Category Archives: Photography

Hot News from CANAV Books December 2017

Just so you know, good readers … CANAV is pushing a few new
books that you should know about. Have a look at these gems. Also,
you can listen to bush pilot/photographer Rich Hulina being interviewed
this week on CBC NW Ontario about his spectacular new book. Click
here for a nifty bit of Canadiana …

Blog 1 Bush Flying Captured Facebook ad-1

Bush Flying Captured, Volume 2, by Rich Hulina … If you don’t yet have your
copy, be sure to jump in and what better time, right! Many of you already
have Rich’s Volume 1, so you know what to expect. By now, Volume 1 is out-
of-print — some folks are kicking themselves for missing out, so latch on to
Volume 2. This has to be the most beautiful book of bushplane photographs
and info that we’ve seen in a mighty long time. My take? Canada’s aviation
book of 2017! Here’s a bit more: If you’re a follower of aviation in the bush,
mountains & tundra, and of Beaver, Otter, Twin Otter, Pilatus. Helio, Beech
18, Widgeon, Goose, Cessna, DC-3, DC-4, C-46, CL-415, BAe748, etc., this beautiful book is for you. 100s of colour photos, scads of lovely air-to- airs. A gem and a bargain for any aviation fan with a pulse. 216 pages, large format, hardcover. $50.00 + $14.00 postage anywhere in Canada* + tax $3.20. Total $67.20 Payment: PayPal to, or post your cheque to CANAV Books, 51 Balsam Ave., Toronto ON M4E3B6 (2 or more books: flat rate $16.00)

Blog 3 The Flight 981 Disaster

The Flight 981 Disaster: Tragedy, Treachery and the Pursuit of Truth

Samme Chittum covers the horrendous DC-10 disasters of the early
widebody era. Things hit the headlines on June 12, 1972, when American
Flt96 nearly crashed near Windsor, Ontario. Concluded the NTSB: “The
improper engagement of the latching mechanism for the aft bulk cargo
compartment door during the preparation of the airplane for flight. The design
characteristics of the door latching mechanism permitted the door to be
apparently closed when … the latches were not fully engaged, and the latch
lockpins were not in place.” This was not taken nearly seriously enough so,
on March 3, 1974 a Turkish Airlines DC-10 crashed in Paris – at the time the
world’s worse loss of life in an airline accident. Cause? Same.

The author explains in detail how the DC-10 almost was scuttled by these
crashes, how the investigations went, how industry and government colluded
to minimize the bad PR, how forensic works in such messy events, how good
investigative reporters can positively influence results, etc. Even victims and
survivors are profiled. Other DC-10 messes also are covered, with the
narrative finely interwoven, e.g. the DC-10 crash at Sioux Falls.

If you follow airline history, you’ll want a copy of this gem of a research effort.
You can park it on your bookshelf right beside something like John
Newhouses’ The Sporty Game, which includes further disturbing history of
the DC-10. Happily, as we all know, the DC-10 survived all its early woes to
become one of the great jetliners. 232 pages, hardcover, notes, index.
$33.50 + $12.00 postage anywhere in Canada + tax $2.37. Total $49.87

Blog 2 Flying to Victory

Flying to Victory: Raymond Collishaw and the Western Desert Campaign
1940-1941 Mike Bechthold. The great Canadian WWI ace commanded the
RAF desert air force in the rough and tumble early days of the war from
Egypt across to Libya, etc. A war of Gladiators and a few Hurricanes against
a very capable (contrary to mythology) Italian force supplemented by the
Luftwaffe. How Collishaw fared, how he was recalled, the dirty politics in the
RAF, etc. 280 pages, hardcover, photos, notes, biblio and index. The No.1
Canadian book this year covering the air war. $48.00 + $12.00 postage
anywhere in Canada + tax $3.00. Total $63.00

Blog 4 CAE Story

You may not yet have your copy of Aviation in Canada: The CAE Story.
Here’s a book that will amaze any serious reader. It’s already been hailed as
the finest “biography” in print covering any of the world’s aerospace
manufacturers. Beside the important story of the development of the flight
simulator and CAE’s leading role in that story, starting as a pipsqueak player
back in 1947, you’ll enjoy reading about CAE’s involvement in all sorts of
other products and services.
Did you know that CAE manufactured major airframe components for the
L.1011 and KC-135? Overhauled Air Canada Viscounts, and USAF fighters
and trainers? Ran its own airline? Was in the automotive and forestry
industries? Developed control systems for naval and commercial vessels?
Produced the hand controller (still in use) for the Space Shuttle and ISS?
Once you read this book, you’ll have the inside story about this great
Canadian company and be amazed at CAE’s tremendous diversity (to say
nothing about a small Canadian company developing into a world leader).
Here’s a bit more info: Aviation in Canada: The CAE Story A full-out effort covering one of the world’s great aerospace manufacturers. You won’t find many aviation books as beautifully produced or all-encompassing. The list of activities, subsidiaries and ups ‘n downs is incredible. The book brings you to the present, when CAE has the lion’s share of the commercial flight simulator market, and operates flying schools and simulation centres, helping to ease the worldwide pilot shortage. The great CAE pioneers and the generations of CAE employees are honoured by this beautifully-produced book. 392 pages, hardcover, large format, 100s of photos, glossary, bibliography, index. A serious book bargain at $65.00 + 14.00* + tax $3.95 Total $82.95

 J.P. Bickell: The Life, the Leafs and the Legacy New bio of this great Canadian who made his first fortune in grain c.1900, then went into mining, building McIntyre of Timmins into Canada’s leading gold miner. Along the way he acquired to Toronto Maple Leafs, etc. However, his role in aviation is outstanding, whether barnstorming with his WWI flying buddies in the 1920s, pioneering in corporate aviation (Stinson Reliant, Grumman Goose, etc.), wartime aircraft production in  the UK alongside Lord Beaverbrook, his leadership in building Lancasters at Malton, then backing of Avro Canada beginning in 1945. A well written and well researched book about a true Canadian business hero who did it all. 238pp, hc, photos. List $24.95 CANAV price $23.50 + $12.00 postage + $1.77 Total $37.27

You’ll enjoy any or all of these beauties. So … do yourself a big favour and keep
reading actual books! Don’t let the internet turn your brain cells to mush, right. All the best and keep in touch… Larry

See CANAV’s main Fall/Winter booklist here:

*Payment info: Pay directly to if using PayPal. If not, mail your cheque to CANAV Books, 51 Balsam Ave., Toronto ON M4E3B6.

Postage reminder … 2 or more books: flat rate $16.00 anywhere in Canada. For US and Int’l orders … email me for shipping charges:

Canada Day 2017 gets top marks from CANAV

 I just spent Canada Day (which we older types knew as Dominion Day “way back when”) on the Toronto waterfront instead of around airplanes. “Ye Olde CANAV Books Publisher” headed down early on the “501” TTC bus to start off his “CANADA 150” schedule with breakfast at the Radisson Hotel, then on to Toronto Fire Services Station 334, home to the city’s famous fire boat – William Lyon Mackenzie.

