Dash 8 No.1000 Is Delivered

There were historic doings at Bombardier in Downsview on November 12, 2010, as staff and visitors gathered for a red letter event. This double-header included celebrating delivery of the 1000th Dash 8 (a Q400 going to United Express/Continental/Colgan) and the 400th Global Express (going to China).

Following Remembrance Day ceremonies on the 11th, Fred Hotson and I headed up to the Canadian Aerospace Museum at Downsview to attend a dinner honouring many of the old-time de Havilland Canada people who had helped the Dash 8 along during its bumpy formative years.

Ken Swartz, Barry Hubbard (pilot, DHC, etc.) and John Shaw (DHC, engineer), with Bob Fowler and Fred Hotson in the background. (Larry Milberry)

There were people from design engineering, test flight, marketing, etc., as well as several of today’s leaders at Bombardier in the high stakes Q400 and Global Express game.

Next morning we joined hundreds of guests and employees in one of the vast production bays at Downsview to formally honour two great airplanes and all those past and present who have been involved.

Front row fans Larry Milberry (CANAV Books), Bob Fowler (pilot, Dash 8 first flight), George Neal (pilot, Otter first flight) and Fred Hotson (pilot, Ferry Command, DHC, etc., author De Havilland in Canada). All are members of Canada's Aviation Hall of Fame, Bob and George have the McKee Trophy and Bob has the Order of Canada. (Ken Swartz Aeromedia Communications)

Robert Deluce, President of Porter Airlines, chats with Russ Bannock, a wartime Mosquito ace, pilot on the first Beaver flight and former President of DHC. Porter operates a fleet of Q400s from Toronto's waterfront airport. Russ and Bob's famous father, Stanley Deluce (White River Air Service, Austin Airways, Air Ontaro) also are members of Canada's Aviation Hall of Fame. (Larry Milberry)

Following some presentations, we all enjoyed watching a Q200, Q400 and Global Express take off on a magnificent autumn day to do their individual fly-bys. Then it was back to work for the Bombardier people. But they’ll long be remembering this great day in Canadian aviation history.

A United Express/Continental Q400 does its fly-by. Soon after, it was delivered to its US base. (Ken Swartz Aeromedia Communications)

The Dash 8 evolved as a natural offspring of the Dash 7. Both had begun “on thin ice”. The Dash 7 had been tentatively supported by Ottawa in an era when many were skeptical that Canada could succeed with such a sophisticated product, especially since the global economy was in a slump and the regional airline market in its infancy. Sales and marketing had a painful time getting commitments from the airlines, so the order book sat almost empty for ages. Meanwhile, millions were being gambled at DHC in design of the Dash 7 and at P&WC in developing a unique new power plant, the P&WC PT6A-50.

Q400s on the production line at Bombardier Downsview on November 12. (Ken Swartz Aeromedia Communications)

Unfortunately, only 113 Dash 7s were built and the whole concept of a modern 40/50-seat turboprop airliner was in doubt. In his book De Havilland in Canada, author Fred Hotson refers to this as “the most traumatic period in the history of de Havilland Canada”. Yet, from such troubled times would emerge one of the finest commuter airliners in aviation history. Things finally got rolling when DHC president John Sandford sided with his engineering and marketing people in pursuing an improved design, the Dash 8, to be paired with another new P&WC engine — the PW100. Ottawa went along and on April 19, 1983 the Dash 8 was rolled out at Downsview. Fred Hotson and I were there, having three days earlier delivered to John Sandford 3000 copies of The De Havilland Canada Story. A year earlier, John had given Fred the go-ahead to finish writing the book, and me the green light to publish it. To his great credit, John agreed to steer clear of the history-writing process, so Fred had a clear path to do his job. Sandford’s only words to me were to deliver the book in time for the Dash 8 rollout — or else.

Getting the Dash 8 built and the book finished both were touch-and-go, but we pulled it off. The beautiful Dash 8 came off the line on time, and The De Havilland Canada Story squeaked through. At a VIP event in the plant, a leather-bound copy of our book was presented to Prime Minister Trudeau and, as far as CANAV was concerned, a dream project was “in the bag”. Although Chapters/Indigo would tell you today, “We don’t think aviation books will sell”, in 1983 their far smarter predecessors at W.H. Smith and at Classic Books sold several thousand copies of Fred’s books.

