Norseman + Air Canada 2020 Updates + USAF Assesses Its Arctic Stance

When we start some new research project, all sorts of material of peripheral interest to one’s new work will surface. So it is happening as I begin preparing for what will be CANAV’s 2024 blockbuster 100 th Anniversary the RCAF (if you have our Sixty Years book, you’ll know what to expect). Just this week a lot of Norseman photos popped up “out of nowhere”, so I can’t let this go by. Before these got re-buried in some filing cabinet or dark corner, I fingered them for blog use. So … let’s have a look.

BLOG 1 McLaren Album 4 D.D. McLaren Norseman 44-70362 CF-GPG cr.Gander Lake 18-8-1950 McLaren Album 4 Bill Wheeler 2020 28-8-1944 Cartierville_1
In our book Norseman Vol.1, there are some wonderful photos taken at the Noorduyn factory at Cartierville. Here’s a new one that comes from a collection saved by the late, great Duncan D. McLaren, chief test pilot at Noorduyn in 1944. In the early 1990s it was my honour to visit and interview this great man in California, where he retired. Duncan later published one of Canada’s best personal aviation stories, Bush to Boardroom. See if you can find a copy at Look at this wonderful Noorduyn photo as US military UC-64A Norsemans prepare to depart on delivery. First is 44-70362. Delivered to the USAAF on August 28, 1944, it was headed for Luke Field in Arizona. After brief service there, and storage in Georgia, it was sold as war surplus materiel to Kansas City Southern Skyways. However, it quickly was re-sold to Newfoundland Airways, becoming VO-ABW. When “Newfie” joined Canada in 1949, it became CF-GPG, but soon ended in a crash at Gander Lake on August 18, 1950 that killed Mr & Mrs F.M. Henderson. Beyond in this scene is Norseman 44-70364. Its destination from Cartierville was Alaska, where it was in service by late September. When its military days ended, it was purchased by a D.J. King of Minneapolis, but its history then dries up.
BLOG 2 McLaren Album 4 D.D. McLaren (2nd froim left) Bill Wheeler 2020 Cartierville 1944
Perhaps at the same time, Duncan McLaren organized this rare US Army UC-64A Norseman formation “photo op” over Cartierville. Duncan was flying the plane second from the left.
BLOG 3 McLaren Album 4 D.D. McLaren Bill Wheeler 2020 Noorduyn Pilots 1944_1
This really is a fantastic shot for anyone seriously interested in Noorduyn history. I suspect that Duncan McLaren organized this scene showing Noorduyn test and evaluation pilots at a 1944 after work “cocktail hour”. How horrifying for today’s young pilots, eh. However, fellows actually used to whoop it up a bit after a long day on the job, testing who knows how many airplanes. These fellows all would have been qualified to fly anything that Noorduyn was building (Norsemans and Harvards), plus diverse types in the shops for overhaul. Shown are (front) Gren Joselin, (middle) Dick Fawcett, Frank Crang, Bob Ramsey, F/L Jack Arthur and Eddie Palmer, and (back) Gordon Ballantyne, Phil LaRivière, Duncan McLaren, Alfie Cockle, and an unknown air traffic controller.
BLOG 4 McLaren Album 4 D.D. McLaren Bill Wheeler 2020 Noorduyn Pilots 1944_2
Here are some of the same renowned fellows in their work clothes. In front are Gren, Dick, Bob and Eddie. Behind are Frank, Gordon and Duncan. These were roaring times for everyone at Noorduyn, where hundreds of Norsemans and Harvards were rolling out monthly.
BLOG 5 McLaren Album 4 D.D. McLaren Bill Wheeler 2020 Noorduyn Staff Phil Lariviere mechanic Hal Suddes Project eng D. McLaren pilot cabin heater tests StJovire 7-1944
Top Noorduyn Norseman men in 1944: Phil LaRivière chief mechanic, Hal Suddes project engineer and Duncan McLaren chief pilot. Phil remained at Noorduyn through the postwar years, and, later was involved in an effort to revive the Norseman.
BLOG 6 McLaren Album 4 D.D. McLaren Norseman SkiTrials LacQuimet StJovite 4-1944 Bill Wheeler 2020
Noorduyn men installing skis. Check out the sledge hammers – always handy to have for that final little “touch-up”. After all – it was a Norseman!
BLOG 7 McLaren Album 4 D.D. McLaren Bill Wheeler 2020 Norseman VI 43-5174 FloatTrials StJovite 11-1944 To Argentina_4
US Army Norseman 43-5174 at Quimet Lake near St. Jovite, Quebec while it was test plane for evaluating EDO 7170 floats. “5174” spent almost two years at Noorduyn doing such work under Duncan McLaren. Postwar, it flew in Argentina into the early 1960s as LV-AAT, then LV-FES.
