The Atlantic Aviation Museum Upcoming Meeting Dates: Halifax International Airport P.O. Box 44006 The November meeting will be on Wed. 1658 Bedford Highway November 27th at the Bedford SuperStore Bedford, N.S. Community Room beginning at 7:30pm. B4A 3X5 Please note the change of date.

Website: http://acam.ednet.ns.ca The Annual General Meeting will be on the E-Mail: [email protected] 25th of Jan. 2003. Times and format infor- mation to be announced. Avenger Progress Report

The Avenger now has both wings installed. For a full update see page 13. Photo by: Frank MacLoon The Bell 47 J-2 Helicopter is progressing in it’s restoration program. New vinyl lettering has Museum Newsletter been added to the boom and doors. Photo by: Rob MacIlreith

Included in this Issue: Moscow to Miscou

The Atlantic Canada Aviation Museum Notes In the Air and on the Ground ID Quiz and much more!

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 1 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA The Moscow to Miscou Flight and the Moncton Airport By: Ron Cunningham

[Editor’s Note: This article is a forward North-South runway was 900 feet long. to the Moscow to Miscou article] Two de Havilland Gypsy Moths were A significant aviation event in 1939 purchased for the Flying Club. D.H. 60 Gipsy Moth CF-AYZ was brought widespread attention to New In 1931 the Trans-Canada Air Pag- bought for the flying club and later Brunswick, in particular to Miscou Is- eant arrived with many aircraft visiting. purchased by Don McClure. land. This small Island, situated off the Canadian Airways began flying their northeast coast of , was “big, new” de Havilland Dragon Rapides Engine: One D.H. Gipsy I inline the site of the forced landing of a Rus- out of Moncton to other Maritime cities piston engine of 100 hp sian Airplane. in 1935, including daily flights to Wing span: 30 ft 0 in / 9.14 m. The Russians were attempting to fly Charlottetown. Two of the pilots were Length: 23 ft 11 in / 7.29 m non-stop polar flight from Moscow to H.S. (Junior) Jones and Joe Anderson. Height: 8 ft 9½ in / 2.68 m. New York for the opening of the New During 1936 Dick McCully formed East- Weight Empty: 920 lb / 417 kg York World’s Fair – they almost made it! ern Canada Airlines, which was a direct Max. take-off: 1,650 lb / 748 kg When news of the landing at Miscou be- competitor to Canadian Airways. Five Max. speed: 102 mph / 164 kph came known, Moncton Airport immedi- “Monospar” twin-engine aircraft were a.s.l. ately became the destination of news purchased from England, and were un- Cruise: 85 mph / 137 kph people flying in from the Eastern United crated and assembled at Moncton. They Initial climb: 500 ft per min. States to report on the story. were to serve Charlottetown, New Service ceiling: 14,500 ft/4,420 m. The Moncton Airport was the clos- Glasgow (Trenton), Halifax, Sydney, Range: 320 nm / 515 km est airport to Miscou at that time and had Saint John and Moncton. The first navi- Capacity: Two aircraft suitable for the rescue of the Rus- gation aids (Radio Range) in Moncton sians, as well as, providing transport for were established in 1937. Don McClure some of the Russian Embassy people and bought de Havilland Gypsy Moth CF- American news reporters to Miscou Is- AYZ from the Moncton Flying Club. land. (Don also provided some details about This event of over sixty years ago is the old airport.) little known by people today. Research The new Moncton Airport was be- revealed a very well-documented article ing built at Lakeburn a few miles east of written by Reverend Donat Robichaud for the original one. The site was chosen in the Nicolas-Denys Historical Society of May 1936 and a 3200-foot x 150-foot , N.B., published in 1989. It is runway was completed in August 1939 - The de Havilland Dragon Rapide. interesting to note some of the history of four months after the Miscou event. the old Moncton Airport before it closed, In early 1940, with the beginning of Engines: 2x DH Gipsy Queen 2 or 3 as the new airport was under construc- the British Commonwealth Air Training 6-cyl. inverted inline engines of 200 tion at this time. Plan, the Moncton Flying Club was con- hp each. The Moncton Flying Club was tracted to train three classes of students Wing span: 48 ft 0 in / 14.63 m. formed in 1929, with Dr. Charles R. as provisional Pilot Officers. Tiger Moths Length: 34 ft 6 in / 10.51 m Baxter as its first president. The airport were used in the training at Moncton. Height: 10 ft 3 in / 3.12 m · was developed at Leger’s Corner (now The old airport was finally closed in Weight Empty: 3,276 lb / 1,486 kg Dieppe), a few miles east of Moncton, April of 1941. Don McClure was the last Max. takeoff: 5,500 lb / 2,495 kg on a 6.1-acre site. The City of Moncton owner of the Airport. Max. speed: 136 kt / 252 kph supplied the services of the City Engi- Some observations by a young lad Cruise: 115 kt / 212 kph neer, a tractor and a grader to aid in the of all the activity at the Moncton airport Service ceiling: 16,700 ft / 5,090 m. construction of the airport. Two grass on this weekend in April 1939: Range: 502 nm / 930 km runways were built: the East-West run- - Several types of airplanes arrived from Capacity: Up to 8 passengers. way was 1700 feet in length and the the U.S.

