Category Archives: Air Canada

“Arsenal of Democracy” Warbird Video + Norseman CF-DRD News + The A380 Bows Out + 40 Years for CANAV Books (Part 2 September 2020) + Photographing the Great 4-Engine Douglas Propliners + Two Books You Need

Arsenal of Democracy” Check out this impressive AOPA video of this September 2020 warbirds event — includes the great WWII types from Hurricane to Spitfire, P-40, P-51, Corsair, Mosquito, Tiger Moth, T-6, B-25 on to the A-26 and B-29 … all in the air! Hosted by the Commemorative Air Force’s Capital Wing, this took place at Culpeper Regional Airport, Virginia. Not be missed! https://youtu.be/yIvTgqFe1cA

Norseman Update … Good news from the Norseman Festival in Red Lake. Google

SAVE DRD – Red Lake’s Norseman icon – GoFundMe

to get the latest news about the restoration of Red Lake’s world famous Norseman CF-DRD. Since “DRD” was badly pounded by hail several years ago, this has been a long haul by many dedicated enthusiasts. Be sure to make a donation to the cause while catching up at the site. Help get “DRD” to its $50K goal! Cheers … Larry

End of “The Quad” Era — The Mighty A380 Bows Out

This melancholic piece is a nice encapsulation of an important and exciting piece of the global air transportation story: https://www.cnn.com/travel/article/final-airbus-a380-assembled/index.html Well worth a look. Reminds me of the fighter pilot’s frequent claim — “Timing is everything.” Also, you can scroll back to see a bit about Canada’s role in A380 development (see A380 Cold Weather Trials at “YFB” Iqaluit).

Here’s the current CANAV booklist. Be sure to have a least a quick browse. If you’re an aviation reader, you’ll find some real treasures here.

CANAV Booklist Summer_Fall 2020

40 Years for CANAV Books (Part 2 September 2020): An Interesting Detour to 1979

Welcome to all who have been enjoying, or, have just discovered, this little ramble through the dusty boxes and files of the CANAV Books archives. Thanks for your many calls and emails. I’ve especially been interested in how often you’ve been referring to our 1979 McGraw Hill-Ryerson book, Aviation in Canada, as the book that initially got you fired up about aviation back in your school days (the very same book that launched me into CANAV Books). A few have commented about how Aviation in Canada actually was the inspiration that steered you into a life in aviation. Very nice to hear for your aged scribe! It’s also a bit sobering, when you add that by 2020 you’ve ploughed through your career in flying and now are retired! Talk about time flying, right!

Here’s how the cover of one my special copies of Aviation in Canada looks 41 years later. This is the copy I took along to the RCAF 60th Anniversary mess dinner held at Canadian Forces Staff College in Toronto on March 30, 1984. The CFSC Commandant deserves a medal for pulling off this historic event, which included several First World War combat pilots, many prominent RCAF WWII types, others from the Korean War and early Cold War, along with many serving members on staff and on course. This was an evening to remember.

As the evening progressed, I sent Aviation in Canada up and down both sides of the dinner table to collect as many autographs as possible. I got away with this, probably because I was the only civilian attending, was known by this time as the budding RCAF history publisher, and was about to release Sixty Years. Here are two pages that give you an idea of the incredible “whose who” of aviation history that this was.

Some of the RCAF serving officers and veterans on hand for the CFSC RCAF 60th Anniversary Mess Dinner in Toronto. I only have some of the names so far, but hope to fill in the gaps. In the back row are: AJ Bauer (OC 421 & 430 Sqns, CF-104s), Col Fraser Holman, 2 unknown, Ron Lowman (Mosquito nav), Daniel Reevy Walker (617 Sqn dams raid, nav), Jim Hanna (Spitfires), Don Bell (617 Sqn Tirpitz raids), Bob Hayward (Spitfires), Peter Gilchrist (Bomber Command, OC 405 Sqn). In the middle are Nelles Timmerman (Bomber Command, OC 408 Sqn), E. Dean Kelly (Spitfires), Bill Swetman (Bomber Command, OC 432 Sqn), R.J. “Herbie” Herbert (OC 440 Sqn, CF-100s), Paul Davoud (OC 409, 410, 418 Sqns Mosquitos, OC 143 Wing Typhoons), unknown, John Gellner (Spitfires), Chester Hull (Bomber Command, OC 428 Sqn), unknown, Don Morrison (Spitfires, POW), Ken Hayroe (Mustangs), Richard Rohmer (Mustangs, OC 400 & 411 Sqns, 2020 Honorary LGen of the Canadian Armed Forces). In front are Lew Twambley (CF-101s, pilot), C.H. “Punch” Dickins (WWI pilot, D.H.9), Mel Alexander (WWI ace, Naval 10 “Black Flight”, Sopwith Triplane), two unknown, BGen Bill Murdoch (CFSC Commandant).

Thanks for reminding me about this fine old book and how it provided the incentive to some keen Canadian highschoolers to go into aviation. Amazingly, worn and dusty old copies of Aviation in Canada still can be found in public libraries across Canada. However, they’re usually a bit lonely, since most other aviation books on the shelves tell the story of American aviation. I have not had an order from one Canadian public library for as much as a single book for years. Perhaps the Canadian Library Association can explain?