A Global Express and Q400 on the ramp at Downsview (Larry Milberry)

New Downsview-built beauties ready for delivery. The Q400s are for US, Ethiopian and Greek operators. Each Global Express departs "green". Meaning? They fly away in bare bones condition to the customer's finishing centre for all their specific cockpit equipment, cabin decor, exterior paint, etc. (Larry Milberry)

Downsview has witnessed four "1000th" roll-outs over the decades. First came the 1000th Tiger Moth in June 1942, then the 1000th Mosquito in June 1945. Circa November 1956 came the 1000th Beaver, which was kept by DHC for general duties. Truth be known, Beaver 1000 CF-PCG was P.C. "Phil" Garratt's personal aircraft, while he was DHC's president. Finally, came the 1000th Dash 8 in November 2010.

CF-PCG, the 1000th Beaver, during a photo session over Toronto Island Airport. CF-PCG is still in service, these days with Vancouver air carrier SeaAir. (DHC Archive/DHC-2.com)

In 1997 we attended other roll-outs at Downsview — the Global Express on August 26 and the Q400 on November 22. Airplanes that the pundits had panned years earlier, went on to bring honour and glory to DHC/Canadair, Bombardier and, perhaps above all, Canada.

If you still don’t have a copy of Fred Hotson’s latest version of the DHC book, De Havilland in Canada, here’s your chance to add this beauty to your aviation library … and please don’t tell me that you don’t have an aviation library! Learn all about this treasure of a book by clicking on CANAV’s booklist here or at canavbooks.com. Usually $45.00, you can get a copy on sale today at $25.00 + $10.00 shipping + tax $1.75 for (Canada only) $36.75. If you are overseas or in the USA, email larry@canavbooks.com for a price (book + postage) to your part of the world. Pay by cheque, MO or PayPal (if the latter, let me know by email). You’ll congratulate yourself for landing a copy of this world-class book, even if it’s the first book you’ve ever paid for!

All the best … Larry Milberry, publisher

All in a CANAV Week’s Work: Toronto/Winnipeg Turn-Around – ACEAF is off the Press

Bright and too early at "YYZ T-1". A window seat is always fun for checking out what's doing on the ramp. (All photos Larry Milberry)

On July 26, 2010 I was on the road early to catch Air Canada AC257, an A-320, to Winnipeg. The mission this time? To re-visit my good friends at Friesens printers down in lovely Altona, not far from lovely Gretna, close to lovely Winkler. I looked forward to the trip, having enjoyed Friesens and Altona since first visiting in 1995 with CANAV’s big Canadair project.

As it always seems to go these day’s, our A-320 was chock-a-block, not a seat in the house. It departed “YYZ” (Toronto) as advertised and at 0810 — 2 1/2 hours after pushback at YYZ — our pilot (or his auto-land system) greased AC257 onto the runway in Winnipeg. Taxiing in, we could see how far along is “YWG’s” new terminal – lookin’ good! Perimeter Metros and Dash 8s were all over the place, as were Westjet  and FirstAir 737s and various Air Canada types. All looked pretty normal on a glorious Manitoba morning.

If there are a few minutes to burn, it's always a blast to sit at the end of the runway to catch a few arrivals. Here comes Perimeter's Metro C-FBTL, likely in from one of the northern First Nations centres.

Picking up a zippy little Accent at Enterprise, I headed to the top end of the ‘drome to catch a few landing shots. There are some good spots for shooting up there, right near Eagle & Brookside. Brookside Cemetery is itself worth a visit and has a huge military section. No time today, however, for the dearly departed. After grabbing some interesting arrivals, especially Perimeter and Bearskin, I headed back to the ‘drome to get some research done at the Western Canada Aviation Museum.