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 2 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA - The preparation of the Stearman to fly swiped Kokkinaki’s beautiful white fur to Miscou including: removing a bird’s flying boots, the culprit returned them to nest from the rear cockpit, patching a fab- avoid an International incident. ric tear on a wing, removing months and - The Lockheed’s pilot, Russell Thaw, months of dust and a good engine run- walked the sod runway before take-off. up. He used all of the 1700 ft, runway before - The departures and arrivals of the lift-off. planes to and from Miscou Island. - Standing up in the wheel well of the Sources This D.H. 82C Tiger Moth is part Lockheed 14. (This type was soon to be- Don McClure, Moncton, N.B. of the Canadian Aviation Museum’s gin flying to the new airport by Trans Mary-Ellen Badeau, New Brunswick Collection. Canada Airlines) Provincial Archives, Fredericton - The delayed departure of the Lockheed Brenda P. Orr, Moncton Heritage D.H. 82A Specifications: 14 for New York when someone had Museum Engine: One D.H. Gipsy Major I piston engine of 130 hp. Wing span: 29 ft 4 in / 8.94 m. De Moscou à Miscou Length: 23 ft 11 in / 7.29 m. By: Reverend Donat Robichaud Height: 8 ft 9.5 in / 2.68 m. Translated By: Monique Muise Weight Empty: 1,115 lb / 506 kg Edited By: Ronald Cunningham (ACAM) Max. take-off: 1,825 lb / 828 kg 1939 hours and 36 minutes, earning him the Max. speed: 95 kts / 175 kph · New York City was in a state of ex- Hero’s “decoration” of the Soviet Union. Service ceiling: 14,000 ft / 4,267 m. citement. It was preparing to launch its His feats continued and in 1939, he set a Range: 261 nm / 483 km. extravagant World’s Fair in the most new altitude record of 48,097 feet [14,660 Capacity: two grandiose of ways. The fair’s president, meters] in an open aircraft, which pre- G. Whalen, wanted to do everything in a pared him for his record non-stop flight big way and $100,000,000 had been from Moscow to Miscou, which would spent. Nothing was too good for the oc- take 22 hours and 56 minutes. casion. The official opening ceremonies were to be accompanied by nothing less The Conquest of America than a world aviation record. The To show off to the world the pres- celebration’s hero was to be the famous tige of Russian aviation, Moscow had Russian Brigadier General, Vladimir come up with the idea of a record non- Kokkinaki, holder of more than a dozen stop flight from Moscow to New York, a world records in aviation. first in the aviation world. It would be Son of a railway officer, Vladimir the first non-stop “transpolar” flight be- A Lockheed 14 in flight. Konstantinovich Kokkinaki was born tween Moscow and New York by way of June 12, 1904 in the town of Novorossisk. the “great circle route”, which looks Engines: 2x Pratt & Whitney In 1925, he joined the Russian army and curved on the map, but is actually a di- Hornet S1E-G radial piston engines in 1930, finished his stint at the rect route between the two places. The of 875 hp each. Borisoglebsk School of Aviation with flight, as planned, would take the plane Wing span: 65 ft. 6 in. / 19.96 m. high honors. He was quickly noticed as over Norway, Iceland, South Greenland, Length: 44 ft. 4 in. / 13.51 m. an outstanding pilot, specializing as of New Brunswick, the coast of Maine and Height: 11 ft. 5 in. / 3.48 m. 1932 in high altitude flying. Boston, finally landing at Floyd Bennett Weight Empty: 10,300 lb / 4,672kg On November 21, 1935, he climbed Field in New York. The flight was esti- Max. takeoff: 17,500 lb / 7,938kg to 14,575 meters in a single-seated air- mated at 25 hours, for a spectacular en- Max. speed: 247 mph / 398 kph plane and on July 17, 1936 he reached trance at the opening ceremonies of the Cruise: 221mph / 346 kph 11,458 meters with a payload of 500 ki- World’s Fair. Service ceiling: 24,300ft. / 7,405 m. lograms, thus setting two world altitude Range: 2,060 nm / 3315 km records. On June 27 and 28, 1938, he Eventful Flight Capacity: Up to 14 passengers. achieved a non-stop flight from Moscow A young Brigadier general at 35, to Vladivostock in a record time of 24 Kokkinaki was to share the mission with

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 3 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA radio operator and navigator, Major Mikhael Gordienko. The plane chosen for the flight was a small red bomber, a monoplane, twin engine Illyushin TsKB, modified to include additional fuel tanks. The plane was equipped with twin one thousand horsepower motors. It was named Moskva, derived from “Moscow”. The flying speed (ground speed) for the 4,000 mile journey was 165 to 225 miles per hour, which was much faster than the previous record of 101 miles per hour, set by other Russian aviators who had landed in San Jacinto (California) The Polar route that the Moskva would follow from Moscow to New York. July 4, 1937 after a 6,300 mile flight. Thursday evening, April 28 at 19 unable to orient themselves. landing. At the end of their path, there minutes after 9 (New Brunswick time), There was only one solution - land was a small tree onto which one wing got the Moskva took off from Moscow air- before nightfall. At 8:55, the Moskva caught, without which their landing port at a loaded weight of 12 and a half- landed on an unknown island. The would have been perfect. Despite their tons. Winds were unfavorable but when navigator’s first action was to contact landing on Miscou Island, Kokkinaki and the plane flew over Iceland at four in the Moscow by radio to inform them of the Gordienko became the first to success- morning, it was on schedule. situation. fully complete a northern flight from By mid-afternoon, approaching the There were 330 gallons of gas left, Russia to North America. coast of Labrador, the plane encountered enough to fly 940 miles, more than suffi- heavy cloud which forced the pilot to cient to complete the 650-mile journey Calm Before the Storm climb to 30,000 feet. It was very cold, to New York. At 9:25 pm Friday night, While the plane was flying over the but the pilots were well equipped for the the control tower at Floyd Bennett air- North Atlantic, the temperature. However, their oxygen sup- port in New York received a communi- was having an ordinary although beauti- ply was being rapidly depleted. By the cation from the Russian Chief of Affairs, ful spring day. The sun had begun to melt time they entered clear air, they were over Constantine Oumanski, informing them the ice; it was the spring thaw, with mov- the Gulf of St. Lawrence. that the plane had made an emergency ing ice floes paralyzing traffic between Night was approaching and they landing “South of the Hudson Bay”. Shippagan, les Iles Lameque and Miscou. were nearing a critical point to verify their This was the second time a transat- On Friday April 29, the snow cover- position, Gordienko tuned in to the new lantic flight had been aborted in New ing the plains had begun to melt after a CBC radio station in Sackville, N.B. a Brunswick. On August 19, 1932, a Scot- hard winter. The roads were muddy and powerful station which served all the tish Captain named J.E. Mollison landed sometimes impassible. But the day was Maritime Provinces. To guide them his airplane, the “Flying Gas Tank”, on beautiful. As evening began, people heard through Canadian airspace, the Russian the farm of Frank Armstrong at Pennfield the engines of a low-flying plane near the ambassador in Ottawa had asked the CBC Ridge (40 miles from St. John). He had church. The village priest at the time, to send a short message in Russian, “this left Port Marnock (Ireland) alone and Father Ernest Chiasson recalls: is CBC Radio Sackville” to help the navi- headed for New York, but after 30 hours “I went outside to see what was gator determine their position. Halifax’s in the air, fatigue forced him to land. happening. The plane circled the R.J. Nathanson, a former Russian profes- In Miscou, this time, the Russian pi- church ten times as if trying to find a sor, had recorded the message, which was lots had to make a perfect landing. They large field in which to land. Then it to be transmitted during the hours when had chosen a strip of land between the flew a bit further, maybe to avoid the the plane would be in range of CBC. sand dunes that line , and the houses, and find another site. It was After a few minutes of uncertainty, forest that lies a bit inland. If the plain twilight. Further away, we saw it fly Gordienko finally received the message. had been completely frozen like in mid- over the plain with a “ landing light” However, the radio compass that would winter, they would have probably landed to inspect the terrain. Finally, a mo- have allowed him to verify his position with little damage. You could see the tor died and we heard the sound of a as per the radio signal was completely tracks from the plane’s wheels, which had crash. Then, silence.” frozen. As a result, the Russians were been only partly deployed to facilitate In Shippagan, everything was

