This Week’s Topics … Canadair Sabre for museum in India + Long Lost Book Review + Why Do the Greens Disgrace Themselves Like This + 747 Retrospective + More Great Lakes History + The Airborne Classroom + 1963 Spotters’ Road Trip + Canadair Sabre & CAE Reader’s Comments + Smashing Review Surfaces for Our 1986 Book, The Canadair Sabre
Our blog follower, Jagan, submits this news about Canadair Sabre 1606 ex-Luftwaffe, ex-Pakistan AF, ex-Bangladesh AF. See pages 325-326 in The Canadair Sabre, including a photo of 1606 in poor condition in a scrap yard. Enjoy this link for the latest news — 1606 now will be well cared for by the IAF Museum.
It’s always good fun going back through copies of ancient aviation journals on a quiet day. Over the decades, one of the very best of these was Alan Hall’s “Aviation News”. Fans in the UK and around the world waited eagerly for each fresh edition to hit the news stands, or, to arrive in the mail.
In those exclusive years of super-quality aviation periodicals, we aviation book publishers were certain to send review copies of our new titles to each. Rarely would any decent quality book miss being reviewed by the top magazines, and there always was the hope of winning a lead review, or, “Book of the Month”. CANAV has had a good share of the best that the book editors had to offer from Canada to the USA, UK, across Europe and down to Australia/New Zealand.
In flipping through “Aviation News” back issues today, I was astounded to come across a review in a September — October 1986 edition of The Canadair Sabre that I missed all those decades ago. Our book certainly excited “Aviation News” from top man, Alan Hall, to his deputy, Lindsay Peacock, to the rest of the staff, which included in those days such other UK “Kings of Aviation History” as Arthur Pearcy and Brian Sturtivant. I don’t know who was in charge of the book pages, but he certainly was smitten by our book. I’ve seen many a wonderful review of our efforts since 1979, but few have exceeded the praise doled out here by “Aviation News”. How the review finishes in itself is enough to explode a publishers head! “Rarely does one find such a complete exposition of a popular aircraft. We feel that Larry Milberry has set standards that will be hard to follow.”
The Canadair Sabre … order your copy today at the best offer yet! Usually $40.00 + shipping, with this offer you can own your personal copy (signed by the author) at $35.00 all-in for Canadian orders, or CDN$45.00 all-in USA or International (surface mail). Send payment by PayPal straight to CANAV at email@example.com
PS … “Aviation News” today is one of the superb periodicals from Key Publishing. As Britain’s longest established monthly aviation journal, it’s renowned for providing the best coverage of every branch of aviation. Each issue gives you the latest info and in-depth features. Check out the details at the publisher’s website. You’ll be glad that you subscribed!
From the World Aviation News Front Page, March 5, 2021
What goes on with some of the extremist groups? How does moronic urban terrorism advance their ideological causes? Google this item and see what you think: Greenpeace Vandalizes Air France Boeing 777 in Paris ..
One of the great triumphs in aviation history since Day 1 goes by the simple name “Boeing 747”. You can learn all the basics starting with the Wiki 747 entry, then there’s a host of excellent books to read. Also, a real “must see” is Sam Chui’s nostalgic YouTube video – “The Last British Airways B747 Flight – An Emotional Farewell”. Sam has done a bang-up job covering the recent retirement of the 747 from British Airways. You can find this item by googling it by its title.
The 747 is such a magnificent story. In digging through old files lately, I came across some ancient Boeing PR photos and press releases. Inspired by Sam’s video and what I started unearthing around CANAV Books HQ, I decided to share a bit more about the 747, not that the interweb isn’t already bulging with material (I just know that you whiners out there know perfectly well where to find your favourite 747 content if this selection isn’t your cup of tea — yes there are whiners for any topic I can dream up). Mainly, you regular folks will be enjoying a few old 747 Kodachromes that Wilf White and I took in decades gone by, plus a few other pix that are credited:
The grand 747 is gradually fading, but 30 – 40 years from now there still will be 747s at work. I suppose it’s a natural sign of “progress”, but the 747-800 (now on the line at Boeing) itself is edging towards the end. This is some news from Boeing and Atlas Air as of January 12 this year: “Boeing and Atlas Air Worldwide today announced an agreement to purchase four 747-8 Freighters… The 747-8F is the best and most versatile widebody freighter in the market, and we are excited to bolster our fleet with the acquisition of these four aircraft … This significant growth opportunity will enable us to capitalize on strong demand and deliver value for our existing and prospective customers… With a maximum payload capacity of 137.7 metric tonnes (137,750 kg), the 747-8 Freighter allows customers to access 20% more payload capacity while using 16% less fuel compared to previous-generation 747s. The jet also features 30% quieter engines. The 747-8 airplanes in this agreement will be the final four aircraft to roll off the production line in Everett, Washington… Atlas Air has 53 747s in its current fleet, making it the largest 747 operator in the world… The 747 program has produced 1,560 aircraft since launching the jumbo jet more than 50 years ago.”
