March 2011 Volume 45 Flypast Number 5
A Newsletter of CAHS Toronto Chapter Divisi Society on of The Canadian Aviation Historical http://www.cahs.ca/chapters/toronto CAHS Toronto Chapter Meeting March This meeting is jointly sponsored by CAHS 12, 2011 Toronto Chapter and the Canadian Air & Space Canadian Air and Space Museum, Museum- All CAHS / Museum members, Downsview Park Toronto guests and the public (museum admission Mezzanine Level Second Floor (NEW payable) are welcome to attend. LOCATION) Refreshments will be served Time: 1:00 PM "Landing Fee" of $2.00 will be charged to 65 Carl Hall Road, Toronto cover meeting expenses rd Information: Bob Winson (416) 745-1462 Next Meeting 3 Annual CAHS Toronto E-mail: [email protected] Chapter Dinner Meeting Saturday April 9, 2011 (See insert for details) Last Month's Meeting...... 2 Bar open 5:30 PM Dinner, at 6:30 PM Chapter News...... 8 Royal Canadian Legion Branch 527, 948 Sheppard Ave. West Toronto,
Speaker: Author and Historian Richard Banigan Topic: “Postwar Canadian Lancasters”
Flypast V. 45 No. 5 February Meeting As an author, Alan wrote an article on the Avro Canada Avrocar entitled, “The VZ-9V Avrocar Topic: “Light Sport Aircraft (LSA’s) in Flying Saucer,” that appeared in the spring 1993 Canada” CAHS Journal Volume 31, No. 1. In 2005 Alan Speaker: Alan C. Dares, B.A., C.T.M.,A.T.P.L., wrote and published a book on navigation, assisted by Gary Del Bel Belluz,A.M.E. entitled “Global Navigation, From Sailing to Reporter: Gord McNulty Space.” Alan currently owns the Canadian distributorship for SavageAircraft, a division of CAHS Toronto Chapter 2nd Vice-President, Zlin Aircraft of the Czech Republic. Models Secretary, & Archivist Neil McGavock include the Classic, Cruiser and Cub, all classed introduced Alan Dares of Toronto. Alan started as Light Sport Aircraft, but certified in Canada flying at the old Brampton Flying Cub location as Advanced Ultralight Aircraft and registered in 1965 on 65 horsepowerAeroncas without any as “C-l…” Alan also operates the Savage Bush electrics or heaters. He then moved to Flying Academy out of Bradford and Lake instructing at Toronto Airways, Buttonville, on Simcoe. Pilots are trained for floats, skis and Cessna 150’s and Piper Cherokees. He later tailwheel operations. became a bush pilot flying Cessna 180’s, Alan, in turn, introduced Gary Del Bel Belluz, Beavers on floats, Aztecs and DC-3s. Alan also of Toronto. Gary had his first encounter obtained a degree at the University of Guelph. with a light aircraft, a Piper Cub, in 1963 at He entered corporate flying with Airways Little Lake near Barrie. An Aircraft Training and Charter at Pearson International Maintenance Engineer (AME), he worked for Airport on Navajos and Aztecs. Joining Air Lambair in Thompson, Manitoba. He joined the Canada in 1978, he flew a variety of airliners company after Alan left Lambair in the mid- before retiring as Captain in 2008. 1970s. Gary worked on the DC-3, DHC-6 Twin
Cross Canada Century Flight Savage Cub at Sydney N.S. Airport. Photo - Alan Dares
2 Flypast V. 45 No. 5 and sold for $4,000 each. That was a lot of money in 1926! The Chummy featured side-by-side seating, a parasol wing, and a large windshield. The sides and the back were wide open because of the parasol wing. It flew very well, but sales didn’t materialize. Gordon died in a plane crash. C.G. decided to move the operation to Bradford, Pennsylvania, lured by incentives to set up industry there. Then the stock market crashed in 1929 and the Great Depression ensued. However, one of the investors in Taylor’s company --- oil well executive William Piper --- used an $800 investment with a friend to become a director of the Taylor company. Piper felt they had to produce a cheaper light aircraft, and he began working with Taylor to achieve that. The result was the Taylor E-2 Cub, a tandem two-seat aircraft, which bore a resemblance to what would become the Piper Cub. The original prototype had only 20 hp, and Speaker Alan Dares. Photo: Neil McGavock couldn’t get more than five feet high. Otter, and DHC-3 Otter at Lambair. A private pilot, Gary started on traditional small aircraft typically