Austin Airways: Canada’s Oldest Airline 1985

Better get going again with the serious side to Part 2 of the CANAV Books story. In 1985 CANAV published a history of the famed Northern Ontario bush operator, Austin Airways. This had an odd genesis, something that today reminds me of a quote from the great writer and literary thinker, Graham Greene (The Power and the Glory, Our Man in Havana, etc.): “Books are a labour to write and a hell to publish. Why does one do it?” Here’s the genesis part of it. In Aviation in Canada of 1979 fame, I had included a bit about Austin Airways. The coverage was typical for this type of general interest book that tries to encapsulate the fundamental aspects in Canada’s aviation history. My point with Aviation in Canada was to update and complement Frank Ellis’ superb 1954 book, Canada’s Flying Heritage (you need a copy, see http://www.bookfinder.com, etc.) with just such interesting highlights of our aviation history. Who would object? Well, when Jack Austin, the renowned founder (along with his brother, Chuck) of Austin Airways read the book, he called to complain quite bitterly about how little his company was covered (Graham Greene would agree that it’s not unusual to hear from irate readers). Jack and I talked this over and, in a few weeks, were getting together planning an Austin Airways history project (at my expense other than for the artwork). All this is for some future chapter, but (suffice to say), the result of one phone call was a lovely book — Austin Airways.

Here’s the invoice for the first printing of Austin Airways. Again, you can see how such a job got billed for the 2590 copies delivered. I always ordered a few extra dust jackets as replacements for the occasional damaged ones, and to use as promotional items. These soon paid for themselves.

Another Fine Success Story

Book that it is, it’s no surprise that Austin Airways was well received. We began with exciting launch events in Sudbury, Timmins and Toronto. The Timmins “Daily Press” covered our book launch at the Senator Motel, where a crowd of fine Austin employees, retirees and local fans attended. Stan Deluce and family, who recently had acquired Austin Airways, picked up the tab, and also flew some Milberrys and friends to Timmins from Toronto on a “748”. Those were the days!

Autographs that I scrounged at some of the Austin Airways book events 35 years ago. Many who worked for Austin, who were company clients, suppliers, etc., or just fans of bush flying and books attended these gatherings. At a glance on these two spreads I see such famous Austin names as Helen Austin (her husband Jack had passed on by this time), Hal McCracken, Ray Lejeune, Johnny Der Weduwen, Brian Steed, Ray McLean, Larry Raymond, Frank Russell,
Len Harper, Frank Fisher, Bob Petus and Al Scully; plus such good general fans and supporters as George Thompson, Archie Van Hee, Bob Halford, Ron Lowry and Fred Hotson. What a priceless little piece of history such a book becomes as the decades roll by.

Our print run soon sold out, then McGraw Hill-Ryerson turned out a 1500 reprint. As usual, we received much praise in the aviation and general press. In one case, “Air Classics” (February 1986) observed, “This finely-produced book (typical of what we have come to expect from CANAV) is the exciting story of Austin Airways … illustrated with a fabulous selection of … photographs [and] an excellent selection of quality color profiles …” Then, “Canadian Geographic” of February/March 1986 had its say (it always was a highlight when a publisher had a book reviewed by this stellar journal). Given the reviewing task was Robert “Bob” Bradford, at the time the associate director of Canada’s National Aviation Museum under the great K.M. “Ken” Molson. After nicely reviewing the book’s chapters, Bob concluded, “Anyone who has even a passing interest in bush flying or a good Canadian success story will enjoy it,”

A lot happened with Austin Airways since 1985, including how the new owners absorbed a string of air carriers west to Air Manitoba, brought things together under the Air Ontario banner, built up Toronto Island Airport as a serious commuter hub, etc., all the way to 2020, when the Deluce family’s renowned Porter Airlines remains the direct descendant of Austin Airways of 1934. It’s probably a good time for an updated Austin Airways book. Interestingly, a used copy of Austin Airways in 2020 will be a deal at around the old $24.94 sticker price. On September 15, I noticed that http://www.bookfinder.com had 54 used copies listed, most being in the $40 – $80 zone, but nine were above $100. Cheap at twice the price, right!

It Can Be Aggravating, but the Perks Are the best!

Remember what novelist Graham Greene said long ago? He was right — books are huge investments in time, energy, misery and money. In my work over the decades, however, I’ve been able to temper the pain that’s a big part of the process with a great deal of good fun. I’ve gotten to fly all over the world in 100+ aircraft types from the Piper J-2 to the Chipmunk, then so many others from the DC-3 to the DC-4, C-46, Caribou, Buffalo, T-33, AT-37B, Tutor, CF-5, CF-101, F-106, F-16, B-52, EB-57, LACV-30, Beech 18, Lancaster, Turbo Otter, C-130, Argus, Aurora, CH-54, Kiowa, Chinook, Sea Knight, IL-76, AN-2, AN-124, on and on. We keen types are always up for any new such adventure. Here are a few miscellaneous photos from my days laying the groundwork for the Austin Airways book. I got to ride along on several company types:

