 biplane on Edo floats presumably almost ready for the Canadian market.
Beechcraft’s 1937 model E17B embodies a number of improvements over the previous year’s job, including a wider and longer cabin, improved soundproofing, and a more efficient wing section. The windshields are wide for good visibiity and are made of non-shattering glass. Following customary practice in these days of aviation the finish could hardly be improved upon.
Manufacturing and distributing two such highly regarded lines of aircraft as Norseman and Beechcraft, the comparatively young firm of Noorduyn Aircraft Limited appears to be headed for a bright and prosperous future.
Book Reviews
Several new and excellent books deserve a review, but space this Newsletter does not permit. One that must be mentioned is LARRY MILBERRY’S “SIXTY YEARS: THE RCAF AND CF AIR COMMAND 1924-1984”. A must for the serious collector. 450 pages, 8×11″; over 100 color photos, detailed chronologies. On sale in the bookstore at $50.00 plus post
Vancouver Island Report
A lean-to has been added to the storage shed in Victoria, and the material that had been displayed at the two shopping malls is now in dry storage.
The Bowlus Bumblebee Glider, the Flying Flea and the Target Drone have been moved to Vancouver.
A special thank you to all the Vancouver Island members who put in so much time and effort to make the Harbour Public Market and Tillicum Mall displays such a success.
Pete Knowles has “winterized” the Beech 18 at Salmon Arm.
Regular meetings of the Vancouver Island group are held on the third Wednesday of every month, at 7:30 p.m., at the Officers Mess, Service Battallion, Bay Street Armories, in downtown Victoria. Visitors welcome.
Vancouver Island residents are encouraged to become involved in collection, preservation, and display of aviation and transportation material. Phone Peter Knowles, 477-3684.
NOTICE OF MEETING
Canadian Museum of Flight and Transportation, Vancouver Island holds meetings on the last Wednesday of every month at 7:30 p.m., at the Bay Street Armouries. Please use the Field Street entrance. Anyone interested is welcome to attend.
DONATIONS
The following donated artifacts at Victoria Mall displays or via chapter members:
P.M. Knowles, Gary Moonie, John Gough, E.J. Gaul, Mrs. L.R. Willing, Mike Gatey, Mrs. Wright, Tom Holland, F.V. Hitch, Ian
Howie, Dave Reumke, William Helgeson, Don Smith, Gordon Sarjeant, Steve Lyons, G. Hill, Neil Carfra and Larry Orchin.
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.
Newsletter Ads
Your advertisement in the CMFT Newsletter helps to defray publishing costs. A bigger and better Newsletter depends on paid ads, as does virtually every periodical.
Full page is $100, half page $50, and business card space is $10.
Is there anyone interested in selling ads on a commission bases or perhaps as a voluntary project?
CAPA Convention
This year’s convention of the Canadian Aeronautical Preservation Assocation (CA- PA) was held at CFB Shearwater (Dartmouth) N.S. and attended by representatives from aviation museums from across Canada.
Hosts for the convention were the Shearwater Aviation Museum, under curator Martin Hamilton, and the Atlantic Canada Aviation Museum. During the two day event, held on September 27 and 28th, a wide range of topics were discussed by representatives from the eight member organizations attending.
Some of these topics included the criteria for designating certain aeronautical artifacts as Canadian ‘cultural properties’; the disposal of aircraft from Crown Assets; the criteria for qualifying for CAPA membership; and the preservation of historic aircraft files now held by Transport Canada and in danger of disposal.
Other subjects discussed included the implications for museums across Canada if the National Aviation Museum’s proposed private sector fundraising program is put into effect.
While at Shearwater, the Canadian Armed Forces provided accomodation for visiting delegates and meeting space. The convention coincided with Shearwater’s annual airshow. The base, which is home for Canada’s fleet of anti-submarine CH-124A Seakings, also played host for visiting fixed-wing aircraft and helicopters from, the CAF and United States military.
The Shearwater Museum is dedicated to the preservation of Canada’s naval aviation heritage and the present collection includes a Sikorsky HO4S-3, Grumman TBM Avenger, CS-2F Tracker, Banshee and Harvard.
Phil Nelson, of the Canadian Warplane Heritage, in Hamilton, was elected CAPA President during the convention and CMFT’s Rose Zalesky is the new Secretary-Treasurer. The 1985 convention is slated for Winnipeg, and Vancouver will play host during 1986.