The WCAM is home to one of Canada’s premier aviation libraries/archives, but this is a well-kept secret (don’t tell anyone). A researcher hardly knows where to begin and your head swirls as astounding material pops up at every turn. Typical of the WCAM holdings are the Found Brothers and Transair archives, each with boxes and boxes of goodies. It’s encouraging to see so much material so well and safely stored, and available to the earnest researcher. With decades of experience, the WCAM can boast a fine cadre of archives volunteers, who fastidiously catalogue material and take time to ably assist any visitor. The WCAM is a model institution rich not only in airplanes, artifacts, programs, books, journals and rare tech manuals, but also in priceless personal and corporate collections. This is what aviation museums/archives should be all about.

Research "finds" at the WCAM: A certificate awarded to Roy deNevers following a course on the Firefly at RNAS Lossiemouth.

A wooden Bolingbroke model tested in the National Research Council wind tunnel in Ottawa in 1942

By 1400 it was time to push off to Altona, so down Hwy 75 I drove on a classic Manitoba day. By this time the “Towering Q” was a-building and storm warnings were being aired on all the radio stations. But the storms saved their fury for points north of Winnipeg. Turning onto Hwy 14, I stopped to photograph a winter wheat harvest, wildflowers, some impressive weather to the north, etc.

This monstrous towering cumulus was developing west of Hwy 75, but it eventually dissipated, while other such systems were clobbering points to the north of Winnipeg.

Going full tilt to bring in a half-section of winter wheat along Hwy 14 at Road 2 West.

Arrived at Friesens, I got T’d up with my good friends in book manufacturing. Tomorrow we had a job to do — print Vol.3 in CANAV’s new series — Canada’s Air Force: Evolution of an Air Force. After setting me up in some nice accommodations (the boss’ suite), Mike Fehr treated me to supper. Come 0800 next morning and CSR Elvira Filion was briefing me about the job. The first sheet for approval rolled off the press at 1000 and from then on the day was busy as we checked/approved some 24 sheets, including endpapers and dust jacket.

Friesen's pressman Dennis Penner inspects a proof that he's just been pulled from the press.

Then, the publisher does his annual thing -- inspecting the job. This pallet has 1650 freshly-printed sheets of whichever pages of Evolution of an Air Force. (Photo by Dennis Penner)

In between press runs I took some time to photograph the windmill farm going up to the east of Altona.

Work progresses on the site of a future windmill a few km from Altona.

Local citizens are never overly sold on the “invasion of the windmills”, but there seems to be at least a bit of a payoff for everyone in the neighbourhood. Cash is king, eh! I also checked out Altona’s local ag operator, Steve Kiansky’s Southeast Air Service. Since last year he’s traded up from his piston-pounding Air Tractor AT-301 (R-1340) ag plane to a turbo-powered AT-502 (PT-6). Over at Winkler, the same trend – Arty’s is converting from his Weatherlys with their oft-cantankerous R-985s and now has three factory-fresh AT-402s (PT6). Back to the windmill story, one Manitoba business that is really vulnerable to these new “green” gizmos is crop dusting. Huge areas previously covered by aerial application become no-fly zones once the “war of the worlds” windmills are in place at 150-300 feet. Another reason maybe to scratch your head about the brilliance of “alternative” energy sources, eh! Later in the day, Mike Fehr sent me out to meet his farmer brother-in-law, Adam Wiebe.

Adam Wiebe pilots his John Deere 9750STS, then offloads his bin into a bulk trailer driven by his partner -- his father.

Then, Adam flies his mighty machine as his passenger tries for a "cockpit shot".

Miles of beautiful Manitoba fields, as the winter wheat is gobbled up by John Deere.

Adam was harvesting winter wheat and took me out for an hour’s “flight” in his mighty John Deere 9750STS. Powered by a 350-hp diesel engine (fuel cap. 250 US gal) and with a 300 bushel hopper, this beauty has a gross weight about that of a DC-3. While Adam filled me in about farming this year in Southern Manitoba, I tried to answer his many aviation history queries. Back at Friesens, I checked some final proofs, then knocked off for supper at Bravo’s — top notch.

