Category Archives: Dash 8

Evolution of an Aerospace Company History

 

CAE dust jacket

No sooner does any history get into print than the author starts hearing from the readership. Some have fresh material to contribute about some topic covered, others are pointing out the author’s sins of commission or of omission. All this is important stuff and provides an author with a close-in take on how a book is faring.

Over the decades the great Fred Hotson gathered tidbits and insights from his readers about his wonderful book, The De Havilland Canada Story. The book had its roots with Fred’s modestly-published 50th anniversary of DHC. Then, as the Dash 8 began taking shape at Downsview in the early 1980s, DHC president, John Sandford, asked Fred to expand on his “50th” effort. Late in 1981 I was brought into the picture as publisher. Mr. Sandford let us know that he needed the book for the Dash 8 rollout, so don’t even think of missing that deadline.

Working with Fred, editor and designer, Robin Brass, and such artists as Pete Mossman and Ron Lowry, I set my sights on the Dash 8 rollout. Somehow, it all panned out and The De Havilland Canada Story was delivered three days before the Dash 8 ceremony of April 19, 1983.

Publisher Milberry, DHC President Sandford and author Hotson at the Dash 8 rollout. The Dash 8 and the DHC book developed simultaneously and rolled out together on April 19, 1983. Plane and book are still going strong.

Publisher Milberry, DHC President Sandford and author Hotson at the Dash 8 rollout. The Dash 8 and the DHC book developed simultaneously and rolled out together on April 19, 1983. Plane and book are still going strong. New copies of the book now are available via Viking Aircraft in Sidney, BC.

No sooner was the book in print, than Fred was wanting to get our fast-selling first edition “cleaned up”. Our second edition included numerous tweaks, still more were added in a third. As the years passed, Fred faithfully kept on top of his story to the point that, in 1999, we ended with such a pile of DHC history updates, that not a fourth edition, but a whole new book came about, re-titled De Havilland in Canada. Since then, more than 15 further years have floated by, so yet another major makeover of Fred’s book beckons.

So it has happened with Aviation in Canada: The CAE Story. Launched last September 30, the book has panned out nicely so far. Major criticisms mainly are of perceived omissions – why not more details about this project or that, why so much about such and such, etc. Of course, that’s where subjectiveness arises – everyone’s a critic, right. Were ten authors to write ten histories of CAE, there would be ten completely good, but, different takes, yet all ten still wouldn’t satisfy some readers. However, it’s rare that even two takes are ever made about a company’s history. So … for now, Aviation in Canada: The CAE Story is “it”.

Among the many readers from whom I’ve heard since the CAE book appeared last September is Roy Lefebvre, a company retiree, who specialized in flight simulator evaluations and installations. Formerly an RCAF CF-100 pilot, Roy loved his time getting flight simulators to work at their best. He even was involved with Air New Zealand’s amazing DC-10 “terrain model board” flight simulation system. In the book I also describe one of Roy’s visits to TWA to evaluate and tweak its B.727 simulator. On p.213 is a beautifully staged photo by Pierre Giroux of this shiny new CAE “sim” with the cockpit crew looking sharp and ready to “fly”. But who was this crew? So far, no one could remember their names, not even the folks at the TWA museum in Kansas City, Missouri, whom I asked. Finally, however, we have cracked into this mystery with one name.

 

The TWA crew on the flight deck of their new 727 full flight simulator at CAE in Montreal during the acceptance phase. Until now, we didn’t know the fellows’ names. Now we know that senior TWA Captain George André is in the left seat. (Pierre Giroux)

(Click to see the picture full screen.) The TWA crew on the flight deck of their new 727 full flight simulator at CAE in Montreal during the acceptance phase. Until now, we didn’t know the fellows’ names. (Pierre Giroux)

This is what Roy Lefebvre wrote to me on March 25, 2016:

While leafing through “CAE” recently, I noted the picture at the bottom of page 213 and now recall the name of the pilot in the captain’s seat – it’s George André, whom I had gotten to know, when he was the TWA pilot in charge of CAE 727 sim procurement and acceptance.

I had been involved in the marketing process with TWA in Kansas City, and developed a great respect for George. He was a prince of a man, but you had to work hard to learn much about his background. I did learn that he had flown the SR-71 Blackbird, but George wasn’t revealing too many details back in those days.

So, today I did a google George, and what a resume! I found that in 2013 he published an amazing personal story, Wingspan – from J3 to Mach 3. In 2014 he had spoken to the Missouri Aviation Historical Society, which summarized his main accomplishments: “Over his impressive flying career, George has served as a USAF fighter pilot, Lockheed Martin test pilot flying (among other types) the SR-71 Blackbird out of Groom Lake, a longtime airline pilot for TWA, an airshow pilot, and the oldest Reno air-racer in show history — among many other achievements. The presentation was truly magnificent and shed light on some of the greatest milestones in American aviation from someone who flew them firsthand.”