In the late 1970s and early 80s Austin Airways still was turning a good profit with the DC-3, which by then finally was showing its age. But, DC-3s were cheap to buy, maintain and operate, all things considered. Here’s Austin’s CF-NNA loading groceries at Kapuskasing, Ontario on August 23, 1979. It might have been heading for some remote town, or maybe a mine site. Originally RAF KG448 in February 1944, post WWII “NNA” was RCAF 993, then Stan Deluce acquired it in 1975 from Crown Assets Disposal Corp, in a period when a nice ex-Canadian Forces DC-3 could be bought for around $10,000. Sad to say, but “NNA” crashed at Sachigo Lake in NW Ontario on January 19, 1986. On nearing destination in “woxoff” conditions (weather overcast, ceiling obscured, visibility zero in fog), “NNA” ploughed into the Sachigo Lake NDB tower and crashed. The captain and a passenger were badly injured. C-FAAM is seen on August 31, 1982, a good day for me as I got to ride along Timmins-Cochrane-Detour Lake-Timmins with Capt Serge Lavoie and FO Wally Watts. One detail I learned along the way was that, by this day in its long career, “AAM” had piled up 19,300 flying hours. “AAM” had been delivered to the RAF as FD941 in July 1943. It then had tours with BOAC and Northwest Airlines, before joining the RCAF in 1951 as 10910. It finally went to Austin in 1968, then battled along until sold in 1989 to Central Northern Airlines of Smithers, BC. “AAM” crashed disastrously at the Bronson Creek mine on January 14, 1993, killing both pilots, including my pal, Captain Grant Webb.
Once Stan Deluce took over at Austin and Air Manitoba, he brought in a fleet of HS748s to replace the DC-3 and to build much bigger markets. On August 21, 1979, I got to ride along on a typical “748” trip. It was a good solid day to see a 748 and crew earning their salt. Here, 748 C-GSXS loads groceries from a Jessel truck at Kapuskasing, a short hop for us from Timmins early that morning. Next, we flew to LG-2 “LaGrande” in Quebec, thence to Fort George (today’s Chisasibi) on Quebec’s James Bay shore, then we crossed the bay to Attawapiskat and Fort Albany back on the Ontario side, thence home for a beer in Timmins. Here’s the crew that day – pilots Jacques Giroux and Joe Deluce, and crewman Barry Sahler – 41 years ago. New in 1970, “SXS” had spent its early years in Mexico, before coming to Austin in 1977. It later served Air Creebec of Val d’Or. “SXS” went for scrap in 1999. Before going for pots ‘n pans, it had earned a great deal of revenue for Austin Airways.
A couple of scenes as we cruised north up the Hudson Bay coast. The scenery is spectacular all the way.

In creating of the Austin Airways book, I got to spend several years interviewing Austin Airways pioneers and flying throughout the company’s vast northern domain with its great people. I had some exciting trips in everything from the Ce.185 with the legendary Jeff Wyborn, to the Twin Otter, DC-3 and HS 748 ranging from Pickle Lake to Cape Dorset. In the end, I was happy with the results. Austin Airways tells the basic story well, it has few gaffs, and, thanks to the CANAV team, became a model with its many rare photos, in-depth, authoritative text, premium production qualities, and Peter Mossman artwork. Just look at cover art alone – what true aviation fan could resist buying a copy!

And I Shall Fly 1985

Another early CANAV title was And I Shall Fly, a fine autobiography by Canadian aviation pioneer, Zebulon Lewis “Lewie” Leigh. A prairie boy, Lewie lived his dream, learning to fly in the 1920s, barnstorming and operating in the bush, becoming the first pilot hired by TCA in 1937, then founding RCAF No.9 Transport Group, which carried the “troops mail” in WWII via 168 Squadron B- 17s, B-24s Dakotas and Lodestars. No.9 Group reformed in 1945 as RCAF Air Transport Command, G/C Z.L. Leigh being the founding commander. Postwar, he continued in uniform with such postings as station commander Goose Bay. In 1947 he received Canada’s top aviation award, the McKee Trophy. Retired, Lewie and his wife, Linny, enjoyed life in the Niagara Peninsula, where once a month Lewie had a few friends for lunch in what became known as “Club Zeb”. Our members included such characters as Ray Munro, a wartime Spitfire pilot, and postwar newspaper man, restaurant bouncer and Pitts Special pilot. Ray’s own autobiography is The Sky’s No Limit, which his friend Anna Porter (Key Porter Publishing) produced. Ray so admired Lewie that he changed his name to Raymond Zebulon Munro, and the licence plate on his Mercedes sports car was “ZEB 2”. How’s that for adulation! In the 1980s Ray pushed hard to establish what today is Canada’s Aviation Hall of Fame. Deservedly, Lewie Leigh became one of the first inducted members. Old-time Canadian aviation writer, Ross Wilmot, covered And I Shall Fly in the 1986 “Canadian Book Review Annual”. He beautifully summarized it, simply concluding how Lewie, “deserves credit for making public his memoirs” (book reviews need not be verbose, right). Over the decades, several people have told me how much they have enjoyed And I Shall Fly to the point of reading and re- reading it. For good coverage of our And I Shall Fly book launch, it’s all here on the blog, including photos of many a kingpin from Canadian aviation. In the blog search box just enter: “And I Shall Fly” Book Launching 1985

Lewie Leigh (centre) during our 1989 launch for Power: The Pratt & Whitney Canada Story. This grand event was held in one of Carl Millard’s hangars at YYZ. On the left is another great Canadian aviation pioneer, Archie Vanhee. “Ye olde scribe” and publisher is on the right. I have a few new copies left of And I Shall Fly each at CDN$28.00 all-in. If interested, let me know at larry@canavbooks.com For our next “episode” of this on-going story, we’ll begin with another legendary CANAV project – Helicopters: The British Columbia Story.