powered by a 65 horsepower Continental engine. He has gone “full circle” to Light Sport Aircraft and Advanced Ultralight Aircraft. Gary is currently finishing his instructor’s rating for the Savage Bush Flying Academy. Keen on radio-controlled models, Gary has a nifty RC Cub which boasts a wing span of about eight feet. There are three basic types of Savage aircraft: the Classic, the Cruiser, and the Cub. The Savage Cub has a remarkable resemblance to the PA-18 Super Cub. Gary began the presentation with an overview of the history of the Cub, one of the most popular and best- known light aircraft in aviation history. The Cub story began more than 80 years ago when C.G. Taylor designed a small two-seater called the ‘Chummy.’ Taylor was a self-taught engineer who ran a small aircraft factory with his brother, Gordon. C.G. was the inspiration for the operation, while Gordon, a demonstration pilot, handled sales. The Chummy was powered by a 90 hp radial engine, a heavy motor for a small Speaker Gary Del Bel Belluz. aircraft. It was also quite expensive to produce, Photo: Neil McGavock
Flypast V. 45 No. 5 3 Continental, in Detroit, solved the powerplant The idea was to train 20,000 college students problem with the 37 hp A-40 engine. The E-2 per year, with the government paying for 72 sold for about $1,300. Company brochures hours of ground school and 35 to 50 hours of touted the ease and romance of flying, being flight training. When World War II started in able to go anywhere you want in your small September, 1939, there was a huge shortage of airplane, and how general aviation was in military pilots in the U.S. CPTP graduates desperate need of a simple-to-operate, could go directly into military flight training. inexpensive airplane for the average man. As At its peak, the program had 2,500 flight Gary noted, these points remain very relevant schools and colleges across the U.S. The Piper today. Cub, with its tandem seating, was the trainer In 1931, the Taylor company went bankrupt and aircraft of choice. In total, 435,165 people William Piper bought all of the assets at trained in the CPTP, which ended in 1944, and Bradford. Piper took full control of the 80 per cent ofAmerican military pilots in World company in 1934. Taylor left with his share of War II learned to fly in a Piper Cub. the money and moved to Ohio, where he formed The remarkable success story of the Cub the Taylorcraft Aviation Company, which continued for more than 60 years until the became a successful operation. Several official end of production in 1994. The design hundred E-2 Cubs were built between 1930 and basically stayed the same. It was basically a 1936. Most were sold with the 37 hp engine. matter of adding more powerful engines to However, the aircraft was still more expensive improve performance. The PA-18 Super Cub than its builders liked. Vibration and reliability became the main production model in the early issues arose with the engine. The E-2 evolved 1950s. It initially was powered by a 90 hp into the improved J-2 with an enclosed cockpit, Continental, upgraded by the mid-1960s to a new engine, and different tail. In 1937, the 150 hp Lycoming. Many models and variants of Bradford plant burned down. Piper moved the the Cub are still flying today, and as Gary noted, entire operation, including 200 employees and they are worth big bucks. Almost 20,000 what was left of the manufacturing equipment, models of the Cub were built at Lock Haven, to Lock Haven, Penn. He found a bargain in an followed by another 10,000 Super Cubs. The abandoned old silk mill. Piper, an astute last Super Cub was built at Vero Beach, Florida, businessman often called the “Henry Ford of in 1994. Interestingly enough, Cubs were built Aviation,” built no fewer than 687 airplanes in in Canada by the Cub Aircraft Company in his first year, and the workforce doubled. In Hamilton. Thirty-four were built in 1936. 