Museum Newsletter

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION No. 21 June, 1983

ZENITH 5555 -See Page 4

President’s Report

This has been a year of unprecedented growth for the Canadian Museum of Flight and Transportation. As Canada weathers its worst economic crisis in 50 years, the museum has managed to surge ahead, thanks to the strength of our volunteer organization and the numerous contributions of individual members and supporters. While we didn’t accomplish our ambitious goal of having our own facility, our resolution is that this should be a reality by this time next year.

The museum has an option on the Fort Langley Airport and is raising funds for its purchase.

Fort Langley was established in 1827 as the first Hudson’s Bay post on the Pacific slope. Today, it is the site of the Fort Langley National Historic Park and the home of the B.C. Farm Machinery Museum, with the town itself in the midst of a heritage revitalization program.

The airport, just two kilometres away, has a grass runway and float-plane facilities on the Fraser River, making it ideally suited for both the display and demonstration of Canada’s early aeronautical heritage. As an operational airport, revenues will give the museum an independent funding base and sufficient land and facilities to make the site ideal for the location of other transportation museums. The airport is sandwiched between the CNR mainline and the Fraser, making it possible to construct a spur for a railway museum and freshwater moorage for historic vessels.

The last Newsletter suggested that members support the Fort Langley purchase fund by making available interest-free loans to the museum. Many loans are already in, along with several outright grants. Make your financial pledge now, and remember, that monies will not be required until the deal is concluded.

COVER PHOTO: 6,000 gallons of water drop from the belly of a Martin Mars, the world’s largest operational flying boat. Forest Industries Flying Tankers owns the two surviving Mars and uses them to fight forest fires from a base at Sproat lake, B,C. Photo: MacMillan Bloedel.

It has been six years since the museum was incorporated as a non-profit society and twelve years since the idea of CMFT was spurred by a small band of five. Those early years were marked by repatriating Canada’s last aeronautical treasures, and we have now entered a new phase with an active restoration program. The museum aircraft collection has continued to grow and is now ranked as the third largest of any museum in Canada.

Two flying aircraft, a WW1 SE5A replica and a Gruneau Baby glider, have been added to the collection, as has the Pacific Vocational Institute’s former Piasecki HUP-3 helicopter, fully operational and repainted in original Royal Canadian colours.

A number of airplanes have been hauled to the Surrey storage site since last summer, including a Bolingbroke from Manitoba, parts of one from Alberta, a derelict Anson from Saskatchewan, a Vampire from Kapuskasing, Ontario, and a Piasecki H-21 “Workhorse” from Fort St. John. Several more trips are planned for this summer and the salvage of the last surviving Vancouver-built Blackburn Shark torpedo bomber has just been completed.

Thanks to the volunteers who have given of their time, money and equipment to make this all happen. Thanks especially to Bill and Wilma Thompson whose truck – and Roy Brisco’es trailer – have travelled thousands of miles on behalf of CMFT and recently the Pacific Vocational Institute-the Thompson’s are always there when something needs moving or hauling.

Vancouver Island members have built a storage building, and the Lower Mainland restoration workshop has been completed with donated and loaned shop equipment installed.

The first shop project is the Tiger Moth -RCAF #5875, now well on the way to completion. This is being done through a Manpower-Ministry of Labour grant employing laid-off aircraft apprentices. It is a success only because of the long hours and hard work of volunteers who oversee and help. Our sincere thanks to these men. (See elsewhere in this newsletter for details). Dave Smith has a crew working on the Vampire in one corner of the shop and Wayne Cromie is still working on the Boly nose at home. The Mosquito project is coming along, although there is still a great deal of work to do. We’ll try to arrange another open house to view this fall, but please do not drop out at any other time. The crews are there to work, not to conduct tours for drop-in visitors.

Jim Cline took a small display to the Chilliwack fly-in last May and the Jackson family looked after the langley Days affair. The Richmond Square shopping mall and the Guildford Town Centre mall displays were the most successful of the several ran last year.

The Open House in July was a huge success with over 800 people attending and we cannot thank enough the many volunteers who made it all possible. This year’s Open House is scheduled for June 26 a Sunday – in conjunction with the Vintage Car Club Rally. (More details elsewhere in the newsletter).

A very successful display was held at Mayfair Mall in Victoria by the Vancouver Island members, who were also at the Nanaimo Air Show. The Abbotsford Air Show, as usual, was very successful, thanks to the hard work of members. It is our major source of revenue each year. Plans for this year’s display are already underway.

Preserving a Vulcan

For the last 20 plus years the Vulcan has been the symbol of the Abbotsford Air Show. A Vulcan will fly again at this years Air Show and an opportunity apparently exists for this aircraft to remain in B.C. CMFT is willing to sponsor the erection and maintenance of a Vulcan as part of our collection. Let’s not let this unique opportunity slip away. Your letters of support to the Abbotsford Air Show Society, or the Museum are needed now, do it today!

The Fall dinner meeting and barbecue in the newly-opened shop was well attended. and lots of fun.

CMFT directors attended a Military Museums Symposium in December, and two directors attended the annual Canadian Aeronautical Preservation Association Conference (CAPA), held in Hamilton, Ontario, in June. CMFT has agreed to host the 1983 CAPA conference here for the 16 member groups which include the NAM as well as all the other aviation museums. The date has been set for July 21, 22 and 23, and will tie in a visit to the Pacific Museum of Flight (the “Red Barn”). in Seattle. We’ll be needing help in organizing that affair to make it a success, so those of you who can help in any way please get in touch.

The Pacific Vocational Institute Symposium again through Henry Justesen, Chief Executive Officer, and Gordon Dupont, Sea Island Principal, provided space for a display, which, as usual, was a success. Displays of this sort all help to make CMFT better known, but equally important is the word of mouth support of members “talking CMFT up.’ whenever the opportunity presents itself. We are invited to make presentations and speeches at an increasing number of functions, which also helps to spread the word.

We’ve progressed a long way from the time, in 1971, that 5 people got the bright idea to start CMFT. We’ve passed the 700 mark in membership and we’re becoming both nationally and internationally better known with regular publicity. It has come about only because of members’ and others support, and hard work on the part of many participating members and a great deal of work and time on the part of a small core of members. It is important and imperative that we all work. together, in co-operation. We’ve got the makings of one of the best museums in Canada, and we’ll soon be on the map as a major attraction for visitors from around the world.

Please continue to help us achieve our aims and goals. Your valued membership and help is appreciated.

Typeset by MUSEUM PRESS

ZENITH 5555 Where There’s Smoke There’s…

Fire is generally beneficial to man. Even in the forest it is often put to useful work. But when a forest fire burns out of control, the results can be devastating.

In B.C., over the last 10 years, there has been an annual average of 2,400 fires in which an average $230,000 acres of forest burned. The cost has been tremendous: loss of animal habitation, loss of marketable timber and the onset of soil erosion.

The heavy expense of fire suppression also contributes to this cost.

Once a fire has started, a highly trained crew of firefighters swings into action. Helicopters transport initial attack crews close to the blaze. Air tankers are used to drop a mixture of fire retardant and water to slow the spread of flames. More helicopters and sometimes float-planes are used to bring men and specialized equipment to the scene. Men using shovels, axes and power saws work to clear fire breaks, often alongside bulldozers and other heavy earth-moving equipment. In this way, most fires are gradually contained and extinguished.

The effectiveness of these fire control measures can be greatly enhanced by early detection. Fortunately, wherever there are careless people to start fires, there are usually conscientious people to report them. To this end, the B.C. Forest Service has introduced the Zenith number, encouraging members of the public to call the operator and ask for Zenith 5555 when a forest fire is spotted.

The Zenith number is just one aspect of the B.C. Forest Service’s attempt to protect provincial forests. The Forest Service was formed at the turn of the century with a mandate which includes forest fire detection, suppression and prevention. Since that time, it has established lookout posts. firefighting forces and an extensive educational campaign aimed at increasing public awareness of fire safety.

But when prevention fails, early detection is essential. Every year, many forest fires are first discovered and reported by members of the general public. This type of prompt action greatly. assists the provincial fire control program. Anyone discovering a fire should immediately notify the nearest police station, B.C. Forest Service office, or call 0-Zenith-5555.

THE CATALINA AND CANSO were first converted to fire-bombers by Field Aviation. Outfitted with internal water tanks, the aircraft can refill them simply by lowering hull-mounted water scoops and skimming the surface of a lake. Among the world’s largest operators of the aircraft are the Governments of Quebec, Ontario’s Avalon Aviation, and Sidney, B.C.- based Flying Firemen, owner of CF-FFW, pictured above. Photo: Kenneth Swartz.

THE MARTIN MARS Canada’s Largest Flying Boat

Fire can be caused by lightning, a cigarette butt, a friction spark from a logging machine, or even by sunlight magnified through a bit of broken bottle. Convincing people not to litter and to take proper campfire and equipment. precautions can reduce the occurrence of forest fires. But lightning can’t be persuaded not to strike, nor a summer to be wet, so you have to stay ready for the enemy, with the strongest weapons and fastest methods available. One of the best is a guerilla tactic: fight a fire as nature would, by dropping water on it.

Some tanker aircraft were used for this in the U.S. by the 1950s-DC-7s able to drop 1,300 gallons of water. But these were land-based at specially-equipped airports. British Columbia’s coastal forests with their many lakes and inlets seemed more suited to some sort of flying boat.

In 1959, after several disastrous fire seasons in a row, a group of B.C. fire control experts heard that the biggest flying boats ever flown operationally were about to go under the wrecker’s hammer. Macmillan Bloedel took the initiative and formed Forest Industries Flying Tankers, along with B.C. Forest Products Ltd., Pacific Logging Company Ltd., Tahsis Company and Western Forest Industries Limited, which today represents the combined fire-fighting forces of five major B.C. forest products companies operating on Vancouver Island and the southwest mainland of the province. The new company then purchased all four of the world’s only fleet of mighty Martin Mars aircraft.

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.

Designated PB2M by the U.S. Navy, the Martin. Mars Patrol Bomber was first flown in July, 1942. The prototype (XPB2M-1) had provision for bow and tail turrets, was powered by four 2200 hp R- 3350-18 engines and had a crew of 11. It was converted to troop configuration (XPB2M-1R) in December, 1943, and became the prototype for the JRM version. Following this conversion, the navy placed an order for 20 modified JRM utility transports the modification being replacement of the original engines with four 2300 hp R-3350- 8s. The end of WWII brought the cancellation of 15 aircraft; four were built as JRM-1, which differed from the XPB2M-1R, mainly in having a single fin and rudder, and one as JRM-2 having a higher gross weight. Eventually all JRM-1 aircraft were brought up to JRM-2 standards, becoming JFRM- 3.

The Martin Mars is still the largest operational flying boat in existence. Even the FIFT pilots admit that their first reaction to the aircraft was one of awe at its enormous size. The tip of the plane’s tail is almost 50 feet above ground, about as high as a four- or five-storey building. The wing span is 200 feet, the length of a city block. The flight deck alone could be a studio apartment; it’s connected to the lower deck by a long circular staircase..

Originally, five of them were produced and used for troop and cargo transporters by the U.S. Navy. In ten years of service, they established the world flying boat lift record of 68,327 pounds and logged some 87,000 accident-free hours. With the proliferation of faster jet aircraft, the propeller- driven Mars were declared obsolete in 1956. But the type was ideally suited to conversion to water bombers, so FIFT purchased the four surviving aircraft-ironically, the USN had lost one of them in a fire-and turned them over to Fairey Aircraft of Canada for modification.

A fibreglassed Douglas-Fir plywood tank able to carry a water load of 6,000 gallons was installed in the cargo area. (In a later conversion, some of the fuel tanks were replaced with water tanks). Pick-up probes or scoops were designed to with-stand the tremendous strain of taking 30 tons of water into the tanks within 22 seconds, so the plane could load simply by skimming a lake surface at 70 mph. A thickening agent in the tank turns the water to a slippery gel which holds together as it falls and coats trees over about 3½ acres. To be effective, the load must be dropped from a height of just 150 to 250 feet.

To the end of 1976, the Mars bombers had dropped nearly 19 million gallons of water on B.C. forests, quelling from 12 to 22 fires each year During a fire crisis, the huge planes can be in the air within 20 minutes of notification, and make 6000-gallon drops every 15 minutes-like dumping more than 27,000 one-litre milk cartons at once!

The acreage destroyed by fires each year has been dramatically reduced. A recent study demonstrated that one fire successfully quelled with the bombers’ help would have taken a ground crew of 100 fire-fighters alone at least 5 more days to put out, losing an additional 275,000 cubic feet of timber if the aircraft had not been available.

A crew of four operate the Mars water bomber: pilot, co-pilot, flight engineer and flight mechanic. Only highly-experienced pilots can fly the huge aircraft over mountainous, blazing forests at extremely low altitudes, with visibility often severely restricted by smoke. It takes a special kind of skill and temperament. During a fire, they may be called upon to do quick turn-arounds under such conditions for two 52-hour shifts a day. Pilots join FIFT with an absolute minimum flying time of 7,000 hours, mostly on water-based aircraft on the B.C. coast.

Like any fire department, FIFT can’t compromise on the safety and operating efficiency of its equipment. The company purchased enough surplus parts and engines to keep the Mars operating almost indefinitely. Thirty spare engines are kept stored in pressurized containers. About two engines a year are replaced. FIFT engineers and mechanics maintain these, as well as the planes, in peak working condition.

SPECIFICATIONS

Over-all length	120 ft.
Height	48 ft.
Hull beam	13.5 ft.
Hull draft	5.5 ft.
Wing span	200 ft.
Gross weight	162,000 lbs.
Water load	60,000 lbs.