The station was open to the public and there was a talk on the program that I didn’t want to miss – Corey Keeble’s story of Toronto’s greatest marine disaster – the burning of the SS Noronic on September 17, 1949. Corey kept us all on the edge of our seats from start to finish.

Blog Canada Day No.5 P1160699

Blog Canada Day No.6 P1160671

Then it was back out to carry on with the day getting a good look at a major highlight on Toronto Bay — the giant inflatable “Rubber Ducky”. Regardless of the (usual and predictable) soreheads moaning and groaning about the Rubber Ducky having nothing to do with anything, I’d say that for the hundreds of thousands of Torontonians and out-of-towners enjoying Canada Day here this weekend, we couldn’t have had a better novelty. And there’s no doubt that Rubber Ducky more than paid for itself on Day 1, let alone over the long weekend. Good on ya, Rubber Ducky, but what’s with those yahoos who’d love to let the air out of your rubbers?

Next stop along the way was the tour boat dock, where I bought a ticket for a wonderful cruise along the harbourfront, across to the islands for a zigzag through their lagoons, then finally out into the bay again, and back to the dock. If you ever get a chance, don’t miss out on one of these superb guided tours. This year my boat was the 90-foot Miss Kim Simpson, one of the older Toronto tour boats (I recall when it first appeared back around 1970, having earlier done service in the Netherlands).

One point explained as we wound through the lagoons was the exceptionally high water this season – high enough that the islands still are off limits for the tourist season. This view of Long Pond shows the bleachers still partially awash, and the famed Toronto island ferries remain tied up at the foot of Yonge Street until Lake Ontario settles back to normal.

Once back ashore I, headed east along Queen’s Quay as far as “Sugar Beach” beside the great Redpath sugar refinery – almost the last example of functioning heavy industry on Toronto’s waterfront. Even this far east the waterfront was jammed with locals and tourists having just the finest of Canada Days. The big highlight here was HMCS Toronto, one of the Canadian Navy’s renowned destroyer escorts that have been doing stellar work over the decades on duty in such areas as the Mediterranean Sea and Indian Ocean

By mid-afternoon I had covered the waterfront pretty well, so turned north to the St. Lawrence Market, shooting off a few frames on some of Toronto’s other historic landmarks, the market and famous Gooderham flat iron building included. A couple of beers at the Jersey Giant let me wind down a bit, then I headed back up to Queen Street to catch the “501” eastbound and home.

What a great way to spend Canada Day 2017. And what a country, right. No wonder people are willing to crawl through minefields and cross great waters like the Mediterranean, just in the vague hope of some day reaching Canada to start a new life.

All the best for the rest of the year, eh. I’ll sign off this time with my new pal looming behind … Larry

Blog Canada Day No.19 P1160697



What’s in the Background? It Can Be Fun!

Photo 1 Norseman Vol.1 Hudson or Red Lake_One of our earlier posts talked about how background can add interest to a photograph. Invariably, CANAV readers are keen to scrutinize the background, looking for distant airplanes or other features. The caption for the top photo on p. 35 in Norseman Vol.1 (above) mentions how the scene is at Hudson, when it actually is Red Lake (pointed out by Ron Bell). The give-away is the Red Lake Hotel in the background, which evaded my “eagle eye”. This led me to scrounge around for other Red Lake photos with pertinent background. (NB … Bill Wheeler supplied these historic black-and-whites, Andrew Yee cleaned them up  for your viewing enjoyment and Joe Sinkowski helped in identifying buildings. Click once on any photo that you wish to see full screen.)

Photo 2 Norseman Vol.1 p.35 CF-ARM Red Lake_smHere you see Red Lake at its aviation best, even though no Norseman is present. The scene is dominated by Junkers Ju.52 CF-ARM – then the largest plane in Canada. To its left is smaller Junkers CF-AQV, Lockheed 10 CF-BAF, finally the aged Fairchild FC-2W2 CF-AKT. All were in the Canadian Airways fleet. Since CF-BAF was delivered in August 1938 and CF-AQV crashed in September 1939, that’s your time-frame for this historic photo. Note the Red Lake Hotel. The large white building in front of it is the Hudson’s Bay Co. (later the town offices, since demolished, now the site of the Red Lake library). That looks like the Starratt shack near CF-ARM’s rudder.

Photo 3 Norseman Vol.1 p.35 CF-ARM Red Lake WmWheeler_smIn this photo it’s summer and what a sight the Junkers makes on floats. To get an idea of scale, check the mechanic up on the engine. The hotel sure dominates the townscape. On the night of July 1, 1945 this landmark, which was built in 1934, went up in flames, leaving several dead, many injured and the country in shock. A miner was charged with arson.

Photo 4 Norseman Vol.3 p.35 Red Lake aerial WJWheeler_smA new hotel, pictured above postwar, was built down the street. With the exception of the long flat building, all those places in the foreground have disappeared. The small house beside the hotel — Mel Smith’s barber shop — also is gone. The large building to its right is today’s Lakeview Restaurant. The shack to the right of the Lakeview is where Rupert Forsythe had a hobby shop (now demolished).

Photo 5 Red Lake Aerial View 272In this photograph, which I shot in 1992, the hotel still is the biggest building on the main drag. Recently it’s served as quarters for one of the mining companies. The brown-roofed Fallensby apartments are on the slope just behind. The Lakeview is at the corner, the library is the large brownish building just across the street. Norseman Park is at the bottom left. So … you can see that there can be a lot more interesting subject matter in a photo that immediately may meet the eye.

PS … Ron Bell reports two gaffs on p.201. Regarding the year CF-DRD crashed, for 1947 read 1957. Ron sends along a photo of passenger Lockie’s headstone in the Red Lake cemetery. This confirms the name as David H. Lockie, not Danny — sure can’t argue with such solid work!

And … just before you move on, be sure to take a look at the main CANAV booklist, where you’ll see several classic CANAV titles on sale at excellent discounts. Here are some samples: Air Transport in Canada at $95.00 (regularly $155.00 — you save $60.00), Canadair Sabre $20.00 (save $20.00), Fighter Squadron $30.00 (save $45.00), De Havilland in Canada at $35.00 (save $10.00) and our 3-volume series Canada’s Air Force at War and Peace at almost 50% off. Here’s your chance to complete your CANAV library, while giving your pocket book a solid break! Autographed copies on request. Cheers … Larry

Sunrise in Sioux Lookout

Hulina plane at duskOn January 11, 2013 Richard Hulina of Slate Fall Airways captured sunrise on the ice at Pelican Lake, Sioux Lookout. In the foreground is one of Richard’s turbine Otter workhorses on wheel-skis, ready for a day’s work. Read the feature about Richard’s amazing book, “Bush Flying Captured”.