1938, Piper hit a jackpot with engines as three After World War II, Cub Aircraft built 187 manufacturers --- Continental, Lycoming and examples under licence from Piper. The Franklin --- all introduced modern, reliable company introduced a unique Canadian powerplants. The different types were offered version, the L-4B Prospector, a civil version as options on the new J-3, a design which based on the U.S. military L-4 version of the established the Cub as a legend. All of the bugs Cub. It was adapted for prospecting or were ironed out. The J-3 was light, camping. Gary displayed a photo of a share in comfortable, powerful, reliable and --- most the company. He said that 100 shares were importantly at the time --- was very worth $25 when they were on the market. These inexpensive. Piper was still offering it at $1,300 pieces of paper are now highly collectible --- ten years after the E-2 had sold for the same documents. In fact, one share is worth $400 price. today! The Civilian Pilot Training Program (CPTP), Gary noted the airfoil which C.G. Taylor announced by President Roosevelt on Dec. 27, originally chose for the E-2 Cub was so good 1938, was inspired by the European practice of that it continued to be used on every Cub until using government money to train civilian pilots. the last Super Cub rolled off the production line.
4 Flypast V. 45 No. 5 The same airfoil was used on other Piper aircraft inch tires. It will be theAcademy’s fifth aircraft such as the Aztec and the Pawnee. Today, all and Alan expects that it will be a lot of fun. It kinds of new manufacturers are building has flown in the Czech Republic and it will just variants of the Cub. Gary said he was surprised be a matter of assembling the parts after it is that Piper didn’t patent the Cub name, as it delivered. The assembly job will take about 2 ½ seems anyone can name their airplane a Cub. In days. AsAlan said with a bit of dry humour, you the United States, there is the Legend Cub, the won’t have to spend seven years in your Wag-Aero Cubby, the Cub Crafters Carbon Cub basement. The powerplant of the Savage (an extremely light aircraft, using a lot of carbon Classic is a 100 hp Rotax 912S. fibre in the airframe) and of course Alan’s favourite, the previously mentioned Zlin Savage Cub. One advantage that the old Cub had over the modern versions was its ability to land really slowly --- 26 miles per hour. Alan then took the microphone. He shared his enthusiasm about the experience of flying a taildragger, as taught at the Savage Bush Flying Academy. The Academy is a dedicated and unique flight school, specializing in back- country training and teaching pilots how to maximize the capability and performance of their Savage aircraft. Would-be pilots are USA Light Sport Aircraft Components & recruited off the street. Those who have never Basic Definition - Similiar to Canadian rules. flown before are given a 30-minute Photo - EAA familiarization flight. If they decide to pursue it, Alan outlined the differences between Light they can do a two-hour flight or a complete Sport Aircraft and Advanced Ultralight Aircraft flight course, which takes 20 hours. Alan said in Canada and the United States. Canada has that pilots who have flown a tricycle gear Basic Ultralight and Advanced Ultralight aircraft such as the Piper Cherokee face an categories, while the U.S. has a Microlight adjustment. An eight- to 10-hour course is category. In Canada, a pilot receives an required to make the transition to tailwheel Advanced Ultralight permit, while in the U.S. a aircraft. The Academy is open to aircraft pilot is given a Sport Pilot Licence. Alan noted owners, beginners and seasoned veterans. that “ultralight” is a bit of a misnomer, in that Interestingly, Alan noted that some beginners, people still envision ultralight aircraft as what after mastering solo flight, quit rather than he called “a lawnchair with a wing attached to it finish the program. “We’re trying to solve some and a bunch of aluminum tubes.” That kind of of these problems and reduce the attrition in the thinking, he said, goes back to when the concept flying clubs,” he said. of very lightweight, slow flying 1- or 2-person The Academy, just 45 minutes away from aircraft started to become popular around 1973. Toronto, provides bush flying training for Today’s aircraft, however, have advanced well southern Ontario pilots who would otherwise beyond that. have to train in the Far North at places such as The advantage of the Advanced Ultralight Red Lake and Sioux Lookout. Training is category in Canada and the Sport Pilot Licence provided for skis, floats, and wheels, from in the U.S. is that it reduces the instruction time snow, lakes and grass strips. Seaplane that is required in comparison to a private pilot’s operations are done from Lake Simcoe and the course. Alan noted that anAcademy trainee can Holland River. Another Savage Classic aircraft complete 27 hours of ground school training, will be arriving shortly, equipped with big 29- then 20 hours in the airplane. At this time of