Operating Data

Cruising speed to fire	175 mph
Drop speed	120 mph
Landing approach speed	110 mph
Touchdown speed.	80 mph
Fuel consumption (cruise)	450 gph
Fuel consumption (operations)	650 gph
Fuel capacity	11,000 gals.
Operational duration (normal)	5½ hours
Area covered single drop	3 to 4 acres
Dimension of drop pattern	250×800 ft.
Drop height (desirable)	150 to 250 ft.
Full tank load	6,000 gals.

Remember the Stranraer?

r. Jim Spilsbury, founder of Queen Charlotte Amines, would like to hear from all former employees of QCA. A history of the airline is being written, and a company reunion is being planned.

Leave your name and address with the museum, or contact A. 1. (Jim) Spilsbury directly, ar 6691 Madrona Crescent. West Vancouver B.C V7W 219, (604) 921-7553.

Policy

Every letter, newsletter or other communication throughout the year contains a return envelope or other form of solicitation. We urge you to use these forms to recruit new members and to make memorial, tribute, anniversary or other additional contributions. Remember, in order to help build and maintain the Museum, and to acquire outstanding exhibits, we will remind you of the need for funds in every mailing.

THE GRUMMAN TBM AVENGER was the first successful landbased fire bomber to be introduced to Canada. Skyway Air Services and Conair Aviation operated these former Royal Canadian Navy aircraft from 1959 until retirement in the mid 70s.

LARGEST FIREBOMBING FLEET Conair – Fire Fighting Specialists

Abbotsford, B.C., is world famous for its annual international airshow. It is also famous as the home of Conair Aviation, a company known internationally for its specialized aviation services to the oil, agriculture and forest industries. Today, with Canada’s largest fleet of aerial forest firefighting aircraft, Conair continues to battle raging blazes that consume millions of dollars worth of forests annually.

The earliest efforts of using aircraft for forestry work in Canada can be traced at least as far back as 1918, when the B.C. Forest Service contracted a single engine flying boat, the Hoffar H-2, for forest fire patrols. While the H-2 came to early grief, these efforts were renewed in the 1920s with the establishment of the Air Board, and the creation of a series of airbases across Canada, including Vancouver’s Jericho Beach. The Air Board, and later the RCAF, employed aircraft on behalf of the civilian government for both fire patrols and the transport of fire suppression crews.

This tradition was renewed in the postwar period and the early pioneers were Central B.C. Airways (later Pacific Western Airlines) and Skyway Air Services of Langley. Although other operators experimented in this field, it was Skyway that became the acknowledged leader, following the purchase of 16 Grumman TBM Avengers in 1958.

Art Sellers, the founder of Skyway, purchased the Avengers from the Royal Canadian Navy and had them converted to 500-gallon capacity bombers by Fairey Aviation of Patricia Bay. In 1959, the Avengers were singled out by the forest service for their outstanding service, and over the next ten years, Skyway became the major commercial operator developing land-based aerial water bombers in B.C. Considerable research and development went into perfecting the aircraft, the delivery methods and the retardants used in aerial delivery.

In 1969, Skyway Air Services decided to sell off their firefighting and agricultural division and concentrate on flight training. Les Kerr and his partners purchased the division, and Conair was born.

The company didn’t rest on the laurels won by the original company, but launched themselves into a program of research, making Conair an international leader in the industry. Their experience had told them that all forest fires were not the same, and that different methods of aerial suppression were possible.

A balanced fleet of medium and large fire- bombers with their attendant support aircraft, or ‘bird dogs’, was needed to meet the diversity of conditions encountered in forest fire control. Conair purchased its first three Douglas A-26 twin- engine bombers for the 1970 season, and in 1972, the company announced its intention to use four- engine Douglas DC-6s as water bombers.

In the mid seventies, the company decided to tackle the problem of developing a new medium firebomber. Their subsequent conversion of former RCN Grumman CS-2F Trackers was a complete success, the aircraft entering service with the B.C. Forest Service now known as the Conair Firecat. In 1982, Conair delivered three Firecats to the Government of France, who have since ordered additional conversions.

To fully round out their firefighting capability, Conair purchased Watson Lake, Yukon-based Frontier Helicopters in 1979. Frontier has since gone on to introduce innovative fire suppression technology adapted to the helicopter’s unique capabilities.

To think of Conair as only a forest fire protection company would be a grave mistake. Conair is a leader in the development of fire retardant delivery systems and associated aircraft modifications.

Conair is also involved in such other fields as aerial forest spraying for the control of pests and disease, and is a recognized world leader in the aerial application of dispersant to oil spills. The company has flown as far away as Mexico to spray oil spills, and recently undertook conversion of two Fairchild F-27s to this capability on behalf of an oil company in the Middle East. The company is also equipped for aerial survey and forest fertilization, and the DC-6s have participated in B.C.’s salmonid enhancement program. Conair has grown into one of the leaders of Canada’s aviation industry, following in the slipstream of a tradition set down on the West Coast over 60 years ago. With the strength of this heritage, and Conair’s achievements, we can be sure of seeing great developments in aerial application in the years to come.

IN MEMORIAM George Dalziel

Aviation pioneer George (Dal) Dalziel passed away last Boxing Day at his winter home on Saltspring Island. Dalziel was born in Winnipeg in 1908, and spent his early years hiking and trapping along the Northern B.C. Coast and the Nahanni region of the Northwest Territories.

In 1935, at the age of 27, he moved to Edmonton and commenced flying lessons with the Northern Alberta Aero Club. Dalziel then moved to Fort Simpson, NWT, where he began bush flying with his first aircraft, a two-seat Curtis Robin. His flying exploits were well known in the north.

During WWII, Dal’s knowledge of the Yukon and the NWT was sought by the U.S. Army Air Force. He flew as a pilot on the survey of the Canal Pipeline from Norman Wells to Whitehorse. With the Americans, he helped pioneer a bizarre rescue method whereby Huskys and sleds were parachuted individually to downed pilots.

It was in 1950 that Dalziel moved to Watson Lake, Y.T., bought three small bush planes and started his B.C.-Yukon Air Service. The company today operates out of Watson Lake and Dease Lake, B.C., 140 miles to the south.

He is survived by his wife, Lillian, of Fulford Harbor, B.C., and four children.

Museum member Monty DeMarra of Kelowna, passed away in February.

Remember The Arrow?

Twenty-five years ago, test pilot Jan Zanakowski lifted the prototype Avro Arrow jet fighter off the runway at Toronto’s Malton Airport. On March 24, 1958, aircraft RL-25201 made its maiden voyage. Just over a year later, aircraft 201 and the four other Arrows were being scrapped.

When Prime Minister John Diefenbaker cancelled the Arrow project on February 20, not only did Canada lose a talented team of aeronautical engineers to aviation industries elsewhere in the world, but she also lost her first supersonic aircraft, and all the possible spinoffs the Arrow program could have brought to Canadian industry.

CMFT COLLECTION HAS TWO The ‘Other’ Gypsy Moth

By Jerry Vernon

The March Newsletter carried a brief sketch of the history of one of the museum’s de Havilland Gypsy Moths, the well-known CF-APA (c/n 1322). There are actually two Gypsys in the collection, the other one being CF-ADW (c/n 1316). It is the intention that both of these aircraft will be built up together some day, this being the most efficient and effective way of doing it. The deHavilland DH 60 series is one of the most famous pre-war Brtish light aircraft types, with a total of 2143 DH 60 Moth varients being built. The prototype was flown from Stag Lane Airfield by Captain Geoffrey deHavilland on February 22, 1925. The early DH 60s were powered by the 60 hp ADC Cirrus II engine, and were thus known as the Cirrus Moth. This model was followed by the DH 60X, with the 80 hp Cirrus III, and in 1928 by the DH 60G Gypsy Moth, which used the new 98 hp dehavilland Gypsy I powerplant. There was also the DH 60 Genet Moth (90 hp Armstrong- Siddley Genet), the Hermes Moth, the DH 60M, with a metal fuselage-sometimes known as the Metal Moth-and finally the DH 60T Moth Trainer, which later was renamed the Tiger Moth, and which led to the more familiar DH 82 Tiger Moth. The DH 60T used the Gypsy II engine. Later, there was the DH 60G3 Moth Major, which had the 130 hp Gypsy Major installed.

Both of the museum’s DH 60s were built as DH 60M models, with CF-ADW being Gypsy-powered, while CF-APA started out life with a Cirrus III Photo: C. Gordon Peters engine, serving initially in the RCAF as G-CYWV, and being referred to in some publications as a DH 60GM model.

According to figures complied by deHavilland Canada historian Fred Hotson, there were 14 DH 60G and 164 DH 60GM Gypsy Moths imported and assembled in Canada, including some in the post-WWII period. The type was widely used in this country by the RCAF, private individuals, flying clubs and small airline companies. Many of these aircraft were used in B.C., including a number used by the RCAF on floats at Jericho Beach Air Station.

The Gypsy Moth was sold on wheels, floats or skis, and was touted as costing less than $5.50 an hour (or less than 7 cents a mile) to operate, including all charges except depreciation. The wings folded so that the aircraft could be towed behind a car and be stored in any one-car garage. The 4-cylinder Gypsy engines were turned out under license in the U.S. by Wright Aeronautical Corp., for those aircraft sold by the Moth Aircraft Corp. of Lowell, mass.

CF-ADW was built and imported in 1929, and was sold on May 2, 1929, to Northwestern Airways Ltd., of Winnipeg, the deHavilland distributors in that area. The actual date of manufacture is stated to be July 10, 1929. An accident at Regina, on July 26, 1929, damaged the undercarriage and both tower mainplanes. In June of 1930, the Moth was sold to Northwest Aero Marine Ltd., also of Winnipeg. The new owners applied to have the aircraft certified in both the land plane and float plane categories, although it is not clear if the approved Edo Type 1 floats were ever fitted.

Another mishap occurred on July 15, 1933, when the aircraft failed to become airborne while taking off at Winnipeg’s Stevenson’s Field Airport. The pilot, Douglas Harper, closed the throttle and switched off the engine, but the machine ran through a wire fence and struck a parked car, causing slight damage to the lower wings and undercarriage.

The next series of events documented in the files concerns a forced landing in August, 1935, when the aircraft came down in an oat field, turned over on its back and fractured the crankshaft. Subsequent investigation revealed that the fractured shaft had been progressively failing over a period of time, and did not merely snap off due to the upset. The upshot of all this was a severe censure issued to Air Engineer W. S. May, who had been in charge of the aircraft for some time, and who was held responsible for allowing this to happen through inadequate inspections of a loose propellor on the hub.

On December, 12, 1936, CF-ADW was sold to the Brandon Flying Club, who in turn sold it for $750 to John Galatiuk, of Biscarth, Manitoba, on September 23, 1938. The file for CF-ADW, on deposit in the Public Archives of Canada, includes Private Pilots License No. 1120, issued to Jack (sic) Galatiuk, which was lifted for reasons that soon became apparent.

During the month of September, 1938, it came to the attention of the powers that be, that CF- ADW was being used for the illegal carrying of passengers for hire in the Brandon and Biscarth areas. Statements of witnesses at the subsequent trial indicate that various farmers were taken aloft for $2.50 apiece. According to the testimony of Percival Crummey (Commercial Air Pilots Certificate No. A-1242), of West Transcona, Manitoba, he was hired by Galatiuk to ferry the Moth from Brandon to Russell, Manitoba, after which he stayed for 3 weeks with Galatiuk and flew some 30 to 50 passengers.

This seems to have all come to a head when the aircraft crashed in a stubble field near Russell, Manitoba, on October 9, 1938, while being flown by the new owner. Considerable damage was caused all around, including the complete destruction of the lower right wing, much rib and fabric damage, undercarriage bent and twisted, lower fuselage plywood torn away, and so on. The aircraft was judged to require a complete overhaul, and, in fact, has not flown again since that day. The accident report indicates that total time was 2186:40 hours since new and 233:00 hours since a complete overhaul carried out in May, 1935.

The DoT inquiry recommended that both Galatiuk and Crummey be given 3 month license suspensions and that Galatiuk be prosecuted for various violations of the Aeronautics Act and Air Regulations, to whit: the aircraft was not correctly registered at the time, Galatiuk’s license was not endorsed for Moths, and his medical had expired 5 years previously. John Galatiuk handed in his license (and obviously never claimed it back), while Percival Crummey just took off out of the area, and eluded the RCMP and a multitude of telegrams around the country inquiring as to his whereabouts, forbidding him to fly, etc.

When the case came to trial, in Birtle, Manitoba, in early 1939, Magistrate Lauman took pity on John Galatiuk, as he had lost his aircraft and his investment in it, and fined him $10 and costs on each of the three charges, for a total of $32. The extra $2 was the constable’s charge for serving the summons.

What about the aircraft? The file on CF-ADW closes after the trial, and nothing seems to have transpired until 1962, when Graffo Flying Service, of Winnipeg, advised the authorities that they were rebuilding the aircraft and requested re-allocation of the original registration letters, which they were fortunate enough to receive.

Once again, the file became inactive, until 1968, when the MoT inquired if the rebuild was I still an active project. By this time, the owners were Gary and Robert Brown, of Winnipeg, who advised that they were indeed still working on it. In 1970, the MoT were advised by the Browns that the aircraft had been exported to the U.S., and the registration marks were subsequently withdrawn and cancelled.

Later, the aircraft was recovered by Ed Zalesky from Tony Tirri, Skymanor Airport, Pittstown, N.J., and returned to Canada, for future donation to the Canadian Museum of Flight and Transportation.

