Former Golden Hawk Donates Plane + Passing of J.F. “Stocky” Edwards & Bjarni Tryggvason + 737 Flight with CHRONO to the High Arctic +The Versatile Dove and Heron + More B-23 + Air Show Season + Old DHC Adverts + Flashy New Twin E-Plane
Former Golden Hawk, George Miller, has donated his personal airplane. See this important Canadian aviation heritage story. Google it: “New Brunswick Aviation Museum Update 2022-06”
CANAV News … I’ve been buried lately keeping on top of CANAV’s 2024 book project — our grand history of the RCAF in its 100th Anniversary. This is one of CANAV’s grandest and most important aviation book projects, but it’s gobbling up much of my and co-author Hugh Halliday’s time. For now, the blog is taking a bit of a back seat. Meanwhile, treat yourself by scrolling back in the blog, where you’ll fine plenty of enticing items that you haven’t yet digested and many others you’ll enjoy re-reading, whatever your interests.
J.F. “Stocky” Edwards &Bjarni Tryggvason … People everywhere were saddened lately to hear of Stocky’s & Bjarni’s passings. Stocky died in Comox at age 100 on May 14. Truly one of the great, all ’round Canadians, Stocky excelled as a WWII fighter pilot and postwar commanded a wing of RCAF Sabres. Look just at this one recognition — the citation for Stocky’s 1944 Distinguished Flying Medal: “Flight Sergeant Edwards is an extremely capable soldier and a superbly gallant fighter pilot. Since October 1942, he has destroyed six enemy aircraft while participating in numerous sorties over enemy territory. He has displayed outstanding coolness and courage in the face of opposition while his cheerful and imperturbable spirit has been an inspiration to the squadron.” Then … the citation for the Bar to his Distinguished Flying Cross: “This officer has successfully completed a very large number of operational flights and has destroyed thirteen enemy aircraft. He is a keen and courageous pilot whose example and leadership have been most inspiring.” Talk about impressive, right, and what an inspiration to any aspiring young Canadian aviator. It was an honour to know Stocky, who was one of my earliest supporters back in the 70s, when I was getting into the history game. We last visited in 2016. You’ll see some good new coverage about Stocky in our upcoming RCAF 100th Anniversary book. You can see a wonderful photo of him on the cover of Canada’s Air Force at War and Peace, Vol.1. Not surprisingly, Stocky and Bjarni were members of Canada’s Aviation Hall of Fame. For a good summary of Bjarni’s amazing accomplishments, see: http://www.collectspace.com/news/news-040622a-canadian-astronaut-bjarni-tryggvason-obituary.html
737 Flight to the Mary River Mine on Baffin Island
You’re really going to enjoy this short video featuring an old 737-200 of Chrono Aviation of St. Hubert. This versatile company’s fleet includes the old “200” that remains one of the Arctic’s most versatile jetliners, equipped as it is with a gravel kit allowing operations on rough strips. This is the host’s first Arctic trip, so he’s a bit cranked up. Never mind, he does a good job, certainly gets across his main points. Well done for a fellow from Dubai landing at Iqaluit and Mary River in the dead of winter. The Chrono crew also is great to watch in action, full marks for them. This sure reminds me of several similar northern trips (mainly in winter) over the decades on the Argus, C-46, Convair, DC-4, 737 and 748. Sit back and enjoy this one — 20 minutes well spent, especially for the armchair aviator. Cheers … Larry
The Dove and Heron in Canada
Our feature aircraft for this cycle of the CANAV Blog are the De Havilland D.H.104 Dove and D.H.114 Heron, two beloved types from the UK’s aircraft industry in early post-WWII times. Naturally, they were of great interest to DH in Canada, which in the initial flurry of publicity sold more than a dozen as corporate aircraft. Needless to say, the Dove and Heron were real treats for we aircraft spotters.
Soon after WWII several small 5-to-8 seat twins were vying for the Canadian air taxi and executive markets. However, they had to compete with war surplus types such as the Anson, Beech 18, Cessna T-50, etc. For surplus aircraft, “the price was right” for that category, so sales weren’t easy for such types as new Beech 18s or the UK’s premier offering, the De Havilland D.H.104 Dove. Beech knew its North American market well, while DH mainly knew its home and Dominion markets, having done very well pre-WWII with such popular twins as the D.H.84 Dragon and D.H.89 Rapide biplanes. The Dove having flown in September 1945, it was evident that DH had been designing it well before the bullets had stopped flying. The Dove began with two 330-hp DH Gipsy Queens, but DH soon upped the power to 340, then 380. Once the C of A was awarded, the sales force and company demonstrator G-AHRB moved out across the world to find buyers. In spite of the Dove’s relatively steep ticket price compared to something like an Anson, sales were encouraging – eventually 500+ were built. On the homefront, various air taxi services and UK companies such as Dunlop Rubber, English Electric and Shell ordered executive Doves. The Rapide had been important in getting Canadian commercial aviation going in the 1930s, so the market was keen when the Dove reached Canada in the late 1940s. The big companies (where money was no object when it came to an executive plane) liked the Dove’s speed (150 mph) and roomy interior for 6 to 8 plus crew. We spotters photographed many a Dove at Toronto’s Malton Airport in the 1950s and early 1960s. Early Doves there were flying for the Massey Ferguson farm machinery empire, Imperial, Shell and Sunoco oil companies, and a big DEW Line contractor, Federal Industries. However, the photogenic little Dove faded quickly to second tier operators, when such types as the Gulfstream began appearing in 1960.