Shooting the Great Douglas Propliners

For the 1950s-60s, I’m tempted to say that of all the categories of airplanes to photograph, none were so attractive as the classic Douglas 4-engine propliners – the DC-4, DC-6 and DC-7 series. What gorgeous, photogenic flying machines! Here “for your edification” are a few that I picked randomly from my old files.

Built in early 1945 for the USAAF as C-54E 44-9035, this DC-4 (civil designation) was sold within months by the US government Reconstruction Finance Corp. to Pan American World Airways. “Pan Am” operated it as N88882 “Clipper Malay”, until selling it in 1951 to CPA, where is became CF-CUJ. “CUJ” would fly many a trans-Pacific trip supporting UN efforts in the Korean War, and later to the Arctic, during DEW Line construction. In 1957 CPA sold “CUJ” to Maritime Central Airlines, where it became CF-MCI. We spotted “MCI” at Malton Airport (YYZ) several times in the early 1960s, when it mainly was busy on two accounts here – either flying in rhesus monkeys from India by the thousands (at a time) for the production in Toronto of polio vaccine, or, doing summer tourist charters in the trans-Atlantic trade. One wonders if they ever got the smell of the monkeys completely out of the plane, so that passengers could be carried! On this occasion, “MCI” is arriving at Malton on a very blustery January 30, 1960 with a load of monkeys. Imagine crewing on such a flight that would have taken a good 3 – 4 days from India on the other side of the world at a plodding 170-180 mph. I wish some of the old time Canadian DC-4 pilots had written their memoirs, so we could get the inside story of their work. But … the lazy sods traditionally have been loath to pick up a pen. “MCI” later served Eastern Provincial Airways and Nordair. Its flying days ran out in 1968, after which it disappeared for scrap.
Another handsome DC-4 at Malton … at this time (on April 22, 1960) D-AMIR of LTU also was in the European tourist trade. I caught it in this ¾ front view as it started up in front of the old Malton terminal. To get this shot, I had to stroll illegally across the tarmac, then wait for the engines to get running. Meanwhile, even though I was clearly visible to those in the nearby DOT tower, no one rousted me. This is the standard spotter’s “ideal” DC-4 shot, with the company name, logo and registration clearly seen and the whole scene “pristine” to the eye of the fanatical airplane photographer. D-AMIR was a 1945 C- 54D. Initially, it served the US Navy until becoming N6874C with Twentieth Century Airlines in 1957. It next served LTU 1958-60, then bounced around to British, Belgian, other German, and Italian operators. Long- lived, in October 1979 it became N8060C with Tiburon Aircraft in the smuggling business. A few weeks later – November 19 – it crashed fatally in flames while trying to land near McCormick, South Carolina, loaded to the hilt with more than 7 tons of marijuana. A case of “You pays your money, you takes your chances.” In the distance here is the newly-built Imperial Oil hangar, where the company kept its Convair 240, DC-3 and Lodestar. This historic hangar still stands 60 years later. Also at Malton this day (the reason that I hitchhiked out in the first place) were two Air France L.1649 Starliners supporting the state visit to Canada of Charles de Gaulle.
The first place that I photographed a DC-4 was at Dorval in 1959. Here’s a later scene there showing CF-JIR in Nordair colours on September 5, 1960. Delivered to the USAAF in 1944, it had gone to Pan Am in 1947 as N88923 “Clipper West Wind”. It migrated to Colombia in 1953, before reaching Canada in 1957 for Eastern Canada Stevedoring Col, which used it to position ships’ crews around the country). Various Dorval-based air carriers later flew “JIR”. It returned to the USA in 1969 as N3802. Various adventures ensued, some suggesting that the old crock still could get into trouble. It was scrapped in Florida in 1984. Check out the always-interesting 1950s Dorval background.
In this era the DC-6 dominated at Malton for American Airlines, but it was soon to be replaced by the glitzy new Lockheed Electra turboprop. Here, AA DC-6B N90767 “Flagship Indianapolis” taxys early on the morning of November 2, 1959. Its beautiful Douglas lines could not be any better portrayed. Having served AA 1951-65, N90767 moved on to the Ecuadorean government. It last was noted as stored at Quito in 1974.
The spotters of the times would call this an almost ideal DC-6 landing shot, spoiled only by my having clipped the tip of the fin. This is so typical of our landing shots taken at Malton “back in the day”. But these were not the busy times of hundreds of daily flights at today’s YYZ. We often waited half an hour between arrivals. Shown is N90733 “Flagship Albany”. It served AA 1947 – 66. It went for scrap in Tucson in 1980.
Malton’s classiest DC-6s were the CPA Empresses. These were almost daily Malton visitors into 1961, although CPA’s Britannias were taking over. Seen on November 28, 1959 is CF-CZV “Empress of Suva”. These long-range beauties ranged far and wide on CPA’s routes from Vancouver to Hawaii, Fiji and New Zealand, down to Chile and across to Amsterdam. Anywhere that they wouldn’t step on TCA’s toes back in those deeply regulated Canadian airline days. Delivered new in August 1957, “CZV” served CPA into late 1961, when it was sold in Sweden. Many global operators followed (Greenland Air included), with the old classic eventually ending in 1998 with the South African Airways Historical Society. In 2010 it was made airworthy for a final flight to a private dirt strip in the RSA. See this exciting event at http://www.aerialvisuals.caAirframeDossier
On February 2, 1963 I was visiting Buffalo, NY. Among other nice surprises that day was United Airlines’ DC-6B N37560. In a way, just another “shot for the record”, but 50+ years later, we’re always delighted to have shown the interest in the first place. N37560 served United 1952 – 68, so it carried tens of thousands of passengers and earned millions in revenue. Its subsequent career looks pretty spurious. It went for scrap in Miami in 1986.
Always a real coup for spotters at Malton was a BOAC DC-7C. These were not easy to catch, since they tended to arrive in the late afternoon, by when were usually had headed home for supper. However, sometimes we were lucky to photograph a landing such as this one, featuring G-AOIF flaring to land on Runway 32 mid-afternoon on June 4, 1960. By this time, the DC-7C was starting to give way at BOAC to the Britannia. G-AOIF had joined the fleet in December 1956, then remained into 1965. Many subsequent operators ensued. G-AOIF ended in the aerial application business with T&G Aviation at Chandler Arizona in 1994, around when it went for scrap. Could a photographer hope for a better DC-7C photo that this one!
Yet another wonderful landing shot, this one showing Northwest Orient Airlines’ N291 at Minneapolis on August 20, 1963. This was during one of the great cross-country driving trips that Nick Wolochatiuk and I used to make in Nick’s VW “Beatle”. In this case, we were on the road living like street people on a few dollars a day — for 3 weeks! How is this for a perfect angle on a DC-7C? Notice how these old propliners were so filthy underwing, where the exhausts spewed out their smoke and crud. N291 served NWA 1957 – 65, then it spent a few years as CF-TAY with Transair of Winnipeg. Again, many outfits followed, the plane finally ending as freighter HI-524CT in the Dominican Republic and going for scrap around 1990. That’s all for now. I’ll see what nifty old negs I can resurrect for our next blog session.