CANAV Books has so many top-level readers and we’re steadily in touch. According to the CANAV grapevine, our 747 pilot friends have one thing in common – they love their 747. Recently, one pilot, who’s flying the mighty “8”, wrote to us: “I must admit, between the – 400 and the -8, I prefer the -8. It really is a wonderful machine. You’re correct, the 747 is an absolute wonderful flying machine. Having flown the classic -100 and -200, and now the -400 and -8, I greatly admire the design team and their philosophy. One NASA test said that the basic 747 airframe is an aerodynamic masterpiece. Good description for sure! Sadly, the production line is shutting down in 2022, but with all this Covid around the world, we’re extremely busy. We’re hiring pilots and adding aircraft. Out of Hong Kong we’re always pushing back at 990,000 lb with the -8. She’s remarkable and really efficient with those GE engines. The flying is straightforward, the ol’ 7-4 is fantastic!”
More Great Lakes History
I wasn’t surprised to hear that many CANAV fans share an interest in shipping, so here are a few more random photos from my Great Lakes collection. First, a few scenes from Kingston, an important centre at the east end of Lake Ontario. Kingston started in shipping in the 1600s — the days of Count Frontenac of New France. For centuries it was noted for shipbuilding. Those days are long gone, but the history of it all is very much alive and to be revelled in by anyone with half a clue. When in Kingston, enjoy its historic waterfront and visit the Marine Museum of the Great Lakes.
The Airborne Classroom
From the beginning of our teaching careers c.1960, we young Toronto aviation fans had a real opportunity to pair our interests. Over the early years (before regulations rendered such teaching opportunities verboten), we could take our pupils on airport visits and even have airborne field trips. Over the years, our pupils had some exceptional learning experiences. We took our classes as far afield in the early 70s as the First Nations reservations at Ogoki Post in Northern Ontario, and Northwest River, Labrador. Visits to Toronto Island Airport were easy and, another time, I took a week-long Gr.8 history and geography field trip through the Kawarthas that included flights from Peterborough to see the great local drumlin fields and eskers. We got our keen young students up in such planes as the Ce.172, Beaver, Otter, DC-3 and 737. We were considered radicals, and there even was some negative gossip in the schools, mainly of the “How dare they” nature.
One of our more exotic trips sprang from the geomorphology that a few of us were teaching to our Gr.7 and 8 classes. This was based on a course that some of us had taken at the University of Toronto covering the geomorphology of southern Ontario. This covered the horseshoe-shaped area from Niagara Falls, around to a bit north of Hamilton, eastward towards Lake Simcoe and into the Kawarthas centring on Peterborough. Naturally, we also taught about the many human activities and features along the route. This field trip traditionally was done by bus, but in 1969 I dreamed up a plan to teach it in the classroom, then finish with an aerial review. This was agreed to by my principal and the parents all were happy. Each pupil had to come up with about $15.00. I talked it over with Carl Millard, who agreed to give us a DC-3 for two hours for $300 (the good old days, right).
Having briefed the class thoroughly about what to expect and what to see, we bussed out to Malton Airport on May 23, 1969. Everything was set, except that our DC-3 CF-WCO “The Voyageur” was short one seat. I forget how we got around that, but Carl figured things out and soon we were airborne on a sunny but too-steamy morning.
