Volume 43 September 2008 Number 1

http://www.cahs.ca/chapters/toronto.

Canadian Aviation Historical Society This meeting is jointly sponsored by CAHS Toronto Chapter Meeting Toronto Chapter and the Toronto September 20, 2008 Museum- All CAHS / TAM members, guests Meeting starts at 1 PM and the public (museum admission payable) are -Under the Glider- welcome to attend. Toronto Aerospace Museum, 65 Carl Hall Refreshments will be served Road, Toronto “Landing Fee” of $2.00 will be charged to cover meeting expenses Next Month’s Meeting October 18, 2008

Last Month’s Meeting ...... 2 Footnote to the meeting...... 9

Chapter News – September 2008 ...... 9 Folded Wings ...... 9 Canadian Centennial of Flight ...... 10 Chapter Election Results ...... 11 New 60 Day Rule ...... 11

This Month’s Topic: Memories of a CF-100 (Clunk) Crew. Speaker E. Scott Maclagan

1 Flypast V. 42 No. 7 Last Month’s Meeting true was developed in Britain. Frustrated by years of government indifference, May Meeting Frank Whittle --- a former RAF pilot --- German Jet Fighters of World War II successfully started the prototype W.1X jet Reporter: Gord McNulty engine on April 12, 1937. A new age was secretly ushered in. At the same time in An excellent video on jet fighters of Germany, flight tests of a hybrid, rocket- the Second World War, featuring rare footage, powered He 112 were receiving was presented by CAHS Toronto Chapter strong government backing. The Nazi regime Secretary-Treasurer Bob Winson. The video was eager to utilize new propulsion systems. dramatically illustrated the surprising Four He 112s were modified to test the advancements in jet technology that the German prototype rocket motor, but only one war machine accomplished, especially in 1944 successfully flew. Throughout the 1930s, and 1945, despite the tide of war turning in German designers skirted around favour of the Allies. restrictions imposed by the Treaty of The best-known of the Luftwaffe jets --- the Versailles. A thinly disguised fighter like the twin-engined fighter --- Heinkel He 17 Blitz posed as a high-speed mail ushered in a new era, revolutionizing aviation. plane. As Hitler gained control, advances in If it had arrived just a year earlier, it could aviation were secretly promoted. Emphasis was perhaps have altered the outcome of the war. placed on speed. New propulsion systems were When it first entered combat in 1944, the Me developed. The loophole in the treaty was that 262 was the world’s most advanced combat in 1919, jets and rockets seemed only distant aircraft. In the hands of an experienced German dreams. Unknown to Germany’s neighbours, combat pilot, the Me 262 was invincible. The engineer designer Hans von Ohain, under Ernst aircraft inspired awe and terror among the Heinkel’s patronage, had already developed an Allied pilots who first saw it. The 262 advanced jet engine. On August 27, 1939, his introduced not only twin jet power --- two device lifted the tiny Heinkel He 178 skyward. Junkers Jumo engines of 2,000 pounds thrust This was the first successful jet-powered flight each --- but also swept-wing technology that in history. was far ahead of its time. With a top speed of 540 mph, it could outpace anything in the sky. The seeds of jet propulsion went back to the turn of the century. Attempts to utilize turbine generating technology originated in 1910. Inventor Henri Coanda designed a biplane employing a primitive ducted-fan type of turbine. It was exhibited at the Paris Salon Aeronautique. On its maiden flight, the strange little aircraft burst into flames and crashed. Following World War I, turbo-superchargers enhanced piston engine performance, enabling fliers to set new world altitude standards faster Only a few days later, the world was plunged than the record books could log them. The first into another world war. Hitler entertained