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 4 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA equally quiet. The telephone operator at heard the noise and had an idea of its di- the time, Antonine Robichaud, now re- rection. A search party was organized. tired in Moncton, recalls: Lawrence Vibert, his brother Bert Vibert That evening, it was fairly quiet and Avila Sivret went out, walking in the and there were only a few rare calls direction of the noise. They knew the during the night. An alarm system plain well but the walk was long. It took would wake us up to respond to late- them nearly two hours to find the crash night calls, which were generally for site. With the help of flares lit by the pi- emergencies or sickness. There were, lots, they were able to locate it but as they at the time, very few posts in the lower approached the plane, they were greeted county. by two Russian aviators, revolvers in At 8:50 on Friday April 29, the hand, who refused to let them anywhere phone rang. It would be the first of near the aircraft. It was impossible to several calls that would keep us on communicate as the pilots knew neither alert and without sleep until Sunday French nor English. Lawrence signaled afternoon at 5 o’clock. that he would return, but this time with For our part, we had read in the food and help. The journey there and back paper about the proposed Russian took 3 hours and 15 minutes. flight, but had paid it little attention The telephone operator recalls: because it didn’t concern us. However, “When he returned, Lawrence called Miscou Island is located 130 miles from that winter, my brother Raymond had us and told us that there were two pi- Moncton, New Brunswick, as the crow bought a kit containing all the neces- lots that spoke neither French or En- flies. The lighthouse at Miscou Island sary parts to construct a “crystal” glish and that one appeared to be in- was built in 1856 making it the second radio. For a few weeks now, he had jured, possibly with broken ribs. The lighthouse constructed on the Gulf of been testing it, spending hours tuning crash site was several miles from the St. Lawrence by the Government of to American stations. The stations houses. The closest doctor, in New Brunswick. The first settlers came were reporting on the Russian flight Shippagan, had taken ill and so we had to Miscou for it’s isolation. Today tour- and the ones Raymond had managed to call one in from Tracadie. ism is the main industry of the island. to tune-in to, in the late afternoon, re- As the pilots could only commu- ported that the flight had ran into dif- nicate by signs, we gave Lawrence the ficulty and had changed course. At the names of the Russian aviators that we time, in that region, the telephone cen- had gotten from the newspaper. ter was really a news and info center. Lawrence wrote the two names down At 8:50pm, a call came in from on a piece of paper and returned to Miscou asking if we had heard that a the crash site. He showed the pilot plane had crashed on the island. I standing guard the paper, which said called Mrs Lawrence Vibert from KOKKINAKI, and he pointed to his Miscou Plains, as well as, some other injured comrade, lying on a makeshift residents. They had all heard a plane bed near the plane. Lawrence had also looking to land and then the sound of brought food. By signs, he realized that a crash. the aviators wanted the military ad- My mother sent a telegram to ra- vised of the situation.” dio station CFCY in Charlottetown: Reassured that these people knew Plane sighted 8:50 pm thought to who they were, the Russians indicated on have landed STOP If wanted will wire a map that New York was their destina- further particulars soon available by tion. They insisted on sleeping by the wire or phone. Advise. plane as one of the gas tanks had been perforated and they were concerned about The Search is Organized the possibility of a fire. They were well Night had fallen in Miscou. This un- dressed and protected from the cold. Sat- announced visitor intrigued the inhabit- urday, they were further reassured by the Miscou Island, N.B. ants. They had seen the plane circling, presence of the R.C.M.P. A later medical

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 5 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA exam by Dr. Specter concluded that Kokkinaki had no broken ribs; the avia- tors accepted the hospitality of Lawrence Vibert. They slept at his home Saturday night, awaiting transportation to Moncton the next day.