SET ASIDE JUNE 26, 1983, FOR THE ALL-DAY OPEN HOUSE

SCHEDULE OF EVENTS

• 0900 VOLUNTEER STAFF ARRIVE to set up booths, arrange parking, start food preparation, tour guide orientation, ticket sales, etc.
• 1000 GATES OPEN TO THE PUBLIC. Food. Hamburgers, sausage rolls, ice cream, soft drinks, hot drinks. YARD SALE, SWAP MEET, BAKE SALE. Goes til sold out
• 1030 MAGAZINE EXCHANGE-members can swap for 1½ hour, after which time magazines go on sale all day.
• 1100 KIDS’ PAPER AIRPLANE CONTEST, with prizes.
• 1130 FIRST PRIZE DRAW-Every half hour-all day.
• 1130 TOURS START, leave every half hour all day,
• 1300 KIDS’ PAPER AIRPLANE CONTEST, NO. 2, with prizes
• 1300 GIFT SHOP OPENS. Arrival of vintage cars.
• 1330 RED BARON “flies” again.”
• 1400 FLYPAST.
• 1500 GATES CLOSE TO PUBLIC.
• 1530 BAR OPENS TO MEMBERS.
• 1700 DINNER FOR MEMBERS AND GUESTS. Barbecued chicken or hamburger $5. Includes “roll, baked potato, salad and strawberry shortcake.
• 1900 DOOR PRIZES. ON DISPLAY. ALL DAY: Vintage, and classic autos by the Vintage Car Club of Canada. Talk to owners. Ultralight aircraft displays. Museum aircraft on display. Gift Shop open all day.

This is the “BIG EVENT” of the year!

Last year’s open house was a big success with about 800 people attending. This year’s event will be much, much better. We have lots of new displays. The Vintage Car Club is scheduling that day as one of its major events of the year. They will be in attendance with from 50 to 100 restored autos. With the tremendous interest in ultralights, we are attempting to display as many ds possible. Knowledgeable salespeople will be on hand to answer your questions. Phone us if you want to display your product. Due to dust clouds, no flights will be allowed until the parking lot is cleared. Work bees to prepare the yard, set up displays, arrange parking and such are scheduled for June 4, 5, 11, 12, 18, 19 and 25, from 10 til 2. A meeting to assign work will take place June 11 at 10 a.m. prior to the workbee. Please attend the meeting even if you can’t work.

Start saving all your yard sale items and canvass your neighbours and friends. Last year the yard sale was a major source of funds and it was fun. Bring in your stuff anytime to allow it to be sorted and tagged in plenty of time. The number to call to offer your help or goods (we’ll pick up if necessary) is 531-2465, 531-3744 or 278-9804. .

VANCOUVER ISLAND NEWS Jack Sanderson Inducted Into Canadian Aviation Hall of Fame

By Adele Hatch

CMFT congratulates longtime Vancouver Island chapter member Jack Sanderson on his induction into the Canadian Aviation Hall of Fame.

Jack is a true aviation pioneer and probably is best known for his roles as president, general manager and test pilot for Fleet Aircraft of Canada, and for his appearances at many early airshows.

He began flying overseas during WWI, transferring to the Royal Flying Corp to get away from the life of a ‘foot slogger’ on the front. He was assigned to 220 Squadron and flew DH 9s (or “Nine Ackes”). He recalls how to dodge German anti-aircraft fire and fighters, they would jettison all their ammunition after a raid and climb to 22,000 feet for the return flight! The flying suits were electrically heated and they breathed oxygen through a tube.

Back in Canada, he returned home to work at the family nursery business near London, Ontario, also working as a mechanic and test driver for the London Six Company which manufactured automobiles. He returned to flying in 1928 as chief flying instructor with the London Flying Club, and it was a chance meeting with Major Reuben H. Fleet, near St. James, in 1929, that lead to Jack Sanderson’s central role in the development of Fleet Aircraft of Canada at Fort Erie, Ontario.

Jack Sanderson flew the Kinner K-5-powered prototype Fleet 2 on its maiden flight in June, 1930. He also directed the company through the manufacture and design of the Fleet 7 Fawn, Fleet 10 export version, the Fleet 16 Finch (such as CMFT’s C-GBJS), the Fleet 21and the twin engine Fleet 50 Freighter. The Fleet 2 and 7 were long associated with the early flying of the Aero Club of B.C., and the sole Fleet 2 to be preserved, CF- AOD, is in the B.C. Provincial Museum.

Jack took part in the Trans Canada Air Tour of 1931 and thrilled crowds with aerobatics at the opening of Vancouver Airport in July, 1931. He knew Charles Lindberg and once demonstrated a Consolidated Fleetster to him. During WWII, Jack was appointed Director of Wartime Aircraft Production, and later was appointed head of a research project for gliders, in Wisconsin. His appointment was something of an achievement, as Jack left school at the age of 13.

After the war, Jack established a fixed base operation at Malton Airport, continuing to work there until he retired in Victoria in the 1960s.

Jack is now in poor health in an extended care unit in Victoria. Mike Gatey and I have enjoyed several visits with him and he is always pleased to receive news and messages from pilots and friends who knew him in the old days.

Vancouver Island Chapter would like to take this opportunity to say farewell to Mike Gatey as he heads out to Ignace, Ontario, to recommence bush flying. Since he came back in November, 1982, his work for the museum has been invaluable. He has injected life and enthusiasm into the Vancouver Island branch, which can only lead to a larger membership and a greater public awareness of CMFT.

At the March 30, 1983, general meeting, the following members were elected as directors:

Dave Jones, chairman; Griz Lyne, vice-chairman; Bob Bullough, secretary-treasurer; Dave Byrne, liason and special events; Adele Hatch, public relations.

Committee heads are: Tom Palmer, restoration; Howie de Graff, recovery; Peter Knowles, historian.

NOTICE OF MEETING

Canadian Museum of Flight and Transportation, Vancouver Island Branch, 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.

Gruneau Glider Added To CMFT’s Collection

George Matthias’ Gruneau Baby Glider 2b, CF- ZCP, was donated to CMFT’s Vancouver Island Chapter in June of last year.

The “Baby” is 22 feet long and has a 42-foot wingspan and was built in 1944 by the Flugzeugbau Edmund Schneider at Iresbg, Germany. The original design dates to 1930 and several models were built. During WWII, the Luftwaffe used the models 1, 2 and 2b as primary trainers. At the end of the war, a number of these gliders went to Eng. land where they were used for air cadet re-evaluation tests. Several of these found their way to Canada.

George started flying the Gruneau Babies in 1939. During 1941, in Prussia, he completed a 5- hour flight over the Baltic Sea. While serving in the Luftwaffe, he flew Dornier 18s.

In 1952, George came to Canada, and started gliding again. In 1974, while talking to a fellow gliding enthusiast in Colorado Springs, he heard of CF-ZCP in retirement at Peterborough, Ontario. It had been used by the Central Ontario Soaring Association until it sustained heavy damage in a hard landing.

George acquired the Baby in the late summer of 1974, and worked all that winter on restoration. The first flight was made at Hope, B.C., the following spring, and over the years, George has tallied up many hours of flying pleasure. His personal “best” altitude was 10,000 feet, “best” distance, 150 km, and longest duration, 6 hours.

He has even flown the Baby from Pikes Peak, Colorado Springs-a mere 14,200 feet in elevation! The Baby was brought to Vancouver Island from Hope by Dave Jones, Griz Lyne and Peter Knowles.

George continues to glide and fly competitively, but speaking with him, we got the feeling that CF-ZCP was his “favorite Baby”.

Did You Know?

The first flight to be made by a woman pilot in Canada was in a Curtiss biplane, piloted by Mrs. Alys McKey in Vancouver, B.C., July 31, 1913.

Auster Restoration Nearly Complete

By Adele Hatch

Four years ago, the Vancouver Island Chapter acquired a 1948 RCAF Auster Mk. VI from the CMFT storage site for restoration to flying condition.

At that time, the membership was small, and as there was no permanent workshop, it fell to the members to restore bits and pieces of the aircraft in their own basements. It was not easy to have regular work parties because of the way the airframe was so dispersed. Construction of the new storage shed made it possible to set up work benches and proper storage areas and proceed with restoration.

When the existing fuselage fabric was removed, the airframe was found to be rusty. It was stripped down, sand blasted, primed and finally painted at Brian Davies’ shop in Sidney.

On examination of the wings, it was decided that a part of a spar would be removed and a new piece spliced in. The wings were in reasonable shape, but some ribs were bent and others broken, and these were all replaced. Work was also required on the leading edges which were creased and dented, with a few puncture holes thrown in for good measure. The cables were examined and it was decided that those for the ailerons should be replaced, with Clarke Warwick supplying a new set.

To get the Auster to this stage, where it is now ready for recovering, has taken many hours and the commitment and expertise of Clarke Warwick, Dave Smith, Tom Palmer, Brent Rhonika, Dave Reumke, Mel Orphan, Howie de Graff, Jim Riddell, Mike Gatey and Dave O’Brian. Bruce Jupp is presently cleaning the engine and will evaluate its potential for rebuilding.

The Vancouver Island Branch has been invited by the Victoria Flying Club to attend their open house. A CMFT display will be set up.

June 5 will see CMFT at the Oak Bay Tea party, and the Nanaimo Air Show will be the destination June 4 and 5 where an aircraft craft display and sales booth will be on hand.

PIONEER PROFILE E. P. (Billy) Wells

Billy Wells learned to fly in 1918 when he enlisted in the Royal Flying Corps in England at the age of 17.

Arriving in Canada in 1928, he transferred from the RAF to the RCAF and became a flight instructor at the Jericho Beach Air Force Base in Vancouver.

Three years later, he left the air force to become a pilot for Western Canadian Airways, flying into Northern B.C. on bush operations.

Captain George Lothian will never forget the first time he saw Billy in action. Knowing that he had been a member of the famous British Hawker Hart Squadron which performed aerobatics with their wings tied together, did not prepare George for what he was about to witness.

“Billy had borrowed a Gypsy Moth and was making his approach to the air field upside down. As he came up on the wires bordering the field, he rolled smoothly over and landed,” George recalled.

Billy’s first day at work with TCA was a momentous one. At 5 p.m., on September 1, 1937, he and co-pilot F. M. McGregor took off from Vancouver and landed in Seattle 50 minutes later in their Lockheed 10A, CF-AZY. It was TCA’s first mail and passenger flight.

In 1938, he was named Assistant Superintendent, Western Division, moving to Toronto the next year in a similar position. In 1941, he was appointed Assistant to the Operations Manager at Winnipeg, where he held several positions before returning to Vancouver as Base Manager, later becoming Station Manager there.

Billy Wells passed away in 1980, having retired from Air Canada in 1966.

FROM TO REMARKS DURATION OF FLIGHT ня MIN AIRCRAFT FLOWN DATE 1937. Sept RESIGHT FORWARD LICENSE NO. MAKE ENGINE CLASS Lockheed Turo Word Clacton 1. CEAZY Jus H So 61.00 Freet flight of 2 50 3 $5 3 L 4 Dencouver Seattle Seattl Dancomer Seattle Peattle Deaconst Vancower Seattle Vancouver Seattle Seattle Dancower Vancouver Leattle Seattle Vancouver Seattle 니 子 45 10. 6 45 وا 50 50 า 50 SIGNATURE OF PILOT ATTENTED BY

BILLY WELLS’ log books are on permanent loan to CMFT, by his son, Billy Wells, Jr.

SERVED ON THE WEST COAST Navy Helicopter Joins Collection

By Kenneth Swartz

The Piasecki HUP-3 was the only Royal Canadian Navy helicopter to serve on both the west and east coasts of Canada, as well as in the Arctic. During their decade of naval service, they recorded an impressive number of missions, but only one of the original three aircraft has remained operational, 19 years after its navy retirement.

Aircraft No. 621 (RCN 51-16621) began is life in May, 1954, at the Morton, Pennsylvania, factory of the Piasecki Helicopter Corporation. Over the next 10 years, it was to serve with RCN Squadrons VH-21 and HU-21, at HMCS Shearwater in Dartmouth, N.S., and VU-33 Squadron at Patricia Bay Airport, near Victoria, B.C.

In 1964, this aircraft began a 19-year association with the Pacific Vocational Institute, where it was used to train apprentice aircraft mechanics (AMES). Now replaced by a modern Bell Jet Ranger helicopter, this aircraft will be presented to the Canadian Museum of Flight and Transportation, by PVI at their Sea Island campus open house on June 12, 1983.

The Piasecki HUP-3 is a tandem-rotor helicopter powered by a 550 hp Continental R-975-34 piston engine (the same engine as the Sherman tank). The aircraft was selected in 1954 by the Royal Canadian Navy because of its suitability for shipboard operations aboard the new Arctic Patrol Vessel HMCS Labrador, and apparently also because it was difficult to obtain other helicopters from the U.S. in the immediate post-Korean War period.

Since September, 1950, the RCN had been slowly gaining experience in the operation of helicopters following the delivery of two Bell HTL-4s (Bell 47D-1s) and the formation of No. One Naval Helicopter Flight at HMCS Shearwater. By the time the HUP-3s were delivered, the navy had added four more helicopters, one HTL-4 and three Sikorsky HO4S-3s (Wright R-1300-3 powered S-55s), and had formed search and rescue Squadron VH-21. All three aircraft were delivered from Morton to Shearwater via Bangor, Maine, on May 18, 1954.

During the summer of 1954, they were repainted, flown on acceptance trials and numbered in the 900 series.

In the meantime, HMCS Labrador sailed from Halifax on July 23 for its first voyage to the Arctic, a 4-month trip during which it became the first warship to sail the Northwest passage and the second ship to circumnavigate North America.

