Canadian Aviation Blog

About the Canadian Warplane Heritage Museum

flyvertosset — Thu, 10 May 2012 21:49:00 GMT

Canadian Warplane Heritage Museum is a living museum featuring the aircraft used by Canadians or Canada's Military from the beginning of World War II up to the present. The Museum's collection includes aircraft that really fly and several that remain on static display and are interactive workshops.

The museum strives to allow the visitor to experience and interact with our displays. One could climb into the cockpit of a real WWII trainer or a real jet fighter, our Avro CF-100. There are interactive flight combat simulators which will surely test the flight skills of any aspiring aviator. The Museum also offers the visitor an educational experience that will take them back through Canadian history. The Museum has interactive video displays, movies, photographs and memorabilia from Canadian History.

A collection of over fourty aircraft has grown through the friendship of Dennis J. Bradley and Alan Ness. Their love of aviation and their desire to maintain and preserve Canada's aviation history saw restoration projects that were not only great pieces of workmanship but airworthy examples.

Bradley and Ness approached friends Peter Matthews and John Weir to become partners with them to acquire the first aircraft, a Fairey Firefly. This aircraft was to become the masthead of the museum's advertising and stationery and continues to this day to be incorporated into logos, crests and memorabilia. A tribute to the four flying founders is located in the museum's main entrance.

In 1972, the group moved into part of a hangar at Hamilton Airport and started to seriously seek out other restoration projects or flying aircraft. A Harvard Mark IV was to be the next acquisition, followed over the years by Supermarine Spitfire, Corsair, Chipmunk and Tiger Moth.

Hangar 4, followed years later by Hangar #3 for restoration, was purchased and the aircraft collection and the volunteers finally had a home. The group applied for foundation status, to be governed by its own volunteers, operating as the Canadian Warplane Heritage. Meanwhile, sufficient interest was being shown by those watching the aircraft being restored. More enthusiasts wanted to become part of the growing activities and the membership program began.

1975 saw the collection move into another area in Hangar 4 and the acquisition and restoration began on the B-25 Mitchell. The story of the arrival of this aircraft suggests a strafing of the airfield and the bombing of the runway with watermelons. In the same year, the Westland Lysander and Cessna Crane joined the collection.

The CWHM is a non-profit organization whose mandate is to aquire, document, preserve and maintain a complete collection of aircraft that were flown by Canadians and the Canadian military services from the beginning of World War II to the present. Our role is to preserve the artifacts, books, periodicals and manuals relating to this mandate.

Canadian Warplane Heritage Museum

Watch a Slideshow from CHW (Windows Media Player)

All Photos: A.Koolsbergen CWHM.

A Canadian visit to the Flightsimulation Museum in Someren Holland

flyvertosset — Mon, 30 Apr 2012 20:38:00 GMT

The Museum of Flightsimulation is situated in the industrial zone in Someren Holland. they have a number of restored flight simulators ranging from the 1930's to 1980's.

There are several Link Trainers and other simulators including an Airbus A-310 that are in the process of being restored. The A-310 was a donation from KLM. The simulators are accessible to the public so they can learn about aviation and flying in particular.

After a short instruction, people are invited to fly in one of the simulators. The guide helps the pilot and supports him or her when necessary. A flight exercise usually consists of take off, climbing to 1500 ', flying straight and level, turns, banks and landing.

We were only two when we arrived at the Museum for our private tour. The museum is only open to the public on Sundays, for any other visits, you phone and book a tour. The 50 Euros we paid for a 3-1/2 hour session was very good value, as it included flying in several simulators.

We were given a tour of the facility and admired the plethora of working simulators. The latest addition an Airbus A-310 CAE simulator was donated to the museum by KLM. The cost was 1 Euro. To get the simulator to the Museum cost 6000 Euros. In order to create space for the A-310 simulator, two older Link trainers, Link D-2 (1942) and Link C-8 (1954)
had to be removed and are now stored. The simulator is in the process of being restored to flying condition without movement. The hydraulic system is too costly to maintain.

Other simulators in the Museum, Link AT-10 (1960), ATC-112 helicopter (ca 1970),Singer/Link GAT (1970),ATC-610, desktop simulator (ca 1972),Beech Baron with FS-X (1974) and a homebuilt simulator using a concave glass for visuals.

After the tour it was coffee break and then we got a basic lesson about flying, control surfaces etc..and then onto flying.

First we flew the Singer-Link GAT-1.

Link insisted on moving the trainer to achieve some sense of flying. This trainer does not move very realistically only three axis movement, the sound is very natural. The simulator was built to mimick, a Cessna 150F.

This is an ideal trainer for the Instrument Flying. Just about all flight instruments can be eliminated one by one, motor disturbances can be introduced in different ways. Flying with "Limited Panel" and practicing emergency procedures can be taught. Also, the weight of the aircraft (with load) and the location of the center of gravity can be changed. There is an outside monitor for the Instructor to follow the flight in detail.

This was blind flying 101 and even with 3 axis this trainer can make people motion sick, a barf bag is handy at all times.

Then we flew the Beech Baron 58.

This simulator was based on a Piper PA-31-350 Chieftain, a 10 seater aircraft with two piston engines. It simulates a Beech Baron 58. The vision is presented with three projectors, with a visual of 120degrees.for twin-rated pilots who want to practice navigation flights all-over-the-world and in all weather conditions, this is a very good simulator. Apart from a few engine instruments all gauges work.

We flew out of Seattle (Sea-Tac) and that was almost home territory for me. Did some TO's and landings at various airports in the Seattle area and had a lot of fun. The visuals are stunning and we were forgetting about time when it suddenly was all over. That was due to the Canadian Cowboy landing short of the Tacoma Narrows airport and crashing into a fence. :-((

If you are ever in Holland you got to visit this unique Museum.

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Canadian Aviation Blog

Museum of Flightsimulation, Dutch only!, translate with Google

A Canadian visit to the Airbus Finkenwerder facility in Hamburg

flyvertosset — Thu, 26 Apr 2012 16:57:00 GMT

My friend who had arranged this visit for me picked me up from my hotel in a car pool vehicle and gave me a quick tour around the facility. There are several good places for photographers and spotters. The rules for photos inside the factory is that "Photografieren ist Verboten" and that is it. Even me with a letter of assignment from my Editor made no impact on the policy. Airbus wants full control on photos and that is understandable. One inconvenience is that you cannot get photos of the old "gate guards" the Hansa Jet, Noratlas Nord etc. because they are inside the facility.

When we got inside the factory we went to the older part of the airfield and one of the administratioin buildings that used to belong to Blohm & Voss who had a manufacturing facility at Finkenwerder.

I Walked the A-320 production line on the floor and looked at each assembly rig then went up 3 storeys where you have a great view of most of the assembly rigs. Was watching a mating of wings to fuselage where they were using laser beams to get it mated very precise.

Photo Credit: Airbus

This assembly line is ramping up to built 40 aircraft a month. Wings from UK, fuselage from France. The assembly line is moving every 2-1/2 day from rig to rig on something called "Easy Movers" which are airbags and when the aircraft leaves the production line at the last station it is moved to other hangars and fitted with cabins, painted and then as a last step engines are mounted. The engines are apparently very pricey and the longer you can wait with installation the longer you can wait paying for them.

Airbus A-320 Fuselage arriving at Finkenverder on one of 5 Belugas. Photo Credit: Airbus

We had lunch in one of the many cafeterias on the site, this one having a A-380 parked right outside the windows, ready for delivery to the customer. What a sight and what a place to have lunch.

We had to go to another security office and after having filled out more forms, I got a badge that would get me in to the A-380 Hangar. A collegeaue of my friend came and walked with us over to the hangar that can accommodate two A-380 where they get fitted with Seats, Lavatories, Galleys and more.

We went through a security entrance and when the door opened I was looking straight at one of the RR Trent 900 engines that powers the A-380. They ranges from 70 to 80.000lbs of thrust. At this stage the aircraft is still on jacks so you have a good chance to look at the Landing gear and the wheel wells, as well as air conditioning packs. Standing under 5oo tons of aircraft touching the tires on the main landing gear is a very humbling feeling.