Visiting the Site News of the crash had spread quickly over the island and on Saturday, people began visiting the site. The plane had landed on a plain near the coast between Lake Chenière and la Baie des Chaleurs, a bit north of the stream at Anguille where the lake flowed into the bay. It was there- fore between center Miscou and Miscou Plains. At about half a mile from the church, there was a passable route about a half-mile long, which led to the beach. From the moment the telegram from Madame Robichaud was sent, the mes- sage was received almost everywhere and the news had spread rapidly across The crash site, note the skid marks from the upper left of the photo. Canada, the United States and even over- seas. For their part, the aviators had con- Dysart, Premier of New Brunswick, heard did not speak very good Russian. I was tacted their base in Moscow as soon as the news at home in Bouctouche and im- with him when the pilot asked him they were forced to land. From that mo- mediately telephoned MLA Clovis Rich- where they were and he responded, “in ment, Russian Ambassadors, Interna- ard in Bathurst, telling him to help the Miscou”. The pilot appeared frus- tional Press, World’s Fair authorities, and Russian aviators in any way he could. trated and said, “I know we came from emergency services had began trying to At the same time, the major papers Moscow, I want to know where we are help the aviators, and trying to get more in Toronto and Montreal telephoned a now.” Moe reassured him saying, information. journalist from Bathurst’s The Northern “That’s true, you departed from Mos- The closest RCMP detachment was Light, Cyril Mersereau, asking him to go cow and landed in Miscou.” in Shippagan, leading it was Constable to Miscou immediately with a photogra- Marcellin Theriault and his assistant pher and an interpreter to get them a story Air Rescue from Moncton Maurice Monette. Friday night, the Con- as soon as possible. By Friday evening, all the news stables received a message from After a difficult drive to Caraquet, people, mostly from eastern United Moncton, asking that someone go out to and to Shippagan, then by boat and walk- States, were trying to get to New check on the plane. ing over ice floes to Ile Lameque and Ile Brunswick. Since Moncton had the near- Constable Theriault said he would Miscou, they met Father Ernest Chaisson est commercial airport to Miscou, it was be in Miscou Saturday morning at 5 who drove them to near the crash site. about to become quite busy. As soon as o’clock with Dr.Ulysse Bourgeois. The only available automobile on the is- the sun rose on Saturday morning, two Marcellin Theriault and the doctor had to land, belonging to Father Chaisson was planes left Moncton airport. In a light rent a small rowboat to get to Miscou, used to transport visitors and journalists plane, a Fox Moth from Canadian Air- where they walked across the island to to the beach, from where one could walk ways, pilot Josiah “Joe” Anderson man- get to the plane. By the time they got there to the crash site. Father Chaisson recalls: aged to set down on the island not far in the afternoon, a doctor from New York “I transported the people from from the crash site. He was accompanied had already arrived. Bathurst. When we arrived on the by Canadian Press journalist William coast, we had to walk nearly a mile Horne, photographer R.T. McCully and From Bathurst to Miscou along it and over the plain. The mer- Thomas Gallant (an aircraft mechanic). In Bathurst, everyone was now chant Moe Dingott, from Bathurst, The second plane, a twin-engine de aware of the situation. The Honorable who was supposed to be the interpreter, Havilland Rapide, piloted by H.S.

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 6 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA Iluyushin TsKB-30 “Junior” Jones, arrived a short time later sian officer from Washington, Peter but could not land. He had to settle for Baranov, as well as H.B. Roberts. How- or DB-3 flying over the scene to permit his com- ever, the Russian aviators refused to leave The TsKB-26 long-range bomber panion Richard McCully to take photos Miscou, preferring instead to wait for the prototype appeared in 1935, a twin- before returning to Moncton. amphibian plane from New York. engined metal low-wing monoplane Saturday, April 30, a Waco biplane Less than two hours after the arrival powered by 597-kW (800-hp) Gnome- piloted by William Warner, and rented by of the Fox Moth, the amphibian piloted, Rhône K-14 radials. Demonstrated by the New York News arrived in Moncton by Ralph Bourdon, landed in Miscou test pilot Vladimir Kokkinaki on May at 9:45am after leaving New York at 2:30 Harbor, six miles from the crash site. Day 1936, the prototype went on to es- that morning. He then traveled to Miscou However, because of ice floes and the ap- tablish two world altitude records dur- where Charlie Hoff of the New York News proaching darkness, they were forced to ing July 1936. A second prototype, the took aerial photos. head back to Moncton without the Rus- TsKB-30, had an enclosed instead of Two minutes later, about 9:47am, a sian aviators. open position for the pilot, Soviet M-85 large twin-engine plane, equipped with Shearwater’s Royal Canadian Air engines and a metal rear fuselage. The fourteen seats, a Lockheed 14 landed. Force Station (Nova Scotia) also sent an TsKB-30 also broke records and then at- Harold S. Vanderbilt,of America’s Cup amphibian plane, carrying doctor D.A. tracted world interest by flying from yachting fame owned the plane. Piloted Forsythe from Dartmouth and a customs Moscow to Canada, where pilot by Russell Thaw, the plane had left New agent from Halifax, Andrew Malaidack, Kokkinaki had to make a wheels-up York at 4 o’clock and had made stops in who spoke good Russian. The plane landing on 28 April 1939 after covering Boston and Bangor. Aboard were three landed at sea 3 miles from Miscou and a distance of 8000 km (4,971 miles). members of the Russian embassy carry- its passengers got ashore in a small boat By then the bomber had been in pro- ing passports for the stranded aviators. and then trekked through snow and mud duction for the Soviet air arm for more Also on board was Albert I. Lodwick, to the crash site. than two years. Under the military des- vice-president of the Aviation Corpora- Sunday morning, the Grumman ignation 1131113-3 it served widely with tion, and a doctor from Brooklyn named Goose and two small planes from Cana- the ADD (Long-Range Aviation) and the O.E. Specter. They had planned to travel dian Airways departed again for Miscou. V-MF (Naval Aviation), remaining op- to Shippagan by train, but as the journey At 6:30am, the Stearman from Canadian erational well into the war with Ger- would have been difficult and long, they Airways, piloted by H.S. “Junior” Jones many, DB-3s being credited with some decided to rent a small, local plane. took off from Moncton. At 8:30am, pilot of the earliest attacks on Berlin... A short time later, an amphibian, a Bourdon’s amphibian also left, but this DB-3 production terminated in Grumman (Goose) of Gillies Aviation time he was unable to land because of 1940 with the 1,528th machine. Corporation in Hicksville, N.Y. arrived. strong winds and rough seas. (from The Complete Encyclopedia of It had been rented by the Russian embassy A bit after noon, “Junior” Jones took World Aircraft) to facilitate access to Miscou. off from Miscou and at 2 o’clock, his Two more planes landed. A plane landed in Moncton with doctor Beechcraft (Beech 17 Staggerwing) from Specter and the Russian attaché Peter New York and a Stearman from Boston Baranov aboard. arrived carrying journalists and photog- Immediately, Joe Anderson took off raphers from the Associated Press and the for Miscou in his Fox Moth and at International News Service. The first 3:35pm, arrived back in Moncton with plane to leave Moncton with photos for Godienko, the Russian navigator, and A.I. Iluyushin TsKB-30 or DB-3 the International Press was the de Lodwick, who brought back several Havilland Rapide, piloted by H.S. “Jun- pieces of the crashed plane. Hardly tak- Specifications: ior” Jones, which took off at 10 o’clock ing a break, Anderson immediately flew Engines: 2 950 hp M-87B Radials for Bangor, Maine. back to Miscou and later returned with Max Speed: 277 mph Kokkinaki, who was accompanied by V.P. Ceiling: 31,825 feet. Transporting the Aviators Butusov from the Russian embassy in Empty Weight: 11,618 lbs. The first attempt to transport the Washington. Max. take off: 16,887 lbs. aviators was made by Joe Anderson in The Russians had brought back Span: 70 ft. 4 in. his de Havilland Fox Moth, which left pieces and instruments from the crashed Length: 46 ft 7 3/4 in. Moncton at 1:10 carrying Dr. Specter plane. These sophisticated instruments Height: 13 ft. 9 in. from Brooklyn Jewish Hospital, the Rus- were carefully guarded and were trans-