As well as being the CAE pilot assigned to TWA’s 727 sim, I worked with marketing to help secure this contract, which was a first for the 727 from a mainline US air carrier. Among other “firsts”, with this project CAE introduced the popular Fortran computer language, which was considered a breakthrough. This led to some difficult times during in-plant acceptance, in that the less efficient (but user friendly) Fortran overloaded our computer, resulting in some apparent shortfalls, where I felt compelled to support George. This was the first time I felt the squeeze between us and the customer.

Last week, even more details about the photo and the TWA 727 “sim” emerged. Earlier I had tracked down George André and had a great chat with him. I ordered a copy of Wingspan, and George promised to add his own details about the p.213 photo. Here’s what George sent:

Hi Larry … The picture in question is not the one I envisioned.  I am in the left seat and my flight engineer, who was my assistant in the program, is Stacy Patterson. At the time, Stacy was the 727 flight engineer training manager, later to become the 727 pilot training manager. In the third seat is a TWA simulator engineer/technician whose first name I remember is Tom, but I forget the last. Being forty years ago, I have no idea who might be around to ask.

Regarding some stuff from the CAE book- I was tasked to be the project manager for the acquisition of two 727 advanced simulators for TWA purchase around 1976. The only viable contenders were Link, which had furnished all of our previous simulators, Redifon in England, and CAE.

Link obviously felt it had the job, hands down, and that was evident by the apparent lack of enthusiasm in pleasing us in order to win the contract. Redifon wanted badly to gain a foothold with a major US carrier, and bent over backwards. This, delightfully, included considerable wining and dining, hosting at the Paris Air Show and about anything else my team desired.

In the end, I believed CAE with a new DEC computer had the most promise for achieving the nirvana in simulation. Having a simulator so advanced that it would replace the entire flight envelope, meant, primarily, that it could be used for landings. CAE was most co-operative. Together we developed an advanced instructor station that greatly modernized the instructor tasks and capabilities.

After many months of construction and proving runs, and nearly full time residence in Montreal for me, we had our machine. The biggest glitch would turn out to be the new computer, which had a lot of growing pains. I would personally take a lot of heat for my CAE decision, putting faith in a new computer design, but, in the end it all worked out.

I spent many enjoyable work and social sessions with Byron Cavadias and David Tait, and regret not staying in touch with them. At that time I was involved with the restoration of my WWII Bücker Jungmann biplane. Byron informed me that the famed Adolf Galland, a senior Luftwaffe commander in WWII, was a CAE representative in Europe. Byron kindly informed the General of my plane and we received a nice letter from Herr Galland, saying that he had flown the plane and had good memories thereof. I still have that letter somewhere.

Some comments in the CAE book differ somewhat from my recollections, which could be erroneous on my part. You point out how United achieved first Phase III simulator approval in the early eighties with a CAE unit. This is what I remember. United did achieve the first approval of a simulator for the landing maneuver around 1979, but it was done with a Link unit with a staff of four 727 pilots and numerous (10, I heard) engineers from Link. We were trying to beat them to the punch. I was the only pilot on TWA’s effort and had the help of one CAE engineer. We did all of the tests and downloaded reams of data to prove the simulator replicated the aircraft with high fidelity.

I personally hand-carried several heavy boxes of evidence to FAA headquarters in Washington and presented our request for approval. It was given and we achieved the second landing approval behind United, sadly a few weeks later. To this day, it is one of my proudest professional achievements. Subsequently we were able to completely train a 727 pilot totally in a simulator, a feat unheard of in earlier times. Cheers … George

 

 

Dash 8 No.1000 Is Delivered

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

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

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

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

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

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

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

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

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

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

Q400s on the production line

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

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

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

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

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

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

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

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

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

All the best … Larry Milberry, publisher

Fantasyland: The Arrowmaniacs Strike Again

Canada sure has its mythology under many a banner. Aviation myths involve Billy Bishop shooting down 72 enemy planes in WWI (not), the Beaver being the world’s greatest bushplane (not) and the Avro Arrow being the greatest everything ever made by anyone in the universe (not).

No one with any sense can besmirch the reputation of a Billy Bishop – read The Brave Young Wings, for example, to get a taste of the war in the air 1915-18. Anyone who died, got wounded, cracked up, or somehow survived in that cauldron of death is a special hero in my books. The only argument is with the statistics and some odd details. These things were manipulated by the generals and their PR lackeys far behind the lines where they were suffering no lack of anything – there was no mud but there were clean underwear, silk sheets and booze. These people could make Donald Rumsfeld look like a beginner at fact-twisting, and they didn’t need a Blackberry (no shortage of very effective, hi-tech communicating devices in WWI). Billy Bishop certainly scored high, but not likely anywhere near 72. But it suited “Colonel Rumsfeld i/c propaganda” back there to say that Bishop did so do all that and should have a Victoria Cross. Explanations for this are in the best of books, such as mentioned above, Canadian Airmen and the First World War, etc.