The A-380 are flown in from France and finished at Finkenwerder. The engines are removed and sent back to Toulouse for the next green aircraft flight and new engines are installed on the aircraft. I questioned that policy and the answer was that the customer gets an aircraft with brand new engines on it, which they seem to appreciate.

Green A-380 geting ready for engine mount.

The A380's upper deck extends along the entire length of the fuselage, with a width equivalent to a wide-body aircraft. This allows for an A380-800's cabin with 478 square metres (5,145.1 sq ft) of floor space

Both upper and lower cabins are very big when they are without seats and it is very interesting to see what hides behind the walls of the aircraft.

A one day visit to a large facility like Finkenverder is not enough to see all the phases and when I go back next year I will have two days in order to explore it better.

4 A-380 waiting for test flights and customer acceptance of aircraft.

About the Bomber Command Museum of Canada

flyvertosset — Tue, 20 Mar 2012 23:45:00 GMT

The Nanton Lancaster Society was formed following the Alberta Town of Nanton's suggestion in the fall of 1985 that perhaps a group could be formed to, "take care of the Bomber" which had been on outside display for twenty-five years. At this time virtually no one had been in the aircraft since it had arrived and very little was known, in Nanton, about the Lancaster or the history associated with it.

A core group was formed and an inaugural meeting was held in March, 1986. Various committees were formed and by May some Lancaster related artifacts were on display and Lancaster T-shirts and caps were for sale in the Tourist Information Booth next to the aircraft. The founding members had also made the decision that the best way to, "take care of the Bomber" was to have it become the centrepiece of an air museum.

Society members soon took on the challenge of building the Nanton Lancaster Society Air Museum, a sizeable undertaking for a community of 1700 people. Its goals were to be the honouring of those associated with Bomber Command during World War II and the commemoration of the activities of the British Commonwealth Air Training Plan in Alberta.

1987 saw the first issue of the Society's newsletter which was sent to its five hundred members, a delegation from Nanton visited the Canadian Warplane Heritage Museum in Hamilton which was restoring a Lancaster to airworthy condition, and in May the first "Open Bomber Day" was held. This featured public tours through the Lancaster and was most successful with long lines forming at the ladder leading to the cockpit. This was the first concrete indication that the public was interested in the Lancaster and provided momentum to the museum project.

Guided tours of the Lancaster during the months of July and August began in 1988 which also saw the opening of a Society Restoration Shop and a Society float in the Calgary Stampede Parade. During these early years, Society members made numerous "field trips" to locations in southern Alberta where Canadian Lancasters had been dispersed after the war. In the mid-fifties a company known as Found Brothers determined that money could be made by purchasing Lancasters from the farmers who had acquired them in the late 1940's, melting down the aluminum, and selling other components back to the RCAF which now required spares for their Lancaster reconnaissance aircraft. Numerous and varied parts which included tires, undercarriage struts, turrets parts, and even crew door ladders which were not wanted by Found Brothers were left behind on the farms. Many truckloads of Lancaster parts and display material were acquired by the Society from the cooperative farmers. As well, the Society began to collect the remains of twin-engined Ansons as the historical significance of the BCATP began to be appreciated.

A building was constructed in 1991 and expanded in 1998, 2002, and 2007 to house a growing collection of aircraft and related displays. The facility now includes 26,000 square feet of hangar area and 3000 square feet used for the display of smaller artifacts, aviation art, and related interpretive information. A theatre, library/meeting room, two large restoration shops, parts storage area, and office complete the museum. Construction was financed primarily through private and corporate donations with significant assistance from the Government of Alberta through Lottery Funding.

As the museum developed during the 1990's, the aircraft and displays began to focus more and more on Bomber Command with less emphasis on the Lancaster aircraft. With the Dedication of Canada's Bomber Command Memorial in 2005, the museum had clearly established itself as the museum in Canada that was taking the lead in honouring the Canadians who served with Bomber Command. For these reasons, in 2010 the Nanton Lancaster Society made the decision to change the name of the museum to the Bomber Command Museum of Canada.

The acquisition of aircraft and other artifacts, primarily through private donations, has provided the Society with an impressive collection of displays. Bomber Command aircraft are represented by the Lancaster and a Bolingbroke which is being restored as a Blenheim IV bomber. BCATP aircraft such as the Fleet Fawn, Tiger Moth, Lysander, Cornell, Anson, Yale, Harvard, and Expeditor provide our visitors with an excellent understanding of the training effort. On outside display, a T-33 and CF-100 serve as "Gate Guardians." The Society attempts to connect people to the artifacts as much as possible. Our Lancaster has been dedicated to S/L Ian Bazalgette VC, the only Albertan to be awarded the Victoria Cross during WW II.

Barry Davidson, a southern Alberta pilot who spent almost five years as a POW and was very involved in "The Great Escape," has his aircraft's markings on our restored Blenheim. Our restored Blenheim cockpit section honours Albert Prince. Sgt. (Pilot) Prince was our country's first casualty of the war and the first of the ten thousand Canadians to lose their lives serving with Bomber Command. Special displays, such as one honouring members of our local community who served, enhance the two basic themes of the museum. Despite all of the aircraft, artifacts, vehicles, aviation art, videos, and displays at the museum, Lancaster FM-159 remains the centrepiece as was originally envisioned by Society members in 1986. Its future now secure, the Lanc invariably impresses and sometimes overwhelms visitors with its size and stature. The displays and interpretive information that the museum has made available assist visitors in understanding this legendary aircraft and the history it represents. We strive to make our visitors welcome and to appreciate the "people" involved in the history we present, not just the aircraft, vehicles, and artifacts.

We do not honour or glorify war here. Rather we remember and try to understand the massive and important efforts and sacrifices were made by a previous generation to secure the peace and freedom we enjoy today. But the Nanton Lancaster Society is determined to do more. Our restoration shop continues to work on various components of the Lancaster and other aircraft. New artifacts are constantly being acquired and new displays prepared, our newsletter is published twice each year to keep our membership up to date as to museum progress. The Society's travelling display regularly attends airshows and other events to promote the museum and take our message to other centres.

Since the opening of our museum, our special events have attracted people from across Canada and Europe to honour special individuals or specific events from the history that we portray.

The Nanton Lancaster Society continues to operate as a volunteer driven, community supported organization. It is our hope that the museum will continue to develop and improve its ability to help future generations appreciate and understand our Country's contribution to the massive efforts that were Bomber Command and the BCATP.

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Bomber Command Museum of Canada

Canada’s Arrow Is Still Remembered 60 years later

flyvertosset — Mon, 19 Mar 2012 06:55:00 GMT

The delta-wing Avro Arrow was projected to fly at speeds in excess of Mach 2.

March marks the 60th anniversary of the birth of one of aviation’s great “might-have-beens.” The start of development of an aircraft that became a source of national pride. The start of an aircraft that could have been a world-beater. I’m referring to Canada’s mighty Avro CF-105 Arrow fighter.

The Arrow was conceived at a time when the biggest threat to North America was that of Soviet bombers swarming over the Polar cap to rain nuclear destruction across industrial centers in the U.S. and Canada. The fact that the vast expanse of Canada lay in their way led the Canadian government to issue a set of performance and design specifications calling for a supersonic, twin engine, all-weather, two-crew interceptor that could reach 50,000 feet and a speed of Mach 1.5 just five minutes from engine start. Canada examined current and planned aircraft from U.S. manufacturers, including the McDonnell F-101 Voodoo, and determined none could meet the requirements. So the government awarded the contract for the aircraft to A.V. Roe (Avro) Canada, which had previously designed the Royal Canadian Air Force’s subsonic CF-100 Canuck. The company also committed its Orenda division to simultaneously produce the Arrow’s Iroquois engines, each producing more than 19,000 pounds of dry thrust or 26,000 pounds with afterburner.

The resulting delta-winged aircraft was rolled out on Oct. 4, 1957, coincidentally the same day the Soviet Union launched Sputnik, which effectively captured all the media attention. For a fighter aircraft the Arrow was simply huge. Its fuselage was longer than that of a WWII bomber, as was its internal weapons bay. The tip of the aircraft's fin stood 21 feet above the ground.