Come the morning of the 28th and it was bye-bye to Friesens — see y’all next book. Back up I drove to the WCAM, stopping only in the cemetery in Morris to photograph a few RCAF stones.

History buffs are always fascinated by cemeteries, since they often have an aviation connection. In the restful cemetery in Morris, several fliers have made their final touchdowns, including AC1 Albert E. Porter. On September 21, 1940 Albert (age 27) was in Fleet Finch 4449 flying near Trenton. He was a mechanic, so may have been

up with the pilot on a test flight, or maybe was just on a joy ride. Somehow, 4449 collided with Finch 1018. Both planes came down. Of the four men aboard, Albert was the sole casualty. This accompanying newspaper clipping give an outline of what happened that day.

Today’s job at the WCAM? Grinding for several hours over the astounding log books of Roy O. deNevers, one of the many unsung Canadian aviation heroes. Look for his story in Vol.4 — Aviation in Canada: The RCAF Overseas 1939-1945. Along the way, author Bill Zuk showed up, working with a team taping several RCAF Lancaster aircrew. Bill and I had a pleasant walk, then some cool ones in the Airport Hilton lounge (you’ll know some of Bill’s books, including his bio of the great Janusz Zurakowski of CF-105 renown).

Fairchild Super 71 CF-AUJ is the latest of the WCAM's magnificent aircraft restorations. This project places the WCAM in the "world class" category of aviation museums. Its attendant library and archives give the whole place the perfect balance as an aviation history centre.

Finally, take one of your last looks at the terminal at YWG -- in a few months things will start moving into the new complex.

Finally, it was time to catch AC268 (A-320) for a 1600-hour departure. Back on the ground ay YYZ after two hours, I caught a glimpse of the Emirates A380, collected my car at Park ‘n Fly and soon was home. Lots done, lots learned, bags of fun and all in a 3-day Toronto-Winnipeg CANAV turn-around. If you get the idea that CANAV never sits still, you’ve pretty well got that one figured out. Why sit around when the world awaits? If you have a minute to spare, read CANAV’s new booklist and get the details about the ACEAF and a hundred other excellent books.

Have a great summer!

Larry

So long Downsview hangars

The now demolished hangars on the occasion of Toronto's first post-WW2 airshow in 1946. (Larry Milberry)

Back in about 1943 these hangars (seen on February 20, 2010) were built at Downsview airport in North Toronto. Their original purpose was to accommodate flight test and delivery of Mosquito bombers being built here by de Havilland Canada for the war effort.

Aerial view of hangars when they hosted Toronto's first postwar air show in 1946.

After the war this facility, located at the northeast corner of Downsview airport, was taken over by the RCAF and for some years was home to the Harvards, Vampires, Sabres and Expeditors of 400 and 411 auxiliary squadrons; and the RCN Harvards, Expeditors and Avengers of VC920 reserve squadron.

My first time here was during 117 Squadron air cadet days in 1956-7 — one Saturday morning we were bussed up for a familiarization flight in a Dakota (most of us little guys ended getting air sick that day).

On March 5 "Hangar 1" disappeared. This was the scene next day. Last view of "Hangar 2"! (Canadian Air and Space Museum)

While still school boys, we’d hang out on the perimeter here, watching the action and hoping to get a few distant photos.With sidekicks Merlin Reddy and John Kerr, I’d sometimes hop a fence to shoot the aircraft on the taxiway that came up from the left — there were a few bushes that we could use for cover. A real highlight came one day in 1959 when Nick Wolochatiuk and I were allowed onto the ramp to shoot the Avengers as they returned from an exercise. Another day about a decade later we photographed a former Biafran airlift Super Constellation sitting in long term storage in the snow drifts.

After the air reserves moved across the field in Otter and Kiowa days, this corner of Downsview fell silent and the hangars’ only use was for Department of National Defence storage. Meanwhile, history buffs kept eyeing the hangars — they wanted them preserved as part of Toronto’s historic architectural fabric. Their demolition was on-again, off-again until March 5, 2010. The DND suddenly decided to resolve the matter of “hangars in limbo” and released the heavy equipment to tear down these famous old landmarks. Au revoir … Larry