The museum’s aircraft first distinguished itself on October 26, 1954 (as No. 945) when it became the first RCN HUP-3 to perform a rescue. With pilot Lieutenant Wallace E. James, and crewman AB John Friedrich, the helicopter saved an injured lighthouse keeper from St. Paul’s Island, off the coast of Cape Breton (see HUP rescues). It was for this first mission undertaken in adverse weather, that James was appointed to the most. Excellent Order of the British Empire (military division) (MBE).

Throughout its early career, the museum aircraft was used primarily for training while VH-21’s Sikorsky HO4S-2s assumed primary responsibility for search and rescue duties.

In February, 1955, HUP no. 945 appeared at an airshow in Summerside, PEI, and in the following month conducted radar calibration trials with HMCS Nootka, a job that would be repeated many times over with the navy on both the east and west coasts. In April, it made its first recorded landing on the aircraft carrier HMCS Magnificent.

In the early days of the budworm aerial spraying program in New Brunswick, there were no civilian helicopters available to respond to accidents amongst the spray fleet of upwards of 50 aircraft. On May 24, 1955, the aircraft departed for Charlo, N.B., with Lt.’s Muncaster and Riley for three weeks on rescue standby for the budworm fleet, during which several rescues were made. On June 10, HUP No. 945 flew ‘plane guard’ duties on the Magnificent, off the coast of Nova Scotia.

On March 30, 1955, VH-21 was renumbered HU-21, and aircraft No. 945 was renumbered No. 245 in July. Not much is known of the activities between July, 1955, and April, 1956, but from this date the aircraft participated in a busy schedule of flight training, hoisting and naval excercises. During the time that CMFT’s aircraft remained close to Shearwater, the other two HU-21 HUP-3s were venturing to the Arctic aboard HMCS Labrador, engaged in survey and DEW line work during 1955, 56 and 57. On February 7, 1958, No. 245 was flown to the Vertol Helicopter support facility in Arnprior, Ontario, for overhaul, prior to its acceptance in July by Utility Squadron VU-33 at Patricia Bay Airport, in Sidney, B.C.

The other two HUPS came west to VU-33 in B.C. during the late 1950s and were pressed into service on a variety of duties. All numbered in the 600s, the museum aircraft No. 621 again participated in several rescues.

Although short on performance, the HUP could be called upon in an emergency. To perform a rescue with the HUP, the crewman would slide his seat forward and a large panel would open downwards in the floor on the right side of the aircraft. The rescue hoist, with several hundred feet of cable, was mounted and powered by the front transmission gear box. The pilot could closely observe the rescue through the open floor to his right while the crewman engaged in gymnastics when pulling a stretcher inside. When a victim chose one of the aircraft engine controls as a handhold on entering the aircraft, there was ANY @62 usually cause for alarm! The HUP-3 served the navy well, although by today’s standards it would be considered a mechanic’s nightmare. The engine was the most inaccessable part of the aircraft and it was time consuming work even to change a sparkplug!

All three HUPS made their last flights on February 28, 1964, in formation at Pat Bay, an unusual accomplishment considering VU33’s strength was officially two aircraft, and one aircraft was usually down for maintenance anyway!

The HUP 621 was the first helicopter used by the B.C. Vocational School to train aircraft mechanics, joining the school’s three Harvards sometime in early 1965. Instructor Chuck Roberts was one of the first to have his signature in the aircraft’s instructional logs, and the aircraft continued to be his responsibility on through the years. It was used to train hundreds of aircraft mechanics for the Canadian aviation industry.

The museum is most grateful to PVI for the donation of RCN No. 621, an aircraft with two distinguished careers. Special thanks go to PVI Chief Executive Officer Henry Justesen, Principal Gordon Dupont, and all the PVI insturctors and students that made the preservation and restoration of HUP No. 621 possible.

PIASECKI HUP-3 No. 621 (51-16621) as she looked in 1961 while based at Victoria International Airport with Utility Squadron VU-33. Students at the Pacific Vocational School, under the supervision of Gordon Peters, have repainted this aircraft to these original markings. Photo: Jim Elton.

TWO EXAMPLES Museum Aircraft To The Rescue!

(The Crowsnest, February, 1955)

One of the most notable rescue operations performed by VH-21 took place on October 26, 1954, when Lieutenant (P) William E. James, piloting HUP-3 No. 945 through snow flurries and turbulent coastal winds, picked up a badly injured lighthouse keeper on St. Paul’s Island, off Cape Breton, and removed him to hospital.

Lieut. James with AB John P. Friedrich as crew, took off from Shearwater at 0430 for Sydney and for the first two hours flew on instruments. The only lights he sighted before dawn were those at Copper Lake radio range at 0630. At dawn he was over the Bras D’Or Lakes, and at 0710 he landed at Sydney to pick up a doctor. Lieut. James took off at 0820 for St. Paul’s Island, about 70 nautical miles from Sydney. The weather forecast for St. Paul’s was for 25-knot winds, visibility 10 miles and light snow flurries. Proceeding up the east coast of Cape Breton, winds became more turbulent as they blew off the rugged coastline. Snow flurries reduced visibility to three miles, and at times to one quarter of a mile. He sighted the island in snow flurries and strong winds, and set the HUP down at the foot of a small valley.

The landing was made more difficult by winds which swept down the valley and over the coast, the shoreline consisting almost entirely of sheer cliffs rising from the sea. Lieut. James did not dare stop the rotors because of the gusty high winds. He sat and waited while the doctor attended. the patient.

Thirty-five minutes after the landing, the patient, strapped to a stretcher, was taken aboard the HUP. He had been seriously injured following a dynamite blast and was suffering from a fractured skull and badly torn arm from flying rocks.

Takeoff was easier than landing, as the winds lifted the helicopter without much power being required of the engine. The return trip was made in varying degrees of wind and snow flurries, and the final landing at Shearwater was made in summer-like weather after a mission lasting eight and one-half hours.

Injured Boy Rescued By Navy Aircraft

The Piasecki HUP-3s of VU-33 Squadron were responsible for search and rescue on all of Vancouver Island. This article, in The Crowsnest, July, 1963, recalls a rescue performed by museum member lan Powick, of Delta, B.C., in 621.

An injured 13-year-old boy was rescued by two Royal Canadian navy pilots on April 15 from Finlayson Mountain, 10 miles west of Victoria.

The pilots inched their helicopter along a face of the mountain at tree-top level to pick up the boy, Ken Peach, of Victoria, who suffered head and back injuries when he fell 30 feet on the mountain.

Volunteer rescuers, firemen from nearby Langford, carried the boy down to the mountain’s 100-foot level and strapped him into a stretcher for the helicopter to pick up. He is in good condition in Royal Jubilee Hospital in Victoria.

Sub-Lt. lan Powick, pilot of the craft, and PO Ronald Greenbury, took the helicopter into a narrow space with only 10 feet of clearance on either side between the mountain face and trees, to make the rescue. The helicopter got out by flying backward along its course.

The Flying Seven

Canada’s first women pilot’s club, “The Flying Seven,” lined up in front of one of the planes at the Sea Island Airport. From left to right, they are: Miss Jean Pike, Miss Tosca Trasolini, Mrs. E. Flaherty, Mrs. Frank Gilbert, Miss Elianne Roberge, Miss Margaret Fane and Miss Rolie Moore.

By Evelyn Caldwell (Reprinted from Chatelaine, Sept., 1937)

“The Flying Seven”. That’s what they call themselves, because they’re the first women pilots’ club in Canada. And although there are just seven. of them now, you can never tell. “The Ninetynine Club” of woman aviators started with that number in the United States and today it has 600 members.

Most of them are business women in Vancouver who have obtained their private pilots’ licenses, and two of them have their commercial. licenses. Tests for both are strict in British Columbia. The candidates, among other feats, have to take the plane solo to a height of 5,000 feet, then spin on both sides and glide down to a marked spot in the field.

They have to form five figure 8s and rise to 1,500 feet four times to make four spot landings. They must land with no bouncing and must pass certain theoretical navigation and mechanical tests.

There are only four women in all of Canada holding commercial licenses. Two of them are Miss Elianne Roberge, a French girl, and Miss Margaret Fane. Both work in business offices in Vancouver. The former began to fly in Montreal seven years ago, and the latter studied in Edmonton, formerly her home town. Both have soloed the 100 hours necessary for a commercial license.

The other five have completed their 25 hours solo flying necessary for private pilot licenses.. And it hasn’t been as simple as just going out to the Sea Island Airport and saying, “My plane, James.” Because none of them own their own. The president, Mrs. Frank Gilbert, who is the vivacious French wife of a commercial pilot, used to fly the small plane she and her husband owned for several years. They look forward to having another this year. She’s never crashed, and once she made a successful forced landing when a I connecting rod disconnected. But with all the club members, the business of qualifying for their licenses has been a question of working in time before and after jobs; saving bits here and there out of weekly pay cheques, foregoing luxuries, and perhaps comforts, in order to pay the high hourly rate.

Tosca Trasolini, for instance, is a stenographer in office hours. But before and after, she has the glamorous post of secretary of The Flying Seven. Then there’s Rolie Moore. The phone book lists her as living in the suburbs of Vancouver with her parents. But there are hours when you couldn’t reach her on the line-she’s concentrating on stunt flying. She visited England last summer, taking a number of planes up in the British Isles with marked success.

Mrs. E. Flaherty combines an outstanding business career as department manager and buyer in a large Vancouver store with equally outstanding activities at the airport. Jean Pike is associated with her brother in a correspondence school for aviation. She got her private permit under his supervision.

The members all say they want their licenses because they want to fly, Not just because it seems a smart thing to do. to get them. They intend to retain them by qualifying each term.

You’ll probably recall the history they made in aviation circles when they held the first Canadian dawn-to-dusk women’s aerial relay. Without loss of a single moment, they relieved each other in succession to keep a plane in the air. It was following this momentous achievement that they formed their club. They hope women in other Canadian cities will follow suit.

“Aviation is one field in which women have entered on the ground floor,” is their idea of the whole business, “and we intend to rise with it.”

DEL NORTE BAY CO. CRESCENT CITY CAUF Phone 1154

FLYING SEVEN MEMBER Rolly Pierce flew in the left hand seat of this Sikorsky R-4 (NL68350) at Sea Island, on June 14, 1947. One of the first helicopters to visit Western Canada, this craft made its first visit in June, 1947, when it was used for mineral exploration in the Prince George area. Photo: C. Gordon Peters.

Atter.d ine next general meeting, June 16, 7:30 p.m., 13527 Crescent Road, Surrey

British Columbia’s Great Air Search For Missing Bush Pilots

By Elwood White

One of the greatest aerial searches of its time and era, ranking undoubtedly as extensive as the McAlpine rescue in the Arctic in 1929, took place a year later in the wilds of northern B.C. following the disappearance of Paddy Burke and his companions.

Capt. E. J. A. “Paddy” Burke had started flying at the age of 16, in both the RFC and RAF, and then in the RCAF. By the late 1920s he was one of the better known western bush flyers, and had been the test pilot of the first Boeing flying boat built in Vancouver. Early in 1930 he was hired as chief pilot for the newly-formed Air-Land Manufacturing Co. of Vancouver, B.C., who were engaged mainly in charter and exploration flying in B.C.

The company brought in the first new Junkers aircraft to B.C., which arrived by steamer May 12, 1930, and was registered CF-ALX. They also acquired another of the same type, CF-AMX, plus a Junkers Junior CF-ANJ, a low-wing, two-place sport plane, all based at a new hangar on the Fraser River, near Marpole.

Paddy Emil Kading, his air engineer, and prospector, “Three Finger” Bob Martin, who had chartered them to fly supplied to his mining claim near Atlin, left Laird-Post Oct. 11, 1930, in float-equipped AMX. It is interesting to note here that the machine was using the same propeller that the famous Junkers Bremen had when it made the first west-east crossing of the Atlantic.

Charters called for flying over some of the worst terrain in the world, mostly unmapped and unknown, sawtooth mountains, endless lakes. and rivers, and when winter comes almost unabated storms and blizzards. This is what the Burke party had flown into and vanished.

Burke had told his wife, who was at Atlin, that if he didn’t appear at a destination within a reasonable time, to notify the proper authorities. However, lac of knowledge of his plans for this trip caused no consternation for at least a week. Then Frank Dorbandt, a well-known Arctic flyer, started search operations from Atlin, but was soon forced to abandon them in order to take out a number of trappers who he was contracted to in isolated parts of Canada.

The Yukon-Treadwell Exploration Co. then put Everett Wasson on the hunt, flying a Fairchild FC-2, G-CARM. Due to the fast approaching winter and fear that the lost party would not survive the bitter cold, the search reached tremendous proportions. Major D. R. McLaren of Western Canadian Airways, Vancouver base, was designated chairman of the search committee and to him befell the task of co-ordinating the combined efforts of many men and ships on the coast and of aircraft in the interior of northern B.C.

Many troubles beset the searchers and ended in tragedy for some. The Air-Land Co. had sent the other Junkers ALX north from Vancouver to assist, piloted by R. J. Van der Byl, air engineer Ted Cressy and another pilot, Bill Joerss, who had recently been grounded by the air board. They took off from Prince George bound for Atlin, and had battled snowstorms for hours. The weather had turned extremely cold, forcing them to drop into the post at Takla Lake to warm themselves for a short time, then on to Thutade Lake where they intended to spend the night. By morning the lake had started to freeze over, and to further their miseries the machine’s engine could not be started, forcing them to another overnight stay..