CAPA was formed in 1978 as an umbrella organization for aviation preservation groups from across 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 other aeronautical organizations on matters of mutual interest.
Full membership is open to any publicly owned aircraft preservation organization in Canada, and associate membership to any individual or organization which meets membership qualifications and wishes to support CAPA’s efforts.
Membership information available from the Secretary, CAPA, c/o the Canadian Museum of Flight and Transportation, 13527 Crescent Road, Surrey, B.C., V4A 2W1.
Letters
We get letters lots of them, but have room to print only a few each issue.
Many of the recent letters concerned items about the Stranraer. These are being saved for inclusion in a “Stranny Stories” booklet, with lots of pictures. Publication has been delayed so there is still time to send in your stories.
There is no need for your contribution to be a literary masterpiece. Send it scribbled on the back of an envelope, but send it. We’ll fix it up for print. Please include any photos you have of the Stranraer. Any that are not intended as a donation will be returned to you.
Abbotsford ’84
This year’s Abbotsford International Airshow commemorated the Diamond Jubilee of the founding of the Royal Canadian Air Force and the 75th Anniversary of the first powered flight in Canada.
To mark the occasion the airshow featured two Canadian Forces flight demonstration teams — the Snowbirds and the Dragonflies– and an expanded static display.
The Canadian Museum of Flight took five aircraft to Abbotsford this year including our current restoration project, Austin Airway’s former Norseman Mk. V, CF- BSC.
In the sunny skies over Abbotsford, the Fleet Finch, Waco INF and 7/8 scale SE 5 made a flypast each afternoon and later shared the ramp with the Tiger Moth and our customary information and gift shop booths.
Abbotsford is always an important part of the Museum’s year, an opportunity to meet with members of the aviation community, and general public, and an important source of revenue for our restoration projects and aircraft acquisitions.
For the first year, the Museum also held a short Open House at our Mosquito restoration workshop for members of the aviation community who had made a special trip to British Columbia for the Airshow. Among our visitors were members of the CAF Dragonflies helicopter demonstration team and Lieutenant General Paul D. Manson, Commander of Air Command.
Lt. General Paul D. Manson, Commander, Air Command, beside Mosquito (CF-HML).
Abbotsford is always a challenging exercise with weeks of advance preparation, time consumming aircraft assembly and disassembly, and long, but enjoyable hours in the gift shop booth. Thanks to everyone who assisted, and a special thanks to the Zalesky family (Ed, Rose, Mark and April) for their untiring dedication to the Museum’s goals.
409 Squadron 1984 marked the end of 409 All Weather Fighter Squadron’s twenty year residence at CFB Comox, on Vancouver Island. The Squadron has now moved to CFB Cold Lake, in northern Alberta, where it has commenced transition to the new McDonald Douglas CF-18 fighter. The move marks the phasing out of the CF-101 Voodoo after so many years in front line of NORAD service. To Commanding Officer, LCol. Larry Lott, and the entire 409 team, from all Museum members, thanks for the memories…
409 Squadron Voodoo
A BIGGER AND BETTER ONE NEXT YEAR! CMFT Open House a Huge Success
Over 13,000 people attended two Open Houses at the Surrey facility this summer.
On June 23 and 24, 12,000 visitors enjoyed events and transportation exhibits. Food concessions were kept busy while cars lined up more than a mile along Crescent Road to get in. Highlights, in addition to the CMFT collection, were dozens of restored cars and trucks from the Vintage Car Club, Trev Deeley and Dave Mitchell’s antique motorcycles, restored “Indians” from the Laughing Indian Riders, a Transportation Collection fire truck, and parachute “dropins” by the Pacific Skydivers. Hot air balloon rides were provided by Pegasus Ballooning.
Model displays, some in operating mode, by the Riverside Flyers, Radio Controlled Club of B.C., B.C. Society of Model Engineers and the Valley Boat Club were a very popular attraction.
The Western Warbirds, the Swifts, and a “mystery” Fairchild 24 performed flypasts.
tle did it all again on Aug 18th, in cooperation with the White Rock Expo Committee. We received the usual excellent co- operation from other groups, including the Fraser Valley Farm Machinery Association, The Automotive Model Builders Club, and the “Swifts” did another flypast.
Don Lott & Co provided the St.John’s Ambulance First Aid Team.
Merchants from White Rock, Langley and Ocean Park donated door prizes.