Flypast V. 42 No. 7 2 hopes of quick victories, using air power. 1941, the Gloster took to the air in the first German forces swept through Europe and Hitler flight made by an Allied jet. However, the saw no need for better or faster aircraft, as the Heinkel 280 was years ahead of the British jet. Luftwaffe remained unchallenged. But the tide In a trial fly-off, it completely outflew the changed when the Royal Air Force defeated the Luftwaffe’s best propeller-driven fighter. Luftwaffe in the Battle of Britain. In Gemany, Although it had other advanced features such cries went out for a new, stronger, faster air as an ejection seat, problems with the 280’s force. Attention turned to the jet. The world’s performance and range, combined with the fact first successful twin-, designed that Heinkel was in political disfavour, killed specifically as a fighter, was Heinkel’s He 280. any chance of the 280 becoming the world’s ’s passion for high-performance first operational jet fighter. That honour was aircraft created a long line of “firsts” in jet captured by the Me 262. aviation. The He 280 was first flown in 1940 as While it lacked some of the sophistication of a towed glider, with dummy jet nacelles. These the Heinkel jet, the 262 had a formidable image unpowered flights were made because of the late with its two moderately swept wings and two delivery of jet engines --- Heinkel-Hirth Junkers Jumo 004 jet engines slung below. The of 1,300 pounds thrust each. During shark-like fuselage gave it a look of lethal World War II, the Luftwaffe emphasized ease of elegance. The first four prototypes were tail- maintenance, and the He 280 wasn’t any draggers, with the long nose pointing skywards. problem in that regard. Early German jet It looked fast, even when standing still, and engines, strained to the limit, weren’t expected Messerschmitt built the airframe to be rugged to have a long life span. They were designed and and dependable. Like the He 280, the Me 262 made with the utmost simplicity. The result was was designed for ease of maintenance --- an engine that could be quickly replaced. A mandatory for an aircraft destined to operate panel on the outer surface provided ground from primitive airfields under combat crews with easy access to the engines, which conditions. The Junkers engines could be were surprisingly light compared to their piston- readily worked on or replaced. Fuel and powered counterparts. The Heinkel displayed electrical systems were easily reached by superior workmanship, highly refined panels located in the fuselage. The 262 aerodynamics, and rugged construction. When blended sophisticated state-of-the-art the 280’s engines functioned properly, the technology and simple design. Because the jet aircraft was a pleasure to fly. Like most early engines weren’t ready for the first flight trials, jets, the 280 was somewhat underpowered and a 700- horsepower nose-mounted piston engine had a notoriously short range. It first flew by jet was used instead. Finally, in July 1942, the power on April 7, 1941. The 280 was at that third Me 262, powered by two long-awaited time the world’s most sophisticated and Jumo jet engines, was ready to fly. The first advanced jet aircraft. successful flight of a jet-powered 262 was on In Britain, meanwhile, Frank Whittle worked July 18, 1942. The engines were deemed frantically on the first of two prototype Gloster flightworthy and with Group Captain Fritz E.28/39s, a research aircraft which was to test Wendel at the controls, the 262 took to the air. Allied jet propulsion theories. Simply Wendel described the turbojets as running like constructed, the airframe was built to clockwork and said it was a sheer pleasure to accommodate Whittle’s jet engine. In May, fly the new machine. The test flight was not

3 Flypast V. 42 No. 7 without incident, however. On touchdown, fuel labourers, it was a simple, yet ingenious that had accumulated in the bottom of the left aircraft. The fuselage consisted of separate engine nacelle burst into flames --- a dramatic components, quickly and easily assembled. As incident captured on film. However, damage a unit, it could be removed from the wing and was slight and the aircraft flew again that same repaired and replaced in the field. The nose day. package, housing the landing gear and the In the United States, the race for jet power had aircraft’s weapons, could also be removed as a not gone unnoticed. The Bell Aircraft Model 27, self- contained unit. The Me 262’s four 30- later known as the P-59 Airacomet, was mm cannon had pneumatic cocking and were powered by two General Electric turbojets based fired electronically. The two upper cannon on the original Whittle engine from Britain. carried 100 rounds each and the two lower Within a year the aircraft was ready for testing. ones, 80 rounds. At the tip of the nose, the 262 It was transported by rail to Muroc Army housed a combat camera to record the fate of Airfield in the California desert. On Oct. 1, its victims. The 262 first tasted action in April, 1942, with Bell test pilot Bob Stanley in the 1944, while it was still part of a test squadron cockpit, the XP-59 took to the sky in the first which was to form the world’s first all-jet flight of an American jet aircraft. operational fighter group, “Kommando” Unfortunately, performance was not markedly Nowotny, named after one of the Luftwaffe’s improved over piston-engined aircraft of the leading fighter aces. It was equipped with 30 day. Nonetheless, limited production of the of the new fighters. Airacomet began. Bell went on to build more than 60. Back in Germany, the 262 was modified. Messerschmitt designers, emulating the competing He 280, adapted the aircraft to a nosewheel configuration to overcome problems with the taildragger including bad visibility during takeoff and landing. The wings blocked Image courtesy Bob Aikens airflow to the tail, and the thrust angle of the jets In June, 1944, the 262 drew blood for the first made takeoff even harder. The nosewheel time when two P-38 Lightnings and a de would iron out these problems. But it also Havilland Mosquito fell victim to 262 guns. proved to be the aircraft’s Achilles heel. Poor Another “Mossie” survived, returning to tire design and a weak strut assembly led to England with photographic evidence of the jet numerous accidents. In fact, the strut was so fighter. The Nowotny group’s first jet was lost weak that even the slightest impact could lead to in combat when an unsuspecting pilot was catastrophic failure. The landing gear was jumped by an American P-51 Mustang. raised and lowered hydraulically. In the early Pilots accustomed to piston-engined aircraft 262s, the main gear was deployed by gravity. found the 262’s traditional stick, with the gun The pilot would use a sideways yaw movement trigger at the top, comfortably reassuring. The and the airflow to lock it down. 262 carried a lethal combination of firepower In most regards, the “Swallow” as it came to be and safety was crucial in the field. Stockpiles known, was a marvel of German engineering. of high explosives and volatile aviation fuels Easily built by relatively unskilled German made the airfield a dangerous place. The jet