I handed our captain a map with the route roughly shown. This took us south from Toronto airport to spot the Lakeview generating station, on to Hamilton Bay to see the steel mills and Burlington Skyway, Niagara to see the Welland Canal, orchards/vineyards, Niagara Falls, etc., then out pilots swung around to give good views of the Niagara Escarpment and Credit River up towards “The Forks”. Next, we turned eastward to see the Holland Marsh, Barrie and Lake Simcoe. We skirted the Peterborough area to see the Trent Canal, then the great drumlins of Lake Scugog, and finally headed down along the Lake Ontario shore to take in the Scarborough Bluffs, Toronto Islands, Toronto central business district and back to Malton. All went well. The kids were elated, even if there was a bit of queasiness. After all, it was a really hot day and we were flying as low as legally allowed.
All this came back to mind when I happened across this old Kodachrome that I took in the cabin of “WCO”. My great little gang seems into it and keeping things together. I’m amazed that I was able to get such a decent shot with K64 in available light. Where are all these great little citizens in 2021? Did any of you go into geography, teaching, aviation? It was about 52 years ago, so you’re all in your 60s – hard to believe. What did Carl Millard think of all this? Carl was always keen to get involved, but also was watching for any opportunity. He looked over my lesson plan for this trip, “topo” maps included. Then what? He started marketing my brainwave of a trip to high schools in the Millardair catchment basin. He told me years later that he sold several trips to high school geography departments (but not likely at $300). He put one of his young pilots on this beat to bang on geography department doors. Good ol’ Carl Millard, a real case. I’d like to see him in Canada’s Aviation Hall of Fame, eccentric reputation and all.
While most of his DC-3s were work-a-day cargo planes, Carl kept CF-WCO “looking sharp” for passenger charters. Notice its panoramic windows, perfect for our class trip. Here’s “WCO” at YYZ Terminal One (the old Aeroquay, long since demolished) dropping off passengers on January 4, 1974. “WCO” had begun with the US Army in 1944, then served several US corporations as a VIP plane after the war. Carl acquired it in 1967, then made good use of it into 1979, when he sold it in Florida. From there it went to the Colombian military, then finally went for scrap in 1989.
A Spotters Road Trip
We Toronto aviation nerds always were dreaming up our next adventure, and did we have adventures! A typical road trip began on April 15, 1963 with Nick Wolochatiuk and I driving (in Nick’s VW, as usual) from Toronto to Chatham airport in southwestern Ontario. Next came Windsor, Detroit Metro and Willow Run all by day’s end. Can you imagine the craziness! On the 16th we covered Pontiac Municipal, Berz Airport, Ann Arbor and Detroit Municipal.
So far we had spotted such planes as Stitts Flut-r-Bug CF-RAK at Chatham, a Mong Sport at Windsor, a flock of C-46s and ANG RF- 84Fs at Detroit Metro, a Lockheed 049, DC-7 and PV-1 at Willow Run, an A-26, B-25 and DH Dove at Pontiac, an SNJ-2 at Berz, and two B-23s at Detroit Municipal. Nick and I were already solid aviation generalists. To us, everything about aviation was fair game. Unlike today’s scene, right, when too many tend to be really shallow about aviation. You’ll see these types around shooting nothing but airliners, or F-16s, or whatever. There’s no chance of a real aviation conversation with them. They’ve cut themselves off the great wide world of aviation to be so-called “specialists”.
On the 17th we hit up Toledo Express Airport, where the Michigan ANG 112 th TFS welcomed us to shoot their spiffy-looking F-84F Thunderstreaks, even though they were in the midst of a hot exercise. We then visited Cleveland Municipal where we found such goodies as a B-25, several DC-3s and UAL Caravelles, and spotted (in the distance) an AJ Savage. That brought us to our final stop on the of the day and the best of it all for this outing – Port Clinton, Ohio.
Somewhere we had heard or read about two Ford Trimotors based at Port Clinton and that they were work-a-day planes. When we pulled into this basic little airstrip on April 17, 1963, our info proved to be correct and then some. Sure enough, there sat Trimotors N7584 and N7684, plus Boeing 247 N18E. A billboard announced this as Island Airlines, and the people were friendly. We wandered around taking our photos and getting our questions answered, then topped off our visit with a short flight in N7584 over to Put-In-Bay on one of the offshore islands. As I recall, the fare out and back was $7.50. I noted that outbound we took off at 11:55 with seven passengers (having waited a few minutes for some latecomer) and landed at 12:02. We returned at 1:19 to 1:31. Jan Shaffer was our pilot. He flew us along at 85mph at around 500 feet.