BLOG 8 McLaren Album 4 D.D. McLaren Bill Wheeler 2020 Norseman 43-5174 FloatTrials EDO 7170 StJovite To Argentina_3 All via Milberry 7-2020
“5174” on Edo 7170s with a canoe fitting being evaluated. “7170” indicated the gross weight (in pounds) permitted for this aircraft type on floats.
BLOG 9 McLaren Album 4 D.. McLaren Bill Wheeler 2020 P-63+Norseman SkiTrials Lac Quimet Gray Rocks Inn StJovite 4-1944
Norseman 43-35348 and a USAAF Beech C-45 at Ouimet Lake in 1944 during ski trials for the Bell P-63 fighter. “5348” was delivered to the USAAF at Peterson Field, Colorado in April 1944. In this pre-delivery scene, it likely was serving temporarily as a project support plane. Notice the wheel/ski arrangement on the C-45.
BLOG 10 McLaren Album 4 D.D. McLaren Bill Wheeler 2020 HBC Norseman V CF-BHT
For the postwar civil market, Noorduyn produced the Norseman “V” – “V” for Victory. One of the first was delivered to the Hudson’s Bay Company of Winnipeg. CF-BHT was delivered in November 1945. The HBC flew “BHT” into 1955, after which there were several operators (chiefly Wheeler Airlines). Phil LaRivière was operating “BHT” at Sept-Îles, Quebec, when it crashed on June 2, 1967. By then, the log book showed that it had amassed 9265 flying hours (all such great info can be found at the magnificent Norseman website, see You need to bookmark this very special site!
BLOG 11 Norseman John Knudsen Kakabeka Falls 30-7-1994_1
BLOG 12 Norseman John Knudsen Kakabeka Falls 30-7-1994_2
In surveying some of the great W.J. “Bill” Wheeler’s archives lately, I spotted these two Norseman photos. Bill took these shots at Kakabeka Falls near his hometown of Port Arthur/Thunder Bay on July 7, 1994. This is thought to be CF-OBG, the first Norseman “V”. Having begun in June 1945 with the Ontario Provincial Air Service, around 1960 it was at Kenora with Ontario Central Airlines, then ended in Sioux Lookout with Slate Falls Airways. Is there any news about this airframe in 2020?
BLOG 13 Norseman Sweden David Godfrey photo
In Norseman Vol.2 there’s a similar photo to this Norseman of the Swedish Air Force Museum at Lingoping. Having begun as USAAF 43-35418, it served in the UK and perhaps the “ETO” – European Theater of Operations. In 1947 it was sold in Sweden to Norrlandsflyg AB as SE-ASC. Various others flew it until it was acquired by the museum and displayed in air force ambulance colors.
BLOG 14 Book Cover Vol.1
BLOG 15 Book Cover Vol.2
In case you still don’t have your set of our by now renowned Norseman books, here’s the info and how to order. Vol.1 Aviation in Canada: The Noorduyn Norseman, by Larry Milberry and Hugh A. Halliday is acclaimed as one of the world’s most in-depth airplane “bios” and one in which any fan will revel. From early years in design to WWII. The transition to peace as the Norseman makes itself useful with bush, coast and polar operations. Writes Scale Aviation Modeller: “Packed with the kind of photographic material you won’t find on the internet … well-researched and comprehensive.” Our readers add: “I like the weaving of anecdotes with the narrative.” “What airplane fan couldn’t love it! I’m … straining at the chocks for the next installment. See our blog for more reviews 232 pages, hc, lf, 450+ photos, gloss, biblio, index. $50.00 … Vol.2 Aviation in Canada: The Noorduyn Norseman. The Norseman in Canada and around the world from war’s end to the present. From Newfoundland to BC & Alaska, Norway, New Guinea, Australia, Latin America. How one Canadian product made its mark across 9 decades. Spectacular presentation with 650 colour and b/w photos – exactly what you’d expect from CANAV. A book for anyone wanting the solid goods! 304 pp, hc, gloss, biblio, index. CDN$65.00. Canadian orders both books CDN$115.00 + $18.00 post + tax $6.65 TOTAL CDN $139.65 by PayPal or INTERAC to , or, or by cheque to CANAV Books, 51 Balsam Ave., Toronto, Ontario M4E3B6. USA and overseas pay in CDN dollars (USA save the 30%+ on the exchange). USA and overseas email me for shipping costs. Other questions? Send me an email. Cheers … Larry

Air Canada 2020 Overview For a really excellent look at Air Canada today, please see this top WNED Buffalo interview by former CTV news anchor, Jim Deeks, with Air Canada President and CEO, Calin Rovanescu. Guaranteed … this will be time very well spent. This program brings those two seminal TCA/Air Canada books into perfect 2020 focus — G.R. McGregor’s The Adolescence of an Airline, and Philip Smith’s It Seems Like Only Yesterday. See WNED: Episode 9 | April 5 | Calin Rovinescu – President and CEO of Air Canada.