Next morning, by heating the oil and water over a campfire and hours of effort, the motor finally came to life. A channel was chopped through the ice to allow a takeoff, and for four hours they tried vainly to get airborne, but by the time they had gone 200 yards, the machine was laden with nearly a thousand pounds of ice formed by the spray. Four attempts were made, and each time they were faced with the ice cold and tedious task of chipping the ice off the wings and pontoons.

It was finally realized that unless weight was reduced substantially and quickly the trio faced the risk of an enforced stay in this inhospitable country. Conference was held and Joerrs, experienced in both the country and the aircraft, was elected to make the try to get to Takla Lake and send back help. The machine was emptied of everything but 20 gallons of gas, and then was it just able to rise from the almost frozen lake.

Making themselves comfortable in a trapper’s cabin, Van der Byl and Cressy waited 16 days for help that did not come and with the depressing thought that Joerrs might not have made it, they decided, after meeting some Indians, to mush out themselves.

Four feet of snow covered the higher regions and their food was running periously low. Enduring hardships only that frozen land can give, they tramped day after day at times logging only a mile or two. Game was scarce and it was snowing almost continuously. Two scrawny moose were spotted by the exhausted men and quickly brought down, which relieved the food situation at last. Finally, they reached Takla Landing, only to find the would-be rescuers had left Nov.17 by another trail and had missed them completely.

By outboard boat and canoe and a good deal more walking because of the ice-choked rivers, they at last reached Fort St. James and civilization on Nov. 15, taking 20 days to cover 350 miles they had flown over in less than three hours before.

Bill Joerss had only after much difficulty made it back to Vancouver, whereupon the air board rescinded his licence indefinitely for flying against his previous grounding and not realizing the situation that had befallen the trio at Thutade Lake, he was severely criticized for leaving the two men there, and it was not until Van der Byl and public opinion, both of whom took the matter as far as Ottawa, were able to see that his licence was reinstated.

The RCAF had two aircraft from Jericho Beach assisting, piloted by Flt. Lt. L. R. Phinney and FO C. R. Dunlap, and two Pacific International Airways planes that had been on thier way to Alaska from the U.S. were diverted to the search-a Fairchild flown by Harry Blunt, and a Fleetster piloted by J. W. Barrows. After waiting for the weather to clear and skis to be fitted at Smithers, B.C., they flew on to Telegraph Creek, but on its approach the Fairchild hit a tree totally demolishing it, although the pilot escaped relatively unhurt. At almost the same time the Fleetster, upon landing on the frozen lake hit a soft spot and submerged, almost drowning the pilot. Mr. Ed Lowe, the president of the firm, who had been standing close by was drenched by the flying spray as it went in.

The Fleetster was later salvaged and flew in that area for many more miles.

Alaska-Washington Airways, a U.S. company that operated a service between Victoria-Vancouver and Seattle as well as other U.S.-Alaska points, sent Robin “Pat” Renehan in a float- equipped Lockheed-Vega to search the northern coastline of B.C. With him were Sam Clerf, a wealthy mining man, familiar with the country, and hanic, Frank Hatcher. Leaving Prince Rupert Oct. 28 on their way north, they flew into oblivion in the wide expanses of the north Pacific. RCAF flying boats from Jericho Station at Vancouver, as well as two Boeing boats of the U.S. Navy, augmented by a seaplane tender sent north from San Diego, flew countless miles over the rugged coastlines. Canadian Fisheries Patrol, U.S. Coast Guard ships and many fishermen and the company aircraft continued the search, but nothing was found until four months later when pieces of the fuselage were picked up near the Piercy Islands thus bringing the long search to a sad end.

Convinced the Burke party had to be in the Laird River area, Ev Wasson continued his flights whenever the weather permitted, as the blinding snowstorms that were now almost continuous could well have caused himself to be lost, should he be forced down.

Over the Laird on Nov. 24, after all other aircraft had been withdrawn as the search so für proved fruitless, Wasson and Walsh, a prospector familiar with the region, sighted Burke’s snowcovered Junkers on the frozen Laird, but no sign of life was observed. Weather conditions forced him to curtail further search till a few days later when he was able, along with an Indian guide, to land on a frozen lake, 15 miles away and mush through deep snow to the Burke machine. There, carved on a tree, they found a message: “Leaving for Wolf Lake. Food Low.”

Making several flights over the mountains between the Laird and Wolf Lake he was unable to see any sign of the men, until finally, sweeping up the left fork of the Laird he sighted two of them waving feebly as he circled overhead. He tossed out containers of food and a message that he would pick them up as soon as possible. Landing on a small lake 10 miles away, Wasson and the guide struggled toward the survivors. A blinding blizzard caused them to miss the lost fliers’ camp by 75 feet and by morning, realizing this, they retraced their steps. Rounding a bend in the river, they shouted and were answered by a rifle shot and the long ordeal had ended.

THE ILL-FATED Air-Land Manufacturing Junkers J-13, CF-AMX, on a lake in Northern B.C., circa 1930. The aircraft was later salvaged and went on to fly with Pacific Airways before being sold for scrap in 1938. Photo: Brian Burke collection.

They were greeted by Bob Martin and Emil Kading, who told them Burke had died Nov. 20 from exposure and exhaustion. Both men were disheveled and haggard from their ordeal and had been down to the last of their food.

They had 25 pounds of food when they landed on Oct. 11 on the river and when this was exhausted, they lived for 23 days on four squirrels and one duck, when on Nov.15 Kading had shot a caribou.

The men were flown to Whitehorse, and later Wasson and a RCMP officer flew back in to recover Burke’s body, which had been cached to prevent depredation by prowling animals.

Thus ended one of the greatest air searches in Canada’s history, the toll, four men died, six aircraft damaged or destroyed, but a job carried on to the end by some of our famous bush pilots.

The climax of this story is the subsequent salvage of Burke’s Junkers that had been left at its resting plane on the Laird. Bill Joerrs, Van der Byl and Emil Kading flew to Prince Rupert in late January where they were picked up by Wasson, and flown as near to the Junkers as possible. The machine was checked, the floats replaced with skis and after removing the wings it was possible to run it under its own power until they reached a frozen lake, whereupon the wings were put back on. The plane was left there and they took off to Fort St. James and then went on to Vancouver.

In late May, after the spring breakup, a pair of floats were loaded on a truck, and Ted Cressey and W. R. McClusky set out from Vancouver for Fort St. James, a no mean feat itself, considering the roads in that area at the time.

There, a launch was hired to take them to Takla lake, towing the floats behind and when at last they reached the machine, it was found to their dismay that the float struts were knuckle joints instead of pin-type fittings, rendering them useless to AMX.

Undaunted, they dismantled the machine and loaded it onto a well-built raft, then towed down Takla Lake-Middle River, through Trembleur Lake down Tochcha River, the Grand Rapids to Stuart Lake where they were storm-bound for three days before crossing to Fort St. James.

There, on the Hudsons Bay tennis court, she I was rebuilt, put on wheels and flown to Vanderhoof, where they gassed up for the final leg of the long journey to Vancouver. Lady Luck was still. not with them, for as they attempted to transfer gas from the wing tanks, the pump failed, the engine stopped over the treacherous Fraser Canyon. Luckily they were able to crash-land on a small cow pasture at Boston Bar, the machine ending up on the CNR track, with minor injuries to the crew. Ironically, the farmer’s name that owned the pasture was Burke.

Again, AMX was dismantled and finished the journey to Vancouver on a railroad flat-car in July, 1931.

Brian Burke would like to hear from anyone who knew his father, E. J. A. “Paddy” Burke. He can be reached at 14379 Marine Drive, White Rock, B.C., phone (604) 536-6573.

Lancaster Nose Turret

A Fraser-Nash Model FN-6-x Lancaster nose turret has been purchased by CMFT to preve from being exported from Canada. A set of mai als and drawings and some parts are needed to restore it to display condition. Please phone or write if you have any of these items and indicate your donation plans or price for sale.

PVI Symposium Well Attended

The Pacific Vocational School held their annual aircraft maintenance symposium at the Richmond Inn, February 17, 18 and 19. The event was attended by over 400 aircraft engineers, apprentices, merchants and exhibitors from B.C., Alberta and Washington State.

CMFT had a booth at the show, which was staffed by John Moutray, Jerry Vernon, Ron Stunden, Ken Swartz, Dave Smith, Ross Gregory and Ed and Rose Zalesky.

On display was PVI’s new Bell 206B Jet Ranger helicopter, a gift from Aeronautical Accessories of the USA. The donation of the modern Jet Ranger made possible the early retirement of PVI’s 1954 Piasecki HUP-3 helicopter; an aircraft donated to CMFT during the symposium.

CP-121 TRACKERS of Comox-based VU-33 Squadron, carry out regular patrols of Canada’s coastal waters. Aircraft No. 12185 was built by de Havilland of Canada, and is seen here carrying VU-33’s ‘winged anchor’ squadron crest.

VU-33 SQUADRON Naval Aviation On The West Coast

Twenty-eight years ago, on November 1, 1954, Utility Squadron VU-33 “took to the skies” to begin its life as the hardworking West Coast unit of Canada’s Naval Air Arm.

VU-33 was formed at Patricia Bay Airport, 20 miles north of Victoria from what was known as the West Coast Detachment of anti-submarine Squadron VS 880. Its first aircraft were two Grumman AS-3 Avengers which had been sent by VS 880 to B.C. the previous January to provide torpedo and weapon-dropping facilities during proving trials at the Navy’s underwater weapons range.

While this remained one of the tasks of the Squadron through the next ten years, the duties were expanded to include target-towing and gunnery radar alignment for ships of the fleet, aerial photography, proficency flying for fleet pilots and advanced training for newly commissioned naval aviators. In 1956, a C-45 Expeditor was added to squadron strength and in July, 1958, the first of three Piasecki HUP-3 helicopters was transferred west from HMCS Shearwater in Dartmouth.

The HUP-3s added search and rescue to the Squadron’s utility role, VU-33 eventually assuming responsibility for search and rescue throughout most of Vancouver Island. The HUPs were also useful for transfering personnel to cruising warships and on many occasions the HUPS were called upon to be targets while the Navy calibrated the guns of its warships. The HUP-3s were retired in February 1964 as the first and last naval helicopters based on the West Coast.

For the past twenty years, the mainstay of VU- 33s strength has been the Canadair T-33 jet and the De Havilland Canada-built Grumman CS2F Tracker. The first T-33 was delivered in January 1960 and the first two Trackers arrived in March of the same year, eventually replacing the Avengers. The aircraft were to serve at Patricia Bay and followed the squadron into the CAF and when it moved to CFB Comox in 1974.

The T-33s, today, as when they were first delivered, have the primary function of flying special missions for Canada’s naval forces. Towing Delmar targets, the T-33s assist the navy in gunnery shoots, their bright dayglow orange markings minimizing the risk of mistaking aircraft for target! The T-33s also perform radar calibration runs and operate a high-speed courier service.

While the Trackers were designed for anti- submarine detection and attack, VU-33 has mainly used them for utility work and sovereignty patrols over Canada’s coastal waters. Originally fitted with a retractable magnetic anomaly detector (MAD) boom extending rearwards from the tail, and other provisions for aircraft carrier operations, much of this equipment was stripped as VU-33 assumed more responsibility for patrolling Canada’s 200 nautical mile Territorial Sea.

With a crew of three, the Tracker has an endurance in excess of 7½ hours making it ideal for fisheries patrols, and pollution patrols in cooperation with the Department of the Environment (Fisheries branch). In addition, the Trackers are employed in monitoring the safety of the B.C. herring fleet, land and sea Search and Rescue, utility flights and rocket and bombing training.

On April 9, 1983, in recognition of VU-33s long service and its many achievements over the past 28 years, the VU-33 received its Royal Standard (“Colours”) the highest award any squadron can receive. Presentation of the Standard was made at CFB Comox by Lt. Governor Henry Bell- Irving of British Columbia, and was followed by an airshow, and squadron reunion.

The restoration of CMFT’s Piasecki HUP-3 to VU-33 colors is a fitting tribute to the history of this long serving West Coast squadron.

VU-33 Through The Years

• November 1954-VU-33 formed at Patricia Bay Airport under LTCdr. Douglas Fisher. Initial strength was two Grumman Avengers.
• June 1955-Third Avenger delivered.
• February 1956-One C-45 Expeditor received for light transport and pilot proficiency duties.
• July 1958 First Piasecki HUP-3 (No. 621) arrives for observation, communication, naval cooperation and search and rescue duties.
• November 1958-Second Piasecki HUP-3 arrives.
• January 1960- First Canadair T-33 jet arrives. Duties include target towing and flying radar calibration runs for the Navy.
• March 1960 Two CS2F-1 Trackers received. New aircraft to replace Avengers in anti-submarine role.
• June 1960-Avengers placed in storage. Expeditor transferred to reserve squadron VC922, also at Patricia Bay.
• April 1963 Sub-Lt. I. A. Powick and PO Ronald Greenbury rescue injured boy from Finlayson Mtn. with HUP (no. 621).
• September 1961-Third Tracker arrives.
• August 1963-HUP-3 helicopter makes first landing on deck of HMCS Assiniboine, the first of the RCN’s post-war destroyer-escorts to be converted to “helicopter handling capability”.
• February 1964 All three HUP-3s make final flight on
• February 28th and are retired.
• March 1970 Squadron commences coastal patrols for the Dept. of Fisheries.
• January 1974 Tracker reconfiguration program begins with the removal of anti-submarine and arresting gear.
• February 1974-VU-33 crew catches a Japanese trawler, the Koya Maru II, illegally fishing in Canadian waters.
• August 1974-VU-33 leaves Pat Bay and moves to CFB Comox.
• May 1979 Tracker involved in surveillance of drug runner called the Samarcanda. Subsequent marijuana confiscation was largest in West Coast History.
• June 1982 Squadron maintenance accepts responsibility for all Comox T-33s and for all Western Canada T-33 periodic inspections.
• April 1983 Squadron celebrates the presentation of the Royal Air Standard by the Honourable Henry Bell-Irving, Lt. Governor of British Columbia.