Most traffic from Port Clinton was to Put-in-Bay, chiefly the daily shuttle taking the island children to Port Clinton, where busses picked them up to take them to school. The routine was reversed later in the day. Here are some of my black-and-whites and Kodachromes from the visit. By now I had learned a bit from my airplane photography mentors, so had started taking the odd detail shot. Too bad, but I still hadn’t grown up enough to know that I should also have been photographing the people to do with the airplanes. That maturity came too slowly, but finally arrived. The engine detail was taken from the cockpit, where Nick and I took a turn in the right seat. You can see that the cabin was purely utilitarian. The landing shot turned out not too badly. Don’t forget, film advance still was manual 58 years ago. Pretty sure these were taken with my Kodak Pony rangefinder. This was a hand-me-down from Nick, who had progressed to one of the early Pentax SLRs. Finally, my souvenier Island Airlines ticket. Lesson here? Never used scotch tape on anything you might want to keep pristine. Scotch tape the record keeper’s No.1 enemy, since it eventually will discolour everything it touches, as you can see.
What became of the Island Airlines fleet that we saw in 1963? For starters, look on the web – there is a mass of info for these planes. In one case, on August 24, 1992 N7584 was badly damaged by Hurricane Andrew at Homestead AFB, Florida. Restored, it’s still out there, flying with Kermit Weeks’ museum in Florida. On August 21, 1972, N7684 crashed when an engine failed on departing Port Clinton. There were 16 aboard, but no injuries. Then, on July 1, 1977 N7684 lost two engines on takeoff at Put-in-Bay and was severely damaged in the crash that followed. It last was heard of with Yellowstone Aviation in Jackson, Wyoming in the early 2000s. Boeing 247D N18E now belongs to the UK Science Museum.
Be Sure to Have Your Copy of The Canadair Sabre
Here are a couple of lovely “new” Canadair Sabre photos. I shot 23066 at Trenton on May 28, 1960. The resolution is so good on this original old 120 negative that you can read the pilot’s name by the cockpit – S/L Villeneuve, the Golden Hawk’s revered “Team Lead”. This great Canadian died last year. I can’t quite make out the techs’ names except for LAC Savoie. This was the team’s second year. I had caught the Golden Hawks first in 1959 at the spectacular airshow in Windsor, Ontario celebrating the 50 th Anniversary of flight in Canada.
For the time being CANAV fans can order a copy of this world- famous book at a real saving. I’m standing by to sign a copy for you. Anywhere in Canada? $35.00 all-in. USA and International? CDN$45.00 all-in (pay in Canadian dollars by PayPal depositing directly to firstname.lastname@example.org and save another 25% or so on the exchange). Here’s a reminder of why you need this book (or an extra copy or two to use as knock-out gifts):
How about the official reviews for The Canadair Sabre? Well, they could not have been better. The leading French journal “Air Fan” loved The Canadair Sabre, calling it: “The aviation literary event of the year.” Greece’s journal “Ptisi” added, “A real oasis for F-86 fans and anyone interested in the Golden Years of the 1950s-60s.” Air International called the book, “A mine of information … there seems scant prospect of a better history.” Even more glowing commentary came from Bob Halford’s “Canadian Aircraft Operator”, Vol.24, No.20: “With The Canadair Sabre [Milberry] continues to enhance his reputation for producing top-of-the-class books that compare more than merely favourably with any of the works of the major publishing houses. This is a remarkable achievement …” Typically, “CAO” goes on to describe the book in detail. Bob, of course, knew his stuff … the Sabre in particular. He had visited Canadair during Sabre production years, also the RCAF’s NATO bases in Sabre years during his time editing “Aircraft” magazine. Bob concluded, “The book is, indeed, all that anyone could ever want to know about the Canadair-built Sabre … it’s a people book as well as an airplane book.”