Open Houses are a success because of generous contributions and a strong commitment by Museum members and friends. They are an opportunity to involve the community and provide funding for restorations, acquisitions and future exhibitions. Thanks for your help!
Letters
The June, 1983 issue (#21) of the CMFT Newsletter carried an article titled “British Columbia’s Great Air Search for Missing Pilots” which chronicled one of the greatest aerial searches of the 1930s.
Many organizations and individuals gave their time and dedication to search for “Paddy” Burke and his party who disappeared after leaving Liard Post in Junkers F.13, CF-AMX on October 11, 1930, on a charter to mineral claims near Atlin.
Tragedy befell some of the searchers and Burke died of exposure and exhaustion prior to the rescue of his passengers.
The following is a footnote to the story:
The Editor:
I read with interest Elwood White’s story of “BC’s Great Air Search” as my friend Stan McMillan, the well-known northern pilot had a part in salvaging CFAMX. I passed White’s story on to Stan and he gave me the enclosed information as a footnote to the story published. He has also written Brian Burke with the information he has as well as pictures of the salvage operation.
Rev. Harry Meadows Edmonton, # 498
THE SALVAGE OF CF-AMX
When the aircraft had been located the insurace company with whom it had been insured contracted with Wop May’s Commercial Airways of Edmonton for a salvage operation. Stan McMillian who was then flying for Commericial Airways left Edmonton in a Bellanca “Pacemaker” with Robbie Robertson as engineer. Their route took them to Fort Simpson, Lower Post Atlin and then to Whitehorse where they picked up supplies, fuel and skiis for the little Junkers.
They flew to the point in the Liard where CF-AMX was down, Wasson of Yukon Treadwell Company had given them the location. They made several trips between Whitehorse and the downed aircraft ferrying in the necessary supplies and crew. In the salvage party were two pilots: Van de Byl and Joerss, however the latter’s license was under suspension.
They camped near the aircraft for five or six days, dug and chopped it out of the snow and ice. The floats were damaged beyond repair and since the float undercarriage was much higher than the ski undercarriage, they put on the skiis then chopped off the float struts and dropped the aircraft down on its newly installed skiis. After changing plugs, refuelling, and filling the oil tank with hot oil the engine was started and CF-AMX was taxied out and flown to Atlin. The wings were not removed.
Stan has 16mm film of the salvage operation which substantiates his version. It is worthy of note that Stan McMillan had been a pilot of CF-AAD of the McAlpine expedition which the previous year had been the object of Canada’s first great air search.
He recalls one interesting sidelight; the two pilots, Van der Byl and Joerss hassled one another ceaselessly. Joerss had a Luger hand-gun which had been modified with a rifle stock. “Robbie”, Stan’s engineer, an impressionable young Englishman was greatly upset by the constant quarrelling as he was afraid there would be bloodshed perhaps evern murder. Stan, who was thoroughly fed up with both of them gave it as his opinion that the elimination of at least one of them might not be altogether undesireable! This shocked poor young “Robbie” even more. However all the salvage party survived but the aircraft did not survive long but that is a well-known part of the story.
FAIREY BATTLE PARTS TO TRADE
CMFT has accumulated a large pile of Fairey Battle parts. Included are centre sections, firewalls, cockpit sections. All are rusty, but good for templates or display. We also have wing spar pieces, tailplane items, some aileron and flap sections, fuel tank, etc. CMFT will trade all or some to other museums or restorers. Pictures available to serious enquirers. What have you to trade?
IAN GRAY Museum Member Honored
One of the four 1984 recipients of Canada’s most prestigous annual honours, awarded by the Canadian Aeronautics and Space Institute (CASI), for their outstanding contributions and achievements, was CMFT member Ian Gray, of North Vancouver.
Ian Gray, former Chairman and Chief Executive Officer of CP Air, was awarded the C. D. Howe Award for his achievements in the fields of planning, policy making and overall leadership in Canadian aeronautics or space activities. Mr. Gray began his career with Canadian Pacific Air Lines in 1943 and throughout the following years until his retirement in 1983, he took a leading role in tehnical, administrative and executive functions, dealing with all the problems of a developing airline and industry.
In the early years, he was one of the feu Professional Engineers involved with the operating technology of the industry and was responsible for conversion of exwartime aircraft into civilian use as well as development of performance data, pilot systems information, weight and balance syustems, route charts, airport data and other infra-structures which did not then exist.