The Arrow first flew on March 25, 1958, and the aircraft performed nearly flawlessly. The five Arrows that were completed for the test program accumulated more than 70 flight hours over 66 flights during their brief existence. The last of the aircraft to fly completed only a single 40-minute hop. While the Iroquois engine continued in development, the Arrow ably flew on less powerful Pratt & Whitney J75s and still managed to surpass most of its design specifications. Using the J75, the Arrow achieved Mach 1.98 in level flight without the use of full power. Speculation at the time suggested that Avro delayed breaking the Mach 2 barrier and the speed record until it could do it with an “all Canadian” Arrow powered by indigenous Iroquois engines. Unfortunately, Prime Minister John Diefenbaker canceled the program, the same day the Iroquois-powered Arrow Mark 2 RL206 was to be completed.

When the ax fell, it did so with certainty and finality. On Feb. 20, 1959, less than a year after the first flight, all work on the program was ordered to cease immediately, idling approximately 15,000 workers, and all aircraft, parts, tooling, and documentation were ordered destroyed soon after. RL206, which was awaiting its first flight, was demolished as well despite the pleas of company workers, who begged the government to allow it to fly at least once. It was believed that the Mark 2 would have easily shattered the world speed and altitude records, given the opportunity. A late request by the British government to purchase several Arrows for use in the development program for a delta-winged supersonic commercial transport (which eventually resulted in Concorde) was likewise denied.

There are many theories as to why the Arrow program was canceled. Some say Russian spies had infiltrated the program to such an extent that all its many innovations were being funneled directly to Moscow. Conspiracy theorists point to more perfidious pressure placed on Canada by the U.S. government at the behest of military aircraft manufacturers such as McDonnell, Douglas, North American and Grumman, who perceived the high-performance Arrow as a threat to their sales. Officially, the government blamed the program costs. While numerous books have been written on the subject, the truth probably is some combination of these. In the wake of the Arrow’s cancellation, most of Avro’s engineering brain trust left the company, many eventually finding their way to NASA and contributing to the programs that eventually put men on the Moon.

To fill the Arrow’s intended role, Canada instead bought American nuclear-tipped Bomarc surface-to-air missiles. They became the subject of bitter debate and were soon phased out. Ironically, Canada was eventually forced to acquire a group of second-hand F-101 Voodoos from the U.S. Air Force, the very airplane that was originally rejected for not meeting the Arrow’s specifications.

Like many legends who passed before their time, the Arrow has developed a certain mystique as it fades into history. A docudrama miniseries “based on actual events” televised by the Canadian Broadcast Company during the mid-90s was CBC's highest-rated program ever.

Today, a few odds and ends that escaped the scrap heap (including the severed nose section of the stillborn RL206, along with an Iroquois engine, one main gear leg, a pair of wingtips and a few cockpit panels) can be seen in Ottawa at the Canada Aviation and Space Museum. The Canadian Navy has searched the depths of Lake Ontario for the 11 one-eighth-scale free-flight test models that were mounted on Nike missiles and fired over the lake during the design process.

More than a half-century on, rumors regarding the aircraft persist. Recently, the second of a matched pair of Martin-Baker ejection seats believed to have come from an Avro Arrow surfaced in England and was placed for sale on eBay, and at least one person claims to have seen something unmarked and Arrow-shaped land at an RAF base during the early 1960s. While the Canadian government ordered that no photographs be taken of the destruction of the aircraft, illicitly obtained aerial shots of the Avro plant ramp show all the test aircraft in various stages of dismemberment except for RL202, leading to speculation that perhaps an Arrow was saved from the torch. In a 1968 interview, one of the RCAF brass who participated in the development of the Arrow reportedly refused to answer a direct question about whether one of the aircraft escaped destruction. Indeed, the CBC miniseries ends with Avro workers and a maverick RCAF test pilot conspiring to purloin a fully fueled Arrow and fly it to an undisclosed destination with the apparent tacit approval and assistance of the RCAF command.

In my view the Arrow remains one of the most beautiful aircraft ever designed, and seeing a picture of it is almost like looking at a portrait of Marilyn Monroe, whose “candle burned out long before her legend ever did” (to borrow a line from Elton John). For what it’s worth, I hope that in a dark, dusty locked hangar somewhere in the Great White North sits a massive 1950s-era fighter, waiting for the day when it can once again see daylight and be rightfully displayed as one of aviation history’s greatest “might-have-beens."

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Source: AIN Curt Epstein

About the BC Aviation Museum

flyvertosset — Fri, 02 Mar 2012 04:09:00 GMT

The BC Aviation Museum is situated in Sidney BC adjacent to Victoria International Airport. Have a look at their website to see the aircraft on display as well as other interesting BC Aviation artifacts.

A brief history of the Pat Bay Airport

In the 1930's, with the threat of war looming on the horizon, the Canadian Government started looking for likely sites for military airfields. The area of the present Victoria International Airport was selected as it was a large flat place in an otherwise rugged area.

Patricia Bay - 1939 to 1945

In December of 1936, a reconnaissance party under F/L F.J. Mawdsley flew from Jerico Beach, Vancouver, to make initial preparations to establish an air station at Patricia Bay. Surveying for the Patricia Bay aerodrome and seaplane base started on March 29, 1939.

On October 22, 1939, R.C.A.F. Flight Lieutenant George Walter DuTemple and Corporal Rusty Hopper left Sea Island in Vancouver at 14:30 hours in an Avro 626 biplane. At 15:11 hours, DuTemple landed his plane at Pat Bay. Shortly after, the Royal Canadian Air Force Ensign was raised over Patricia Bay Air Station for the first time. Since DuTemple’s landing, the Patricia Bay Air Station has evolved into one of Canada’s premier airports, the Victoria International Airport. This event was re-enacted on October 22, 1999, and a plaque commemorating the re-enactment placed at the entry to the Museum.

November 1939 Western Air Command moved to Victoria to allow closer liaison with Military District No.11 and in September, 1939, the Royal Canadian Navy at Esquimalt. No. 111 Coast Artillery Co-operation ( C.A.C.) was mobilized with Avro 626 aircraft. The Artillery took over the Jones Farm at Pat Bay for its initial base of operations. Meanwhile the air station was rushed into being. The station was initially intended for the Commonwealth Air Training Plan. There were actually three separate camps using common runways and control tower.

•The West Camp, housing the Royal Canadian Air Force No 3 Operational Training Unit, and fighter, and bomber squadrons.
•The East Camp, housing the Royal Air Force No 32 Operational Training Unit. This unit trained aircrew from England, Australia and New Zealand.
•The Seaplane Base, served also as a coastal patrol base, part of Western Command defense against Japanese submarines.
•In May 1940, the Royal Canadian Air Force moved into its West Camp with a strength of four Lysanders.

In its early days, the Patricia Bay facility was the third largest station in Canada. Approximately 10,000 military personnel passed through Pat Bay, and at any one time, 3500 could be enrolled in the operational training programs. Aircrew, ground crew and support personnel participated in the training programs. This was the last step in their training and graduates would be posted directly to operational squadrons.

Pat Bay was also a base for coastal patrol aircraft and fighter squadrons. This role was particularly important to the defense of both the US and Canada after Pearl Harbor. During the war, many different operational squadrons called Pat Bay their home. One of the aircraft types stationed at Pat Bay, the Bristol Bolingbroke, was the first to successfully attack a Japanese submarine off the West Coast. Many other operational types, such as the Curtis Kittyhawk and Hawker Hurricane fighter were also located here.

Of course, with training and operational activities, there were accidents. Over 100 aircrew lost their lives. These lives are commemorated in the Memorial Room at the British Columbia Aviation Museum and a plaque at the Victoria International Airport terminal.