Important Reminder … Two Magnificent Canadian Books that Belong on your Bookshelf!

A Tradition of Excellence: Canada’s Airshow Team Heritage CANAV’s pleased to re-introduce you to Dan Dampsey’s ace of a book. Here at CANAV HQ, I have my autographed copy on a shelf with what I call “the finest aviation books in the world”. This truly is a magnificently-produced Canadian aviation book, a treasure deserving a place of honour in your library. “TradEx” will give you decades of fabulous reading. Full coverage from 1919 into the 2010s of such great teams as Bishop-Barker, the Siskins, Golden Hawks, Golden Centennaires and Snowbirds. Everything from the Fokker D.VII to the Harvard, CF-100, Banshee, Sabre, T-33, Tutor, CF-104, CF-18, Kiowa – even such surprises as the Argus & Sea King in “demo” mode! Fascinating civil types also pop up. Some 2000 photos + 42 original paintings by the great Peter Mossman. You’ll revel in every page. Treat yourself & show your support for someone who put it on the line for Canada’s aviation heritage! 766pp, 4 kg, hc, 9.5×12 in., app’x, biblio, index. Your signed copy: all-in just $130.00 Order directly from Dan at afteams@gmail.com

The Bell 47 Helicopter Story … And — here’s a reminder about another extra special book, one to be savoured by anyone with the remotest interest in aviation history. Here’s a summary (for the full story, just search for the title): This landmark book has been very nicely printed and bound by Friesens of Altona, Manitoba. Bare bones it weighs an amazing 2.9 kg. It’s a hardcover with dust jacket. There are 730 pages with 1200 b/w and colour photos. Sincere fans of aviation history owe it to themselves to get hold of a copy … If you have not yet delved into helicopter history, a fast flip through this book will convert you. Order your copy at helicopterheritagecanada.com or … e-mail author Bob Petite in Leduc at bpetite@telusplanet.net

Flight Simulators Save Lives

SAS ConvairBefore the airlines had fully embraced flight simulation about 1975, many aircraft were lost unnecessarily in training accidents. In Aviation in Canada: The CAE Story, such dreadful cases as the Air Canada and Air New Zealand DC-8 training flight crashes are cited. Someone could write a lurid book about all those avoidable accidents.

From the 1950s the airlines took a good 25 years before concluding that such advanced pilot training must be done only in a modern flight simulator equipped with motion and visual systems. Some airlines came kicking and screaming to the flight simulation table, but that era finally had become ancient history by 2015.

In doing some misc. research lately, I came across yet another crazy mishap caused by taking up a crew-in-training in an expensive airliner, then introducing them to a dangerous scenario. This involved an SAS Convair 440 training instructor at Stockholm retarding the power on one engine as the Convair lifted off. Usually, such challenges to the pilot-in-command were not announced in advance.