In the 1950’s, Mr. Gray was responsible for the conversion and introduction into service of C-465 for the Dew Line, Canadair 4 and DC-4 aircraft for the pioneering South Pacific Route, and the introduction of the DC-68 aircraft on that and other international routes. He was deeply involved with the specification development of the Dellavilland Comet and was responsible for bringing the Bristol Brittania aircraft into service with Canadian Pacific Air Lines, the first large turboprop in Canadian skies. Mr. Gray also Page 22 oversaw the introduction of the Boeing 747 into service. As President and Chief Executive Officer, a position he held from 1976 to his retirement, he led CP Air through a number of profitiable years before the economic slump of the 1980’s
He is a Fellow and Past-President of CASI.
Other CASI awards went to: – the late Colonel G.N. (Ned) Henderson, former Deputy Commander of the Maritime Air Group – the Trans Canada (McKee) Trophy, for outstanding achievement in air operations, including the CC137/CF-5 air-to-air refuelling project, the new fighter project (CF-18), and as CD of the Aerospace Engineering Test Establishment, CFB Cold Lake. Col. Henderson was killed in a T33 crash at Peggy’s Cove, N.S. in 1982.
– Dr. William R. Franks, 0.8.E. – the McCurdy Award for outstanding achievement in art, science and engineering. Dr. Franks is best known for the invention of the first anti-G suit (the Franks Flying Suit) and the design of the RCAF Human Centrifuge, in Toronto.
-Frank H.A.Mee the Romeo Vachon Award for outstanding display of initiative, ingenuity and practical skills, for his part in the development of the Canadarm, currently being used in the Space Shuttle Program, and his invention of the Spar STEM (Storable Tubular Extendable Member).
Lancaster Nose Turret
CMFT HAS A NASH & THOMPSON FN-5 HYDRAULIC TURRET AS USED ON MKI 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.
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:
Arthur R. Cassidy, Glen 0 Mason, Roderick J. Fraser, Ron Walton, Dave Jantzen, Greg Ursell, L.G. Olson, Ken Gallant, Edw H Fetherstonhaugh, Robert Pilgrim, Robert L. Baldock, Roderick I. Smith, Ernest P Penney, D.F. Jackman, Larry Coonce, Tony Giesbrecht, H. Hinson, A. R. Colson, Gloucester, Ont. Benny Rovatti, Ken Dimond, L.M.Vern Yastremski, Kandy Besse, J.A. Brown, Harvey Henderson, Tofino, R. J. Bedwell, Bart Ramsay, Len Brideau, Kapuskasing H.G. Wolverton, L.Roy Edwards, Jim Henly, Alain Goulet, Syndey Band, Walter Schaefer, B. Biggs, Richard Ruf, Robert (Cliff) Parker, N. Lee McIntyre, Doug Handford, Frank Kennelly, Jack Lawson, Bellingham, John Dapp, Larry S. Colby, Ian MacLennan, Ed leGentil, Mike Allen, Jonie Rentmeester, Chris H. Snelgrove, Stan A. Vivian, Duncan Reid, Harold A Olson, Robert Steeves, Dieter A. Schmidt, Phyllis Miller, John Cambruzzi, Dave W. Vine, C W. Smith, Jim Sheat, Erik Pedersen, Doug Hennessy, Gwen Hennessy, Bryan Colwell, Genni Gunn, Simon Gunn, Pearl Dimond, Robert Davies, W. Robert Wormold, Arlene Nolan, Michael Nolan, Gordon Jackson, W. Pierson, Summerland, Susan Rowntree, Alan D Evans, Sherwood Park, Dan Karr, Carey Matthews, John A Hofman, Clackamas, Oregon, Ray Cantarutti, Rossland, George A Fowlie, Yarrow, Susan H Fahey, Leonard Higgs, Sechelt, Dr. HBS Cooke, Merill Bowes, Gibsons, Mary Louise Bowes, Gibsons, John R. Sherrett, Lorne Mutter, Hans Andriesse, W. Allen McLaren, Donald L Pope, Daryl McIntosh, JC Hamilton, Michel Lacroix, Wm J Patterson, RS Petite, Smith, Alta. Bob Culver, Kamloops, B.C., B. Milns, Keith Mathison, Calgary, Gordon Ross, Grant T Hopkins, Harry Detwiler, Lt. Gen Paul D Manson, Gilbert W. Franklin, John R Underhill, R Manning, Stephen D DeLaat, Richard Frankish, Aubrey Weeks, Robert Bishop, Brampton, Ont., Jeff Denny, Comox, Ron Burton, David W. Bell, Victoria, Debra L. Harford, Victoria, B.C., Richard Coulter, Galiano, Lucie Dubois, Montreal. (incl #1069)
“Follow Me”…
DELIGHTFUL CARTOON HISTORY OF AVIATION ON DISPLAY AT THE ROBSON SQUARE MEDIA CENTRE, VANCOUVER B.C., OCT. 10TH TO 18TH.