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 7 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA ported back to the Russian embassy in While all sides were attempting to National Defense, Ottawa, who ar- sealed containers. contact the aviators, the only method of rived shortly after the departure of the communication had been the telephone aviators. For two weeks, he examined From Moncton to New York center in Shippagan. Antonine Robichaud one of the plane’s motors, taking it When they arrived in Moncton at remembers. They were calling from ev- apart piece by piece, examining and 4:30 pm in Joe Anderson’s Fox Moth, the erywhere: from London, Boston, New photographing each piece, and then Russian aviators were greeted by York, Toronto, Moscow: “Please get this carefully replacing it. R.C.M.P. Corporal A.D. Pelletier. wire through…Get General Kokkinaki on The Russian aviators remained Gordienko stopped for a few moments to the phone…Can I speak to Major in New York for three weeks. In their give a military salute for the photogra- Gordienko…This is the National Broad- absence, Russian technicians were phers then the Corporal led them quickly casting Company…Hurry!…” exploring the possibility of repairing to the Brunswick Hotel where they were The order was given to maintain a the damaged aircraft and flying it to to spend the night. 24-hour open line with Moscow. The Halifax. When they arrived, they knew Sunday morning, May 1st, pilot communication with Moscow was done this would be impossible. They rented Russell Thaw took off. On board the with ground and marine cables, passing a boat, the Banscot, which they sent Lockheed were the two Russian aviators, through Poland, Germany and England. to Miscou with the Foundation also V.P. Butusov, Peter Kosolov, A.I. It was wireless from England to Masson, an 80-foot boat equipped with Lodwick and Dr. O.E. Specter. After a Yamachiche (Quebec), by cable from a “crane”. The plane was 300 feet stop in Bangor, they landed in New York Yamachiche to Montreal to Shippagan, from the beach. The fuselage was 48 at 10:32 am. finally connecting with Miscou by under- feet long and the wingspan was 32 feet. The Grumman Goose, piloted by water cable via la Pointe Brulée. On May 27, mechanics went to work Ralph Bourdon and his co-pilot/naviga- Obviously, it was often impossible dismantling the plane and on June 2nd, the tor, Art Schwab, returned to New York for the operators to understand Russian Banscot arrived in Halifax Harbor, where as well with the following passengers: communications. Saturday afternoon, the plane was cleaned and then covered two Russian engineers from the Amtorg Major Gordienko had come with Father in a layer of protective oil to preserve it company, P. Koslov, I. Mitzner, and an Ernest Chiasson to the “presbytere” in in the salt air. On June 3rd, 1939, the Rus- embassy employee named P. Smirnov. Miscou to make several calls. The opera- sian steamer Alma Ata left the port of The latter was no doubt a Russian secu- tor could only say “Major Gordienko?” Halifax with the plane and the two avia- rity agent, as he didn’t leave the side of and he would respond, “Da!” and then tors, en route to Leningrad. his companion, Molchanvsky. continue in Russian. When it came to For Kokkinaki, it would be his last At their arrival at Floyd Bennett Russian telegraphic messages from Mos- time on Canadian soil. However, in the Field in New York, the aviators were cow, it was necessary to receive them let- future, the whole world was to bear wit- greeted by the head of Russian affairs in ter for letter, word for word, and then tele- ness to his exploits. During the Second Washington, Constantine Oumanski, who phone them in to Miscou. World War, he served as a test pilot and introduced them to G. Whalen, President The Russian embassy, through its chief inspector for Russian aviation. of the New York World’s Fair Corpora- attaché Oumanski, expressed gratitude Twice decorated as a Hero of the Soviet tion. Oumanski congratulated them on and praise towards Antonine Robichaud Union (July 17th 1938 and September 17, behalf of the Russian Communist Party’s on behalf of the Russian government. The 1957), he was promoted to Major Gen- Secretary General, Joseph Stalin, as well press was equally grateful. The Toronto eral of Aviation in 1943. as, the President of the People’s Star even invited the two telephone op- He received Sports Master in 1959, Commissionership Council, Viacheslav erators, all expenses paid, to Toronto to and the Lenin prize in 1960. He was a Molotov. tell their story. These were unforgettable five-time recipient of the Order of Lenin, For their part, the aviators submit- souvenirs. three-time recipient of the Order of the ted two separate letters to the President Red Banner, four-time recipient of the Red of the World’s Fair: one dated April 28 Recovering the Plane Star Order and also earned the Order of in Moscow and postmarked that same day Father Chiasson recalls: War for patriotism. He also earned nu- in Miscou, the other coming from the For more than a month, R.C.M.P. merous medals, among them the gold head of American affairs in Moscow, officers Marcellin Thériault and medal from the International Aeronautic Alexander Kirk. In his letter, Kokkinaki Maurice Monette ensured a constant Federation. Vice-President, and then made it clear that from now on, planes surveillance of the plane. They stayed President of the International Aeronau- would be making regular 24-hour trips at the “presbytere”. Another visitor tic Federation as of 1961, he then became non-stop from Moscow to New York. was Mr. James from the Ministry of an honorary President as of 1968. He was

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 8 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA R.C.M.P. Constable Theriault and Unidentified Person on the Ilyushin Bomber still alive and well in his last years, in 1985 he was still celebrating his birth- day.