Following the classic Convairliner

The first Convairliner flew initially on July 8, 1946. A one-off, proof-of-concept plane, this was followed by 1086 production aircraft. Many of these later were re-engined with turbines, a dwindling number of which remain airworthy. Here, a Great Lakes Airlines 4-40 sits at Toronto on January 4, 1974. It was photographed from the best “YYZ” vantage point in those days — the parking garage of the famous “Aeroquay” passenger terminal (now demolished). GLA was one of Ontario’s early regionals. Having begun in 1961, it added its first Convairs in 1969. Service was such cities as London, Sarnia, Toronto and Ottawa. The first 5-80 was added in 1976. In 1981 GLA became Air Ontario, affiliated with the Deluce family, owners of Austin Airways. The best source for such details is A History of Airlines in Canada by John Blatherwick. As with the previous (C-119) blog item, these historic Larry Milberry photos has been subtly sharpened up for presentation by astronomer Andrew Yee, whom many of you know from The Weather Channel.

Convairliner memories: One of the all-time beautifully-designed airplanes is the Convairliner series. Countless books, papers and articles cover the topic, so where should one turn for the hardcore details? “Good question”, as the pundits all say these days. Each fan will have favourite sources, but for the basic gen start with Air Britain’s The Convairliner Story. Then back up your digging with Piston Engine Airliner Production List and Turboprop Airliner Production List by Eastwood and Roach. After that, you’ll find what you like on the bookshelves and magazine racks at your favourite hobby shop or by mining the web. For “mags” put Propliner at the top of your list. Rarely an issue goes by without some valuable new Convair info (why not take a look right now and get on the subscription list of this incomparable publication:

As full-out aviation fans in the 1950s-60s, we local Toronto schoolboys never tired of watching a Convair on approach, firing up in a cloud of blue smoke, taxying by, trying to run us over, or just sitting handsomely on the ramp. The local Malton or Buffalo beauties were, of course, those polished, natural-finish American Airlines 2-40s. What gems to behold. There often was one overnighting at Malton in the Genaire hangar. If we got out early enough to do our spotting and photography, we often could catch it sitting in some nice morning light. They also parked at the old DOT terminal building, where we would wander around on the ramp, even as passengers were coming or going. Of course we always stood clear before the props got whirling. Almost no one ever hassled us, other than maybe some baggage handler or passenger agent giving a “Have an eye.” Here is a typical gorgeous American Airlines Convair 240. N94279 “Flagship Wolverine State” was caught taxying on a perfect day at Buffalo, August 1, 1960. Buffalo was better than Malton for photography — not a fence to be found to spoil a shot or oblige us to keep a distance (as this old black-and-white shows). On any such airport visit, we learned a hundred and one tidbits. What was the Wolverine State? If we didn’t know it was Michigan, we’d soon look it up when we got home. In the distant right is Cornell Aeronautical Labs. We always hoped to see one of their oddball research planes, but only ever caught the F7F Bearcat.

N94260 “Flagship New England” on the Genaire ramp at Malton on March 26, 1960. There always was something of interest at Genaire, from such residents as the Canadian Breweries DC-3 to Shell’s DH Dove or Comstock’s A-26. For about a year several ex-RCAF Vampires were lined along the hangar. One day I walked into the hangar to have a shotgun pointed at me. I had no idea that the American Airlines DC-6F inside was being loaded with gold bars! Happily, the security guys were not too eager to shoot down a kid taking pictures.

Imperial Oil’s CV-240 CF-IOK. In 1961 we noticed that it was outside in the weather, but Imperial always kept its planes safely hangared. Why outside? The answer was that CF-IOK’s replacement had arrived — million-dollar Gulfstream CF-IOM, fresh from Grumman’s production line. Imperial’s CF-IOK and Lodestar ‘TDB soon were sold and disappeared. CF-IOK had begun in 1949 with Claire Lee Chennault’s CIA-funded Chinese airline, then operated on mysterious Central American duties until acquired by Imperial in 1954. Sold stateside in September 1961, it served many operators (initially as N400M) until fading from the scene in the early 1980s.

Malton was blessed with resident Convairs — the only two in Canada circa 1960, other than the small CPA fleet based in Vancouver. Imperial Oil had CV-240 CF-IOK, which lived in the company’s new hangar at the north end of the field (the first hangar away over there). Its hangar mates were Lodestar CF-TDB and DC-3 CF-IOC. The fleet was lovely to behold in its polished metal with white and red trim. Shell Oil one-upped Imperial — it had the spectacular 4-40 CF-KQI, quite an improvement over its previous Toronto plane, the dainty little Dove CF-TCP. The first time I noted ‘KQI was on February 20, 1960. These Convairs were certainly the Rolls-Royces of corporate aviation around Malton in the 1950s and must have been the envy of other local companies with their DC-3s (Abitibi Paper, Canadian Breweries and Ontario Paper) and Lockheeds (BA Oil, Canada Packers, Massey Ferguson and Noranda Mines).

Shell’s CF-KQI at Malton on August 11, 1960. I never shot it in colour — these were our “glorious black and white” days, mainly because we rarely could afford Kodachrome. But use your imagination here — ‘KQI wore a medium gray, dark blue and white paint job. The same day N270 was in town, a CV-240 in white with yellow trim. Also photographed was B-23 Dragon N33311 of General Electric in from White Plains, NY. Malton always seemed ready to serve up some nice surprise.

Modified with a rear airstair, 2-40 N557R at Malton on July 2, 1960. After an airline career it was converted by Remmert Werner of St. Louis in 1960, which seems to have kept it around doing charters for a year, then sold it to Falstaff Brewing. It drifted back into the airline world with Pacific Coastal in Alaska in 1966 and went for scrap at Long Beach in 1978.

A highlight of my earlier aviation hobby days came on August 15, 1959 when my pal, Merlin Reddy, treated me to a day at Buffalo Airport. For something like $22 he got us each a return fare on American Airlines. Bright and early we hopped over to Buffalo (a flight of about 20 minutes, over on a Convair, back on a DC-6). We spent the day photographing Convairs, DC-3s, DC-4s, DC-6s, Connies and Viscounts, then flew home about supper time to find a Fairchild Aerial Surveys B-17 and Beech Kansan on the ramp, so talk about a great day altogether.

Visiting Convairs appeared fairly often at Malton. On September 7, 1959 I spotted N70Q, noting it as Gulf Oil. But it may have been some other outfit on a Gulf charter — it’s not listed anywhere as owned by Gulf. N70Q had been American’s N94269 until 1958. N440W was at Malton on November 29. Originally a 3-40 with Braniff in 1953, it was a newly-converted by Remmert Werner, one of the main shops in the 1950s converting Convairs, DC-3s, Lockheeds, etc. for corporate use. (N400W later was a turboprop CV-580, which ended in Canada with Kelowna Flightcraft in 1990.) N98G of Gulf Oil visited Malton on December 30. Built initially as a corporate plane, it later was a 5-80 with North Central, etc. until scrapped in California in 1997.