CMFT, in conjunction with LUFTHANSA GERMAN AIRLINES and THE GOETHE INSTITUTE, sponsored a display of 111 cartoons depicting the history of aviation.
Anyone who has ever flown could relate to the situations depicted with gentle humor. Language is no barrier.
RECOGNITION CORNER
WHAT IS IT? Answer elsewhere in this issue… (Courtesy of A. Christoffersen, Victoria)
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 colorful aviation history.
Some of the donations were sizeable, while others were very minor. All are welcomed and cherished. Please continue to support the Canadian Museum of Flight through your donations of artifacts, photos, clothing, medals, memorabillia, log books, clippings and souvenirs. Anything aviation is welcomed, along with building materials, office equipment and supplies, shop equipment and supplies, display cases and stands, mannequins, and of course, cash.
While priority is being given to the collection of aviation materials, we also welcome material related to rail, auto, marine, motorcyle, bicycle, or any other form of transportation.
The goal of the CMFT is to display, in a living mode wherever possible, examples of all modes of transportation, together with attendant small artifacts and subject material.
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.
Support your local museum. CMFT has at present very limited display area, but a permanent home with adequate and innovative displays will be a reality soon, and we will need lots of material to display.
For items donated since our last newsletter, our special thanks go to
Larry Thompson, John Moutray, Jerry Vernon, Bill Thompson, Ron Stunden, Ron Krywiak, Tony Sandhurst, Boeing Archives, Viggo Petersen, A.J. Rhodes, Stonewall Jackson, Gerry Van Humbeck, Ted Harris, Don McNeely, Bob Skowronski, Karl Frisk, Vern Bethel, Ray Kirkby, Earl Gerow, A.T. Pearson, J.S. Thom, Flo McGowan, Dr. Harold Wolverton, Mrs. Mary Parker, Kathy McQuitty, George Smith, Ron Krywiak, Mark Perry, Dave D. Davis, Clare S. Ash, Galvin Desharnais, Jack Gibson, Roy Briscoe, Lee MacIntyre, L.A. Love, Jack Wilson, Joe Bertalino, Jim Ridout, Alan A Olson, Mike Gatey, Lois M. Ross, Ron Krywiak, G.A. Law, F. William Gosse, Ron Hagan, Roy Bourgeois, Ian Geddes, Joseph Cassan, British Aerospace, Jeff Prithchard, Burton Cairns, E.A.. Dickenson, Mrs. Elizabeth Skelton, W.L. Duncan, Bill Person, W.H. Poliquin, Rose Zelesky, Arch Baillie, Airplane Supply Centre, Cam Chain Co. Ltd, Vancouver Public Library, Ken Swartz, Jim Spilsbury, Newall Smith, Ken Russell, C.P. Air, G.S. Peabody, Dan McGowan, Neil Holmes, Don Campbell, Gordon Croucher, Frank Coulter, C.R. Goguillot, Kieth MacIntosh, Howard A. Jones, Roy Briscoe, Milo DeAngelis, Tony Neyedli, Marian and Allan Fraser, Brian Wood, A.M. Feast, Lock Madill, Walter Schaeffer, F.S. Chorney, L.G. Olson, Inky Klett, Graham Wragg, Brent Wallace, A. Noble, Mac McNalley/Don Michaels, Mrs. Pat Brown in memory of Herb K. Brown, V. Thompson, Rose Zalesky, Hangar Bookshelf, Uwe Schmidt, Lock Madill, Anonymous, Gary Moonie, Murray Lundberg, Mansell I. Barron, Duncan Kennedy, C.R. Coguillot, Wayne Cromie, Mars Tarnowsky, Stuart Small, John Watt, A.C. Logan, Don Bese, King Perry, C.G. Holmes, Walter’s Ski Shack, Chuck
Wilson, James D. Camden, Harvey Miller, Craig Beachy and Terry Salter, Mike McDonagh, Jack and Madge Lawson, Tony Neyedli, Ted Harris, Frank Stevens, K&D Furniture, April Zalesky, Malcolm Farren
Other material has been dropped off in the shop or with one of our members, with out office staff being specifically notified. The result is that no paperwork has been done, and we are unable to acknowledge receipt. Please drop us a note or phone if you have donated something and don’t see your name listed here or in previous newsletters.