Flypast V. 45 No. 5 5 year, the 20 hours can be completed on a ski- Quebec. equipped aircraft. The 27 hours of ground Alan encouraged everyone to visit theAcademy school training is similar to the recreational and try a 30-minute flight. The trip would start flying ground school course. It is a challenge to from the base in Bradford, with a stop for lunch teach student pilots everything they need to at Agnes’ restaurant, then ice fishing for perch know in just 27 hours, so lots of homework time on Lake Simcoe, and returning to the base. It’s a is required. lot of fun. Alan noted that Transport Canada The J-3 was a beautiful aircraft to fly, but it had basically leaves the Academy alone. The one disadvantage. An aspiring pilot had to solo Academy administers the exams, does the flight in the back seat, making it more difficult to read training and its own maintenance. The the instrument panel, because the fuel tank was operation is basically self-policing, as are all of located in the cowl. With modern versions of the the flight training schools across Canada. In Cub, all of the fuel has been located in the comparison, the U.S. has more complex, wings. The Savage Cub, for example, has 18 tightly-regulated LSA requirements. The U.S. gallons of fuel in aluminum tanks in the wings. requires a Certificate of Airworthiness, while A pilot can solo in the front, see all of the Canada doesn’t. Fire extinguishers are required instruments, easily reach all the controls, and in the U.S. They are not mandatory in Canada see over the nose of the aircraft while taxiing. but Alan noted that the Academy uses them in The other plus is that the cruising speed of the the aircraft. The U.S. also requires Electronic Savage Cub is 45 miles per hour faster. “Instead Locator Transmitters, while Canada does not. of sitting there flying around all day at 75 mph, TheAcademy uses Personal Locator Beacons to we cruise at 105,” Alan noted. The aircraft is send messages to 911 or search and rescue. As much more suitable for cross-country flying. In for the aircraft itself, the manufacturer has the fact, Alan flew the Academy’s Savage Classic final say in terms of the aerodynamics. The across the country with the Cross-Canada Academy doesn’t make any modifications to Century Flight, organized by John Lovelace, in the aircraft, which are treated as certified, when July, 2009 to celebrate the 100th anniversary of they arrive for assembly. They are put together powered flight in Canada. More than 100 with a laser gun, and once assembled, fly just aircraft participated. The Academy was fine out of the box. Alan said the aircraft are so fortunate to have received many sponsors to docile and stable that you could teach your cover expenses for the flight, all the way from grandmother how to fly one. Our speaker B.C. to Nova Scotia. answered a variety of questions. He noted the The need to find more affordable aircraft is an Academy can make changes to the interior of issue. In the U.S., some of the popular choices the aircraft, tie-downs, and winter gear --- as for sport aircraft cost around $160,000. In long as they don’t affect the aerodynamics. comparison, a nice, used J-3 Cub can be found Everyone enjoyed the presentation. Chapter for $45,000. The Sea-Rey amphibious LSA, an Treasurer Bob Winson, who started on 65 hp excellent aircraft, also powered by the Rotax Aeroncas recalled having “nearly frozen to 912, costs around $110,000. A good LSA death about three times” while flying in the trainer is the Evektor SportStar, another product