Convair lookalike. N404K at Malton on January 10, 1960. Note the Martin’s trademark rear boarding stairs. Originally TWA’s “Skyliner Bethlehem” in 1952, it was sold to Beldex Inc. in 1959 and converted for corporate use. Many owners followed — an oil company, a cult, an automotove parts company, a land developer. It last was heard of in Florida with the George T. Baker Aviation School.

Sometimes we’d be taken aback at Malton — “There’s an odd-looking Convair!” That’s because it was one of the Martinliners that occasionally stopped by. Martin N404K arrived while we were skulking around and shivering late on the afternoon of January 10, 1960. Convair N401M of Union Carbide was at Malton on February 16, but we didn’t get to shoot it. Who knows why … maybe it was parked too far across the tarmac (where we rarely ventured), or maybe we were just disinterested, or low on film. Occasionally we’d find out who was aboard such impressive corporate planes. Entertainment king, Arthur Godfrey, was at Malton one day in his private Convair 340, but we usually didn’t enquire about such trivia — we hadn’t learned yet to appreciate the connection between the planes the people.

I photographed AA CV-240 “Flagship Lake Arrowhead” on March 20, 1960, but the scene was starting to change at Malton — fewer AA Convairs and DC-6s were around, more and more of the company’s flashy new Electras. On April 13 CV-440 N90860, formerly of Continental and now of Honeywell, was an impressive sight in its blue-with-red-trim on April 13. Six days later we were back in Buffalo, where one of several Convairs noted was Mohawk’s N4405 “Airchief Hiawatha” (N4405 later was a CV-640 that spent years in Canada as C-FPWO working for PWA and Echo Bay Mines).

CV-440 N130B of Canco Carriers (aka American Can Co.) was at Malton on June 21, 1960, but somehow eluded my camera. But on July 2 I caught N557R of Remmert-Werner. This gorgeous 2-40 was blue overall with yellow and white trim and a handsome lion on the tail. N557R was c/n 42 — a 1948 beauty that had begun with the airlines in Australia, migrated to Pakistan, then to the Netherlands before switching to the corporate world. Four days later I saw Mohawk’s N910BS “Airchief Black Hawk” at Malton. Again, no photos.

CV-340 N200A at Malton on July 8, 1960. You can see how brazen we keeners were 50+ years ago. To get this shot I was standing right out on the tarmac as N200A taxied in, even before the customs man, who normally was Johnny-on-the-Spot. The TCA planes beyond are at the DOT terminal, opened in 1938 and by this time barely able to serve Toronto’s growing air transport needs. Away across the field is the Imperial Oil hangar, the pioneer resident over there. By this time the Field Aviation hangar also was up, and you can just see the steel rising for the third north-end hangar — The Skyport. N200A had been built in 1952 for United Airlines (“Mainliner Bakersfield”). At this point it was listed to ESSO Tankers Inc. Converted to a Convair 580, it served Great Lakes Airlines and Air Ontario 1977-81 as C-GQHA, and last was heard of with Swiftair in Spain in 2000.

Nick Wolochatiuk and I shot this lovely 4-40 somewhere on a Great Lakes expedition. Clearly an airport close to town, but where? Serial 372, N400J served General Dynamics 1957-62, then was sold to Gulf Oil, became N108G and eventually was a 5-80. Following many adventures, it joined Kelowna Flightcraft in 1987 as C-FKFL. In 1990 it migrated to New Zealand to fly cargo as ZK-KFL. See it in action on YouTube — some nice take-off footage dating to May 2011. Notice the standard angle for photographing a Convair on the ground. The straight side view did the job, but the 3/4 front really added the visual appeal we were looking for. Naturally, we always tried for an angle that included markings and registration.

CV-440 N6666C “The Wind Ship” began with Ansett in Australia 1957-59, then was converted by Remmert Werner for Coca Cola. In 1964 it joined the Italian air force, where is seems to have ended its days. “The Wind Ship” is shown at Malton on August 16, 1961. This is looking westward at the north end. Nothing but farms at the time all around Malton. Nothing but tightly-squeezed urban development today. N200A, another CV-440 passed through on July 8, 1960, so we sure were making a lot of trips to Malton that summer. Nick and I were in Buffalo on July 19, where we noted 5 AA Convairs plus N1012G of Mohawk. This was another real Nick and Larry gong show. When we spotted the Cornell Aeronautical Labs F7F Bearcat N700A landing, we kept an eye on where it taxied, then hustled around to Cornell. We soon were clicking away, while the pilot was still unstrapping. We were just ready to scurry off, when Cornell security scooped us up, raked us over the coals, then turfed us out, happily, still with our film. Relieved, we thumbed our way back to Toronto, passing George Richards at one point. George was another of Toronto’s plane spotters, but he always operated solo. Who knows what treasures he had come across around Buffalo this day. I can’t remember half the details of those crazy forays, but on August 1 I was back at Buffalo Airport. There was a ton of great actions, but the only Convair I shot was N94279 “Flagship Gettysburg”. The big find this day was C-46 N1674B. A year later it was gone — shot down in Laos. It was a real bind getting home this day. I’d hung around too late and it was dusk as I scrounged for a ride along the Queen Elizabeth Highway — it was 100 miles to get home from where the QEW started in Fort Erie across from Buffalo. I spent the night under the stars in an orchard, then caught a ride at sunrise with a fruit farmer heading for Toronto’s main food terminal.

In Next year I didn’t make many trips to Malton — graduating from high school and going to work meant a whole new take on reality. On June 3, 1962, however, I noted “N72B”, but must have mis-read the registration, as I see no sign in the records of N72B. But there is an N62B. GM’s 4-40 N5126 dropped in on August 23. We saw 2-40 N270L at Malton on July 22, 1963. Then owned by the Chesapeake and Ohio Railway, it later served Colorado-based Aspen Airways. On January 17, 1970 it was landing at Aspen from Denver. Pretty well every seat was filled — 52 passengers and crew. All did not go well, however, as the pilot goofed — he landed gear up. No one was hurt, but the Convair was a dead loss.

We spotted GM CV-580 N5126 at Malton on August 23, 1962. It last was heard of in Colombia in the late 1990s. This photo was taken elsewhere, but I have no record. It might have been at Oshawa, home to GM in Canada. The British cars pretty well eliminate a US location. This was the first 5-80 that I photographed.

MC-131 Samaritan 52-5801 on approach at MPLS on August 20, 1963. On the main gear door it reads “1st Aeromedical Transport Group”. This lovely Convair later served the US Coast Guard, then went to the desert boneyard in Tucson in 1976. The role of the Samaritans was transporting military medical staff and patients throughout their particular regions. The MC-131 eventually was replaced by the C-9 Nightingale, a modified DC-9.

Some nice shooting took place at Minneapolis on August 20, 1963, while Nick and I were on a Great Lakes trip. There was a nice 3-40 of North Central (N90855) and a special treat — a USAF MC-131 Samaritan (52-5801). Two days later at O’Hare we saw CV-440 N1270V, but no chance for a photo. Next day at Midway we saw VT-29C 52-1174, some USAF “Two Star” general’s private buggy (the T-29 was the training version of the C-131, the prefix “V” specified it as a VIP plane).