USAF — What’s its Future in the Arctic? Also see

Canada began establishing its Arctic aviation interest/policy in 1922, when the great S/L R.A. Logan accompanied a scientific expedition that visited such far northern locations as Pond Inlet at the top of Baffin Island. See › scripts › proe › propubnameUnfurling the Air Force ensign in the Canadian Arctic : the 1922 eastern Arctic and 1927-28 Hudson Strait expeditions / Lackenbauer, P.W. Eyre, K.C. [Calgary …

S/L Logan being particularly capable, the site that he recommended as a possible landing area at Pond Inlet actually did (post WWII) become the hamlet’s airport. So it remains to this day. The 1927-28 Hudson Strait Expedition added greatly to the RCAF’s knowledge of this vast, forbidding region (see Aviation in Canada: Evolution of an Air Force, The Creation of a National Air Force, Canada’s Flying Heritage, etc). With WWII, much more was learned, starting with an expedition using two RCAF Norsemans, something that led to the establishment (by the US military) of important airports from Churchill and Ungava to Baffin Island and Greenland. This network arose from the need to ferry airplanes from North American factories to the UK for the war effort. Subsequently, in the 1950s the Cold War saw many new Arctic bases established under the DEW Line project. By 2020, this nearly century-old evolution sees aviation as the glue holding together Canada’s Arctic real estate.

Meanwhile, from the 1950s the RCAF was operating frequent (usually monthly) Northern patrols (NORPATs) using the Lancaster, Argus and Aurora. In 1977 I was on one of these with 407 Sqn. We flew two patrols that week in an Argus from Cold Lake. Each mission was packed with objectives. What else should an Arctic nation be doing, right? Much on-the-spot info was gathered on NORPATs, then Ottawa cut the budget and patrols became fewer and fewer. In more modern times (1980s) came the establishment of very expensive Arctic FOLs (forward operating locations) for Canada’s CF-18s. These were built at Rankin Inlet, Yellowknife, Inuvik and Iqaluit. However, Canada’s commitment to such bases and other serious Arctic defence measures has been fading (the FOLs were left to deteriorate even before the USSR collapsed).

Much Arctic hoopla has been displayed in recent years by PMs Harper and Trudeau taking glitzy summer swans across the north, promising huge development, even a deep water port. These swans were little more than expensive photo and political campaigning ops. Any tangible Arctic development has been hard to measure. Meanwhile, the USA, Russia and China all are very seriously focused on the Arctic. Does Canada intend to get back into this high-stakes game, or will Ottawa sit on its hands and let our Arctic prerogatives wither? These two recent news items (the first published at “Breaking Defense”) puts the spotlight on what the USAF is contemplating for the Arctic. Is Ottawa even clued in about this? As we sit here, the only RCAF aircraft based in the Arctic remain 3 or 4 ancient Twin Otters (440 Sqn) that have been flying from Yellowknife for decades. These support our famous Canadian Rangers, but also (and infamously) have been used to take VIP flunkies from Ottawas on exotic summer fishing trips. This is not what we can call a serious Arctic commitment to Canada’s air defence/sovereignty. See what you think of these USAF papers where Canada barely gets a mention:

New Air Force Arctic Strategy May Update Planes For Polar Ops

“Historically the Arctic, like space, was characterized as a predominantly peaceful domain,” the Air Force Secretary Barbara Barrett said. “This is changing.”

By   Theresa Hitchens on July 21, 2020 at 4:58 PM

A Royal Canadian Air Force C-130 Hercules comes in on final approach to Thule.

WASHINGTON: As part of its new Arctic Strategy released today, the Air Force is eyeing how to modernize mobility aircraft capable of polar operations, improve existing bases, and expand allied cooperation as it gears up to face increased challenges in the region from Russia and China — as well as the changing environment.

“Historically the Arctic, like space, was characterized as a predominantly peaceful domain,” Air Force Secretary Barbara Barrett told the Atlantic Council Tuesday afternoon. “This is changing with expanded maritime access, newly discovered resources, and competing sovereign interests.”

The new Air Force strategy document, which follows from Department of Defense’s 2019 Arctic strategy, touts the service’s extensive northern network of airbases and radar stations. The study even says that the service is responsible for “close to 80% of DoD resourcing to the Arctic region.”

Now, that surprising figure is sourced to a single DoD paper from 2016, and the Navy submarine force, which regularly sails under the ice and holds an annual ICEX, might challenge that contention. As Breaking Defense readers are well aware, the Navy has been ramping up efforts in the Arctic over the past year, and new Navy Secretary Kenneth Braithwaite is a former ambassador to key regional ally Norway.Air Force graphic

SOURCE: Air Force Arctic Strategy

In Tuesday’s event, the Air Force Chief of Staff, Gen. David Goldfein, was politic enough to emphasize that the service is working closely with the other services, especially the Navy, and with the joint Combatant Commanders to ensure “seamless” joint operations in the region.