Flypast V. 42 No. 7 4 was easy to support, and didn’t require the were imperative. Unless the slats worked in highly refined fuels of piston engines. Instead, perfect unison, the pilot would lose control it simply tanked up with J-2, a specially brewed entirely --- especially during landing and version of diesel oil. takeoff. The 262’s four fuel tanks took 655 gallons of The groundcrew had painstaking work to the precious liquid. The aircraft was well prepare the aircraft for flight. All controls were designed for a fast turnaround. At the closing manually and visually examined. As this went stages of the war, some U.S. pilots had been on, other Luftwaffe personnel replenished asked to fly some captured 262s. They were critical fluids, checked tire pressures, double- impressed with the speed and ease of checked the gun safety switch, and maintenance. Each jet engine had a small 10 implemented other tasks with thorough horsepower internal starter motor that ran on precision. Overlooking the slightest detail two-stroke fuel. This apparatus made the 262 could prove fatal to the men in the air. These independent of auxiliary starting units. The aircraft, after all, were built in difficult wartime starter motor was located in the intake bullet at conditions. Surprisingly, maintenance of the jet the front of the engine. Each of the starter fighter wasn’t much different from that of most motors could be electronically triggered from other World War II combat aircraft. German the cockpit, or if that failed, manually started field conditions near the end of the war were with a D-ring and pull cable mounted in the anything but ideal, but the Me 262 was just as bullet, rather like starting a lawn mower. Once rugged as many of the Luftwaffe piston- the engine was turned over, the groundcrew engined aircraft. However, foreign objects started their daily ritual, inspecting the intakes were frequently sucked into the engine intakes for debris and checking the compressor section, and intake covers were made mandatory to turbine and blades. Next came the exhaust prevent the hazard. A nosewheel towbar was nozzle assembly, and exhaust bullet. Ahead of used whenever the aircraft was moved around the exhaust bullet was the exhaust turbine, the field. It was made extra secure by cables which was checked very closely too. Damage of attached to the main gear struts. The cables any kind to these delicate parts required spread the towing load and reduced stress on immediate repair. The aircraft featured several the fragile nose gear strut assembly. The Me innovations. The vertical fin and rudder were 262 could operate over a wide variety of terrain unusual because they came equipped with a trim and in all kinds of weather. tab, manually controlled from the cockpit. A Elite pilots chosen to fly the Swallow found it small mechanical indicator let the pilot know an extraordinary experience. Virtually all of the just what position the trim tab was in. The pilot 262 pilots were experienced combat flyers. adjusted the horizontal stabilizer by hand as Instruction centred on the quirks of the tricycle well, vital to controlling an aircraft travelling at landing gear and the temperamental nature of such rapid speeds. In an attempt to tame the Me the jet engines, which had to be started with 262’s high landing and takeoff speeds, the exceptional care. Starting the engines was an aircraft was equipped with free-floating leading- involved process. First, a small two-cycle edge slats which greatly improved the wing’s starter motor kicked in, and the main turbine poor lift characteristics at slow speeds. The spooled up. Once 800 to 1,000 rpm was slats, mounted on ball bearings, had a tendency achieved, the electrical emission system was to stick. Ground checks to prevent the problem turned on. At 2,000 rpm the starter engine was