In gathering all the details for such a basic caption as re. CF-ODI, many sources must be used. I’m fortunate to have a large library of the Canadian Civil Aircraft Register (CCAR) beginning from 1955. I’m constantly referring to these, e.g., for dates of an aircraft’s registration and its owners over the years. A CCAR library is essential for doing serious civil aviation research in Canada. Then, Terry Judge’s CCAR website is indispensable. Since Terry chiefly uses original sources, his facts are extremely reliable. Have a look … google Historic CCAR Project. Of course, much else exists on the web for the Dove and Heron, two useful sites being the “rzjet” Dove and Heron production lists. These provide many facts, but such sites are works in progress, and some can be misleading, by jumbling facts, so use them with discretion. Check and double check your facts, right. You still can make the odd error – history’s a demanding business. Other sources that I consulted were the great Geoff Goodall’s Dove and Heron sites. Also important is the “Aviation Safety Network” website. In this case, I went to ASN’s Dove and Heron accident compilations. ASN is tops as to reliability. Some Doves and Herons were military, so www.warbirdregistry.org is another wealth of data. Believe it or not, I’m still using my ancient copy of Dove and Heron Production List No.2 from VHF Supplies in the UK; also A.J. Jackson’s seminal book, British Civil Aircraft 1919-59, Vol.1 (1959), which beautifully encapsulate the Dove and Heron stories. Happily, I still have my airport notes from the 1950s, so was able to look up my own observations re. Doves and Herons from the 50s-60s. It all comes together, but many sources have to be scoured for to put the simplest item together. CANAV’s own Air Transportin Canada also proved useful in getting this item together. Such books (yes, actual books made from paper, ink and glue) are essential. No researcher can function at a professional level without them, so a word to the wise to the dunces who have bought into the big lie that we no longer need books. The chief problem for such people is their laziness. Having 90-second attention spans, these iPhone addicts no longer can cope with the No.1 source for aviation history – books!
The DH Dove’s Big Brother
Having succeeded with the Dove, De Havilland wanted to see what the market would say about a stretched version. Enter the Heron, first flown in 1950. Compared to the Dove, the Heron had four two 250- hp D.H. Gipsy engines. Being about nine feet longer, it carried as many as 17 passengers. Heron production totalled 149. It found its niche among commuter operators from the UK to Australia, Indonesia, throughout Africa, in the Caribbean, South America, etc. It proved to be rugged and economic, even if slow and underpowered with its Gipsys. The Heron did not catch on in Canada. The first was the Department of Transport’s CF-EXY with its fixed undercarriage. Delivered in 1953, “EYX” served to 1966, then was sold to Newfoundland Air Transport. After about two years there, it went to Aero Servicios in Honduras. On May 26, 1970 it crashed on approach to Tegucigalpa, killing all four aboard.
For years there was no sign of the Heron in Canada. Then there was a resurrection, when entrepreneur and brilliant inventor, Dave Saunders, devised a canny scheme to convert the Heron to the PT6 turbine engine. This became the Saunders ST-27, an excellent airplane, but that’s a story for another time. Any reader can see that there certainly is enough good, interesting material to produce a modest book about the Dove, Heron and ST-27 in Canada. Sad to say, however, but few remain on the Canadian aviation history scene with the fortitude to take on such projects. Everyone is too busy texting and playing video games.
A Bit More Douglas B-23 Coverage
In our last session I featured the exotic B-23/UC-64 Dragon. Since then one of our readers supplied a bit of further history. Tom Appleton recalled how Juan Trippe, chairman of Pan-Am in the 1940s, had purchased a batch of surplus B-23’s. This is where the movement to convert B-23s to corporate use began, Trippe taking one of these for Pan Am’s own use. He then assigned one of his pilots, Al Ueltschi, to be his personal B-23 captain and B-23 marketing man. Tom notes: “Al thought it might be a good idea to offer PanAm’s training expertise to the fledging biz aircraft pilot community. So began Flight Safety International, now owned by Warren Buffet. I knew Al quite well, as I brought FSI to DHC when I was running customer support, and negotiated the building of a training center with simulators for the Dash 7 and 8, along with a Twin Otter. It turned out to be a very successful venture and DHC was the first regional aircraft manufacturer to offer simulator training with every Dash sold.”