This incident involved Convair 440 SE-BSU on November 1, 1969 (shown above is a fine period view of “BSU” taken by my old photography pal, the late, great Wilf White of Glasgow). The accident report (available at the Aviation Safety Network) concludes: “An engine failure was simulated during the takeoff (at V1). The yaw was corrected and the Convair lifted off the runway. When airborne, the left wing dropped slowly, causing the aircraft to drift to the left. Power was restored to the No.1 engine, but the left wing hit the ground and the aircraft crash-landed. The nose and right main gear collapsed.”

End result? One lovely Convair 440 unnecessarily wrecked. Happily, the four pilots aboard survived, but with many similar training flights since 1960, there were tragic outcomes. In another of the hundreds of such crashes over the decades, on February 6, 1992, USAF C-130B Hercules 58-0732 crashed near Evansville, Indiana, while simulating engine failure during an in-flight training session. This “real life” exercise cost 16 lives. Although they have clearly been slow learners, today’s airline and military operators finally are with the program, almost all such training now being done “in the sim”

You can get the big picture about how the airlines gradually adopted flight simulation, by ordering yourself a copy of Aviation in Canada: The CAE Story, 2015’s blockbuster aviation book of the year.

 

UPDATE *New pics* – The Boeing 727 Turns 50

The 1960s were exciting years in commercial aviation — this was the era when the major airlines were making the transition from propliner to pure jet. So it was in Canada that TCA and CPA introduced the DC-8 to replace the Super Constellation, DC-6B and Britannia. Suddenly we aviation fans were sitting anxiously at the end of the runway at Malton watching for a distant blotch of black smoke signaling the arrival of a Boeing 707, 720 or 727, or a DC-8. We got so mesmerized by the big new jets, that we began passing up the propliners that were interspersed on approach. Oh well, we were dumb kids, right, and had a pretty limited sense of history.

One of the great thrills, of course, was the sight of a “727”. Soon we were seeing them all over as we wandered around Canada and the US. They were sleek and shiny and in a great variety of lovely paint jobs.

The Boeing 727 had flown initially at Renton, Washington on February 9, 1963. Coincidentally this also was the 54th anniversary of the flight of the Silver Dart at Baddeck, Nova Scotia, i.e., the first manned, powered, heavier-than- air flight in Canada.

Boeing envisioned a market for 250 727s but, in the end, 1832 rolled off the line, the final example in March 1987. I flew on the 727 earlier, but the first flight that I bothered noting was that of July 8, 1987 – an Air Canada trip from Toronto to Regina. My last 727 flight was on First Air’s C-GXFA travelling from Ottawa to Iqaluit on February 16, 2007.

Here are a few of the many 727s that I had great fun photographing over the decades. Click on any photo to see it full screen. Andrew Yee has done the image processing, to make each of these old Kodachromes really sing:

American Airlines 727-23 “Astrojet” N1908 approaches Chicago O’Hare on August 28, 1966. I was there that day with pal Nick Wolochatiuk on one of our periodic Great Lakes trips in Nick’s VW. Delivered the previous May, N1908 served AA into 1992, when went into storage at Maxton, North Carolina. The following year it was sold to cargo specialist Emery Worldwide Airlines for parts and scrapping.

American Airlines 727-23 “Astrojet” N1908 approaches Chicago O’Hare on August 28, 1966. I was there that day with pal Nick Wolochatiuk on one of our periodic Great Lakes trips in Nick’s VW. Delivered the previous May, N1908 served AA into 1992, when went into storage at Maxton, North Carolina. The following year it was sold to cargo specialist Emery Worldwide Airlines for parts and scrapping.

Having joined AA in February 1965, 727-23 N1988 served to 1993. Here it is at Buffalo, NY on a blustery March 20, 1965. Buffalo was one of the best spots for aircraft photography. Almost never were we rousted from the tarmac, beside a taxiway, from a hangar, etc. A friendly place for sure! N1988 later served on various leases. It was sold in 1998 to Million Air Charter of Johannesburg, where it was seen derelict in recent years. Some 727s accumulated more than 50,000 flying hours.

Having joined AA in February 1965, 727-23 N1988 served to 1993. Here it is at Buffalo, NY on a blustery March 20, 1965. Buffalo was one of the best spots for aircraft photography. Almost never were we rousted from the tarmac, beside a taxiway, from a hangar, etc. A friendly place for sure! N1988 later served on various leases. It was sold in 1998 to Million Air Charter of Johannesburg, where it was seen derelict in recent years. Some 727s accumulated more than 50,000 flying hours.

Boeing 727-35 N4620 of National Airlines smokes in for a landing at Miami on December 28, 1966. When National folded in 1980, N4620 (named “Lynn”) moved to Pan American as “Clipper Sportsman”. In 1984 it went to a US company called Gulf Air Transport, then migrated to AVENSA of Venezuela. Last being heard of there in Y2K.

Boeing 727-35 N4620 of National Airlines smokes in for a landing at Miami on December 28, 1966. When National folded in 1980, N4620 (named “Lynn”) moved to Pan American as “Clipper Sportsman”. In 1984 it went to a US company called Gulf Air Transport, then migrated to AVENSA of Venezuela. Last heard of there in Y2K.