Here are several other US military Convairs, starting with Washington-based (Andrews AFB) US Marine Corps VC-131G 145962. Polished to Andrews AFB standards, it was a nice surprise for Nick and I when we visited Toledo, Ohio on August 30, 1964. This Convair served into 1986, then retired to the desert, likely to be picked clean of useful parts and scrapped.

JC-131B 53-7791 at Wright Patterson AFB on May 21, 1966. This was one of at least two such Convairs converted to fly zero-gravity missions on research programs, especially to help Mercury astronauts adjust to zero G (see for some archival film footage). The sight of such an unusual airplane always got our pulse rates going. Christened “Sine Gravitate”, ‘791 had the mission profile painted on the nose. This was one of the original “Vomit Comets”, so named since many an astronaut heaved his cookies after one too many zero-G manoeuvres. Andrew Yee prepared the nifty graphic shown here — a replica of what was painted on the nose.

Convair NC-131B 53-7788 at WPAFB on a weathered-out New Year’s Day 1967. Who else would be poking around WFAFB this day, other than Nick and Larry! We announced ourselves at the gate, and somehow found a sympathetic MP to escort us around in the clag to take photos of some far-out planes, all test editions — a B-47, B-66, the weirdest C-135s we’d ever seen, an RF-101, even this lowly Convair. Note its bumps and bulges — what looks like a SLAR installation (the long thing hanging under the fuselage), a ventral radome and some largish pod between the main undercarriage. ‘7788 had a long USAF career — 1954-77. In 1992 it was moved from the boneyard in Tucson to nearby Sam’s Scrapyard, where it likely ended as ingots.

The US Geological Survey had its CV-240 at Field Aviation, Malton on August 19, 1964. That’s about where my detailed airport visit note-keeping ended, sad to say. But that didn’t end my interest in Convairs. Over the decades we fans always had our eyes peeled for them. At Malton, which became Toronto International Airport, then Lester B. Pearson International Airport (always know in short as “YYZ”), the demise of AA’s “Flagship” fleet was noted, but then the turbine Convairs started showing up, especially with Allegheny and North Central, and YYZ-based Worldways added two 6-40s.

Worldways Convair 640 (R-R Dart engines) C-FPWT at Malton on June 6, 1976. It was used mainly for passenger charters, and often hauled around sports teams. It had been sold new in 1952 to Arabian American Oil, then went to General Dynamics in 1966, where it became a 6-40. It served PWA 1967-76, Worldways 1976-82, then migrated across the pond to join Gamcrest in Senegal as N862FW. On February 9, 1992 it departed Dakar with 59 aboard. This was a Club Med charter heading for Cap Skirring, Senegal. On approach to land, the plane crashed, killing 28. The cause of this disaster? A dilapidated airplane and a time-expired pilot who mistook the lights of a hotel driveway for his runway!

My first Convair Kodachrome. After driving to Dorval with Nick in his VW on September 4, 1961, it was a delight early next morning to catch this Canadair 540 being towed to position at the terminal for its day’s work. Quebecair had two 5-40s on lease. Captains such as Claude Castonguay thought highly of them, but there were maintenance headaches, so Quebecair returned the 5-40s to Canadair, opting instead for a fleet of F.27s. CF-LMN had begun as 4-40 N8473H in 1957, then went to Canadair in 1959 for conversion. Following Quebecair, it was RCAF 11161, then was sold to GM in 1966 and made into a 5-80. It served North Central and a string of subsequent operators. Showing a certain stubbornness, it still was flying in 2009, by then as N582P with Air Tahoma of Columbus, Ohio. This carrier, however, was grounded that year by the FAA. There are numerous photos of N582P on the web.

The first RCAF Convair I photographed was 11106, one of the small batch of Canadair 540 “Cosmopolitans” modified, serviced or produced at Cartierville. Convair afficanado, Ken Pickford, added this excellent info in August 2020: “This aircraft was one of 3 unsold 440s built by Convair in San Diego that were transferred to Canadair, after being stored for 1 – 2 years. It’s correct that Canadair converted it from its original Pratt & Whitney R-2800 engines to the Napier Eland, becoming a 540, but the airframe itself wasn’t one of the 10 built by Canadair.  The photo just above in Quebecair markings is one of the other two 440s that went to Canadair and was converted to a 540. Those 3 aircraft were Convair serial numbers 454, 462 and 475 built in 1957 (of the 510 Convair-built 340s/440s). You also mention that the 540s were later re-engined with Allison 501s to become 580s, implying the RCAF did that. That’s true for 7 of the 10 Canadair-built 540s. One was written off in a hangar fire in 1967 before the 580 conversion. Two weren’t converted — they retained their Napier Elands and were scrapped in 1972. The three original 440s, that became 540s, were converted to 580s, but after leaving the RCAF.” Now back to Windsor in 1959 … RCAF 11106 was impressive as it arrived with VIPs for the Windsor, Ontario airshow on September 19, 1959. Totally grand in scope (Golden Hawks, etc.), this event celebrated the 50th anniversary of the flight of the Silver Dart. Merlin and I drove down early and, as you can see, got right out among the airplanes on the preferred side of the crowd control barriers. Canadair: The First 50 Years tells the story of the oddball 5-40, a Convair with Napier Eland engines. The whole effort really was a bit of a bust and the RCAF “Cosmos” were re-engined with Allisons to become 5-80s. Cosmo 11106 later was re-number 11162. On March 19, 1962 it lost an engine and all hydraulic pressure. An emergency landing was made at Malton, from where it had departed with VIPs an hour earlier. Without brakes or flaps ‘162 finished its day severely bent in a ditch. All the details of this frightening event can be read in Sixty Years (CANAV 1984). Before we go, Ken Pickford adds a bit more gen: “The photo of 11106 is easily identifiable as not being one of the Canadair-built aircraft by the lack of the large main deck cargo door in the rear fuselage (note passenger windows in that area which didn’t exist on the 10 Canadair-built aircraft. Those aircraft also had a “bulge” on the upper fuselage a few feet long forward of the tail (not sure what that was, presumably an antenna of some type; it only appears on the 10 Canadair-built Cosmos). Note the photo of 11106 lacks that protruberance. After various other operators and registrations in the U.S, Venezuela and Canada, the former 11106/11162 is still registered today as C-FHNM to Nolinor Aviation based at Mirabel, now a freighter. Not sure if it’s still flying regularly but it was in the following video landing at Quebec City in July 2019″ (google

Cosmo 11155 impresses the crowd with a slow pass at Trenton on July 1, 1961. The occasion was Air Force Day, which turned out to be one of the all time great Canadian airshows. Nearly every RCAF type was on display, including in the air. This Cosmo went for scrap at an early date in 1972.

Nick and I shot Cosmo 11158 on September 5, 1960 at Cartierville, where it was awaiting delivery. Mainly operated in the VIP role by 412 Squadron of Ottawa, these highly-polished beauties sometimes mockingly were called “Cosmopoliticians”, since the Ottawa top elite and their flunky mandarin cronies were the usuals on the passenger manifest. 11158 also was scrapped in 1972, but why? Was there damage or corrosion?