Not much is left of the old camps. On the site of the old East camp can be found the British Columbia Aviation Museum. In the Memorial Room of the British Columbia Aviation Museum you will find photographs, models and artefacts that chronicle the military past of the Pat Bay Airport. There is a model of the control tower and a typical W.W.II hanger surrounded by models of each of the aircraft types that were here. In our hanger, there are examples of actual aircraft that were stationed here during the war, such as the Bristol Bolingbroke, Avro Anson (under reconstruction) Norseman, and Cessna Crane.

Across the road from the Museum is Mary's, originally Mary's Coffee Bar and a wartime hangout. It's still there and decorated appropriately with wartime memorabilia and aircraft models.

Pat Bay's 15 minutes in the spotlight.In 1944 the Royal Canadian Air Force West camp was the location for scenes shot for the movie "Son of Lassie". The movie stared Peter Lawford and June Lockhart of Lost in Space fame. Peter Lawford played the role of an air force pilot who, with his stowaway dog, Lassie, is shot down over enemy territory. Of course Lassie is key to their escape.

There are pictures of this movie event in the British Columbia Aviation Museum's Memorial Room. One shows members of RCAF 122 Squadron posing with Lassie, Peter Lawford and other supporting actors. In another picture, Air Vice Marshall F.J. Heakes is presented with Lassie's pup, "Miss Patricia", by MGM director Syvan Simon, August 14, 1944.
At the end of the War, military activity at Pat Bay decreased. The Royal Canadian Air Force lingered until 1952. Today the airport is home to Canadian Armed Forces 443 Squadron. They fly Sea King helicopters and serve with the Canadian Navy aboard Canada's new Coastal Patrol Frigates.

Post War Development

Commercial beginnings of Pat Bay/Victoria International Airport Commercial passenger service started as soon as the runways were ready. Trans Canada Airlines began service to Seattle and Canadian Pacific Airlines had the license to provide service to Vancouver. In 1943, TCA was also granted a license to provide Vancouver service.

In 1948 the airport was turned over to Transport Canada. The name was changed to Victoria International Airport in 1959. Today the airport is a very active transportation hub. There are many aviation related businesses located here, including airlines, aircraft maintenance, air cargo, aircraft rentals, flying schools, charter airlines, fuel dealers and ground handlers, airport shopping, weather services, and of course, the British Columbia Aviation Museum.

Visit the Museums Website

British Columbia Aviation Museum
1910 Norseman Road, Sidney, British Columbia, Canada, V8L 5V5
Coordinates: 48°38' 123°25'

About The Canadian Museum of Flight

flyvertosset — Tue, 21 Feb 2012 08:08:00 GMT

The Canadian Museum of Flight is a non-profit, volunteer-driven museum dedicated to restoring, preserving and showcasing Canada's rich aviation heritage.

In the early 1970's, a group of aviation enthusiasts made a move to stop the exodus of historic aircraft leaving Canada for the U.S. and Europe. This group pooled their resources, to acquire as many of these aircraft as possible. The Canadian Museum of Flight and Transportation was incorporated, as a non-profit society, in March 1977 and was given the authority to issue tax-deductible receipts for donations. The Museum was located on Crescent Road in Surrey, British Columbia.

In 1996 the Museum moved to the Langley Airport. In the spring of 1998, the Museum legally changed its name to the Canadian Museum of Flight Association.

The Museum and restoration site is open year round, and houses over 25 aircraft both static and flying. The aircraft range from a WWII Handley Page Hampden to a T-33 Silver Star. The Canadian Museum of Flight possesses the only displayed Handley Page Hampden in the world. On February 13th, 2002, after a 22 year restoration, Museum volunteers saw the 1937 Waco AQC Cabin biplane take to the skies. This restoration was done solely by the Museum’s volunteers whose age range from 16 to 82. Many of our volunteers spent their career in the aviation industry just to retire and put in full time hours at the Museum. To date we have six aircraft flying: Tiger Moth, Fleet Finch, SE5A replica, Waco AQC Cabin, Mustang replica and the Harvard II. A Waco INF is under refurbishment at present. Restoration started on the Fleet Canuck in January 2003, which when completed, will be the Museum’s eighth flying aircraft.

The Museum is a very “hands-on” facility. A large selection of our aircraft can be touched, and the children can feel that aircraft are made not only from aluminum, but also wood and fabric. The Museum is constantly undergoing display changes to allow our visitors to see something new each time they stop by. Visitors can take a chronological walk around the Museum starting with WWI to present day, and can see how large a part Canada has played in aviation history.

The Museum is a ground-level facility, with ramps for easy wheelchair access. Vehicles and HandyDART buses can pull up adjacent to the main entrance.

Along with the aircraft and displays, the Museum has an extensive aviation gift shop with everything from posters to books, hats, t-shirts, toys, videos and much more.

Telus TV. About the museum and their visit. Enjoy!

The Canadian Museum of Flight

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The Canadian Museum of Flight
Hangar # 3 - 5333 216th Street
Langley, BC V2Y 2N3 Canada

About Provincial Airlines & Innu Mikun Airlines

flyvertosset — Wed, 08 Feb 2012 20:39:00 GMT

Provincial Airlines

Provincial Airlines Ltd. is an airline with its headquarters in Hangar #4 at St. John's International Airport in St John's, Newfoundland and Labrador, Canada.It operates passenger and cargo services, maritime surveillance and remote sensing and environmental monitoring operations. Its main base is St. John's International Airport. Provincial Airlines is the commercial arm of Provincial Aerospace Ltd. In addition to its head office, it also has a Halifax office at Halifax International Airport in Enfield, Nova Scotia.

Photo: Daniel Lapierre Forget

The airline was established in August 1972 as a flight training and charter operator. Scheduled airline operations began in 1980. In the 1980s the company developed its airborne maritime surveillance division which operated until 1989 as Atlantic Airways. In 1988 it acquired Eastern Flying Service (established in 1956 and operating an extensive air courier network). In 1995 it created an Interprovincial Airlines division to operate scheduled airline operations and entered into a commercial agreement with Air Nova.

On 12 March 2009 one of the airline's ice patrol airplanes was first on the scene of Cougar Helicopters Flight 91's ditching, flying "top cover" until other help could arrive.

Provincial Airlines and Air Greenland have signed a Memorandum of Understanding (MOU) to enter into a cooperation agreement which will enable each of them to provide passenger and cargo air service between points in Canada and points in Greenland.

Both airlines have independently identified a new and developing market requirement for an air service connecting points in Canada with points in Greenland without transiting through Europe. The market demand for air service between Canada and Greenland is driven by the growth in the resource sector in both countries. Initially, the airlines will offer same day connections between points in Newfoundland & Labrador and Greenland through Iqaluit.

Photo: Mark Stares

Innu Mikun Airlines

In order to provide the people of Labrador with a higher standard of air service, Provincial Airlines Limited entered into a joint venture with Innu Development Limited Partnership to form Innu Mikun Airlines. The airline began by offering charter services within Labrador in 1998 and has since expanded its services to include passenger and cargo service. Innu Mikun Airlines has proven to be a beneficial business venture for both companies was officially launched in June of 2000. Innu Mikun understands the importance of customer service and also the significance of time and cost effective air travel. As a result, the airline has designed its services with the needs of the people of Labrador in mind.

The airline is customer driven and willing to change and adapt to meet the needs of the people of Labrador. Innu Mikun operates from hangar 17 within the Civil Aviation Area at Goose Bay Airport. From this hangar the airline is able to carry out aircraft maintenance, cargo handling and passenger support. The administrative services for Innu Mikun are also located in the hangar.

Innu Mikun Airlines currently offers scheduled air service between Goose Bay, Makkovik, Natuashish, Nain, Postville, Rigolet, and Hopedale from Sunday to Friday. Innu Mikun’s on time performance and high level of customer service has made the airline the choice of Northern Labrador. Plans are being developed to expand frequency to the communities that are currently being serviced, and also to provide service to other communities throughout Labrador.

Innu Mikun provides an exceptional cargo service to the communities on the cost of Labrador. Through its competitive rates and timely delivery service, the airline has gained a reputation of quality service with its customers. Door to door pickup and delivery is available to customers in the Happy Valley – Goose Bay area.