drafty little airplane to Muskoka, presented of the Czech Republic. It has a low-wing, Alan with a gift in appreciation. Bob referred excellent visibility, tricycle gear and is powered the audience to one of the Toronto Chapter by the Rotax 912 as well. The Challenger is a websites, www.torontoaviationhistory.com > popular and versatile advanced ultralight. The go to “Aero Galleries”, then “Piston Engines”, airframe is made by Quad City Ultralight and you will find a six minute video on the Aircraft Corp. in Moline, IL, and distributed by Rotax engine. The Savage Bush Flying National Ultralight in Canada.An annual winter Academy website will be added. fly-in of Challengers is held at Montebello, ***
6 Flypast V. 45 No. 5 Neil McGavock mentioned that the Canadian 6 cabin biplane flown out of the old Sky Air & Space Museum (CASM) has asked the Harbour seaplane base on Hamilton’s bayfront. Toronto Chapter if we would like to have a He often visited Mount Hope Airport with his display booth at the 6th Annual Toronto Wings & father and watched aircraft such as the CF-100 Wheels Heritage Festival at the CASM, May 28 and the North Star at annual Air Force Day and 29, 2011. We will need volunteers to staff shows hosted by Hamilton’s 424 (Tiger) the display and anyone who is interested can Auxiliary Squadron, which flew P-51 Mustangs contact members of the Chapter executive. until late in 1956. The CASM received a special present in A member of 62 Squadron of the Air Cadets, December with the generous donation of a de Gord enjoyed rides in a 424 Sqdn. Otter and a Havilland DHC-1 Chipmunk, G-AKDN, that is Dakota at summer camp in Trenton in 1962. In being retired by David Gillespie and James 1963, he enlisted in 16 Wing RCAF Auxiliary, Brooke of Saskatoon, Sask. This aircraft, Serial only to be honourably discharged in 1964 when no. 11, one of the oldest surviving Chipmunks in RCAF Station Hamilton was closed as part of the world, was the main feature at the first defence cuts. Wings and Wheels in 2006. It is expected to On a tip from his guidance counsellor at arrive in time for this year’s event. Westdale Secondary School, Gord enrolled in The 2011 festival will celebrate various journalism at Ryerson Polytechnical Institute Canadian aviation milestones including, among (now Ryerson University) in 1965. He others, the 70th anniversary of the BCATP and graduated with honours in 1968, beginning a the 25th anniversary of the formation of newspaper career that continued for 38 years. Bombardier Aerospace. Canadian Forces, Gord lived and worked in six different cities in vintage, warbird and other aircraft are expected Ontario. He started at The St. Catharines as part of a fly-in. For further information, visit Standard. Once, in 1968, he flew in a Tracker www.wingsandwheelsfestival.com out of Trenton in a rehearsal for the CNE Air Volunteers are needed to help with an extensive Show. Simulated torpedo attacks over the outreach effort to all aviation-related Toronto waterfront quickly made Gord airsick. communities, from modellers and collectors to The experience provided a good story, however, aircraft operators and aviation schools. Contact headlined: “Flying Reporter Loses Lunch As Ken Swartz, Business Development & Tracker Put Through Paces.” The media Marketing/Communications, CASM. contingent flew on a Cosmopolitan for the flight Mobile, 416-836-7094; email, from Downsview to Trenton and back. [email protected] or In 1970, Gord joined The Windsor Star, where [email protected] he wrote occasional aviation stories. He became *** friends with Spitfire owner/pilot Don Plumb, who gave Gord a ride in his P-51 Mustang, CF- Spotlight on a Member: Gord McNulty USA. In 1973, Gord joined The Hamilton Anative of Hamilton, Gord developed a lifelong Spectator, where he worked for 32 years as a interest in aviation under the tutelage of his reporter, editorial writer and copy editor --- father. Jack McNulty, a renowned historian and including postings to Queen’s Park and photographer, who had one of the largest private Parliament Hill. He flew in many types of collections of photos of civil and military aircraft including, among others, a Bell 47, C- aircraft in Canada and was an early member of 130 Hercules, Caribou, Dash 7, Twin Otter, the CAHS. Gord enjoyed his first flight in the Saunders ST-27, a Norseman at the Red Lake mid-1950s in a Piper Super Cruiser seaplane Norseman Festival and even the Goodyear flown by family friend Joe Reed at Trout Lake in Blimp on one of several trips to EAA Air North Bay. Ventureat Oshkosh, Wisconsin. Gord also enjoyed a ride in a classic Waco ZQC- Gord once covered a forest fire in northwestern