NEWS BRIEFS Donations Continue For CMFT

We wish to express our sincere thanks for the continuing donations of artifacts and material to the museum collection. Your support is appreciated.

Recent donors are Blair Ledingham, Anonymous, R. F. Stevens, Brent Wallace, Jim Fedoruk, Ross Maxwell, Roy Willis, lan Morrison, Harry Fordham, John Moutray, C. Gordon Peters, Brian Wilson, Joann and Jim Postlethwaite, Fritz Siebert, Jerry Manning, Margaret Dertschel, Charlie Chadola, Bill Smith, Colin Struthers, Standard Aero, Bill Robie, Ross Gregory, Gordon S. Williams, Frank Coulter, Garry Moonie, Gary Gibson, Society of Friends of the RAF Museum, Bob Fleigor, Bud Neyedli, Dave Jones, Jim Spilsbury, Professor lan Gartshore, UBC; CPAir and the Pacific Vocational Institute.

Newsletter Ads

Print your business card in the CMFT Newsletter and you will reach an audience of more than 3,000 people. The Newsletter goes out to all members and is distributed throughout Western Canada at mall displays, airshows and special events. At $10 per issue, this is bargain! Full page ads are $60 and a half page is $30.

Directors’ Meetings

The directors have taken more responsibility for the day to day running of CMFT. The general meetings will thus be free for socializing and guest speakers. Directors meetings for the balance of the season are on June 6, August 1 and September 5, at 8 p.m. at the museum storage site.

Tour Hosts Needed

The museum storage site is now open for visitors Saturdays and Sundays from 10a.m. to 2 p.m. Hosts are now needed to guide visitors around the collection. Guides are provided with a list of aircraft stored and museum brochures, and are needed to keep visitors from wandering off on their own. Call Bruce Duncan with your offer to help, at 277-6883, evenings.

Wants and Needs Dep’t

The museum workshop requires all sorts of hand tools, especially woodworking tools, drills and such. We also require a router and either an air or electric ocscillating sander. The museum compressor is in bad condition and the one we are using is on loan. Does anyone have a surplus or inexpensive compressor, 10/12 CFM preferred?

General Meetings

To accommodate guest speakers, slideshows and more discussion, the general meetings will now begin at 8 p.m. at the museum storage site. June 16 is the next meeting before the summer break. The first meeting in the fall will be on September 15.

Workbees

There is a workbee every Saturday and Sunday from 10a.m. to 2 p.m. at the museum storage site at 13527 Crescent Road in Surrey. There is always work to do, especially with the Open House fast approaching. If it’s raining, call first, but usually there is plenty of indoor work.

Name Tags

CMFT has arranged to have name tags made for members. They are 1″x3″ on black plastic with your name and “Canadian Museum of Flight” engraved in white letters. The price is $3 and distribution will be made at meetings. Out-of-town members add $1 for postage.

Member Returns From China

Marjorie Nicol has returned after a year of teaching in China. We look forward to hearing of her experiences.

New Members

Earl R. Gerow, Vancouver; lan A. Gray, North Vancouver: James W. McLee. Langley: William Paterson, Victoria: Scott Wray, Burnaby; Adele Hatch, Victoria; H. Wilson, Richmond: Clyde MacLeod, Vancouver; Mark Golden, White Rock: Bernie Clark, New Westminster; C. B. Bricklebank, Vancouver; Larry Evans. Trail; lan Wilson, Saskatoon; Elaine Parker, Ft. St. John: Brian Burke, White Rock.

Philippe Jaune, Vancouver; Cory Kilik, Coquitlam; Mike Weeks, Surrey; Raymond Teliczan, Sr., Mascoutah Illinois; Ron Strom, Ucluelet; Wilf Davies, Richmond; Ethel Davies, Richmond: George Neale, Downsview, Ont.; Stoney Jackson, Lang ford; Henri Leowen, Surrey; Steve Gormican, Vancouver: Rob- ert Showrenski, Moses Lake, Wash.; Jack Walton, Surrey: Lewis Tussey, Jr., Wenatchee, Wash.; Jack Den Boer, Richmond.

George MacVey, Vancouver; Colin Walker, Surrey; John Neyedli, Coquitlam; Art Hillsden, Aldergrove: Wayne Medisky, Haney, Murry Lundberg, Fort Langley: Elmer Fossheim, Edson, Alta.

Robert Cousins, Vancouver; 1. King Perry, Tsawwassen; Edward Watkins, Vancouver; Jim Mufford, Milner, B.C.; John Moore, Langley: John Hatch, Willits, Calif.; George Hatch, Surrey: Brian Higgins, Vancouver: Mansell 1. Baron, Kamloops; James Falconer, Vancouver; Donald MacClure, Vancouver; Roger Yorke, Qualicum Beach; B.C. Aviation Council.

OUR FUTURE HOME?

CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION Has been searching for a home for 5 years.

An option has now been offered on Fort Langley Airport. This is an excellent location for the following reasons.

• 1. Already an existing airport
• 2. Waterfront facilities on the Fraser River for float planes
• 3. Trackage for railway and steam buffs.
• 4.50 acres. Room to relocate and amalgamate all transportation museums….
• 5. Hanger storage and tie downs for those who wish to rent or lease.
• 6. Close proximity to two existing museums

$1,000,000 IS NEEDED!

A benefactor or group of benefactors who could come up with the sum of $1,000,000 plus. Time is of the essence. Monies to be paid in over a period of 5 to 10 years.

YOUR HELP IS NEEDED NOW!

This is a chance of a lifetime! Please help out your museum by letting as many people as you can know about our endeavors.

All donations are TAX DEDUCTIBLE and receipts will be issued.

RESTORATIONS

DeHavilland Vampire Mk. III

Restoration of RCAF Vampire No. 17058 is now underway at the Crescent Road workshop. The aircraft, which was donated to CMFT by Don Campbell in 1982, will be restored to non-flying condition. Work has commenced on the nose of the aircraft and any rotten sections of the plyIwood and balsa wood sk in are being replaced. Here is an opportunity to practice your woodworking skills on a jet fighter! Work takes place Monday and Wednesday nights and Saturday, during the day. If you would like to get involved, call Dave Smith, who is heading up the project, at 273-8029.

Bristol Bolingbroke Mk. IV

Wayne Cromie, who heads the Bolingbroke restoration committee reports that offers of additional help never materialized. Work is well advanced on the aircraft turret, and the cockpit nose section is slowly being stripped for restoration. The two aircraft noses will now be moved to the Crescent Road workshop. If you would like to get involved in the restoration of this WWII bomber and target tow aircraft, call Wayne at 277- 3394, and a schedule will be arranged for metal work and general cleaning on the aircraft.

DeHavilland DH-82C Tiger Moth

As of the April 21 annual general meeting, the aircraft had been completely repainted in trainer yellow with the new registration, C-GMFT applied to the wings. The roundels were about to be painted and then attention was to turn to refurbishing the engine and rigging the aircraft. Many thanks to supervisors Harry Fordham and Bill McGarrigle who have been coming in on alternate days to oversee and instruct the apprentice aircraft engineers employed under a grant from the Community Recovery Program for this project. Jack Sargent and Roy Willis have also put in their time supervising and their help too, has been most appreciated. Werner Griesbeck deserves a special thanks. Werner has given of his free time, and a week of his holidays, to supervise the fabricing of the aircraft and then the painting and finishing. Werner also supplied the cover and finish materials at cost. Work on this aircraft began in early December. with a grant to employ nine laid-off apprentice aircraft mechanics. The grant was extended in April and a reduced number of apprentices will be employed through to the first flight, sometime prior to the Abbotsford Airshow. This, the first project of the ‘Phoenix Aeroplane Factory’ has been truly a team effort.

Commercial Aircraft Restorations

The museum is now seeking volunteers to work on the various commercial bush planes in the collection. A Norseman Mk. IV, Fairchild Husky, Bellanca Skyrocket, Waco AQC-6 and Gypsy Moths await restoration teams.

DeHavilland Mosquito Mk. 35

Restoration of ex-photo survey Mosquito CF- HML is proceeding at the restoration workshop in the Fraser Valley. Attention has now turned from the wings to work on the fuselage and landing gear. Apprentices Mark Mohan, Mark Fortune and Wayne Manning have seen their employment grant extended into the summer.

Fairchild Cornell

Work on this aircraft, RCAF 10668/CF-FJR, has been proceeding under the guidance of Gordon Dann. Formerly owned by the Pacific Aviation Museum, the plane was recovered in the late 1970s from the roof of Brett’s Garage in Chilliwack, where it had been on display for many years.

MINUTES OF GENERAL MEETING OF THE CANADIAN MUSEUM OF FLIGHT AND TRANSPORTATION Held April 21, 1963,

• CALL TO ORDER:
  • 8:10 p.m. 32 members and guests present. New members Brian Burke and George MacVey attended and guests were Norm MacVey and Mark Mohan.
  • Minutes of Jan, 20, 1983, meeting: Read by the secretary and adopted as read.
  • Treasurer’s Report: Still in the computer due to technical difficulties. A verbal report given by treasurer. A detalled report will be Included in newsletter.
• OLD BUSINESS:
  • Oral History: Jerry Vernon reported names being collected for Interviews this summer.
• RESTORATION COMMITTEES:
  • Tiger Moth, Ted Harris: Aircraft recovered, to fly this summer.
  • Auster, Val Hinch: Nearly ready to recover.
  • Vampire, Mark Zalesky: Four people working Monday and Wednesday evenings.
  • Mosquito, Mark Mohan: Work progressing steadily,
  • Bolingbroke cockpit, Wayne Manning: Help didn’t materialize. Will be moved to Surrey workshop.
  • Cornell, Cordon Dann: Needs help on restoration.
• RECOVERY AND LOGISTICS:
  • Wayne Manning, No report. Wayne to set date for meeting.
• AIRSHOWS AND DISPLAYS:
  • Open House, Gordon Dann: June 26. Plans progressing. Next meeting of volunteers, May 14, 1983, Seven Oaks (Abbotsford), Jim Cline. Did display almost singlehandedly. Richmond Square: Next display May 30 to June 4. Help needed. Langley Days Display: June 18 and 19. Help required.
• NEWSLETTER! Wayne Cromle. Next issue largest yet.
• VANCOUVER ISLAND REPORT:
  • Val Hinch reported on Seattle tour. Tillicum Mail display July 13-18. Written report by Adele Hatch on coming events. Donations from T. M. Thompson and Associates, Spencer Davies. Dave Reumke acknowledged.
• NAME TAGS:
  • Arrangements made for 1″x2″ etched name tags, price $3. Also available are reusable plastic buttons. John Moutray to look into designing a personalized name tag.
• TOURS:
  • Bruce Duncan needs more volunteers for Saturday and Sunday tours. Ken Swartz reports Abbotsford Airshow program will carry half page on CMFT. Boeing Canada reunion May 29. Heritage Westwill carry articles.
• PUBLIC RELATIONS:
  • Article in CFB Comox paper.
• RECESS:
  • John Moutray described his experience with the RAF as gunner on a Handley-Page Heyford.
• NEW BUSINESS:
  • Canadian Aeronautical Preservation Association (CAPA) conference for 1983 being hosted by CMFT July 21, 22, 23. To Include visit to Seattle museum additional to business meeting. Help required.
• ELECTIONS:
  • Barry Jackson chaired during election of directors for 1963-84 year. Directors elected were Bruce Duncan, Ken Swartz, Wayne Cromie, Rob Kennedy, Werner Griesbeck. Committee Heads are: Newsletter, Rob Kennedy, Recovery and Hauling, Wayne Manning: Gift Shop, vacant; Air Show and Special Events, Gordon Dann; Restoration, Harry Fordham: Membership, Dave Smith; Research, Jerry Vernon: Communications, Ken Swartz.
• JOINT DIRECTORS’ MEETING:
  • A joint meeting with Vancouver Island directors scheduled for May 7, at Victoria.
• ADJOURNMENT: 10:42 p.m.
• APPOINTMENT OF OFFICERS
  • A directors’ meeting was held at 10:50 p.m. to appoint a slate of officers for the 1983-84 period. The new officers are: President, E. V. Zalesky: Vice-President. Bruce Duncan; Secretary-Treasurer, Rose Zalesky.
• VANCOUVER ISLAND BRANCH DIRECTORS, Directors are:
  • Dave Jones, John F. Lyne. Bob Bullough, Adele Hatch, Dave O’Brian. Committee Heads are: Restoration, Tom Palmer; Historian, Peter Knowles; Recovery and Hauling, Howie de Graff. Vancouver Island Representative, Val Hinch.

The “Spruce Goose” Has a New Home

Howard Hughes’ famous flying boat, the Hercules (“Spruce Goose”) is now on public display in Long Beach, Calif. Built entirely from wood, the aircraft was intended to ferry U.S. military troops across the Pacific during WWII.

The aircraft made only one flight of approximately a mile before being placed in climate-controlled storage for the next 40-odd years.

Following the death of Hughes, there was serious doubt as to whether the aircraft would survive intact. Fortunately, preservationist forces prevailed and the aircraft was moved to a domed hangar adjacent to the berth of the ocean liner Queen Mary The hangar opened to the public in late May and visitors can see the aircraft, still holding the record of possessing the world’s greatest wingspan-over 300 feet.