Innu Mikun Airlines recognizes the importance of charter operations to coastal Labrador and are willing to provide charter services anywhere the customer requests. It is a convenient and cost efficient method of moving large groups and critical materials for the construction and mining industries. Once again, the airline has been able to provide top quality service, and has a proven track record of tailoring charters to meet the needs of the customer at the best available price.

866

flyvertosset — Mon, 30 Jan 2012 20:41:00 GMT

PBY-6A Catalina, Tail Number L- 866, Royal Danish Air Force. An old friend of mine!

The standard Danish Catalina colour scheme was beige grey fuselage and underwing surfaces with crimson upper wing surfaces for visibility on the ice, yellowish Dayglo on the nose, tail and floats and a large red/white Danish insignia on the fin/rudder.

L-866

The RDAF began Catalina operations, initially an air survey of Greenland for preparation of accurate maps, in June 1947 with six ex Royal Canadian Air Force Canso As, numbered 82 851-856, supplemented in 1951 by two ex USN PBY-5As; by 1957 only four of these aircraft remained, and they were supplemented by eight ex USN PBY-6As, delivered to Esk (Squadron) 721 as 82-861-868, 63993 becoming RDAF 82-866, deliveries commencing 08 April 1957.

The Catalinas were used for SAR/maritime patrol/light transport duties in Denmark, the Baltic, West Greenland, East Greenland, the North Atlantic and Arctic areas, the main base being at Vaerloese, near Copenhagen, with detachments at Aalborg, Skrydstrop and Sondrestrøm. Difficulties with engine cooling delayed entry into Squadron service until 1958 -59.

Soendrestroemfjord

From 1959 the Catalinas operated from the base at Narssarssuag in Greenland as Airgroup West all year round until a hangar fire in November 1963.

L-861 and L-866 Landing at Narssarssuag

From 1964 on, 866 operated from Narssasuaq in the summer, and from Sondrestromfjord, which had hangar facilities, in the winter. The main duties of Airgroup west were liaison flights to Groennedal Naval Base, ice reconnaissance, transport and SAR.

L-866 Cockpit

The normal crew of a Danish Catalina was eight - two pilots, two engineers, a navigator, radio operator and two observers, plus freight, e.g. food, coal or dog teams.

Passenger Compartment with APU to the left.

By the 1960s the original R-1930-92 engines were replaced by R-1830-90Cs as used on the C-47 since these were easier to obtain and service. To simplify maintenance the same radar scanner and set as used on the C-54 was also adopted. All the Catalinas were re-skinned several times due to salt-water corrosion. By 1968 two of the PBY-6As had been destroyed in a hangar fire (862 and 864 in Nov 63), one (865) hit a mountain and one was crushed by ice.

L-866 Landing at Mestervig (Gravel runway)

866 Struck small iceberg during taxiing on sortie near Daneborg (HQ of the Sirius sledge patrol) on the east coast of Greenland, receiving major damage to the nose section, and was beached near the isolated outpost of Danesborg, where a temporary repair was made four days later and the aircraft flown to Mestersvig for further attention, where a full repair was made the following month.

Getting L-866 on dry land for temporary repairs.

In November 1970 the Final retirement of Catalina from RDAF service took place. 866 remained on charge but in open store. 861 was retained for the Danish Technical Museum at Helsingor; 863/8 were sold to the Larkin Aircraft Corporation for further service in the USA June 1972; 863 suffered a fatal crash at Harlingen, Texas on 13 October 1984 when flying with the Confederate Air Force; 868 having crashed in August 1975. In June 1972 866 was sold to RAF Museum for a nominal sum.

Getting cleaned before delivery to the RAF Museum

An unknown B&W photo of L-866, it looks like Narssasuaq

Golden Hawks History

flyvertosset — Mon, 23 Jan 2012 08:05:00 GMT

Initially a six-plane Canadair F-86 Sabre the team was envisioned as performing for only one year with the Canadair Sabre, but the Golden Hawks were so popular after their single 1963-show season that the team was expanded. Another Sabre was added to the team, allowing for a five-aircraft main formation with two solo jets. They continued performing for three more seasons until they were disbanded for financial reasons, on February 7, 1964, having flown a total of 317 shows across North America.

Not only did the team perform the loops, rolls and other maneuvers standard to military formation flying, they had their own trademark maneuvers. One of the Golden Hawks' signature stunts was a low-level flyby of the crowd with their canopies open, waving at the spectators. The Golden Hawks pioneered the bomb burst maneuver and a two-aircraft coordinated solo program which virtually every military team since has adopted in various ways.

From 1960 to 1962, W/C Allan was the Commanding Officer of the Golden Hawks. Although he had been a Sabre squadron C/O, he had no experience in aerobatics. However, he was in charge of the team and travelled with them, flying a T-33 that was painted in Golden Hawks' markings. The golden T-33 was a real crowd pleaser, so Jack often made low passes on arrival and departure as the team visited the many air shows and other functions they performed at.

Jack Allan's T-33 in Golden Hawks Markings. Courtesy: Rae Simpson

Millions of Canadians witnessed an historic event in 2009 as one of the most famous aircraft to have served in the Royal Canadian Air Force toured Canada as the mainstay of the Centennial Heritage Flight celebrating 100 years of powered flight in Canada. Due to popular demand, the Discovery Air Hawk One toured Canada again in 2010 to help celebrate the 100th anniversary of the Canadian Navy and will continue to salute our veterans.

Chosen by the RCAF as its frontline fighter in August 1949, the Canadair F-86 Sabre served in Western Europe as a deterrent to the Warsaw Pact from the early days of the Cold War until it was replaced by the CF-104 Starfighter beginning in 1962. All told, some 300 RCAF Sabres were based in Europe at the height of the fighter’s operational service as part of Canada’s collective defence contribution to the North Atlantic Treaty Organization (NATO). Spread throughout 12 Squadrons on 4 Wings, the aircraft saw service in three countries in the interceptor day fighter role – 1 (F) Wing North Luffenham, England, latterly Marville, France; 2 (F) Wing Grostenquin, France; 3 (F) Wing Zweibrücken, West Germany, latterly Lahr, West Germany; and 4 (F) Wing Baden-Soellingen, West Germany.

Read the Story here: Vintage Wings of Canada Hawk One The Return of a Legend. From Bomber Command Museum of Canada

Golden Hawks Video Clip

Bomber Command Museum of Canada, Nanton Alberta

Flyvertosset's Gallery

Canadian Aviation Blog

Canadian Bush Flying: The Last Flight of La Vigilance

flyvertosset — Wed, 18 Jan 2012 04:49:00 GMT

On September 2, 1922 Pilot Don Foss and mechanic Jack Caldwell set out on what was to become the last flight of La Vigilance, the Curtiss HS-2L plane which had been used by Stuart Graham on what is considered to be the first bush flight. They were based at Remi Lake in Northern Ontario when they set out in the morning with a load of gasoline which was to be delivered to Lac Pierre, a 90 minute distance by air. The gasoline was unloaded by 10:00 a.m. and the plane and crew headed back to Remi Lake.

Unexpectedly, the weather turned bad and the plane was pounded by heavy rains. With only enough fuel for one attempt at Remi Lake, Foss decided to set the H-boat down as soon as possible and wait out the storm. A successful landing was made on a small lake about one-half mile long and 500 yards wide.

While waiting for the weather to clear, Foss considered the situation. The lake was too short for a comfortable takeoff and the pilot was doubtful that La Vigilance would clear the trees which came to the water's edge.

Once the weather cleared, Foss cruised the lake for floating logs and prepared for takeoff. It was not a success. In maneuvering the plane to overcome the smallness of the lake, and in an attempt to clear the trees along the shore, the wingtip hit the water and the plane cartwheeled down the lake. Caldwell was thrown from the plane and landed on the wing. Foss was unconscious in the submerged cockpit. Caldwell was able to pull Foss out of the plane and ashore, where he soon regained consciousness.