Flypast V. 45 No. 5 7 Ontario for the Spec. Arriving in Dryden, he distinguished military and civilian life. and a Toronto Sun photographer rented a Cessna 180 seaplane to get to the action. The pilot Arnie Clarke, passed away at the age of 75 in proved to be far too overconfident. He became December, 2010 due to the effects of cancer. As lost in dense smoke over the massive fire and most of you will remember, Arnie, along with came dangerously close to a Canso water fellow pilot Steve Joy brought the “Miss bomber. The Cessna pilot, ordered to land Veedol” replica to Toronto at the time of the immediately, was then arrested for violating 2005 CNE Airshow. They were preparing the restricted air space. Gord, happy to have replica for a round-the-world flight to duplicate survived a white-knuckle ordeal, returned to the historic 1931 Pangborn – Herndon flight. Dryden on a dusty bush road in the back of a Former Chapter President, Howard Malone, pickup truck…just another day at the office! hostedArnie and Steve during their short stay in Gord interviewed some of Hamilton’s best- Toronto and also provided valuable flight known air force veterans for The Spectator’s VE planning information to them. From Toronto Day 60th anniversary issue in 2005. He retired Miss Veedol proceeded east to the Maritimes in in 2006. He enjoys aircraft further preparation for the round –the- world history/photography and membership in a wide flight attempt. Arnie as a fighter pilot in the variety of aviation organizations and museums. U.S. Air Force flew 385 combat missions while A CAHS member for more than 30 years, Gord serving four tours of duty during the Vietnam is the regular reporter for the Flypast. He was War. He was part of a group of elite, tactical first asked to report, occasionally, on Toronto fighter pilots. He was awarded the Silver Star Chapter CAHS meetings in the late 1970s by and Air Force Cross for his heroic actions M.L. (“Mac”) McIntyre, then Secretary. At that supporting and rescuing others during the war. time, the Chapter had a panel of writers. Gord He was shot down and rescued twice. He also also has a keen interest in birding, conservation survived four airplane crashes as a civilian pilot. and the environment and is currently Director- at-Large of the Hamilton Naturalists’Club. Arnie retired from the U.S. Air Force in 1981 *** and moved his family to Wenatchee, Chapter News March 2011 Washington and accepted the job as manager of the Pangborn Memorial Airport. He retired Folded Wings from that position on December 17, 2003 which As mentioned in the February “Chapter News” marked the 100th anniversary of the Wright the following is an account of Arnie Clarke’s Brothers historic flight. Arnie was involved in many local civic groups including Rotary International and the Experimental Aircraft Association. He also built his own plane, a Glastar high wing monoplane, and was deeply involved in the engineering, building and flying of the Spirit of Wenatchee project. He had hoped to fly that plane, an excellent replica of the Miss Veedol flown by legendary pilots Clyde Pangborn and Hugh Herndon, to Japan and then to repeat their historic flight across the Pacific. Miss Veedol Pushback at City Centre Airport Unfortunately, the project organizers could not Photo: R. Winson Note 1: The left rear raise enough money for the flight, but the plane window is missing due to inflight loss because was ultimately transported to Japan by ship in of a cameraman’s action.Note 2 : Pushing on 2010 for a series of exhibitions. “Arnie was an the left strut is Toronto Chapter member, Neil incredibly humble man considering his wartime Macdougall.