List does not include those generous people who dropped cash into our donations barrell, nor those who included an extra $5, $10, $20 or more with their membership renewals. Your continued support through keeping up your membership dues is vital and instrumental in CMFT’s continuing its rapid growth. Thank you all!
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.
TILLICUM MALL IN VICTORIA DISPLAY.
The “Boly” nose and WWII airman attracted many visitors. CMFT’s Vancouver Island members put on displays at the Harbour Public Market and other Island Malls, in addition to the various projects underway at the storage building in Saanich. Island residents are encouraged to attend general meetings. Phone Pete Knowles at 477-3684 for details.
CANADIAN MUSEUM FLIGHT Snoopy has saved the day again! Ask Snoopy about his “forced landing” at Open House.
CMFT encourages members and friends of the CMFT to contribute articles, announcements, photos and artwork for the Quarterly newsletter….on any subject related to aviation from ballooning to jets.
If you have a good story to tell, but are not a professional writer, or have trouble getting started, why not select a photograph from your collection to prime the pump. Scribble out the gist of the story, or phone, and we’ll help you. Or, send your story in rough draft, handwritten or typed, or on tape.
We all love photos, so include snaps or photographs to illustrate your story. They will be returned to you.
CMFT does not pay for contributions and reserves the right to edit material.
Minutes GENERAL MEETING SEPT 20, 1984
42 members and guests present. Minutes of June 7,84 meeting adopted.
Reports:
BCAC: Delegate Bruce Duncan reported on current activities, coming conference.
BOUNDARY BAY SITE FOR MUSEUM: Report of rumours that site being considered for Transportation Museum complex.
FALL DINNER: Set for Oct. 20. Cost $8 St. Paul’s Church hall on St.Albans Rd Richmond. Happy Hour 6 pm. Dinner 7 pm.
BEECH CF-CKT: Seized by MOT. CMFT must pay fees and tiedown. Still require special wrenches to take wings off to move aircraft.
FAIREY BATTLE: Roy Briscoe on way to get Battle parts, Harvard centre section from Que, Ont. Cost to be shared by outside parties.
TRUCK: Will try again to bring.
GORDON PETERS: Member very ill in Richmond General Hospital.
STRANRAER: More of BYJ located in 140 ft. First aid kit recovered. Wing sec tions too deteriorated to recover.
TIGER MOTH AT EXPO PREVIEW CENTRE. Off.
STEAM ENGINE: A 1929 steam engine from the IOCO plant has been donated to CMFT.
ADJOURNMENT: 8:50 P.M.
ENTERTAINMENT: Robert Stitt gave a halfhour slide presentation of flying in New Guinea. Very well presented and researched, with excellent photos. Well done!
C9 see centre page “Recognition Corner’ airplane is the Airspeed “Courier”, world’s first production light aircraft with retractable gear.
M. & A. Installations Ltd. · Complete Glass Installations – – Skylights Store Fronts Mirror Walls FRANK STEVENS Bus: (604) 580-6252
Merry Christmas Happy New Year from ED, ROSE, MARK & APRIL ZALESKY. Thanks to all CMFT members and supporters. With your co-operation and help, CMFT has achieved tremendous growth. The break should come soon on a permanent home. You are the ones who are making it possible.