Cosmo 109152 on the 5 Air Movements Unit ramp at Lahr on April 3, 1993, the day I returned from a trip to Somalia that had begun on March 14. ‘152 was in Lahr doing general purpose transport for Canada’s NATO forces in Europe and beyond. In 1994 Canada, having recently spent millions upgrading its Cosmos, parked the whole fleet at Trenton. Later, Albert Ethier of Norcanair fame bought all seven for cheap. Several ended far afield. On April 4, 2004, one crashed at Shabunda in the Congo, but the crew escaped. One became FAB-74 in the Bolivian Air Force, another became HP-1468 in Panama. There are photos on the web of most of the RCAF/CF/ex-CF Cosmos. Over the decades I enjoyed several Convair flights, starting with our Malton-Buffalo excursion of August 15, 1959. There was a Downsview-Trenton trip in Cosmo 11160 on August 31, 1969. We flew the same route on September 2, 1971 in 109157 and again on August 21 the following year. On July 13, 1977 I rode on SEBJ 5-80 C-FFHB “Sakami” from Dorval to Bagotville and Lac Pau to do a story for Hugh Whittington about the James Bay hydro development. I came back to Dorval on the 16th in ‘FHD, this time via Quebec City. On the night of July 5, 1993 Capt Jim Rogozynski and FO Joe Davidson of Canair Cargo had me in the jump seat going Calgary-Winnipeg-Hamilton in 5-80 C-FBHW and what a grind that was. It sure helped me appreciate the tough job courier pilots have flying slow old clunkers on trans-Continental routes, and why they didn’t see much about them that was romantic. Amazingly, there still are a few Convairs on the wing, their latest incarnation in Canada being as fire bombers.

Propliner several times has featured Convairs on its cover. And rightly so. Propliner No.33 featured a standard view of DHL’s 5-80 OO-DHC taken at Ostend by Tony de Bruyn. Subscribe today to Propliner — one of the world’s few really essential aviation journals.

SEBJ 5-80 C-FFHF “Opinaka” waiting at Dorval on July 13, 1977 for its next trip into James Bay country. Quebec’s legendary Frank Henley established SEBJ’s air transportation operation, including acquiring six ex-North Central 5-80s. These all carried his initials “FH” in the registration and were named after James Bay waterways. Originally a PanAm CV-340 vintage 1954, this Convair joined North Central in 1964. It became a 5-80 in 1967. Later in SEBJ times, Air Inuit took over the 5-80 contract, ‘FHF was sold back into the US in 2002, where it toiled with Michigan-based Contract Air Cargo, before migrating to Colombia in 2004.

Here is a selection of other vintage Convair Kodachromes. German-registered  D-ACOH was a pleasant surprise on the Field Aviation ramp at Malton on May 20, 1972. It had served Lufthansa 1954-70. Here, it was having some mods or repairs done before proceeding to Costa Rica where it seems to have operated into 1977. It next was registered in the US (N478KW), where it worked for various outfits, the last being Air Resorts. By 1990 it was derelict in Carlsbad, California.

CV-580 N25278 on Carl Millard’s ramp at YYZ over the winter of 1983-84. This Convair began as N73141 with United Airlines (“Mainliner Boston”) in 1953. After earning its keep for about 15 years, it went to Tex Johnson Inc. for 5-80 conversion. Next, it joined Jack Conroy’s California-based Aerospace Lines. In 1972 Jack sold it to Armstrong Cork Co. in Pennsylvania, where it became N25278. In 1983 Carl Millard held a slot on Cessna’s Citation line in Wichita. He was ready to cash in on this just as the cork company wanted a Citation, but Cessna didn’t want a Convair in trade. Carl knew all about used airplanes, so made the deal with Armstrong — cash and a Convair for his Citation. In October 1984 Carl sold the Convair to Kelowna Flightcraft, where it became C-FICA. It later served Time Air, which traded it to Boeing of Canada (aka de Havilland Canada) on a Dash 8 deal. Boeing flipped ‘ICA to Soundair of Toronto, next it was with Air Toronto and, finally, Canair Cargo. On the night of September 18/19, 1991 ‘ICA was at 16,000 feet on the well-trodden courier run from Moncton to Hamilton. Over Burlington, Vermont, however, it fell in pieces out of a very dark sky. The NTSB would determine that the co-pilot was alone in the cockpit when told by Boston Center to execute a 30-degree turn. In carrying out his instructions, he lost control and the plane broke apart.

C-FKFZ of Kelowna Flightcraft on final at Vancouver on July 31, 1993. Originally with PanAm in 1954, it was converted to 5-80 specs in 1967, then joined Allegheny, one of the great US regionals that made the 5-80 such a grand success. After later service with Aspen Airways and Air New England, it joined Kelowna in 1992 to fight the night time courier wars. Few such 5-80s remain in Canadian service, most having been sold abroad or come to natural endings as scrap metal.

While I was visiting Moose Jaw on July 11, 1987 for the local airshow, this attractive NorcanAir/CP CV-640 (G-GQCQ) pulled in with a load of fans from Edmonton. Having begun as a 4-40 with Lufthansa (later with Air Algerie), this Convair became a 6-40 in 1968. It began its long Canadian career in 1981 and last was head of in Arizona in the mid-90s.

N5810 swooshes over the fence to land on Runway 24 at YYZ on January 17, 1973. This example seems to have begun as United Airlines “Mainliner Des Moines” in 1952. It joined Allegheny Airlines in 1962, where it became a 5-80 in 1966. It moved to Plymouth Leasing in 1978 and eventually joined Soundair in 1978 as C-FBHW. It last was heard of with Air Tahoma in the late 1990s. 

Mohawk’s 2-40 N1013C “Air Chief Erie” at Willow Run (Detroit) on April 11, 1966. Depending on the customer’s preference, Convairs had main passenger doors on the port or starboard side, or had a rear air stair similar to the Martinliner. N1013C had begun as Swissair HB-IRP “Graubunden” in 1949. In 1967 it went to Fairchild-Hiller in trade for an F-227 purchase. Next stop was Houston Aviation Products, where the old workhorse went for scrap in 1975.

Having begun with Aeronaves de Mexico in 1954, this 4-40 came to Canada for North Cariboo Air in 1986. In 1990 it went into storage in Arizona, then was sold back into Mexico in 1992. In 1995 it was listed with Krissalan de Aviacion, a mystery airline known for such escapades as the 1996 crash of a C-123. C-GRWW is seen at Vancouver on June 4, 1982. In 2012 North Cariboo was operating the Dash 8-100 on routes around BC.