5 Flypast V. 42 No. 7 Jumo 004 engine with 2 stroke starter motor sitting below. Photo courtesy Bob Winson and Wings of Eagles Museum disengaged, and at 3,000 the throttle was moved Gunther Rall, the Luftwaffe’s third-highest to the idle position. When running, the main scoring ace with 275 kills, noted the 262 was a engines were rated at nearly 2,000 pounds of very heavy aircraft and not too manoeuvrable, thrust each, with a turbine speed of 8,700 rpm. so the Luftwaffe took steps to protect the jets Me 262 trainer jets weren’t available until late when they were taking off and landing, with in the war, so the pilots’ first jet flights were overflights by Fw 190s and Me 109s. Rall was always solo --- a daunting prospect for even the impressed with the radio on the 262, noting most seasoned aviator. Instructors remained in that it was exceptional in receiving radio contact throughout the flight. The transmissions clearly and quietly, free of the performance of the 262 amazed Luftwaffe background noise pilots, who found it stunning to fly at speeds common on conventional fighters. exceeding 500 mph. Pilots had never flown an At the time of the Me 262’s appearance, the aircraft so fast, even during maximum- world’s piston-engined aircraft speed record performance dives. On the other hand, the slow stood at 469 mph. The Swallow broke that throttle response of these aircraft caused mark nearly every time it flew! With this problems, especially during takeoffs and vastly improved weapon, the Luftwaffe hoped landings. Whereas propeller-driven aircraft that it win back the skies and save the Third reacted instantly to throttle movement, jets Reich from destruction. The D-Day invasion, demanded that the pilot think well ahead. however, forced Hitler onto the defensive.

Flypast V. 42 No. 7 6 Instead of employing the 262 for defence, he Jumo engines by equipping the Blitz with four was obsessed with the idea of revenge and BMW turbojets. The 262’s logistical attack and insisted that his powerful new fighter problems, meanwhile, became a nightmare. be used as a bomber ! This mindset only moved Hitler’s stubborn insistence on turning the 262 Germany one step closer to ultimate defeat. into a bomber only compounded the trouble. Renowned Luftwaffe ace Adolf Galland was Britain’s twin jet-engined Gloster Meteor, convinced that the 262 was a generation ahead meanwhile, had a layout similar to the 262 but of any fighter in the sky. He argued with it was much less sophisticated. Powered at Marshal Goering that production should various times by a variety of Rolls-Royce concentrate on the Fw 190 and the 262 only. No engines, it saw limited action during the last other aircraft, Galland contended, were as year of the war and was only marginally essential to the defence of Germany. Hitler, effective. In July, 1944, Meteors embarked on however, fanatically insisted that the 262 be their first sorties against V-1 flying bombs, used as a bomber. recording their first V-1 kill on July 27. Within weeks of the Normandy landings, other Meanwhile, the 262s that finally saw action as advanced instruments of terror were thrown fighters slashed through Allied bomber against the Allies. One of the most infamous formations at unparalleled speeds and were weapons of vengeance was the V-1 flying bomb, superior to every Allied fighter. Germany’s an unpredictable and deadly instrument that fate had already been sealed, however, ending heralded the beginning of a new kind of warfare. any chance of the 262 preventing the Allied Equally impressive was Messershmitt’s victory. In a final act of defiance, Luftwaffe revolutionary interceptor, the rocket-propelled pilots torched their own aircraft. Me 163 Komet. It was capable of near sonic By the spring of 1945, Germany’s military speeds and boasted spectacular climb rates. might had been crushed. As the Allies These weapons, however, were too little, too advanced deeper, they discovered exciting new late. The experimental nature of aircraft like the technologies hidden throughout Germany. Me 262 and Me 163 complicated production, Technology retrieval teams like “Watson’s which in turn was disrupted by pounding from wizards” scoured the countryside in a trusty old Allied bombers and victories by Allied armies. C-47, earmarking advanced German aircraft Given the destruction by round-the-clock and weaponry. U.S. teams worked fast, and bombing, the 262 probably could not have encroaching Soviet forces added to the urgency entered service any sooner than it did. of recovering remaining 262s. In fact, By late 1944, defeat was inevitable. Somehow, Germans helped with recovery of the 262s, the overstretched German aircraft industry which they were very proud of. The allies continued to produce more leading-edge aircraft quickly exploited the technology. Pilots who --- including the Blitz, a short- flight tested the 262 were astounded by many range attack bomber and reconnaissance aircraft aspects of the 262 and its engines. The powered by the same Jumo 004 engines on the Germans were so far advanced that they were 262. A composite of some of the most even testing an air-to-air missile that was to advanced technology in the world, the 234 equip the 262. Another model, built for high- competed for production with the 262. It soon speed research, was modified with a special bled dry the already anemic jet engine supply. low-drag canopy. Yet another model had a Efforts were made to bolster the number of rocket engine in its tail to boost takeoff and