8 Flypast V. 45 No. 5 exploits and he was a truly engaging human. It The Chapter has received a request from Mr. was a privilege to have met him, stated John Bertram, an independent film producer Howard”. based in Toronto. John is currently working on a Files provided by Howard Malone film about airplane enthusiasts of every variety (spotters, photographers and modellers). At Messages from the President this time he is seeking information about a family member, his wife’s great uncle T/Sgt. April 2011 Dinner Meeting Thomas L. White (AS #32550295), who served Author & Historian, Ted Barris, will be our as a B-24 radio operator and waist gunner with speaker for our 3rd Annual Dinner Meeting to be the 15th US Air Force’s 485th Bomb group (829th held on SaturdayApril 9th . Please mark this date Squadron) based in Venosa,Italy. Sadly, he was on your calendar and come out for what will be a killed in Sept. 1944 when his plane was shot most enjoyable evening. Your Chapter down close to his 50th mission. John is seeking Executive are working to make membership in any information relating to his great uncle’s the Chapter a rewarding experience with events training as a radio operator and waist gunner in like this , please help us in that goal. Details are the Army air Corps, the 485th BG base in Italy in the attached insert. and the actual missions flown in the B-24 Liberators (the G, H and J models). If you have Doug MacRitchie Memorial Scholarship any information, John can be contacted at…. 2010 The 2010 recipient of the Doug MacRitchie Email: [email protected] Memorial Scholarship at Centennial College in Tel: (416) 486 – 2486 the Aircraft Maintenance Program was Mr. Cell: (416) 702 – 2486 Sanghee Lee. Centennial College asked Mr. Lee to express in his own words how the award has View and enjoy his website at www. impacted him. His words are as johnbertram.ca/PlaneCrazy follows…..”This scholarship will be helpful to me, not only to George Topple, Chapter President buy a machine tool for future jobs but also to give a valuable lesson to my young kids” “Thanks a lot for allowing me t o g e t t h i s scholarship” “ A l l o f m y efforts will be Grave of Thomas L. White. Photo: J. Bertram dedicated to train for future B-24 Liberator a v i a t i o n Bombing Romania i n d u s t r y July 3, 1943. Photo: development” T-Sgt Thomas White Request for Mr. Sanghee Lee. Information Photo Centennial college
Flypast V. 45 No. 5 9 Directions to the Canadian Air & Space Museum
By TTC: From the Downsview Subway Station take Bus 101 (Parc Downsview Park) which enters Parc Downsview Park and stops right at the museum’s front door. Time enroute is 10 minutes.
By Taxi: Take the TTC Subway to the Downsview Subway Station and take a taxi from there. It will cost around $9.00 one way, but it is a good option for tourists as the taxi will take you directly to the museum.
By Car: From the 401 Hwy East or West, exit at Keele Street North. Turn right on Sheppard Avenue, and follow Sheppard to the entrance of Downsview Park (first traffic lights). Turn right into the park (onto John Drury Drive) until you reach Carl Hall Road. Turn left at Carl Hall and continue east over the railway tracks to the Museum, which is on your right hand side. Parking is available at the front of the Museum. If you continue past the museum and turn right there is a large parking lot at the rear of the museum.
CAHS Toronto Chapter Executive 2010 -2011
President: Dr. George Topple 1st Vice-President: Sheldon Benner 2nd Vice-President, Secretary, & Archivist / Treasurer / Historian: Neil McGavock Memberships: Bob Winson
Directors: Murray Jolliffe Flypast Reporter: Gord McNulty Donald Lawrence Flypast Editor: Matt Clark Contacts
President [email protected] Programs / Meetings / Membership Information [email protected] (416) 745 - 1462
Websites - www.cahs.ca/chapters/toronto www.torontoaviationhistory.com
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