Epilogue Of this episode, there remains prac- tically nothing. The telephone operators received small souvenirs, matchboxes and pieces of chocolate, in remembrance of the plane. Gordienko had given the plane’s first aid kit to Father Ernest Chiasson, and a pair of skies to Constable Monette. Most of these small trinkets have now been lost or have disappeared. Noth- ing remains except the memories. Who remembers now, (1989) fifty years later, that Miscou was once the center of world A postcard that was carried on the flight from Moscow to Miscou. Note that the news; that it welcomed the hero of Rus- postcard carries the Miscou island cancellation stamp in the center of the post- sian aviation; that all the journalists and card. The post office on Miscou Island was located at the Miscou Island light photographers fought for the privilege to house. fly overhead or to visit? Nature quickly (Postcards via http://66.96.244.85/~nblight/miscouislandhistory.html website) erased all traces of the crash landing. So today, as we try to find new ways The modern airplane creates a new geographic dimension. A navigable ocean of to attract tourists to the islands, it would air blankets the whole surface of the globe. There are no distant places any longer: be a shame not to invoke the memory of the world is small and the world is one. the Russian plane and it’s important pi- - Wendell Willkie. lot Kokkinaki, who, for a few days, made

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 9 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA this island the center of interest for the world’s great newspapers.

Editor’s Post Script Monsignor Robichaud, now retired from pastoral duties and living in Shippagan, kindly gave permission for the Museum to print this very interesting and well researched account of this event of 1939. He had interviewed the local people who were on the scene at the time. Robichaud has tried to raise interest in erecting a monument locally, possibly a model or pictorial of the plane, which would serve as a tourist attraction. ‘Maybe someday it will hap- pen.’ He also writes ‘It is good to see that you are helping to keep memories of the earlier aviation days in the Atlantic.’ This is a copy of the 50th anniversary Russian postcard to mark the flight in Sources 1989. (Postcards via http://66.96.244.85/~nblight/miscouislandhistory.html website) Newspapers: The Boston Globe, 26.06.1984 Canadian National Magazine, June 1939 The Chronicle-Herald (Halifax), 27.07.1989 Le Devoir (Montreal), 29.04.1939 L’Evangeline (Moncton), 4.05.1939 Gloucester Northern Light (Bathurst) 4.05.1939; 11.05.1939; 1.06.1939; 8.06.1939 The Moncton Times, 28.04.1939; Above: The TsKB-26 long range bomber 1.05.1939; 3.05.1939 prototype gets airborne for the first time Ottawa Journal,Toronto Star, London with Vladimir Kokkinaki at the controls. Times – non-dated clippings. Kokkinaki later demonstrated this air- Above: Vladimir Kokkinaki. Kokkinaki Other newspaper clippings without ref- craft for Stalin and looped it during the died Jan. 7th, 1985. Information about erences. display. Mikhael Gordienko was not discovered Articles: prior to going to print. Shippagan News, by Jeannette [Newsletter Editor’s Note: (Photos: http://www.aviation.ru/Il/) Robichaud-Newton I wish to take this space and thank Ron [Photo credits: Kokkinaki in The Great Soviet Encyclo- Cunningham for all of the work he has The maps and photos on page 6 and 9 pedia put into this story. Ron has worked for 6 were supplied with the story. All photos Interviews: months to get the rights to publish the on pages 2 and 3 came from the editor’s Antonine and Albertine Robichaud, story and have it translated to English collection except the Tiger Moth which Moncton, July 1989. and then he edited the story before I re- came from the CAM website and CF-AYZ Father Ernest Chaisson, Shippagan, July ceived it. Thanks so much for the story from Don McClure’s collection via Ron 1989. contribution Ron, I am sure that our read- Cunningham. The DB-3 photo on Page 7 Maurice Monette, interview by a journal- ers will enjoy the work as much as I did. came from a Russian Museum website ist, recorded on cassette. Thanks also to the Author and Monique that I could not translate the address. Muise for translating.] Other web photos are credited]

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 10 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA Right: This incred- Facility: ible CC-130 Hercules The 2002 Tourist Season ended on Octo- model was built by ber 19th and the Museum closed it’s William Babineau, of doors to the public. Tours can still be ar- Truro, and donated ranged with Michael White. The gift shop to the Museum after can also be opened by contacting Dave only 2 short flights. McMahon. Remember everyone that The model has over Christmas is coming, why not have some- 2000 hours of con- one buy your gift from the gift shop and struction time in it. It support the Museum in the process. will be hung over the The winter work session is set to be- winter in the Mu- gin and there is much to be done this year. seum. Why not come out and see how you can contribute to the growth and improvement of our Museum. A few hours of time can Space Shuttle Tire be as important as a full day, so come on (Right): This out and see what you can do to help. Michelin Space Shuttle tire has been Members Please Note: put on long-term

Museum Notes loan to the Museum and will be devel- Nominations for the Distin- oped into a future guished Member Award are to display. The tire be submitted in writing to the was flown on the Space Shuttle Colum- Secretary, Curator or Presi- bia on STS-90. Lift-off was April 17th, 1998 for the 17 day flight on which life dent. Submissions must be in sciences research was conducted. The no later than December 1st, tire was manufactured at Michelin’s 2002. Norwood, N.C. plant. Jetstar: One major goal that has been set for the winter is to clean up the Jetstar mak- ing it a major exhibit within the Museum. As reported last issue, work continues inside the aircraft, cleaning and preserv- ing the interior. A fair amount of the cor- rosion in the airframe has been removed from the aircraft already. Interior lighting and plexi-glass will be installed to im- prove the presentation of the cabin and cockpit areas and limit the public’s ac- Top Left: The Jetstar interior. Restora- cess without limiting the view. tion continues with cleaning and corro- In terms of exterior work, the crew sion control. Work is also beginning on intends to try buffing the aircraft to bring the seats. the paint back “up” to a high shine. This Top: John Christie performs corrosion process worked with the Sabre but is very control in the cockpit. time consuming and will require lots of Left: The Jetstar as it appears in the han- man-power to accomplish the task. Addi- gar. Work on the exterior will begin tionally, wheel stands and locks will be again as the weather warms up in the required, as well as, an information dis- spring and polishing can begin. play for the public.