US Navy R4Y-1 (C-131F) BurAero No.141016 was at Naval Air Station Glenview (Chicago) on August 28, 1966. Note the inscription NARESTRCOM — Naval Air Reserve Training Command. This proved to be a wonderful base visit. As usual, Nick and I simply showed up at the gate unannounced and were shown aboard. Someone escorted us all around the ramp where were photographed such other types as the P2V-7 Neptune, R4D-8 (Super DC-3), R5D (C-54) and F4U Fury. This Convair was delivered to the USN in 1956. Ultimately, it end in the boneyard at Davis Monthan AFB near Tucson.

Timeair’s 6-40 C-FPWY Edmonton “Muni” on May 17, 1987. It had begun as a 6-40 with Hawaiian Airlines in 1966, then joined Pacific Western Airlines in 1969, moved on to Aero Trades Western of Winnipeg in 1978, to Worldways of Toronto in 1983, finally to Timeair in 1984. It seems to have ended its days (likely as scrap) at Calgary’s Springbank Airport in the early 1990s. ‘PWY originally had been a 4-40 with National Airlines in 1953.

A Canadian Regional 5-80 Fleet No. 160 delivers its passengers to Campbell River on August 12, 1993, following their week at an exclusive BC salmon fishing camp.

In the early 1990s Kelowna Flightcraft saw a new future for the Convairliner — a stretched 5-80 freighter later to be dubbed the KFC 5800. Two 6’9″ fuselage plugs and a 10’2″ cargo door were installed. First flight was on February 11, 1992. The 5800 was certified in December 1993. A second example was built, but the idea did not catch on. The 5800s both were still in use with the IFL Group in the US as recently as 2011. Here the prototype climbs out from Abbotsford on August 7, 1993.

CANAV “Readers’ Choice” for today …

The world famous TCA Super Connie CF-TGE is featured on the cover.

The Wilf White Propliner Collection is one of “the best in class” of this type of aviation book. Wilf spent decades taking the very best in aircraft photos, whether throughout his native Scotland, down at London in the 1950s-60s, at Farnborough in the same period, or across Canada and the United States. If you are a fan of the great era of propliners, this is a book you’ll enjoy for years. And … if you are looking for a gift for any aviation fan for any occasion, could you pick a nicer one at a nicer price!

A CPA Britannia taxies at London among the other great types of the day that Wilf always revelled in photographing. Look at the super job he did!

WWPC is 176 pages, softcover, large format, 100s of photos with detailed captions, index. The price in 2019-2020? Usually $40.00, yours for half price — $20.00 + $14.00 Canada (Mafia) Post + 5% tax $1.70 = $35.70 CAD (US or overseas CDN$42.00 all in per book). We accept PayPal (click here) or old fashioned cheque/money order mailed to CANAV Books, 51 Balsam Ave. Toronto, ON M4E 3B6. Here’s one of the reviews of this lovely production, and some sample pages. Reviewer Dennis J. Calvert is one of those rare types who looks at every aspect of a book. He clearly knows his stuff and isn’t one to raise a new title onto a pedestal without good reason. In this case he designated WWPC as the Aircraft Illusatrated “Book on the Month”, rounding up his thoughtful commentary: “This volume, beautifully produced, offers the very highest quality in nostalgia and comes confidently recommended.” So don’t delay and get in on this special deal!

You can download the review here.

And for a little taste of the book itself, check out these select pages from The Wilf White Propliner Collection

Three Books to Check Out: Bush Flying Captured is CANAV’s Pick of the Year!

For any true fan of aviation this could well be “the” book of 2011. Bush Flying Captured has just been released. Author/publisher Rich Hulina had done us all a gigantic favour by turning out this magnificent tome. A large-format hardcover, Bush Flying Captured features hundreds of fabulous colour photos of the great Canadian and Alaskan bushplanes. Informative captions accompany each photo. The turbine Otter on the cover (one of Rich’s own planes from his Slate Falls Airways fleet), gets your attention immediately, and shows you what to expect from Page 1 to Page 164 of this hefty, finely-produced book.

What else do you like? Well, if it’s northern aviation, Rich includes much of it from the Beaver to the Otter, Twin Otter, Norseman, Beech 18, Beech 99, Founds, Cessnas, Pipers, DC-3, C-46, CL-415 and BAe748.

Rich is the very definition of the knowledgeable, avid aviation photographer. I need to tell you that, because he’s too low-profile a guy to tell you so himself. He’s won more than once in Aviation Week’s annual photography contest!

Bush pilot and entrepreneur Rich is “a pro” when it comes to photography. He shoots in all weather and all seasons, so you’ll see float scenes, ski scenes, even tundra tires throughout the book. You’ll see the planes hard at work, hibernating over the winter, at sunrise,  at sunset and there are scads of air-to-air photos that the aficionado always expects.

You know what … I can’t say enough about this magnificent book. It’s at once a solid work-a-day presentation and an artistic masterpiece. Order your copy from CANAV: Canadian orders … $40.00 + $12.00 shipping (it’s a heavy one, so a bit pricier to mail) + 5% GST $2.60 = $54.60 and a heck of a bargain at that! PayPal is good or send your cheque by post to CANAV Books, 51 Balsam Ave., Toronto, ON M4E 3B6. (US and overseas Cdn$64.00).

Also available (2020)Bush Flying Captured, Volume 2, same general specs and price. You’ll love them both!

Tales from the Lakeview: Collected Aviation Stories by Robert S. GrantSorry, now out of stock, but check on the web if you need a copy.

Since he was a boy, Bob Grant has been nuts about aviation, so he and I hit it off when we were getting started. Bob went into the bush and pretty well stayed there, flying whatever they’d trust him with — Cessnas, Founds, Pipers, then moving slowly up to the big leagues — to the MU-2 “Rice Rocket” and DC-3. Finally, Bob got a real job — the Ministry of Natural Resources hired him and he was in heaven with everything from the Turbo Beaver to the CL-215.

All along we also had our airplane photography and magazine writing gigs. We did a decent job at those and the writing opened many a door — we got to travel all over the world chasing aviation stories and got our first books out.

Bob had a real knack turning his bush flying experiences into some of the best stories. Everyone to this day enjoys them, especially his Red Lake yarns that always seem to feature something about “the Lakeview”, where local aviators and other n’er-do-wells seem to hang out and where Bob himself is always known (and proudly so, it seems) as the cheapest tipper.

Well, here is Bob’s latest book, just an excellent collection of his best stories. Great coverage of pilots, air engineers and the classic bushplanes of the Canadian backcountry — Beaver, Beech 18, C-46, DC-3, Junkers, Moth, Norseman, Otter, PBY, Twin Otter, etc. Tales from the Lakeview is a mini-treasure chest of a book for anyone who enjoys this great topic. 192 pages, softcover, photos galore. $29.95 in the stores, CANAV price as of March 2015 is $15.00 all-in. CANAV Books, 51 Balsam Ave., Toronto M4E 3B6

Mayhem to Mayday: The Two Air Wars of Andy Mackenzie

**Please note, folks. This title no longer available at CANAV Books. You can look for a copy at**

Norm Avery has produced this fine biography of one of the RCAF’s renowned WWII/Korean fighter pilots — the great Andy Mackenzie. Andy’s youth, his training, then his Spitfire years start off the book. Postwar, he flies Vampires and is posted on exchange on Sabres in Korea. There his career takes a very bad turn — his USAF wingman shoots him down over enemy territory. Andy spends two years as a guest of some of the rottenest members of the human race, but somehow comes out in one piece (more or less).