VS-44A Returns Home

The last of the flying boats built by aviation pioneer Igor Sikorsky, the VS-44A “Excambian’ (Reg. No. N41881), returned home to Connecticut this April.

The giant, four-engine flying boat, built in 1942 by the Vought-Sikorsky Division of the United Aircraft Corporation, was unloaded from a barge tied up next to the Sikorsky aircraft plant in Stratford, Connecticut.

The aircraft is on permanent loan from the U.S. Naval Air Museum in Pensacola, Fla., to the Bradley Air Museum in Winsor Locks, and will remain in southern Connecticut long enough for volunteers to restore and refurbish the plane.

The effort to put the flying boat in static condition, suitable for display, is an all-volunteer project.

The “Excambian” was one of three aircraft manufactured for American Export Airlines. The VS-44A could carry 16 passengers in sleeping accommodation across the Atlantic ocean, or 40 passengers in coach configuration.

Restoration to Commence On Canada’s Most Historic Locomotive

Railway historians on Canada’s West Coast have joined together to restore one of Canada’s most historic steam locomotives.

A recent grant from the B.C. Heritage Trust has enabled the Pacific Coast Division of the Canadian Railway Historical Association (CRHA) and the West Coast Railway Association (WCRA) to jointly undertake restoration of CPR Locomotive No. 374.

No. 374’s most significant achievement was to pull Canada’s first transcontinental passenger into the new city of Vancouver on May 23, 1887. It remained in service for almost 60 years and was saved from being scrapped in the mid- 1940s through the joint efforts of Vancouver city archivist J. S. Matthews, the Board of Trade and the Vancouver Parks Board.

Unfortunately, No 374 was allowed to rust and decay over the years at its Kitsilano Beach Park location.

Before the end of June, No. 374 will be moved to the vacant Morrison Steel building on Granville Island where volunteer labour from the WCRA and the CRHA will work on the restoration, guided by several master mechanics and help from CRHA’s national railroad museum in Delson, Quebec.

The entire cosmetic restoration of No. 374 is expected to cost $100,000 and take two years to complete. CHRA spokesman Steven Stark estimates the costs will be divided 50-50 between labour and materials with an additional expenditure for the refurbishing of the workshop building, which will be open to the public.

On completion, No. 374 will probably be moved the short distance across False Creek to the old CPR roundhouse in the center of the Expo ’86 site.

Stark envisages all 22 bays of the roundhouse filled with locomotives, rolling stock and exhibitions as part of a railroad exhibition at Expo ’86.

Further plans call for local chapters of the CRHS in other regions to send trains of historic locomotives and rolling stock to Vancouver to mark the centennial of the arrival of the first transcontinental train at Port Moody, B.C. Expo ’86 was granted to British Columbia partly in recognition of this achievement.

For further information on the restoration of Locomotive No. 374, contact the Canadian Railroad Historical Association at P.O. Box 1006, Station A, Vancouver.

Fort Langley Station Threatened

The Langley Heritage Society is seeking to preserve the old Canadian National Railway Station at Fort Langley as part of that town’s downtown revitalization program.

The station, built in 1911, was recently closed following cutbacks in passenger service and rerouting of VIA Rail service along CPR tracks. It is threatened with destruction.

For further information, write P.O. Box 982, Fort Langley, B.C., VOX 1J0.

HS-2L Restoration

Restoration work on a Curtis HS-2L flying boat is slowly progressing at Canada’s National Air Museum (formerly National Aeronautical Collection) in Ottawa. The HS-2L was instrumental in the early operations of the air board, the forerunner to the RCAF Ministry of Transport in Canada.

It was four HS-2Ls, along with a Felixstowe F-3 that were the first aircraft operated from Jericho Beach Air Station on Vancouver’s English Bay. These aircraft also undertook the first forestry patrols and photographic surveys of Canada’s west coast.

OUT OF THE PAST

This B.C. Electric Railway Interurban, built about 1910, ran to New Westminster via Central Park, now designated as the route of the ALRT. photo: Brian Kally

In an old warehouse in Burnaby, sitting quietly under the dust, are several relics of the B.C. Electric Railway, at one time the largest urban and interurban transit network in Canada.

Just as it can be said the C.P.R. opened up the country, the B.C.E.R. opened up the Lower Mainland and Victoria. Starting with the first streetcar in 1890, the B.C.E.R. built lines in every direction out from the city centre, encouraging housing and industry to follow the tracks into undeveloped land with the promise of electrical power and transportation.

Interurban lines were built to connect Vancouver, Burnaby, New Westminster, Richmond, and out to Chilliwack in the Fraser Valley. On the Island, the interurban ran north from Victoria through the Saanich Peninsula. At its peak, the B.C.E.R. had over 647 pieces of equipment including streetcars, interurban trams, locomotives, freight cars and work equipment. The areas not served by rail were augmented by the Company’s city buses, trolley coaches, and the inter-city buses of Pacific Stage Lines.

Tay, B.C. Hydro still runs freight over some of the old lines. And quietly resting in Burnaby are one 1914 vintage locomotive, two 1912 vintage trams, a 1907 vintage streetcar, a 1936 bus and a 1947 trolle y coach. Hopefully the day will come

when this equipment can be restored, displayed, and even operated to remind people of the good old days when everyone in Vancouver and Victoria rode the “old red rockets” of the B.C. Electric Railways.

For further information, contact Brian Kelly, 536 East 3rd Street, North Vancouver, B.C., V7L 1G5, 988-4105.

Sternwheeler Gets Heritage Grant

The SS Samson V, one of Canada’s last sternwheeler steamships, is one step closer to restoration as a floating maritime museum for New Westminster, thanks to a $48,000 grant from B.C. Heritage Trust.

The ship, built in 1937 for the federal public works department, will go into drydock this summer. It is expected to open as a museum in the fall.

The Samson V was designed to be a river workhorse. Each day, she would chug out from the federal government dock in New Westminster to clear away obstructions and tend the navigational buoys along the Fraser River.

The public works department decided to retire her about four years ago.

Vancouver Maritime Museum

The Maritime Museum was built by the City of Vancouver to commemorate B.C.’s centenary in 1958, and was officially opened in November, 1960. An integral part of the museum is the historic two-masted schooner St. Roch. The late city archivist, Major J. S. Matthews, spearheaded a determined drive to save the ship from being scrapped when her sea-going days ended in 1954.

From this spirited campaign, the concept of a maritime museum was developed. The museum was to encompass all man’s activities in his enduring relationship with the sea, with primary emphasis on the North Pacific and special emphasis on the coast and inland waterways of British Columbia.

The museum collection includes relics of ships, uniforms, marine engines, navigating equipment, photographs and documents, and many fine ship models.

In the fall of 1980, work was begun on the extensive landfill in front of the museum site, as a preliminary to building of a 500-foot breakwater and the creation of a new mini-harbour north of the museum.

For 2½ years work has progressed, and now, on June 17, the harbour will officially open. On hand for the opening ceremonies will be the visiting American ‘tall ship’ The Pride of Baltimore, along with other local historic sailing vessels.

Construction of the harbour was made possible through generous support from the Federal Government, and many private donors. It now provides a home for the museum’s 100-year-old schooner, the Thomas F. Bayard, and several other historic ships. This will be the first floating maritime exhibit maintained anywhere in B.C., and will encourage the preservation of other historic vessels.

The Vancouver Maritime Museum Society was recently launched to spur museum expansion. Membership details, along with museum information, can be obtained by calling 736-4431 (ext. 220), or by visiting the museum at 1905 Ogden Avenue, Vancouver, B.C., V6J 1A3.

Nautical Heritage Society

The Nautical Heritage Society came into existence two years ago to promote the recognition and preservation of B.C.’s maritime heritage. It is intended as a vehicle for both private individuals and groups who share a concern for the maritime history and heritage of this province.

As well as a growing number of individuals, the society now numbers 12 member groups throughout the province, ranging in area from the north coast to the southwest corner and on into the Okanagan and Kootenay regions. Three regional chapters are being formed to meet the specific demands of particular locales and a possible two others will be underway shortly.

Some maritime news in brief:

Maple Leaf, a sailing yacht built in 1904 at the old Vancouver Shipyards of Capt. William Watts, continues to be restored, although work has slowed down recently due to commitments of manpower to other projects.

The last remaining steam power tug, on the West coast, S.S. Master, is alive and feeling better every day. Built in 1922 in False Creek, she operated around the B.C. Coast in her towing days.

After all these years of wear and tear, the gumwood has been removed from the hull and the necessary hull planks replaced, as well as caulking and cement work on the seams. Master is back in the water, presenty moored at Sterling shipyards.

Claire Ann is a 130-foot, retired lightship moored in False Creek while the ship’s engines are being rebuilt and general renovations carried out. Kent Staudinger bought the 79-year-old vessel from Rivtow. His goal is to have the ship fully restored and included in the World’s Fair celebrations to be held in Vancouver in 1986.

Robert Kerr is one of the more interesting wrecks on the B.C. coast. Located off the northern end of Thetis Island, the ship has been the site of several dives by the Underwater Archaeological Society. The society is hoping to arrange a display at Expo 86 of photographs and artifacts. from the wreck to tell the ship’s story.

THE BLENHEIM On Patrol Over Southeast Asia

By Tony Day

The Bristol Bolingbroke, affectionately known as the”Boly” in the RCAF, was the Canadian version of the Bristol Blenheim Mk. IV, which itself was developed from the Blenheim Mk. I, or short-nosed Blenheim. When it first reached RAF squadrons in 1937, it could outpace the contemporary biplane fighter and it remained the RAF’s fastest and fully aerobatic bomber for over two years. It was superceded in production by the Mk. IV, or long-nosed Blenheim in 1938. The Bolingbroke served operationally in the Aleutian Campaign and on the west and east coasts of Canada, but was primarily used at bombing and gunnery schools.

The Blenheim IV, however, was used operationally from the outbreak of WWII until well into 1943. A Blenheim of No. 139 Squadron was the first aircraft to cross the German frontier in 1939, followed the next day by 10 Blenheims from Nos. 107 and 110 Squadrons which raided units of the German Fleet in Schillig Roads. During the next two years, Blenheims served on raids against targets in occupied Europe and against enemy shipping from Norway to the Bay of Biscay, the losses on the anti-shipping raids being very high.

Blenheims served in the Middle East with great success against the Italians and also went on the ill-fated expedition to aid Greece. However, once the Luftwaffe was firmly established in support of the Africa Korps in North Africa, losses in daylight bombing raids became prohibitive, and it was necessary to supply fighter escorts whenever possible. Blenheims carried out anti-shipping raids from the beleagured island of Malta with excellent results, but at a very high cost in aircraft and crews. Blenheims were the only allied bombing force in the successful action against the Vichy French in Syria.

Two Blenheim squadrons were stationed in Malaya and were expended against the Japanese invaders before the remnants were able to escape to Burma, where a handful of Blenheims did their best against the Japanese invasion of that country in 1942. When the Japanese drive was terminated by the monsoon, a few eventually retired to bases In India. The area of India-/Burma in which most of the Blenheims were to operate in the next two years was the Arakan, the coastal strip separated from the rest of Burma by the Arakan Yomas Range. It is an area of fertile rice paddy fields interspersed with steep, heavily-jungled hills with turgid rivers in the valleys and chaungs, or saltand fresh-water creeks that made land transportation difficult. It was tough country for the infantryman and tough country to fly over.

By May of 1942, Nos. 60 and 113 Squadrons had enough serviceable aircraft to commence daylight raids on Akyab and other Arakan targets. It was during the course of one of these raids on May 22, 1942, that the Japanese air ace, Lt. Col. Kato was shot down and killed by a Blenheim gunner. By September, No. 34 Squadron was operating Blenheims on the Central Front, and No. 11 Squadron was carrying out reconnaisance flights over the Bay of Bengal.

Shortly after the end of the monsoon, General Wavell launched his ill-fated first Arakan offensive with the modest objective of capturing the island of Akyab with its airfields. At first, the offensive went well with the troops south of the vital Maungdaw-Bithudaung Road by Christmas, but then a 10-day delay occurred, due in the main to unseasonal storms washing out sections of the tenuous 150-mile pack trail which constituted the line of supply and communication. When the offensive resumed, it was too late, as the Japanese had poured in reinforcements and soon once again a retreat had to be ordered.

During this abortive campaign, the Blenheim squadrons operated at maximum effort, bombing the Port of Akyab and the airfield facilities, and as the Japanese advanced, much of their effort was expended against enemy troop concentrations and their line of supply. The Japanese Air Force in the area was also reinforced with “Oscar”, and now the Blenheims of the two squadrons, sometimes accompanied by Hudsons of No. 62 Squadron were escorted by Hurricane and Mohawk fighters, who were partly successful in keeping the “Oscars” away from their charges, but suffered heavy losses themselves in doing so. In addition there were low level “tip and run” raids by singles and pairs of Blenheims.

Around this time, the Blenheim Mk. V began to arrive to replace Mk. IV losses. This aircraft, with its increased armour and heavier gun turret (but without the necessary up-grading of the engines) was not popular with aircrews due to its poor single-engine performance.

The first Arakan campaign ran its doleful course and then came the 1943 monsoon during which the Blenheims were based on the wet airfield at Fenny, attacking chosen points through which the Japanese were bringing their supplies to the Arakan from Rangoon.

So old were these aircraft now, but so excellent the squadron spirit, that it was said that the Blenheims flew on happiness alone. The ground crews were devoted to their aircraft, working long hours with barely a break to repair a Blenheim in time for a raid. Spares were in short supply and only by the fitter’s knowledge of the idiosyncrasies of each engine were they made to go at all. “It’ll clear in the air” became a hopeful catch phrase and ended as a squadron battle cry. The comradeship of the Blenheim crews became famous enough in India for aircrews to try to get posted to the Blenheim squadrons, despite the maturity of the aircraft.