BETA INDUSTRIES LTD. “Abrasive Specialists” 32 WEST 5TH AVENUE VANCOUVER, B.C. VOY IHS 873-4894 TELEX: 04-507871 A. B. (BRUCE) DUNCAN
(604) 854-5759 Barnstormer Enterprises POLY-FIBER AIRCRAFT COVERING SUPPLIES AIRCRAFT COVERING & PAINTING SERVICE Werner Griesbeck 2442 Lilac Crescent, Abbotsford, B.C., V2T 1P6
Joe Chesney Canada Permanent Trust Company/Realtor 20269 Fraser Highway Langley, B.C. V3A 4E7 Office: 530-4111 Residence: 888-3281 Toll Free: 520-1455 The Permanent
R.N. (BOB) CUTTING OSPREY ENGINEERING 11900 OSPREY DRIVE RICHMOND, B.C. V7E 356 Telephone (604) 274-1005
STUART MCANINCH DON’S ART FRAMES MINATO VILLAGE 3900 STEVESTON HWY. RICHMOND, B.C CUSTOM PICTURE FRAMING EMBROIDERY STRETCHING ORIGINALS PRINTS
Commissions Accepted MICHAEL T. SKINNER Aviation & Historical Artworks 4114 West 10th Ave. Vancouver, B.C. Canada V6R 2H3 (604) 228-9913
We Repeat…
you can be a part of the effort to insure that our priceless relics are preserved and properly cared for through future generations if you include in your will a bequest to the Canadian Museum of Flight and Transportation. You may bequeath cash, securities and real or personal property to the permanent Endowment Fund where the income from your memorial will continue helping to support the museum. Or you may choose a special purpose such as constructing buildings, acquiring important relics, the reference library, or renovation or restoration of an exhibit.
You will find that a living trust will secure your wishes while providing income for you or your designate for the rest of your lives.
Think of the Canadian Museum of Flight and Transportation as you look to the future.
De Havilland of Canada Tiger Moth, RCAF 5875, C-GMFT, Is seen here at this year’s Abbotsford Airshow. The aircraft was the Museum’s 1983 restoration project. Photo: Ken Swartz
THE CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION 13527 Crescent Road, Surrey, B.C., V4A 2W1, Phone 531-2465
SPECIAL RESOLUTION Proposed Changes to the Constitution
An Ad Hoc Committee of your Board of Directors has completed an extensive review of the Association’s Constitution. The Constitution sets out the basis for the Museum’s incorporation in 1977 under the Society Act as administered by the B.C. Ministry of Consumer and Corporate Affairs. This review brought out the need for several changes in the By-laws concerning the following areas:
- – management of membership records
- definition of quorums
- disposition of assets upon dissolution of the Museum
- changes in wording to parallel similar statements in the current edition of the Society Act.
- increase in the quorum of Directors from 4 to 11.
Our Constitution currently requires that the membership be given 7 days notice of a Special Resolution and that approval of the Resolution requires a 2/3 majority vote. In order to give you more time to review the many proposed changes (and allow for postal delivery), the 14-day period specified in the Society Act has been adopted. Similarly, because of the importance of the proposed changes, the 3/4 majority vote provided in the Act will govern. Copies of the current Constitution will be available at the General meeting or at the Gift Shop prior to the meeting.
PROPOSED CHANGES
By-Law 4(a); ORIGINAL: The following charter members of the Association shall be appointed to and remain in office as Directors of the Association for life unless the directorship of any such person so appointed as a life director shall be terminated by reason of physical or mental inability to continue in office or by due process taken under the terms and conditions of the Societies Act or of these By-Laws CORRECTION: Add the following to beginning of “The following etc”: “There shall be 20 Directors, other Directors (etc)”.
By-Law 4(b):, ORIGINAL: “Other Directors not being lifetime directors shall be elected by the members of the Association in an annual election, to hold office until thier successors shall have been elected and qualified or are removed. Each member of the Board of Directors shall be a member in good standing throughout his term of office. (etc.)”. CORRECTION: “There shall be 20 directors, other directors not being lifetime directors (etc)”.
By-Law 4(d): ORIGINAL: Vacancies on the Board of Directors, however caused, may, so long as at least (4) Directors remain in office, be filled by the Directors from amount the qualified members of the Association if they shall see fit to do so. Otherwise, such vacancies shall be filled at the next annual eletion of the Directors for the ensuing year; but if less than four (4) Directors remain in office they shall forthwith call a meeting of the members to fill the vacancies.” CORRECTION: Change “four (4) directors” to “eleven (11) directors”.