7 Flypast V. 42 No. 7 Heinkel 162 Volksjager. Photo courtesy of Bob Winson and Wings of Eagles Museum climb. Our thanks to Bob Winson for presenting this A last-ditch attempt to produce an emergency outstanding video. fighter came with the Heinkel 162, known as the Volksjager (People’s Fighter). It was intended for mass production by semi-skilled labour from non-priority materials, but only 116 were completed by war’s end and it did not see operational service. More Me 262s were recovered by the Allies than any other Luftwaffe jet and nearly all of the pilots who flew the 262 extolled its virtues. Billionaire industrialist Howard Hughes acquired a 262 and planned to enter it in the Bendix Trophy Air Race after the war. The idea was rejected by officials who feared that the vintage German jet would outrun its competition. The legacy of the 262 was reflected in fighters like the F-86 Sabre. Much of its wing technology was acquired from a 1942 design for a fully swept wing 262. It converted the F-86 from what would have been a mediocre aircraft into a great transonic jet. Although the 262 flew for the Luftwaffe, it was the most formidable aircraft of World War II.

Flypast V. 42 No. 7 8 John E. Ball (#4184), known to most as Jack, of Toronto passed away May 2007 at the age of 91. He was married to his wife, Muriel, for almost 70 years and had a son Gary and a granddaughter Karen. He was also a former member of Britain’s Air Transport Auxiliary (ATA). For several years he worked at deHavilland before starting his own company, Technical Enterprises Limited – owner, president & CEO for over 50 years. He was well liked by everyone and will be surely missed to all those who knew him. prepared by Karen J. Ball, granddaughter

Ralph D. Beattie (#3958) Ralph passed away May 28 in his 91st year. He was a former long- time chapter member. Ralph served overseas with the RCAF during WWII leading to a lifelong career in aviation. He was initially an air traffic controller for Transport Canada and then was appointed Chief of Air Traffic Control Procedures for Canada. He had a strong interest in the history of ATC in Canada and was also a noted storyteller. Footnote to the meeting. files from the Guelph Mercury & CAHS Chapter Director April Tredgett decided to retire at the end of her two year term and did not stand John Thomas Brown (#3706L) On May 5, for re-election at the meeting. Chapter members 2008 the Toronto Chapter of the CAHS lost a have certainly received a major bonus benefit long standing member when John Brown died from the dedicated work April put into her peacefully in Scarborough Centenary Hospital. excellent preparation of the refreshment table John was my friend from a very young age. for many years. April was presented with a Even though he was three years my junior, we bouquet of flowers (see photo) from Chapter got to know each other when we were kids at President Howard Malone at the beginning of Kimberley Public School in Toronto’s east end. the meeting for a job well done! We came to be good friends for a few years, but as kids do we drifted apart when we went along different paths through high school. After the war, we got back together again Chapter News – September 2008 because of an annual get together called “The Wayland Gang Re-union”, named after the Folded Wings street on which most of us lived during the 20’s We are sorry to report that we recently lost the and 30’s leading up to WWII. We both following members and former members; attended and continued to attend until 2007.