727-35 N4616 “Doris” in a subsequent paint scheme adopted by National. It later served Pan Am, then others until purchased by Boeing in 1985 to be converted into a USAF C-2. As such it served into the early 2000s, then was sold to a new owner in El Paso. “Doris” is seen at Washington National on May 2, 1972.

727-35 N4616 “Doris” in a subsequent paint scheme adopted by National. It later served Pan Am, then others until purchased by Boeing in 1985 to be converted into a USAF C-2. As such it served into the early 2000s, then was sold to a new owner in El Paso. “Doris” is seen at Washington National on May 2, 1972.

N8110N of Eastern Airlines taxis from the terminal at Dorval on February 19, 1966. By now all the buildings in the background have been demolished. EAL was the first 727 operator, N8110N being its 10th example. It served into 1981, then went for scrap.

N8110N of Eastern Airlines taxis from the terminal at Dorval on February 19, 1966. By now all the buildings in the background have been demolished. EAL was the first 727 operator, N8110N being its 10th example. It served into 1981, then went for scrap.

N8833E lands at Toronto on August 1, 1970. Delivered in December 1969, this 727-225 served EAL into the mid-eighties. Thereafter, it had periods on lease or in storage. In 1996 it was leased to Kelowna Flightcraft. Registered C-GACU, it operated to about 2010 doing Purolator cargo runs from Hamilton, Ontario.

N8833E lands at Toronto on August 1, 1970. Delivered in December 1969, this 727-225 served EAL into the mid-eighties. Thereafter, it had periods on lease or in storage. In 1996 it was leased to Kelowna Flightcraft. Registered C-GACU, it operated to about 2010 doing Purolator cargo runs from Hamilton, Ontario.

Another renowned 727 operator was Northwest Orient Airlines of Minneapolis. Here its recently-delivered 727-51C N490US lands at O’Hare on August 28, 1966. It served NWA into 1984, then flew cargo for Emery Worldwide Airlines 1984-92. N490US ended its days with UPS, from where it retired to storage in New Mexico in 2003.

Another renowned 727 operator was Northwest Orient Airlines of Minneapolis. Here its recently-delivered 727-51C N490US lands at O’Hare on August 28, 1966. It served NWA into 1984, then flew cargo for Emery Worldwide Airlines 1984-92. N490US ended its days with UPS, from where it retired to storage in New Mexico in 2003.

TWA was another key 727 operator. Here its “Star Stream 727” N848TW, delivered in September 1964, lands at  O’Hare on August 28, 1966. Later named “City of Vienna”, N848TW ended on the scrap heap in Y2K.

TWA was another key 727 operator. Here its “Star Stream 727” N848TW, delivered in September 1964, lands at O’Hare on August 28, 1966. Later named “City of Vienna”, N848TW ended on the scrap heap in Y2K.

From 1974 the 727 was the backbone on Air Canada’s medium-haul routes. Shown is C-GYNG, which served 1981-87 including a stint with affiliate Air Jamaica. “YNG” was sold to FedEx in 1991. There it operated as N280FE into 2011, when it was banished to the airplane bone yard at Victorville, the former George AFB near San Bernardino.

From 1974 the 727 was the backbone on Air Canada’s medium-haul routes. Shown is C-GYNG, which served 1981-87 including a stint with affiliate Air Jamaica. “YNG” was sold to FedEx in 1991. There it operated as N280FE into 2011, when it was banished to the airplane bone yard at Victorville, the former George AFB near San Bernardino.

Boeing 727 C-FRST YFB Combi 15-8-92

Last to operate the 727 on scheduled routes in Canada was Ottawa-based First Air. Here are two views of First Air’s “combi” C-FRST at YFB Iqaluit on August 12 and 15, 1992. A 727-90C, “RST” originally had been delivered to Alaska Airlines in 1966, from where First Air acquired it in 1985. “RST” left service in Y2K. Several all-cargo 727s still operate in Canada with Cargo Jet Airways and Kelowna Flightcraft.

Last to operate the 727 on scheduled routes in Canada was Ottawa-based First Air. Here are two views of First Air’s “combi” C-FRST at YFB Iqaluit on August 12 and 15, 1992. A 727-90C, “RST” originally had been delivered to Alaska Airlines in 1966, from where First Air acquired it in 1985. “RST” left service in Y2K. Several all-cargo 727s still operate in Canada with Cargo Jet Airways and Kelowna Flightcraft.

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First, Air 727 C-GXFA approaches to land at YFB Iqaluit on a clear day in February 2006. Then (below) it’s seen from the control tower as the passengers deplane. From 1975-90 “XFA” had been Air Canada C-GAAG, then was with Air Transat ’til joining First Air in 1994. In about 2008 “XFA” went into long-term storage at Trois-Rivieres, but no longer is there. Scrapped, perhaps, or flown away in some new resurrection?.

First Air 727 C-GXFA approaches to land at YFB Iqaluit on a clear day in February 2006. Then, "XFA" is seen from the control tower as the passengers deplane. From 1975-90 "XFA" had been Air Canada C-GAAG, then it was with Air Transat 'til joining First Air in 1994. In about 2008 "XFA" went into long-term storage at Trois-Rivieres.