By-Law 4(e); ORIGINAL: “A quorum of Directors shall consist of not less than four (4) Directors for the purposes of transcting the business of the Association. etc) Director’s meetings may normally be called by the President or Vice-President or by the Secretary under the direction of either of them or the direction, in writing, of any other two Directors. Notice of such meeting shall be delivered to each Director not less than one day before the meeting is to take place or shall be mailed to each Director not less than two (2) days before the meeting is to take place. (etc.)” CORRECTION: In line one change “four (4)” to “eleven (11)”. Reference line concerning notice of meeting, change to “not less than seven (7) calendar days”
CHANGES TO THE CONSTITUTION
Item 2 (a):
ORIGINAL: “To establish and operate a museum or museums specializing or generalizing in the history and technology in the history and technology of aircraft of all sorts and the history and technology of other forms of transportation and the arts, sciences, trades and crafts thereto related; in the Greater Vancouver and Fraser Valley area of the Province of British Columbia. CORRECTION: Delete “the Greater Vancouver and Fraser Valley area of” Item 2 ADD NEW
ITEM 2 (e): To ensure that in the event of dissolution or wind-up ofthe Society all its remaining assets, after payment of liabilities shall be distributed to one or more recognized charitable organizations of like nature and similar aims and goals in Canada as the Directors shall see fit.”
BY LAWS
Part 1 (interpretarion section)(b) ORIGINAL: “When construing the by-laws, reference shall be had to the Society Act and words and expressions used in the by-laws shall, (etc)” CORRECTION: Change “Societies Act” to “Society Act”.
Part 2.1 ORIGINAL: “The members of the Assocition are subscribers of the Constitution and By-Laws, and, subject to approval as herein provided, include every person who becomes a member. All applications for membership shall be submitted to the Board of Directors and, upon approval by the Board, the applicant shall become a member.” CORRECTION: Change “submitted to the Board of Directors……become a member” to: “processed by an appropriate officer and if complete and satisfactory the member’s name shall be added to the Register of Members.”
Part 2.2 ORIGINAL: “A member shall be in good standing when he has paid his current membership fees. Upon the failure of any member to pay such membership fees, the Directors may cause the name of such member to be removed from the Register of Members, but such member may be re-admitted to membership by the Directors thereafter upon such terms and conditions as they shall impose. The membership fees shall be determined from time to time by a general meeting of the Association. Any member who desires to withdraw from membership in the Association may notify the Board of Directors in writing to that effect and on receipt of such notice by the Board of Directors the member shall cease to be a member.” CORRECTION: Change “in good standing……as they shall impose.” to: “struck from the Register of Members if he fails to pay his current membership fees. A grace period of 4 months is permitted. Such member may be re-admitted upon application and payment of the membership fee.” CHANGE “may notify the Board of Directors in writing” to “many notify the appropriate officer of the Association” Change “such notice by the Board of Directors the member shall cease to be a CHANGE. to “such notice the member’s name will be struck from the Register of Members. No portion of the membership fee is refundable to the resigned member. ORIGINAL: The Directors shall have the power by a vote of three-fourths (3/4) of those present, to expel or suspend any member whose conduct shall have been determined by the Directors to be improper, unbecoming, etc.” CORRECTION: ADD, after “those present” the phrase at a quorum of Directors.” ADD the final paragraph: A member who has been expelled or suspended can only be reinstated by the Board of Directors under such terms and conditions set by the Board.”
2.3 ORIGINAL: “A quorum for the transaction of business at any general meeting of the members shall consist of not less than two-thirds (2/3) members present in person. Every member in good standing personally present shall be entitled to one vote and corporations shall be decided by a majority of the votes of the members present. CORRECTION: Change “two-thirds (2/3)” to fifty (50). CHANGE “and corporations…the members present” to: “by personal attendance or by written proxy. Resolutions shall be decided by a majority of those present.”
5. Exercise of borrowing powers. ADD new paragraph: “Debentures permitted in the Society Act must be authorized by Special Resolution.”
8. Alteration of By-laws by extraordinary resolution. ORIGINAL: “Alteration of By-Laws by extra-ordinary resolution, stating requisite majority. The By-laws of the Association shall not be altered or added to except by an extra-ordinary resolution of the Association. For all purpose of the Assocition, “extra-ordinary resoluton” shall mean a resolution passed by a majority of such members entitled to vote as are present in person at a general meeting of which notice specifying the intention to propose a resolution as an extra-ordinary resoluton has been duly given, such majority being two-thirds (2/3).” CORRECTION: Change “extra-ordinary resolution” to “special resolution” in the four places it appears. ADD: “or by proxy” after “as are present in person” CHANGE: “being two-third (2/3).” to “being 75% of those present or voting by proxy.”
9(a) ANGE CHANGE “extra-ordinary resolutions” to “special resolutions”
ORIGINAL: “The funds of the Association shall be deposited into an account established for that purpose at a branch of a Canadian Chartered Bank.” CORRECTION: add: “or Credit Union.”
OCT. 20, 1984