The pilot and mechanic set out along the nearby Groundhog River in search of assistance. It was found in the form of a trapper and his family. They were taken to the trapper's cabin where they rested and dried out. The next day the trapper led Foss and Caldwell to Fauquier which was the nearest railway stop. A return trip was made two days later to the small lake which held the downed La Vigilance. The plane was determined to be a write-off. Laurentide, who owned the plane, salvaged the engine but found it to be beyond repair and it was scrapped.

La Vigilance remained in the small lake in Northern Ontario, slowly sinking below the water's surface and settling in the silt, until the late 1960s. At that time the plane was located by a Kapuskasing business man, Don Campbell. No one was aware of the plane's history. It was only known that the plane was a Curtiss HS-2L. The decision was made to retrieve the plane and if possible reconstruct it to be used as a representative of it's type since no other H-boats were in existence.

As the salvaging operation progressed, clues to the plane's true identity as La Vigilance began to surface. This made its recovery even more important, since it had been the first bush plane. What could be rescued from years of resting in what is now officially known as Foss Lake was used to reconstruct La Vigilance and in 1986 it was unveiled as an exhibit at the Canadian National Aviation Museum.

The HS-2L was Canada’s first bush aircraft and was the predominant Canadian bush plane until 1926 or 1927. Operators of the HS-2L established the traditions of Canadian bush flying.

HS-2L aircraft flew the first forestry patrols, made the first aerial timber survey in 1919, staked the first mining claim using an aircraft in 1920, and in 1924 was used to establish the first scheduled air service and the first regular air mail service in Canada.

The H-Boat Trick

Often H-boats were forced down by engine malfunctions or the weather into small lakes. Sea-planes often need more room to take off than is required for them to land.

There were several methods used by pilots to get out of these small lakes. One method was to attach a rope to the plane. When the engine had achieved full power, the rope was cut by the engineer, and the aircraft accelerated into the air in a shorter distance.

The early airmen also learned that the H-boats had a unique quality. Because of their wide boat hulls, the aircraft could remain in planing position even while making tight turns on the water. Pilots were able to get up to speed in a direction other than that of takeoff and then perform a sharp turn for takeoff.

W. Roy Maxwell, later to manage the Ontario Provincial Air Service, was able to get out of a small lake by using a combination of the above technique and also by having trees chopped down along the path of his departure.

Source: The Stuart Graham Papers, Canadian National Aviation Museum

About the Royal Canadian Air Force

flyvertosset — Mon, 16 Jan 2012 00:11:00 GMT

The Canadian Air Force (CAF) was established in 1920 as the successor to a short-lived two-squadron air force formed during the First World War in Europe, also named the Canadian Air Force. The new air force, managed by the Air Board, was largely focused on civilian operations such as forestry, surveying and anti-smuggling patrols. In 1923, the Air Board was amalgamated into the Department of National Defence, and one year later, the CAF was granted the royal title, becoming the Royal Canadian Air Force (RCAF). In the late 1920s, the air force evolved into more of a military organization. The RCAF suffered budget cuts in early 1930s, but began to rebuild throughout the latter part of the decade. However, by the end of the 1930s the RCAF was not considered a major military force. With the implementation of the British Commonwealth Air Training Plan during the Second World War, the RCAF was significantly expanded to become the fourth largest allied air force. During the war the RCAF was involved in operations in Great Britain, northwest Europe, the north Atlantic, Egypt, Italy, Sicily, Malta, Ceylon, India, Burma, and with home defence.

After the war, the RCAF reduced its strength. Because of the rising Soviet threat to the security of Europe, Canada joined NATO in 1949, and the RCAF established an air division consisting of four wings with three fighter squadrons each, based in France and West Germany. In 1950, the RCAF became involved with the transport of troops and supplies in support of the Korean War; however, it did not take part in combat. At the same time, the Pinetree Line, the Mid-Canada Line and the DEW Line radar stations, largely operated by the RCAF, were built across Canada because of the growing Soviet nuclear threat. In 1957, Canada and the United States created the joint North American Aerospace Defence Command (NORAD). Coastal defence and peacekeeping also became priorities during the 1950s and 1960s.

In 1968, under the Liberal government of Lester B. Pearson, the Royal Canadian Navy, Royal Canadian Air Force and Canadian Army were amalgamated to form what is today the Canadian Forces, a single command structure under the Department of National Defence, at the time overseen by Defence Minister Paul Hellyer. The controversial merger saw the Royal Canadian Air Force assets split into several commands : the Air Defence Command, operating the fighter jets and the radar stations, the Air Transport Command responsible for strategic airlift, the Maritime Command with the newly formed Maritime Air Group, and Training Command. In 1975, the different commands, and the scattered aviation assets, were consolidated under Air Command (AIRCOM).

In the late 1990s, Air Command's CF-188 Hornets took part in the Operation Allied Force in Yugoslavia, and in the 2000s, AIRCOM was heavily involved in the Afghanistan War, transporting troops and assets to Kandahar. Later in the decade-long war, AIRCOM set up a purpose-specific air wing, Joint Task Force Afghanistan Air Wing, equipped with several CH-146 Griffon and CH-147 Chinook helicopters, CC-130 Hercules and leased CU-170 Heron UAVs in support of the Canadian Forces and ISAF mission. The wing stood down on 18 August 2011.

On 16 August 2011, the Government of Canada announced that the name "Air Command" was being changed to the air force's original historic name: Royal Canadian Air Force. The change was made to better reflect Canada's military heritage and align Canada with other key Commonwealth countries whose militaries use the royal designation.

Shown below are some aircraft used by the RCAF during the WWII and post war era. We are not showing every aircraft that has been in service but select ones that we think are of interest to our readers

Bristol Type 156 Beaufighter
With a speed of 330 mph, air intercept radar and a one-two punch of cannons and machine guns (or torpedos or rocket projectiles when engaged in anti-surface duties), the Beaufighter was one of the Second World War's formidable night fighters, as well as being the backbone of Coastal Command's anti-shipping war.

Consolidated PBY Canso
One of the most successful Canadian Aircraft built under license, the Canso patrolled Canada's coastline in an anti-submarine role during the Second World War and was often successful against German U-Boats. F/L David Hornell received the Victoria Cross for his actions after engaging a German U-Boat in the North Sea with one of these Aircraft.

Halifax Bomber
Just one of the giant four-engined Halifaxes of Tiger Squadron that played a powerful role in war against the Nazi. “Hellzapoppin” did her share by flying over enemy skies 64 times bearing the weight of sea-mines and bombs.

Avro Lancaster
The Avro Lancaster, which ran on four Merlin engines, proved to be a classic. The Aircraft typically carried a 14,000 pound bombload (about two and one half tons MORE than the American B-17G Flying Fortess bomber). Later versions of the Lancaster could lift the massive 12,000 pound "Tall Boy" and the 22,000 pound "Grand Slam" bombs!

North American P-51 Mustang
The Mustang Mk 4 entered Canadian service in 1947 and number CB*569 belonged to Central Air Command Composite Flight located at RCAF Station Trenton. The Mustang Mk 4 was the RCAF's first modern post-war fighter and equipped mainly auxiliary squadrons until the late 1950s.

Supermarine Spitfire
In addition to the hundreds of Canadian fighter pilots who served with RAF Spitfire squadrons, pilots of fourteen RCAF Squadrons also flew this famous aircraft in a variety of operations during the Second World War. An example of this type of aircraft may be seen today at the Canada Aviation Museum in Ottawa.

de Havilland DH-100 Vampire
The RCAF's introduction to the jet age came in the form of the de Havilland Vampire. To seasoned Spitfire and Hurricane pilots, the Aircraft took some getting used to; after all, it didn't have a propeller!

McDonnell CF-101 Voodoo
This remarkable shot of a CF-101 Voodoo doing an afterburner take-off was taken from a second Aircraft by Capt W. "Turbo" Tarling. One of the Voodoo's primary roles was as an interceptor in the Northern NORAD Region. During an alert scramble the prescribed time limit to get airborne was 5 minutes; in July 1962 a record was set at CFB Bagotville, Quebec at 1 minute, 30 seconds though the target turned out to be a friendly B-52. This record was broken at Chatham in August 1963 with a time of 57 seconds!