9 Flypast V. 42 No. 7 When we had our 2008 Re-union on May 22, Ken spoke to the chapter about his wartime John had left us behind. Those of us that were adventures as an “Ack- Ack” gunner in there shared a moment of silence and good September, 1997. Ken emigrated to Canada in memories. 1950 and settled in London, Ontario. Ken was I also got to share time with John at CAHS the chapter’s most devoted long distance meetings over many years when we discovered commuter attending the meetings by means of we had both become members of the Toronto a two-way bus ride from London. Ken even Chapter. John was always busy as a member of attended the infamous “snowstorm of the the chapter executive. And during those years, century”( until this past March 8th !) meeting John came flying with me in my Piper Cherokee held January 9th . 1997. files from George on a few occasions. The most memorable of Georgas those aerial jaunts was in late July 1991. I had already been to the EAA AirVenture at William James (Bill) Kennedy (#1727) Bill Oshkosh, Wisconsin on several occasions. passed away after a lengthy illness. Bill’s Along with another friend, John joined us on service with the R.C.A.F. in WWII kindled an this special trip. As with all who go there for the enduring love and respect for aviation that first time, John was just about speechless as he continued throughout his career as an employee took it all in. On the flight there and back John of Aircraft Appliances and Equipment. He was spent time in the right seat of C-FXCO and I a long-time chapter member and also a member invited him to take the controls from time to of the Royal Canadian Air Force Association time. He flew well and it was apparent that the and many other aviation organizations. files old skills had not stayed buried too deeply! He from Don Evans had trained as a pilot in the wartime RCAF and when the war was over he retired as a Flight Ross Smyth (#0900) Ross passed away on July Lieutenant. 31, 2008. Ross was a long-time CAHS John will be missed by family and friends but National Director, author of several aviation we may rest assured he is flying high with the historical books and numerous articles for wind beneath his wings. I was honored to speak COPA’s magazine. He had been a 37 year at his memorial service and finished my remarks employee of TCA and Air Canada in the areas with a reading of John Magee’s “High Flight” of flight dispatch and public relations. Ross that he ended with the words----‘Put out my also championed the cause of having pioneer hand, and touched the face of God’. It seemed Atlantic flyer Errol Boyd inducted into the appropriate to leave that thought with those who Canadian Aviation Hall of Fame. were gathered to celebrate John Brown’s life. Unfortunately, this task was not completed. Lou Wise Ross had also spoken to the Toronto Chapter on several occasions. files from CAHS Kenneth J. Jennings (#3424) Long-time website and chapter files chapter member Ken Jennings was born in Wimbledon, England and served in the British Canadian Centennial of Flight Army in WWII in the 92nd Light Anti-Aircraft On the first page is a reproduction of The Regiment. He served in England, Scotland and Canadian Centennial of Flight Project logo. Wales before landing on “Sword Beach” during The national project Headquarters in Kanata the Normandy invasion with the Allied Forces. (Ottawa) will act as a clearing house for all

Flypast V. 42 No. 7 10 activities and events that will take place throughout Canada in 2009. The CAHS will be a member of the board of directors for this year long project.

Chapter Election Results The Annual Chapter Business Meeting and Elections were held at the May 10th . meeting with the following results… Elected for a two year term were Murray Jolliffe, Howard Malone, Neil McGavock and Gord McNulty. Completing the second year of their two year term during 2008 -2009 will be Frank Gaspar, George Topple and Bob Winson. George Georgas acted as the Nominating Officer for the elections with Earl Barr assisting as the Acting Secretary. Thank you gentlemen!

New 60 Day Rule General Operating By-Law No. 6 was passed during the CAHS Annual General Meeting and Convention held at Ottawa in June. Section 8.09 of the By-Law calls for membership dues to be paid within 60 days of the Membership renewal date. If the dues are not paid within that period then the member in default may have his / her membership cancelled. This action was considered necessary due the increasing number of national and chapter members that are in default of their membership dues.

11 Flypast V. 42 No. 7 By Taxi : Take the TTC Subway to the Downsview Station and take a taxi from there. It will cost around $8 one way, but it is by far the most convenient option for tourists, because the cab will take you right to our front door, whereas the TTC - unfortunately - doesn't! By Car: From the 401 East or West, exit at Keele Street North. Turn right on Sheppard Ave, and follow Sheppard the entrance to Downsview Park. Turn right into the park (onto John Drury Road) 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. By TTC: From the Downsview TTC station take the 108 Downsview, the 86 Sheppard West, Westbound or the 84 Sheppard West, Westbound bus and ask the driver to let you off at the Downsview Park entrance (it is well past the DRDC and Idomo buildings). Walk into the park entrance and follow John Drury Road until you reach Carl Hall Road. Turn left at Carl Hall Road and continue east over the railway tracks to the Museum, which is on your right hand side. Approximate walking distance is 0.7 km.

CAHS National Website : www.cahs.ca Meetings and news from all the chapters, journal back issues, and more! Toronto Chapter Meetings - 2nd Saturday of the month 1:00 pm - 3:00 pm. Toronto Aerospace Museum, 65 Carl Hall Road TAM is in the former deHaviland building in Downsview Park Near Downsview TTC Station All Welcome

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