By now, the replacement for the Blenheim was in the wings. The Vultee Vengeance was acquired from the USA but was not suitable for European operations. Once the intial bugs had been ironed out of the aircraft and its method of operation, it replaced some of the Blenheims, and became the RAF’s only dive bomber, bombing with pinpoint accuracy during the Second Arakan Campaign and beyond. Other Blenheim squadrons were re-equipped with “Hurribombers”, the Hawker Hurricane with cannon and bombs.

The December, 1943, Order of Battle for the South East Asia Air Forces no longer had Blenheims listed. Most were scrapped, but some soldiered on with the Calibration flights and as squadron “hacks”. By 1943 the Blenheim was obsolete, but in many parts of the world and, in particular the India-Burma theatre, it was still a trusted performer which did much to discomfort the enemy at a time when the fortunes of the Allies were at a low ebb.

Books in Review

The De Havilland Canada Story, by Fred W. Hotson, Canav Books, $25.95.

The latest title from internationally acclaimed publishers Canav Books, The de Havilland Canada Story is the definitive history of Canada’s oldest aircraft manufacturer. Fred Hutson traces the history of the company from the first Moths it assembled in 1928 through to the present day, highlighting the people and the aircraft that brought de Havilland Canada’s international success. With over 400 photos (40 in colour, profiles and drawings, this 244-page book provides exciting reading not only for the aviation buff, but for anyone with a keen interest in Canadian history and development.

Raincoast Chronicles No. 9. Raincoast Historical Society, Madera Park, B.C.

For those who have fallen in love with the narrow inlets and rugged mountains of Canada’s west coast, here is a publication that speaks of that landscape from cover to cover. Issue No. 9 of this annual publication highlights Vancouver, and has gained a “cult” following amongst aviation buffs.

An article on the Hoffar Brothers’ seaplane built and flown at Coal Harbour in the early part of the century, is followed by a recollection of the Boeing Aircraft facility situated not far from the entrance to Stanley Park. However, worth the issue alone is a superbly illustrated article by Jim Spilsbury on the history of the B.C. Coast’s firsi regional air carrier, Queen Charlotte Airlines.

440 Squadron History, by Canada’s Wings, $21.95.

Formed as No. 11 (Army Co-operation) Squadron at Vancouver’s Sea Island Airport in the austere days of 1932, this unit later went on to fight in the Aleutians against the Japanese prior to its transfer overseas as No. 440 Squadron in 1944. Later to operate CF-100s at home and in Europe in 1968, the squadron assumed its present role as a Search and Rescue unit. A unique book that captures the history of early military aviation on Canada’s west coast, as well as the history of the RCAF as a whole. 250 photos and 110 pages.

De Havilland Canada DHC-3 Otter, by Karl Hayes, Irish Air Letter, $21.95.

This book contains the most detailed history of de Havilland Canada’s work horse-the Otter. Between 1951 and 1967, de Havilland built 466 Otters for customers throughout the world.

In this 144-page volume, the development of the aircraft is traced along with its use by military, government and commercial operators. Special chapters deal with the Otter’s use in such places as Antarctica and the Phillipines. The book’s greatest asset is the hundreds of photos of the Otter in service throughout the world, 64 of which are in colour.

As an added bonus, there is a complete itinerary of every Otter ever produced, with serial numbers, known registrations, customers and brief histories. The unique story of a truly unique Canadian aircraft.

High Flight, published by Canada’s Wings, Stittsville, Ontario (six issues a year $15, single issue $2.75.)

This is an unique journal devoted almost entirely to the history of Canadian military aviation. Each issue has many fascinating articles, drawn from long forgotten records in the Public Archives of Canada, and from private collections.

The Sept/Oct. 1982 issue (Vol 2, No. 5) featured part III of a continuing series on the history of No. 1/401 Squadron RCAF, this time during its Battle of Britain days (a squadron once based at Vancouver). This same issue includes part one of the history of the Douglas Digby in RCAF service, B-25 Mitchells with No. 139 Wing, RAF; and several photo pages of 425 Squadron Halifax nose art. Of Western Canada interest is an article on Norwegian N-3PB seaplanes based briefly in B.C.. during 1941, prior to their wartime service in Iceland.

The Nov./Dec. 1982 (Vol. 2, No. 6) has an unique cover photo of a No. 8 Squadron Bolingbroke over Vancouver in 1943. Inside are articles on Canada’s first F-18s, on the Vichy Air Force in French Somaliland during WWII, a chronology of the RCAF in 1930 and continuation of both the Douglas Digby and No. 1/401 Squadron histories.

417 Squadron History, by Canada’s Wings, $21.95.

This hardcover, 110-page book traces the history of 417 Squadron from its formation in England in 1941 to its present work as operational Training Unit for CF-104 squadrons in Europe (due to disband in June, 1983). More than 200 photos feature the Hurricanes, Spitfires, Mustangs and Starfighters flown by 417 Squadron, along with photos of the men that made this history.

Voyage into the Unknown, by C. A Morrison, Canada’s Wings.

Fifty photos and 186 pages present the complete story of the search and recovery of COSMOS 954, the nuclear-powered satellite that scattered radioactive debris over the Northwest Territories in January, 1978. Written by a participant on the search who later worked as an officail historian.

The Canadair North Star, by Larry Milberry, Canav Books,$29.95.

Published this past winter by Canav Books, this superb work details the history of the North Star through the eyes of the people that knew her best: her builders, pilots, engineers and her passengers. About the aircraft that gave TCA a modern transcontinental workhorse and one that launched Canadian Pacific Airlines into the international scene, this book is highly readable, informative and historically accurate. Milberry has outdone his previous successes, Aviation in Canada and The Avro CF-100. This book sets new standards in the presentation of Canada’s aviation history and benefits from the contributions of CMFT members Earle Gerow (Air Canada), lan Gray (CPAir), Gordon Peters, Fernando Vashon (CPAir) and Jerry Vernon.

Up, Up and Awaaaay!

In 1917 Pacific Motor Boat and Motor Ship gave its Vancouver correspondent the dubious assignment of checking out the Hoffar Brothers’ flying boat. In the following article, Bruce J. McKelvie tells it like it was.

I am alive. That statement may not be of interest to any but myself, but to me and my creditors-it means a lot. Moreover, at this time of writing, I am, I hope, in possession of all my faculties, am sound in limb, and my wind is no shorter than it was; and my portly figure moves with its accustomed ease and dignity.

Like the breakfast advertisements “there’s a reason” for this assurance to the public at large that I continue to scintillate in tnose circles in which I am wont to shine. The reason being, that I am so tickled with the fact that the Pacific Motor Boat did not lose a brilliant correspondent when I took “the air” with Jimmie Hoffar that I am congratulating myself at every opportunity.

Yes, I took the air, 2,000 feet of it, and swallowed it at the rate of 70 mph. In other words, I went aeroplaning with Jimmie Hoffar in the Hoffar Brothers’ seaplane, and enjoyed it. Moreover we-that is Jimmie did, I was the ballast-established a record flight over the city of Vancouver.

Jimmie and I went to school together, years and years ago, before Jimmie and his brother Henry started building motor boats, seaplanes and other useful articles, and I commenced to pound a typewriter for my three portions of nourishment per diem. We sat together in school and on one memorable occasion fought a fistic duel for the honour of a fair maiden’s smile. (The fair one later grew up and gave us both the icy phalanges.) When Henry Hoffar whispered in my ear one day recently that Jimmie would like to take me heavenwards, I was delighted. That was before the event-I am delighted now; this after the event, but during the aforementioned event, I seized hold of the idea that Jimmie remembered that chivalrous battle of the dim, distant past and was intent on taking me up amongst the clouds to pull away with his winged machine and let me gracefully respond to the laws of gravitation until the earth or the sea or whatever happened to be directly below stopped my violent descent. All of which, of course, was utterly unfair to Jimmie Hoffar.

Be that as it may, however, I accepted the invitation to wander through the ozone, and one evening recently hiked me with becoming speed to the Hoffar Brothers’ boat slip, where Henry Hoffar was waiting for me in their nice big mahogany speed boat. Away out on the bosom of Burrard Inlet Jimmie was bobbing up and down on his aeroplane, or seaplane, or whatever the technical name for the uplifter is. I had often watched the Hoffar speed boat tear through the water, but never did I anticipate that it could travel as fast as it did that night. My how I was hoping that the purring engines would stop at a sufficient distance from that seaplane to enable me to decline to board the frail aircraft of linen and wood. But No! the speed boat drew up toward the nose of the plane,and Dean Darling, who was acting as general assistant to Jimmie, quietly advised me to board the aircraft.

He is a very generous-hearted man, is Dean Darling, for he noticed that I was-ah, well-vibrating somewhat. “You’re chilly,” he told me, and I was indeed glad to find that it was cold that was making my knees behave so strangely. “Take my sweater,” he said, and doffed his big woollen jersey. I gladly availed myself of the offer.

Just to comfort me, as it were, Jimmie rubbed his chin reflectively as I melted into the tiny seat and overflowed my excess avoirdupois dangerously close to the engine, and said, “By the way, how much do you weigh?” I confessed. “Hum, hum! This plane has never attempted such a weight as that before,” he volunteered, and I had a glimmer of hope that he was going to back down on the venture, but he was game, and proceeded to oil up the engine. Then it was that I became suspicious of his motives. He had a devil-may-care, do-or-die look on his face before he hid it under a sort of monkish cowl and tremendous pair of goggles. I had discarded my hat and had no goggles. I did not want them. I might have to hold on to them, and I instinctively felt that my hands would be quite occupied in gripping on to the sides of that little car. They were.

Everything was in readiness. Henry and Darling were hanging onto the tail of the kite. The engine started to roar and Jimmie crawled into his seat behind me. I started to think of my past career, but, determined that my last thoughts should be of something pleasant, tried to imagine what sort of corpse I would make and would there be many flowers, or if they would be able to disentangle my remnants from those of Jimmie Hoffar. Comforted by these reflections, I decided to pray, figuring that if I waited any longer there might not be time to do the job properly. “Now I lay me down to sleep,” I commenced, but that portion about the “laying” seemed too suggestive, and before I could think of another, Henry Hoffar and Darling had let go of the tail of the machine and we were tearing over the water at a rate of speed-55 miles per hour, they told me later.

“What if the wings should collapse?” I asked myself, hardly making the person addressed hear above the awful noise of those 100 hp Roberts engines. I gazed intently over the wings. Then suddenly looked down. Horrors! There were seagulls whirling and wheeling below us. We were making for North Vancouver. There was the ferry in the distance. Surely we were going to strike her. No! We were passing over her, and she looked infinitesimal away down there in the water, the great white wake looking strangely beautiful from the distance in sharp contrast to the green and blue water. Now we were rushing directly for the rugged mountains of the north shore. Surely we would dash ourselves to pieces against their forbidding sides. Not so; we were turning. Now we were headed for the Second Narrows. We were up. I realized that for the first time. Up, and going higher. A strange feeling of super-joy, of unexplained exhilaration overcame me, and I looked down as best I could in the rushing wind that turned my unprotected eyelashes. My, what a sight! There were hundreds of wee boats afloat on the inlet. Tiny specks they looked, but I knew them to be units of the great fleet of pleasure power boats.

There was no sense of motion. No idea that we were travelling at the rate of 70 miles per hour. Only the sensation of sitting in a comfortable seat floating, just floating with a terrific wind driving against our faces.

We were turning now, and as I looked out and beyond, I had no time for further analyzing my feelings. We were turning and climbing. I managed to twist my head and look at Jimmie and he smiled. We were all right. I looked away to the south, and my, what a vista of beauty! There in the evening light lay Vancouver, softened and shaded as it blended into the distant forests of the southern municipality, and over beyond that, Lulu Island lay purpling in the distance, with the mighty Fraser River winding around the deltas like a torn silver ribbon.

We were still turning in a mighty circle, and below us lay the city. How beautiful and tranquil it looked, and geometrically perfect, with its square blocks, and white paved streets. Its grey roofed houses, and green gardens. Still turning in that great arc which bent from the harbour well over the east end of the town and toward the west. We were sailing toward the west now-the Golden West.

I came back to earth-no, that’s not right, I was coming back to earth all right-rather I came back into the full possession of my fears that obituary notices would contain a name that I know I will never live to see in them. But there was no reason to fear, for Jimmie smiled again when I managed to turn my head in his direction. so I looked down to see the earth and forests and water rushing up to meet us. What were those tiny specks? Little pointed things! Ah, the Royal Vancouver Yacht Club. We were diving directly toward the anchorage. Surely we wer going to smash in amongst those boats! No, wrong again, we righted, and sailed over the yacht club, over Brockton Point and the angry waters of the Narrows, on and on over the inlet, wheeled and headed back for Coal Harbour. Gently we came down to the water, and the sense of motion. We were on the waves again and there were Henry Hoffar and Dean Darling racing toward us in the speed boat.

Safe at last! Jimmie looked into the place where all the little wheels and handles are located and lifting the visor which had covered his face, smiled broadly. “Gee, that’s the highest I’ve been. We made a record. We were up 2,000 feet,” he said.

Right then I shook hands with myself, and congratulated myself that I was alive. Do you blame me? Shake!

WACO ZQC-6, Custom CF-CCW was donated to CMFT in 1980 by Dr. Jack Pickup of Alert Bay, B.C. Dr. Pickup used the aircraft for his flying doctor service on the B.C. coast. CF-CCW is pictured at Vancouver, c. 1938. Photo: C. Gordon Peters.