In particular, he referred to the ongoing series of Global Integration Exercises — launched by former Chairman of the Joint Chiefs of Staff Joseph Dunford — that are designed to allow more fluid operations across and between Combatant Commands. Indo-Pacific Command, European Command, and Northern Command (which covers North America) all have jurisdiction over pieces of the Arctic.

Sec. Barrett cited DoD’s familiar litany of concern with Russian and Chinese aspirations and activities in the far north.

“No other country has a permanent military presence above the Arctic Circle comparable to Russia’s. Recent Russian investments in the Arctic include a network of offensive air assets and coastal missile systems,” she said. (Of course, no country has as long an Arctic coastline as Russia, either, and Russian leaders remember the US and other Western powers staged a desultory intervention in Siberia in 1918-1920).

China, she added, is setting potentially “predatory” eyes on newly opened access to natural resources, including oil.

“China is not an Arctic nation by geography, but through its One Belt, One Road initiative It has laid the claim to an Arctic role, and has become an observer to the Arctic Council,” she said. “We’re perfectly prepared to accept fair and benevolent action there and having China as a participant, but we will be attentive to overreaching.”

The strategy, signed by Barrett, Goldfein, and Space Force/Space Command head Gen. Jay Raymond, lays out four lines of effort along with the sub-elements of each: “Vigilance in All Domains; Projecting Power through a Combat-Credible Force; Cooperation with Allies & Partners; and, Preparation for Arctic Operations.”

Barrett said that the “vigilance encompasses everything from weather forecasting and consistent communications to threat detection and tracking.” The strategy document further notes that missile defense and space capabilities — including intelligence, surveillance and reconnaissance (ISR) and all-domain awareness — also are key to the mission.

As for power projection in the region, Barrett mentioned in particular the Air Force’s deployment of F-35 stealth fighters to Alaska as critical in enhancing capabilities. The service is in the process of moving some 54 F-35s to Eielson AFB in Fairbanks.

“When the full complement of planned F-35s arrive at Eielson Air Force Base, Alaska’s unparalleled concentration of fifth-generation fighters will project unmistakable influence,” Barrett said.

She also noted that the service is looking at recapitalization of Lockheed Martin’s LC-130, the ski-equipped polar version of the C-130 Hercules transport plane. The Air National Guard currently has 10 operational LC-130H aircraft, according to the service’s 2021 budget documents.

“The LC-130s have been pivotal to getting access to terrain that otherwise would be inaccessible,” Barrett said. “So the LC-130 is very important, and recapitalizing is a significant issue to us.”

“The Air Force will advance recapitalization and explore modernization of existing and emergent polar mobility platforms that are critical for reaching remote areas,” the new strategy says.

In addition, the strategy emphasizes efforts to sustain and modernize bases in Alaska and at Thule, Greenland to allow regional power projection. As Breaking D readers know, Gen. Terrence O’Shaughnessy, head of Northern Command, is particularly interested in upgrading command, control and communications (C3) capabilities in the Arctic. 

Raymond told the Atlantic Council webinar that one of the new challenges for Arctic infrastructure is dealing with new challenges cropping up due to the warming climate.

“What has changed is the thawing and the melting of the permafrost,” he said. “It can have significant challenges on our infrastructure. It can cause foundations of buildings and equipment to shift. It can impact the structural integrity of those facilities .. for example cause increase runway maintenance,” he said.

Goldfein stressed the strategy’s high priority to enhance operations with NATO and regional allies, including Canada, Denmark and Norway. “You know only through cooperation with our allies will be be strong in Arctic or any other location in the globe,” he said.

But he also said DoD and the Air Force should be making an effort to establish rules of the road and norms of behavior in the Arctic, and reaching out to Russia to identify mutual interests.

“So, the question is: are there areas of common interest we can find above the 66th parallel that perhaps we’re not able to find below?” Goldfein said. “There has to be a few areas of common interest that we can find where we can be better together than we are separately.”

One response to “Norseman + Air Canada 2020 Updates + USAF Assesses Its Arctic Stance

  1. “You can see that the Canso now is partially disassembled. This had to be done to get it back into the hangar, the doors of which need fixing.”

    Other way around, actually. More than half of doors of the hangar are now inoperable due to subsidence, so the owner removed the wings in 2019 in order to enable bringing the aircraft out of the hangar. The wings are secured in frames.

    The hangar will never be repaired, and indeed, the hope is to demolish it entirely, salvage whatever can be salvaged, and build a new more suitable facility for Skydive Gan in the future. Plans for the Ghost aren’t clear. The owner will likely be back in August as his is custom.

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