Back in Canada Andy remained in the RCAF, but never received another promotion. But he always loved airforce life and became a founding member of the Canadian Fighter Pilots Association. Mayhem to Mayday is a tribute to a great Canadian — you deserve a copy!

Larry Milberry, publisher

Notes about Picture Background and (by the by) a Visit to Toronto’s R.C. Harris Water Filtration Plant

Andy Michaluk waits in Spitfire N730MJ at the button of Runway 26. The background is appropriate, including the original Toronto Island Airport hangar built circa 1938. The vessel tied up beside it is the old Maple City, a former TIA ferry boat.

We were always taught in photography classes by the likes of Nick “NJW” Wolochatiuk to chose (or at least be aware of) the background in our photos. Background often needed to be neutral, we were instructed, so as not to distract from the central subject. There was a list of pointers about overhead wires and such, i.e., look out for what you really don’t want in your photo “back there”. On the other hand you sometimes wanted a certain background. If the subject was an Otter bobbing at the dock, composing your shot to include the Beaver taking off behind would be ideal. That usually took a bit of patience or happenstance. So background can polish your shot.

Back on August 29, 2003 I was with the gang down at Toronto Island Airport checking out the Canadian International Airshow action. There were a number of participants present from an American-registered Spitfire Mk.IX to the Canadian Harvard Aircraft Association from Woodstock. In the usual course of milling around with the gang, I soon got chatting about doing an air-to-air shoot with Spitfire pilot Andy Michaluk.

Andy takes his Spitfire over the Eastern Gap. Next he crossed over Cherry Beach, Ashbridges Bay, the Eastern Beaches, the R.C.Harris plant, then reached the Scarborough Bluffs. His Spitfire was built in 1943, fought with the RCAF, then served the Italian and Israeli air forces postwar. It eventually returned to the UK for restoration, flying again in 1988 and coming to the US in 2000. Its markings are those of the CO of 32 Squadron while stationed in Greece in 1944.

Originally from Baltimore, Andy had his commercial pilot’s licence by 1960, then joined the Maryland Air National Guard. He trained on the T-37 and T-38 at Williams AFB, advanced to the T-33 and F-86H at Nellis AFB, then flew the F-86H with the 104th TFS Maryland ANG from Baltimore. A later stint was on F-100s with the 136 TFS at Niagara Falls, NY. Andy wrapped up his ANG career on the AT-37 and left the ANG in 1977. Meanwhile, he had been flying for American Airlines. Starting on the DC-6, he moved on to such types as the Electra, 727 and 767, off which he retired in 2001.

In 1988 Andy restored an AT-6, which he painted in Maryland ANG colours. He later checked out on the P-51 and recently had added the Spitfire. After we briefed for our photo trip, we taxied out and departed on Runway 26, the Harvard leading. As we turned back eastward, over my shoulder I spotted Andy blasting off down R26.

He soon was sitting on our port wingtip as we passed over the islands, crossed the Eastern Gap and headed for the Scarborough Bluffs, which always make such a fine background for air-to-airs. Nearing the bluffs we flew over my neighbourhood — the Beaches. Then in seconds we were over Toronto’s magnificent R.C. Harris water treatment plant. I banged off a few shots as we moved along at 130 knots. This was a photog’s dream scenario! A few rolls of Kodacolor later and we were on final back at TIA, another great “Kodak Moment” happily noted in my little passenger log book.

Passing over the magnificent R.C. Harris water filtration plant at the east end of Queen Street. Not surprisingly, this property often is used as a movie set.

A few weeks ago photography sidekick Andrew Yee called to remind me that there was an upcoming open house at R.C. Harris. This was too good to miss, so on May 29, 2011 there I was at (instead of over) this great Toronto landmark. Designed in 1929, the Harris plant was constructed 1932-37 and finally opened in 1941.

The Harris plant from ground level in a view that features many of its architectural fine points.

The guidebook published by the City of Toronto tells the story of the place:

The architect was Thomas C. Pomphrey [whose] career revolved around water supply and treatment plants … Dubbing it “The Palace of Purification”, critics attacked the plant’s appearance as early as 1938. The use of rich materials like marble and bronze in the interior, plus the extensive limestone carvings on the exterior is … characteristic of the times. While unusual for Toronto’s utilitarian structures, lavish treatment was typical in water treatment plants built across North America prior to World War II… The R.C. Harris is the largest unified ensemble of Art Deco buildings in Toronto. Inside and out, the plant features stepped, or set-back, profiles and a wealth of flattened, geometric and highly stylized ornament in stone, brick and metal. The plant is an excellent example of how the Art Deco style (1925-40) could integrate Late Romanesque Revival and Modern Classical forms, which are represented by the round-arched openings in the filter Building and the simplified pediments and pilasters on the Pumping Station.

You’ll chuckle at the bit about the critics. Those often-clueless cases are always out there casting their stones. Toronto gave us the R.C. Harris plant 75- years ago, thank goodness, but where are the dopey critics today? Long gone, lucky us! Every community has its landmarks, which the hobby photographer can always have fun shooting — day or night, summer or winter, rain or shine. So have a look at what’s around you where you live or travel and get to it. If in Toronto take the 501 streetcar down to R.C. Harris and enjoy the many photographic possibilities.

Some of the pumps in the low-lift room. The larger ones bring in raw water from Lake Ontario, the smaller ones pump filtered water into the city’s distribution system.

The data plate on one of the big old pumps. Such detailed photography adds to the overall picture, if you are building up any sort of a story line — some photos are wide, others are right in close.

Another useful and informative close-up.

Many historic photos and artifacts add to the tour of the Harris facility. What well-rounded aviation fan wouldn’t enjoy a visit to such a remarkable urban treasure!

Peter Mossman is one of Canada’s great aviation artists. On July 30, 2011 he sent me some reminiscences of boyhood days during WWII at the Harris plant:

“I saw your piece on the waterworks in the east end–I grew up playing there. We had a sophisticated baseball club going urged on by a local retired pro player. We played football being careful not to tackle near the steel water tank covers, hockey down by the turbine building, and handball on the fountain terrace. We sleighed down the hill before they added the other wing. And soap box derby was held on the roadway. We also used to dive off the pier,  sun on the beach and fly our rubber powered model airplanes.

During the war, when my big brother was flying operations overseas, there was barbed wire and guards in huts to protect the place. Then one morning when I went for my walk with my 2 spaniels and it was all gone — the grass which had not been cut was up to my waste and I couldn’t see my dogs running through it! I could not begin to guess at the hours of my childhood I spent there. Never once did we get told to leave or go play somewhere else. You sure opened a floodgate of great memories. It’s funny, but we kids never knew the name of the place — it was always just “the waterworks” to us.