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 11 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA Sabre: In preparation for the Sabre dedi- The SPAADS page have a request for info cation this summer, the editor had placed on flights in Sabre 23355. My log book a request on the SPAADS website for pi- shows flights on 30 Jul, & 14th and 16th lots to check their logbooks to see if they of Aug in 1962 at the Sabre Transition had time in the Museum’s Sabre. Three Unit in Chatham (in preparation for the gentlemen have responded. Here is what CF-104 course in Cold Lake). they had to say: W.L. (Bill) Worthy S\L Ret’d

Rob: I hope this info is useful and I apologize I have an entry in my log book as having for coming up with it so late. I looked flown the above a/c on 18 Aug 1960. I through my log book and found that that ACAM’s Sabre 23355 soon after it’s was in gunnery flight at Chatham near- I had flown this particular machine for 1 restoration was complete in the early ing the end of my course at the OTU. The hour and 20 minutes on 13/12/54 while summer of 2002. The aircraft had note in my log book says “air to air, live on 1 Overseas Ferry Unit at St. Hubert. I served in Europe and at CFB Chatham. firing” My leader was F/L Dale Stevens am fairly certain that it would have been The Museum recovered the airframe and I was No. 2 in the formation. I didn’t delivered on Random XI to from the post at CFB Chatham when the keep track of my scores at the OTU. They Gros Tenquin on 25/02/55 though I can’t Base closed. were too low to be proud of. recall who delivered it. (Rob MacIlreith , Photo) Cheers: Dave Work. J.R. Haran

Canso: Restoration on the Canso continues on the horizontal stabilizer and verticle fin. The crew has found that this section of the aircraft does not have as much cor- rosion damage as was first thought. Lots of patchwork has to be performed on the tail assembly though as there are many tiny holes. As this section of the aircraft did not come from our PBY, some modifi- cations to the tail assembly must be per- formed so that our rudder will fit. The most notable change will be the “chopping” of the top of the verticle fin.

Top Left: The top side of the horizontal stabilizer and fin assembly. Note that the inspection plates have been removed and corrosion control is being performed where required. Additionally, patchwork is also in progress.

Bottom Left: This photo shows the bot- tom center portion of the horizontal sta- bilizer, where it bolts on to the bottom portion of the verticle stabilizer.

Bottom Right: The same assembly show- ing the bottom from another angle. (Rob MacIlreith, photos)

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 12 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA Bell 47 J-2: Dave Powell continues to make progress on the Bell 47 J-2 restora- tion. Since our last update, new vinyl let- tering and markings have been added to the airframe and more painting has taken place. Further information on the job will be published in a later issue.

Top Left: A long view of the Bell-47 J-2 showing the horizontal stabilizer, boom, engine compartment and cockpit.

Bottom Left: Close up view of the vinyl lettering on the boom. Vinyl, while not 100% accurate historically has provided the Museum with a way to apply mark- ings that look good and are enviromentally friendly. It is near impos- sible to paint in our facility without hav- ing overspray on other exhibits and air- craft. As well, the fumes cause problems for our visitors.

Bottom Right: The cockpit section and engine compartment side view. Note the door sitting on the ground that has vinyl registration markings and a maple leaf on it.

(Rob MacIlreith, photos)

TBM Avenger Progress Report Oct 25, 2002 Text and Photos By: Frank MacLoon

The TBM restoration-working sea- ting of the wing, the fitting of the Bomb son is, of course, primarily during the Tank, and the installation of the Tracker warmer weather since it is an outdoor wheels and brakes as primary objectives operation at the Forest Protection Base for the year. in Fredericton. Work during the winter Fortunately, visits to a number of season is limited to work on internal fit- crash sites had built up a supply of wing tings, control surfaces, etc. in member sections and components, including an workshops. intact outer wing panel, as well as, a com- This season began with the trans- plete wing slot assembly, which was then port of the extensively damaged right restored at the Moncton Aircraft Main- Above: The damaged wing arrives at the wing to the FPL ramp. Some 4 feet of the tenance School. These made a quality field on May 16th, 2002. As can be seen, wing tip had been totally destroyed along wing restoration possible. about 4 feet of the wingtip has been to- with extensive damage to the leading edge The first priority was clearing the tally destroyed and the trailing edge is and trailing surface. Particularly concern- damaged outer wing panel and grafting in hard shape. The Avenger restoration ing was the damaged wing slot which in the replacement panel. This was a time team certainly had their work cut out for would be next to impossible to duplicate. consuming exercise as was the fitting of them. The team set the restoration and fit- the wing slot.

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 13 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA Action then moved to the extensive control surfaces – currently being com- Purdue and Frank MacLoon continued areas of leading edge damage. This re- pleted by Gord Nielson in Moncton – and to commit a normal two days per week as quired rebuilding of the underlying rib a host of remaining small items – over 70 weather permitted. We also continue to structures and, with .040 materials, a slow at last count - as we move on to final receive excellent support from Forest Pro- fitting and riveting process requiring both completion. tection and the Woodland Aviation man- conventional and “cherry” rivets. The ACAM “team” of Don agement and staff, which is very much The trailing edge required fabrication Henry, Clem Crocker, Gord Nielson, Bob appreciated. of sections of most ribs and reshaping of the extruded edge piece. [2] [3] Extensive reskinning was required on both upper and lower wing surfaces along with the most extensive riveting efforts of the project. The aileron and wing flap were successfully fitted in the process and restored sections were fitted to com- plete the inboard end of the wing. It was then mounted to the fuselage and, for the first time, the Avenger had two complete wings in place. Of the total 1120 hours expended this year on the project some 625 were on the right wing alone, Tracker brakes were fitted to the undercarriage, as well as, Tracker wheels as utilized on FPL’s Fire Tankers along with wing mounted flap and landing gear status indicators fabricated and installed. Work then turned to the Bomb Tank on which Clem Crocker had previously [4] [5] completed extensive damage repairs. The first requirement was to fabricate the sup- port structure required in the Bomb Bay, which is a duplicate of the actual FPL in- stallation. Following this the Bomb Tank was successfully mounted with some very ingenious mounting procedures de- veloped by Don Henry. It all worked and the Bomb Tank fitted perfectly. We were assisted in the process by three of our friends from the Woodsmen [6] [7] Museum who came to observe but were of much assistance. The final process for the year is to [8] [9] fabricate and install the Bomb Tank fair- ings with the forward one now completed and the rear one being undertaken as warm days permit. A lot of small items have been com- pleted as “fillers” as other work was car- ried out. Work next year will move into internal fittings, replacement of two ar- eas of fuselage skinning, installation of

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 14 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA [10] [11] [12]