 

 

 

 

 

 

 

On February 10, 2012 Bob Bogash of the Museum of Flight in Seattle reported:

Fifty years ago today the 727 — one of Boeing’s greatest —  roared down the runway at Renton Municipal Airport. Pilot Lew Wallick pulled back on the control wheel and the great airplane lifted into the skies. That airplane landed at Paine Field in Everett — its first-ever landing. It went onto fly over 60,000 hours for United, then made its last landing (to date) again at Paine Field, where it has resided for the past 22 years. It was followed by another 1831 siblings, who made the 727 truly a great airplane.

We hope to fly her one more time – to Boeing Field in Seattle – her REAL last landing. We had hoped to do it today on its Golden Anniversary. Not all things that are hoped for come true, but we have come a long ways to make it happen. Together with super dedicated Crew Chief T.C. Howard and help from some other folks like Boeing and FedEX, hopefully we can make it happen yet –  this year 2013, the 727’s Golden Anniversary. Happy Birthday 727. You are something special.

For another take on 50 years of the 727, check out Pierre Gillard’s excellent piece.

During its gaudy orange era, CPA operated four 131-seat 727-117s (1971-77) and two 189-seat -217s (1975-80). "CUS" later served in Mexico and Ecuador before being cut up for scrap in Miami in 1998. It's seen on approach at Toronto on March 6, 1972.

During its gaudy orange era, CPA operated four 131-seat 727-117s (1971-77) and two 189-seat -217s (1975-80). CF-CUS later served in Mexico and Ecuador before being scrapped in Miami in 1998. It’s seen on approach at Toronto on March 6, 1972.

CP Air 727 CF-CPK in the background at Toronto on March 16, 1973. At the time I was panning the taxiing McCullough's Electra -- ex-American Airlines N6118A. Having served CP Air 1970-77, CF-CPK migrated to Mexico, Ecuador and the UK. It made its final landing in Ecuador, where it was photographed in derelict condition as lately as 2006.

CP Air 727 CF-CPK in the background at Toronto on March 16, 1973. At the time I was panning the taxiing McCullough’s Electra — ex-American Airlines N6118A. Having served CP Air 1970-77, CF-CPK migrated to Mexico, Ecuador and the UK. It made its final landing in Ecuador, where it was photographed in derelict condition as lately as 2006.

727-22 (F) C-GBWY began with United Air Lines in 1966, where it served 25 years. It joined FexEx in 1990 and the following year came to Canada for FexEx contractor Brooker Wheaton, then Max Ward's Morningstar Air Express. In 2004 it returned in the US as N192FE, retired from FedEx in 2007 and presently is a ground-based training aid at Denver. The FedEx website in February 2013 noted that 79 727 remained in the fleet, but these fast were being replaced by more fuel-efficient 757s. C-GBWY seen at Calgary on July 4, 1993.

727-22 (F) C-GBWY began with United Air Lines in 1966, where it served 25 years. It joined FedEx in 1990 and the following year came to Canada for FedEx contractor Brooker Wheaton, then Max Ward’s Morningstar Air Express. In 2004 it returned to the US as N192FE, retired from FedEx in 2007 and presently is a ground training aid at Denver. The FedEx website in February 2013 noted that 79 727s remained in the fleet, but these fast were being replaced by more fuel-efficient 757s. C-GBWY is seen at Calgary on July 4, 1993.

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Air East Africa 727-44 N723JE started in 1965 as ZS-DYR with South African Airways. It served there until sold in Colombia in 1982. In 1985 it became N723JE, then found its way back to Africa, still as N723JE. When I photographed it at Nairobi, Kenya on August 4, 1994, it was associated with the Texan company, Custom Air Transport, whose DC-4 is in the background (ownership of such tramp planes often is tricky to follow). While based here, both aircraft were operating in the Great Lakes region in the time of the horrendous turmoil in Rwanda/Congo/Burundi. Tramp freighters always swarm to such regions in search of quick money carrying anything or anybody for a price. N723JE finally went for scrap at Miami in 2001.

Angolan 727 D2-FLZ at Kigali, Rwanda on August 3, 1994. This 727-542 had begun in 1968 as N1965 of American Airlines, where it worked into 1993. It last was heard of as TN-AFZ with Trans Air Congo in the early 2000s. D2-FLZ worked for the nefarious South African/Angolan mercenary outfit Executive Outcomes, which specialized in brute force regime changes.

Angolan 727 D2-FLZ at Kigali, Rwanda on August 3, 1994. This 727-542 had begun in 1968 as N1965 of American Airlines, where it worked into 1993. It last was heard of as TN-AFZ with Trans Air Congo in the early 2000s. D2-FLZ worked for the nefarious South African/Angolan mercenary outfit Executive Outcomes, which specialized in brute force regime changes.

9Q-CAV at Goma, DRC in August 8, 1994, where pandemonium reigned and everyone seemed to be carrying a weapon. Having begun in 1966 as N8143N with Eastern Airlines, this 727-25 later flew for Trump Shuttle, before going to the DRC in 1991. 9Q-CAV is thought to have been put out to pasture in 2007.

9Q-CAV at Goma, DRC in August 8, 1994, where pandemonium reigned and everyone seemed to be carrying a weapon. Having begun in 1966 as N8143N with Eastern Airlines, this 727-25 later flew for Trump Shuttle, before going to the DRC in 1991. 9Q-CAV is thought to have been put out to pasture in 2007.

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 gives 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

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