Our second Canadair Sabre photo today by Wilf White. I assume this is at Renfrew or Glasgow, two key maintenance bases for the RCAF No.1 Air Division operating then in France and Germany. 23038 is a Canadair Sabre 5 in 441 Squadron markings. This dates to 441’s Sabre 5 era 1955-56; it converted to the Sabre 6 in August 1956. The squadron had first gone overseas with Sabre 2s in 1952 first to North Luffenham, UK, then to Zweibrucken, West Germany in 1954, finally to Marville, France in 1955. I have little info about 23038 other than its RCAF dates of December 1953 to May 1960, and that 422 also had flown it. Wilf’s setting could be at Scottish Aviation Ltd. at Glasgow in or around May 1956, when 23038 was struck off charge and when it probably went to SAL for scrapping. Wilf photographed many ex-RCAF Sabres and CF-100s being cut up at SAL.
Aviation in Canada: The CAE Story
Many readers have commented about CANAV’s widely acclaimed history of the great CAE Inc. After he read his copy of The CAE Story, Meher Kapadia, who spent 25 years as an engineer at CAE, sent me these comments:
Hi Larry … My son has just brought over your book to England, so I am now well immersed in it. It really is a great, well researched book. I find it most interesting going through the early history of CAE from long before I joined the company. You have to be complimented for the effort and care that you took. We Canadians have a bad habit of not blowing our horn, when we achieve something great. I am of the opinion that CAE was the world’s best systems engineering company for many years. I think I can say that, as over the years I dealt with most of the best, large US and UK engineering companies, I never came across any as good as us. My congratulations and I hope you will make a lot of sales.
This is a gem of an aerospace history, one of the world’s finest such books in decades. A large format hardcover, it has 392 pages, hundreds of photos, a glossary, bibliography and index. It’s all there! Usually CDN$65.00 + shipping + tax, you can order a copy all-in at $CDN60.00 for Canadian orders, CDN$75.00 all-in for USA orders, and $90.00 all-in for International orders. Pay by PayPal or Interac straight to email@example.com If any questions contact me at firstname.lastname@example.org Cheers … Larry
PS … for more reader comments, use the search box, just enter CAE Story.
The Canada Council — Kenneth Whyte Keeps an Eye on this Shady Outfit
Do yourself a big favour and google SHuSH by Kenneth Whyte, former editor of “Saturday Night Magazine”. If you like a bit of intellectual stimulation, this will work out nicely for you.
In his current piece, Whyte takes on the Canada Council, which today is a purely politically correct Ottawa institution doing the PMO’s bidding. Whyte reminds us: “The Canada Council was established as a crown corporation, arms-length from government, precisely to protect it from political interference from government officials (particularly the elected variety), preserving the freedoms of the arts community. The idea was to elevate the arts above politics.” Instead, the Canada Council has become a megaphone for Government of Canada causes such as “colonialism”, “systemic racism” and “climate change”. How do these get to lead the Canada Council agenda? Do these causes not already have their own super ministries? So much for “arms length from government” at the Canada Council. It looks as if social radicals/extremists are subverting the Canada Council.
CANAV Books has waged its own little campaign against the political correctness, etc. of the Canada Council, that grand, all-powerful Ottawa institution that places the 35+ world-famous books that CANAV has published since 1981 in the category of “not real books”. You can scroll back and see my rant about this. In a nutshell, when CANAV submitted Aviation in Canada: The CAE Story for consideration for the 2016 Canada Council Canadian Business Book Awards program, we were told in so many words, “The CAE Story is not a real book. Go away and start publishing real books.” The Canada Council then proceeded to award most of its 2016 business book awards to books published by the Canadian arms of huge American publishers. When I enquired about this at the Governor General’s office and the Canada Council, I received meaningless “Dear Sir or Madame” form letters in reply. Kenneth Whyte at SHuSH is doing Canada a good service with his latest item – take a look.
Your article on the Boeing 747 refers to the delivery date of CP Air’s first 747-200 (C-FCRA) as December 1974. It was a year earlier, November 1973. The second 747 (C-FCRB) was delivered the following month, December 1973. The next two 747s (C-FCRD and C-FCRE) were delivered a year later, in November and December 1974, respectively.