Of course, the 1948 Beaver is a tremendous little workhorse. Who would say no? But not even 2000 Beavers were ever built. Meanwhile, the DC-3 or Beech 18 had been working the bush since the late 1930s, and far exceeded the Beaver in numbers alone on every continent! Then came the Cessna 180/185. Well, Beaver, please stand aside.

The ultimate bushplane in my view has to be the Antonov An-2 biplane: more than 10,000 built, service since 1947 on all continents, incalculable loads carried, current presence still in the many hundreds if not a few thousand, production life from pre-Beaver to post-Beaver, on and on. However, mention this in Canada and you make a new brigade of furious enemies wishing you every malevolence imaginable: “Puleeze, keep the facts to yourself, we Canadians prefer our myths!”

Then comes our beloved Arrow, Canada’s grandest aviation tall tale, and one that never goes away. Wonderful technology project that it was, it wasn’t to be and for all the good reasons. Even so, Arrow silliness again crops up in this April 3, 2009 Toronto Star article. Not surprisingly, the perpetrator is an academic – ironically, when it comes to history, these folks can be pretty sloppy with the facts.

In “Privatization of AECL Radioactive Issue for Ottawa”, Prof. Duane Bratt of Mount Royal College in Calgary, begins irrelevantly and erroneously by harkening back to the Arrow: “In 1959 the Diefenbaker government shut down the Arrow, the world’s most technologically advanced interceptor aircraft. Not only did it mean the demise of a uniquely Canadian high tech invention, but it also forced thousands of highly skilled scientists and engineers to leave the country.”

Well, talk about a crock of doggy doodoo (as I have commented before)! The Arrow was one of many similar advanced fighter projects underway throughout the world during the 1950s. Most of these aircraft concepts never reached production, and all the participant nations moved ahead. Only Canada created a myth out of its unsuccessful effort. Like the Arrow, all the other shelved projects had proved too costly or had been superseded by advancing science or geo-politics. (Two Cold War designs that did succeed in entering service were the superb US-built McDonnell F-4 Phantom II; and the SR-71 which, in speed alone, would leave an Arrow in its wake – so much for the generally unproven Arrow being the “mostest” of everything.)

Professor Bratt states that the Arrow cancellation “forced” ex-Avro workers to leave Canada — the alleged post-Arrow “brain drain”. However, nearly every worker worth his/her salt let go by Avro soon had a new and, often, better job in Canada. In researching history in the subsequent decades, I have interviewed many of these workers (and workers they were). Most moved quickly and naturally to other aviation or science-type employers, where they shone with their successes developing truly useful products for humanity — as opposed to fighters. (In the late 1950s, do you really think that the world needed yet another jet fighter?)

Development of the PT6 engine by Pratt & Whitney Canada, and of the
Dash 8 by de Havilland Canada are proof positive that fabulously important spin-off products resulted from the timely demise of the Arrow program. So the loss of the Arrow “forced thousands” of Canadians to flee the country in search of meaningful work, eh? In truth, but a handful of ex-Avro workers emigrated to the US or UK. Meanwhile, hundreds of the best minds behind the Arrow in its heyday circa 1952 to 1959 had been post-WWII immigrants to Canada from other nations. Now we’re talking brain drain, but into Canada.

Without these reverse brain-drain people there would have been no Avro Arrow. Canadians did not have the ability to single-handedly produce such an advanced airplane. Had it not been for WWII, they would still have been building wood and fabric airplanes by 1950. Typical of the reverse brain-drain genii were design team leader James C. Floyd from the UK; and Arrow test pilots Jan Zurakowski and “Spud” Potacki, and designer Waclaw Czerwinski, from Poland. Why is this important reality never mentioned in the Arrow nostalgia debates? Well, for one thing, it wouldn’t help book sales in Canada’s “Avro Arrow” publishing industry (there’s always a new Arrow book looming somewhere).

Bottom line on the brain drain? Canada gained immensely by draining brains from many countries in the post-WWII industrial boom, but contributed very few in terms of any outflow of brains to the US, etc. On top of that truth, some of the ex-Avro emigrants from 1959 returned later to Canada, as did James C. Floyd himself.

Some basic research into aviation history would reveal these and other facts – not as charming or exciting as our cherished myths, but true all the same.
Larry Milberry, publisher

PS … The never-ending lament for the Arrow includes one in the Montreal Gazette of January 23, 2012 reiterating the moronic old claim about John Diefenbaker, etc., and has the predictable anti-American crapola about some Washington conspiracy being behind the Arrow’s downfall, since Americans can’t stand anyone out-doing them, bla, bla, bla. Talk about pitiful! Here is what this simple-minded “reporter” says in the Gazette: “It was killed by John Diefenbaker’s government, presumably at the behest of Pres. Dwight D. Eisenhower on behalf of his country’s aerospace industry (which hates competition).” Can you believe this garbage? Where does the Gazette find its muse? Maybe from the “Coast to Coast” loonie bins … or the National Enquirer?