Canadair (Lockheed) CF-104 Starfighter
Taken from the air on the occassion of the first Exercise Maple Flag (modelled after the USAF's Red Flag to provide realistic training for CF and visiting fighter pilots) from 24 April to 20 May, 1978, this photo displays the tarmac in front of CFB Cold Lake's control tower with a multi-national Aircraft exhibit. From left to right are a USAF C-130 Hercules Aircraft, a CF-104 Starfighter, a CF-5 Freedom Fighter, a CF-101 Voodoo, a USAF S-61R Sea King , a USAF F-15 Eagle, a USAF A-7 Corsair, a USN A-4 Skyhawk, a USAF HH-53 "Jolly Green Giant", and a CF-5 Freedom Fighter in Aggressor Squadron markings.

Canadair CF-5 Freedom Fighter
A view of the back seat of a CF-5B in formation with another CF-5B near Cold Lake, Alberta. The helmet worn here is no longer in service, having been replaced by a lighter version.

Canadair CP-107 Argus
The Argus had a reputation as a workhorse and had tremendous endurance. With a flight crew of five, and an additional six sensor operators, the Aircraft flew missions in excess of twenty hours frequently. An Argus flown by 407 Maritime Patrol Squadron held the record for the longest flight by an unrefuelled Aircraft, slightly over 31 hours. This record stood for almost twenty years until broken by a Rutan experimental Aircraft which circled the globe unrefuelled. The Aircraft served from the 50's to the 80's until it was replaced by the current CP-140 Aurora Aircraft.

de Havilland CC-132 Dash 7
Only two Dash 7s were ever carried on strength with the Canadian Forces for use in Europe from 1979 until they were struck off strength on 9 August, 1985 (132002) and 8 April, 1987 (132001), both having been sold back to de Havilland. '001 had a "Low Density Seating Installation" while '002 had a passenger/cargo configuration and both were flown by 412 Transport Squadron Detachment Lahr where this Aircraft has been photographed overflying the base area.

de Havilland Comet
The RCAF (Royal Canadian Air Force) was the world's first air force to utilize jet transport. Two Comets entered service in the spring of 1953. Top speed of this Aircraft was 510 mph.

Boeing 707 (CC-137)
Acquired in 1970, the Boeing CC-137 served the Canadian Forces as a strategic airlifter and air-to-air refueller for fighter Aircraft. The 137 fleet was retired in the summer of 1997.

Lockheed CP-127 (P2V-7) Neptune
A Lockheed Neptune on patrol over the picturesque coastline of British Columbia, Canada. First flown in 1944, the Neptune was eventually equipped with both piston and jet engines--one of the only Aircraft types ever to receive such a modification. The smaller jet engines are visible on this Neptune, just outboard of the props.

Canadair North Star
The Canadair North Star (a re-engined C-54/DC-4) served Air Transport Command from 1947 into the 1960s. The North Star was the first Aircraft to fly non-stop across Canada, from Vancouver to Halifax, on January 15, 1949, a distance of 2785 miles.

Canadair CC-106 Yukon
The Yukon or Canadair CL-44D used the same wing, tail surface, and undercarriage as the Bristol Britannia and CL-28 but with local strengthening to cater for increased weight. Direct operating costs were approximately 4 cents per ton-mile, a relatively small price to pay for a considerable payload. To illustrate, it could carry 2 CF-104 Starfighters, complete with engines, and fly them to Canadian bases in Germany non-stop.

de Havilland DHC-3 CC-123 Otter
The Otter entered service in 1953 and replaced the Noorduyn Norseman in the light utility transport role. The Otter flew with several squadrons until 1982 and also served overseas on a few UN peacekeeping missions. The Otter pictured here flew with 418 Squadron until 1982.

Flyvertosset's Gallery

If you want all the RCAF historical information it can be found here:

http://www.rcaf-arc.forces.gc.ca/v2/equip/archives-eng.asp

All photos are from the: Canadian Department of National Defence

Canadian Bush Flying: The Diary of Bill Spence, Pilot

flyvertosset — Wed, 11 Jan 2012 23:37:00 GMT

The search for the The MacAlpine Expedition. The dairy makes a note about Col. MacAlpine and others, so I would say that this is an account from the search

The Diary of Bill Spence, Pilot

November 12th, 1929 :
Clear and cold. Prepare to leave for Reliance. Kenyon and party arrive from Bathurst Post of H.B.C., and Andy does a satisfactory test. Leave finally at 12:00 and are forced down in Muskox Lake by fog at 2:00 p.m. Spend night on the ice. Very crowded. Six men sleeping in our tent - Col. MacAlpine, Col. Cornwall, R. Pierce, G. Blanchet, E.G. Longley, and myself.

November 13th, 1929 :
Snow and S.E. storm all day. Spend most of day inside tent listening to Pierce's story of the lost expedition. Very crowded again, but sleep well at night. Weather clearing.

November 14th, 1929 :
Clear, calm, and cold. First up in a.m., and prepare for departure. Trouble getting skis loose from snow. In taking off hit heavy drift and part of fuselage of C.Z. breaks. Other Machines all get off, but land again and pick up my party, drop T. Siers, and leave at 12:40 for Reliance.

November 15th, 1929 :
Snow and S.E. storm. Siers and Longley work on machine using frying pan handle to splice broken stub. Build up snow walls and prepare meals for the others. Very dead day. Pen freezes up while writing diary. Hope to have machine serviceable tomorrow.

November 16th, 1929 :
Stormy with N.E. wind. Get up about 10:00 a.m., and Tommy and Longley complete work on machine. Weather clearing later, but still dead. Turns windy with heavy ground drift and clear and cold night. Tommy and I walk to end of lake in evening.

November 17th, 1929 :
Calm and clear, except S.W., where fog is heavy. Have engine heated and ready to start by noon, but no plane appears. Gas supply now too low to reach Reliance. Visit survey mounment in afternoon. Tommy and I walk up the lake. Tommy has a shot at a fox, but misses. To bed 6:00 p.m. N.E. winds blowing. Very cold.

November 18th, 1929 :
Cloudy with north ground drift, Sleep till noon. Bacon and tea only today for breakfast. Wind dropping in p.m. and weather clearing. Tommy and Longley go for walk. I get grub ready for evening meal and write up diary. Very cold in tent. Cold night in prospect, but hope for plane tomorrow.

November 19th, 1929 :
Ground drift with N.W. wind. Dug out water hole in ice. Tommy and Longley go for a short walk. Tommy gets into water on top of ice, but no ill effects. To bed early. Supper in bed for Tommy and Longley, consisting of soup and raisins.

November 20th, 1929 :
Very heavy ground drift. Tommy and Longley stay in bed till 2:30 p.m., later they get water and fill stove with gasoline. Stove going in tent most of day. Wind dying down in evening, and weather clearing. Hope for calm weather tomorrow. Rations pretty low now.

November 22nd, 1929 :
Very lovely day. No wind and almost completely clear. Look anxiously for planes. Very cold in evening, but gas very bad when stove going. Find box of sweet biscuits in Pierce's kit. Have supper of ham and sweet biscuits, sardines and ditto with raisins to finish. Get up at night to shoot at fox, but miss him. Night mild with slight snow fall.

November 23rd, 1929 :
Generally calm and clear except for snow clouds to west. Looking for plane. Tie down C.Z. securely. Tommy hunting. Walk to survey monument in p.m. and leave our names in box there. On returning have a shave and feel much better. Very cold evening. Try to shoot fox with aid of flash light, but cannot get a shot at him.

November 24th, 1929 :
Sun rises at 10:00 a.m. Frosty haze in air, but no distinct clouds. Calm. Machine should get through. Grub very low. Our meal will clean up all but ham, tea, and chocolate. My eyes very bad from gas. Tommy and Longley go hunting and return with one ptarmigan.

November 25th, 1929 :
Cloudy with some snow from S.E. in a.m., but clear in p.m. Tommy and I go hunting. Tommy bags a rabbit and I get one ptarmigan. Have good stew for supper. Last of beans go into the pot. Meat and tea now about our sole diet. Very worried about the other machines. Feel sure they have some serious mishap.

November 26th, 1929 :
Clear and cold with very light S.E. wind. Fox climbs on top of tent while we are at breakfast. Shoot him from the doorway of the tent. Tommy and I start out to hunt, but Tommy's feet too cold, so he turns back. Bag nothing and almost freeze fingers. Have fine fox steak for supper with tea and chocolate bars for dessert. Fox very good eating. All clothing getting wet.

November 27th, 1929 :
Clear and calm. having breakfast of rabbit and ptarmigan steaks when Tommy hears plane, and shoots out of bed and the tent. Andy in S.Q. lands. We break camp heat up and try to take off for Brown's wrecked machine in Aylmer Lake. CZ down in revs and S.Q. develops oil trouble, so pitch camp for the night. Lots of grub but night so cold that rum ration freezes in the bottle.

November 28th, 1929 :
Rise at 5:30 a.m. clear and cold with slight ground drift from the north. Trouble heating up CZ and in taking off crack up fuselage further and are forced to abandon plane on Muskox Lake. Board SQ reach Brown and all take off at 12:40 and after quick trip pass out of Barrens and land at Reliance about 2:00 p.m.

Source: The Stuart Graham Papers

Flyvertosset's Gallery

Canadian Bush Flying: The Diary of S. Longley, Engineer

flyvertosset — Wed, 11 Jan 2012 23:16:00 GMT

The search for the The MacAlpine Expedition. The dairy makes a note on November 30 about Col. MacAlpine and others, so I would say that this is an account from the search

The Diary of S. Longley, Engineer

Tuesday, November 12th, 1929 :
Left Bathurst, headed up Backs River; landed Muskox Lake at mouth of Icy River (300 yards), owing to fog camped for night.

Wednesday, November 13th, 1929 :
No good for flying.

Thursday, November 14th, 1929 :
Took three hours to warm up and get machines unstuck off ice, snow shovelling, etc. Dom. Ex. CF-ACZ broke front of fuselage; other W.C.A. machines left for Reliance, leaving Spence, Siers and Longley; made camp again.

Friday, November 15, 1929 :
Finished making temporary repairs with "Wear-ever" frying pan handles; turned into bed 4:00.

Saturday, November 16th, 1929 :
Got up and heated engines ready to push off; others didn't come back, haven't enough gas to go through alone, so washed out; turned in 5:00 finished hard tack. Tommy Siers and I went for walk.

Sunday, November 17th, 1929 :
Got up 12:00 noon - dirty day - went for walk. Saw white fox round camp. Tommy tried to shoot it; went to bed 5:15.

Monday, November 18th, 1929 :
Fine day - Tommy and I went for walk. Saw Rock Marmot. Went to bed 6:00 - talked till 9:00 p.m.

Tuesday, November 19th, 1929 :
Tommy and I went for walk, crossed Icy River (Water beneath snow) - saw two rabbits (Arctic hare) - cold n.w. wind.

Wednesday November 20th, 1929 :
Went for walk - very cold - no wind. Perfect flying weather. Walked round lake. Bill Spence saw large grey wolf - food getting short - bed 5:15.

Thursday, November 21st, 1929 :
Same as yesterday - saw fox but didn't get him - perfect flying day. Tomorrow will see us on straight ham diet.

Friday, November 22nd, 1929 :
Bill Spence found box of fancy biscuits in *** Pearce's pack; had a banquet supper; ham - sweet biscuits; one tin sardines - sweet biscuits; honey - sweet biscuits. In bed; fox came around digging beside tent. Bill Spence tried to shoot him - too dark - Bill with bare legs. Perfect flying day; don't understand why machines don't come back.

Saturday, November 23rd, 1929 :
Finished off biscuits; tied machine down; perfect morning; all feel a bit weak today - absolute silence - very noticeable today. Fox tracks all round tent. Bill Spence put note in tin on survey stone post, approximately one mile east of our camp. Found fine set of old caribou antlers. Very cold - went to bed 4:30. Names on cloth on survey post 1924 - G. Cameron, Carpenter, Bedford or Beatty, and another not recognizable.

Sunday, November 24th, 1929 :
Got up 10:30; started out for walk. Tommy took 303 Savage; got one ptarmigan. Saw two others flying; saw three rabbits, gas fumes are blamed for missing them; was out three hours, got very tired. Something wrong with my stomach; wanted and couldn't vomit. Had ptarmigan stew for supper. Bill Spence saw wolf again. Fox was around last night. Didn't sleep much; felt the cold.

Monday, November 25th, 1929 :
Looks pretty bad. S.W. wind, stayed in bed till Tommy Siers and Bill Spence went hunting. Came back with one rabbit and one ptarmigan; spirits high; had a good meal for once. Had a snow squall.

Tuesday, November 26th, 1929 :
Had breakfast - rabbit liver and ptarmigan fried. During breakfast fox jumped on tent. Bill Spence got him with 303 after 22 missed fire (sic) four times. Had fried fox for supper - went real good - all feel gas fumes.

Wednesday, November 27th, 1929 :
Andy Cruickshanks came over 10:00 a.m., grand rush to get out of tent - told us Roy Brown cracked up ten miles south of us ten days previous on his way to us. We tried to get going, but no good. Camped under Fokker wing. Andy cooked cracker-jack of a meal; found rum was frozen all over - ate considerable; four of us doubled up in eiderdowns.

Thursday, November 28th, 1929 :
Got up 5:00 a.m., got engines going. GZ Fairchild missing badly. Bill Spence taxied to take off machine; hit several drifts and crumpled up. Hasty look, appears to be write-off; all piled into Andy's machine; landed at Brown's machine; took off cylinder and cowling for Kenyon. Picked up Brown, Paul Davis and Blanchet; good load - 8 men and kit. Came in to Fort Reliance sixteenth day since leaving Bathurst, also had first wash and shave since then.

Friday, November 29th, 1929 :
All kit wet and frozen; slept in blankets. Servicing SQ today.

Saturday, November 30th, 1929 :
Up 5:00 a.m., heated machines; both took off for Stoney Rapids 8:20. Col. MacAlpine, *** Pearce, Blanchet, MacMillan, Don Goodwin, Doc Bruce, Boadway, and Roy Brown have gone, besides machine crews, took snaps of house and bay. This is my wedding day, guess I'm marked absent.

Source: The Stuart Graham Papers

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Canadian Bush Flying: The MacAlpine Rescuers

flyvertosset — Wed, 11 Jan 2012 23:12:00 GMT

On September 24, 1929, twelve days after the MacAlpine expedition was to have arrived at Bathurst Inlet, a message was received from the northern outpost. It contained the first notice that MacAlpine and his group had disappeared. Exactly what had occurred was unknown, but it was obvious something was very wrong.

People from all over responded quickly to the situation. In fact, more than 200 aeroplanes were volunteered for the search. Due to a lack of available supplies, however, most of the planes couldn't be used. Regardless, it turned out to be one of the largest aerial searches in Canada up until that time. Pilots and engineers from all parts of the country converged on the small city of The Pas, Manitoba, in hopes of locating the lost expedition.

The volunteers scoured every inch of the 300,000 square miles where the MacAlpine party could have potentially landed. Unfortunately, the weather conditions were not good for bush flying. The water itself had ice in it, so the floats were in danger, but the ice was too thin to use skis. As a result, the planes had a very difficult time landing on the lakes. In fact, the only reason the rescuers didn't wait for the freeze-up was because it would be even more difficult for the downed party to survive during that time.

The searchers themselves often experienced difficulties. Some were downed while searching for the MacAlpine party, almost losing their own lives. In their diaries they tell of being lost and starving until one of the other rescue parties discovered them. Even their accommodations in The Pas were simple igloos that local Inuit had been contracted to create.

The search continued for 6 weeks, with absolutely no luck. It is believed that without the Inuits' help, the MacAlpine party would never have been found. All totalled, the search cost approximately $400,000 dollars, an impressive amount for 1929. This amount was refunded by MacAlpine and his partners, their way of thanking those who had risked much in their attempt to save them.

Source: The Stuart Graham Papers

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