[2] Fitting the replacement outer wing panel Don and Clem in the photo. [3] Bob “attacks” the trailing edge. Get- ting at the internal damage takes a lot of work. [4] Leading edge damage. [5] Don contemplates the next step. [6] Gord working on the trailing edge. [7] Clem and Don installing the flap [13] [14] which fits properly. [8] So does the aileron! [9] Leading edge progress. [10] Gord and the Tracker brakes being installed. [11] The Tracker wheel and breaks have been installed. [12] The completed right wing and some of the crew that worked on it. [13] Wing Installation begins. The crane is required to hold the very heavy wing of [15] [16] the Avenger. [14] The next step includes making sure the wing folds properly. Note the FPL Avenger in the background with both wings folded. This is a wonderful shot showing the Avenger’s carrier based history. [15] The wing “fit” took a lot of time to make sure that it folded properly. Don, Gord and Bob pictured. [16] The TBM has two wings installed and a happy crew. [17] Tank preparation under way with Gord and Don in the photo. The bomb tanks fits in the bomb bay of the Avenger and is the key component of the Avenger in the water bombing role. [18] Bomb Tank support structure in place in the bomb bay, the bomb tank at- [17] [18] taches to this structure.

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 15 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA [19] Bomb tank installation under way, the trailer was used to position the tank [19] [20] and pivot it into place. [20] The bomb tank has been mounted and one door has been opened on the tank. [21] A full view of ACAM’s TBM. Note: both wings have now been successfully attached and the bomb tank is installed. The aircraft is looking more and more complete all the time. [22] Don working on the front fairing of the bomb tank. [23] The front bomb tank fairing is com- [21] plete. [24] Bob – the pattern maker hard at work in the outdoor work shop. [25] With the wise old owl minding the fuselage, maybe the Starlings will pass us by?

[Editor’s Note: My thanks and compli- ments to Frank MacLoon, as crew chief, for providing such a complete and in- depth report on this season’s work on the Avenger. By the look of the photos I think that we will all agree that the crew is making great progress on completing the Avenger. She is going to make a marvel- ous exhibit for the Museum and will fill an important niche in our display aircraft.]

[22] [23] [24]

[25] Aviation is proof, that given the will, we have the capacity to achieve the impossible. - Captain Edward “Eddie” Rickenbacker

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 16 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA News Shorts: Compiled From Various Sources New Air Service to Link Halifax With Bangor, Maine Denis Anctil Benefit Via Karen Sinclair, HIAA Auction Halifax International Airport Author- ton-Maine Airways, which also operated ity (HIAA) has announced that Pan under contract with a then-fledgling Pan Via Donna Smith, EHS Life Flight American Airways will introduce a new Am. Denis Anctil is a pilot with EHS scheduled service linking Halifax with Halifax International Airport is At- LifeFlight, Nova Scotia’s Air Medical Bangor, Maine. Beginning November 4, lantic Canada’s largest full-service air- Transport Program. He has flown count- 2002, the Pan Am Clipper Connection, op- port, providing passengers and cargo cli- less critically ill and injured patients erated by Boston-Maine Airways, will ents with direct and indirect access to throughout the offer a daily flight to Bangor International centres across Canada and to strategic Maritimes, and Airport aboard the 19-seat Jetstream 31 locations in the United States and Eu- has delivered twin turbo prop aircraft. rope. them safely to “This is great news for both leisure the IWK, QEII and business travelers, and the Atlantic [Editor’s Note: This is not the first time and other Re- Canadian economy as a whole,” says Reg that Pan Am has flown into Halifax. In gional Hospi- Milley, President & CEO for HIAA. “A 1931, Pan American Airways, on the ba- tals. Denis is daily air link to Bangor offers shoppers sis of a U.S. Post Office contract and a married to an ideal weekend getaway, and it presents Canadian permit, began to operate a daily Diane, has two business travelers with another choice to service in summer from Boston and Port- children, loves the US, further strengthening the cultural land to Saint John and Halifax, with the the outdoors, and trade ties we already share,” he says. option of extending the service to Sydney and is an ex- “Furthermore, it is a shining example of and St. John’s. Pan American’s permit to pert craftsman what partnerships can accomplish.” operate in Canada did not allow it to carry and an avid kayaker. Denis Anctil The service has been developed by mail or passengers between Canadian Tragically, while working on the roof Pan Am, in conjunction with Emera, a points, a rule that did not please residents of his cottage in Chester, Denis suffered Halifax-based natural gas and energy of Halifax and Saint John. The service was a spinal cord injury in his neck, which company. The airline currently serves closed down for the winter in late 1931 as has left him paralyzed. Friends of Denis, passengers through routes in Saint John, weather conditions made it too risky. Sev- most of whom are the medical crew of New Brunswick; Maryland; Atlantic City, eral factors including the onset of the LifeFlight and his fellow pilots at Canadian New Jersey; Portsmouth, New Hamp- Great Depression and problems with the Helicopters, are organizing a benefit to shire; Bedford and Martha’s Vineyard, Old Halifax Municipal Airport resulted in help with the costs of a wheelchair, vehicle MA; White Plains, New York; and the the service not being re-instated in 1932.] alterations, ramps, and other medical Grand Bahamas Islands. equipment needs. “There is a meaningful level of com- Donations can be made throughout merce that takes place between Maine, the next few months at any CIBC branch, New England and the Canadian Maritimes care of “Denis Anctil in Trust” (account and we are confident that passenger de- 00703-7635036). If anyone would like to mand will be very strong,” says Dave donate items for our first fundraiser “a Fink, the Airline’s President. benefit auction” (auction date November The Boston-Maine Airway’s name 15, 2002), please call EHS LifeFlight at 873- has its roots in the earliest days of com- 3657. mercial aviation. In the late 1920’s and (email: [email protected]) early 1930’s, the Boston & Maine and All of the funds raised will go directly Maine Central Railroads jointly operated Above: Jetstream 31 (G-BLKP), similar to the purchase of these much-needed an airline, which provided international to the type that Pan Am will be flying into items. mail and passenger service throughout Halifax beginning in early November. the Northeastern United States and Ca- The service will connect Halifax and The work of the individual still remains nadian Maritimes. In fact, Amelia Earhart Bangor, Maine. the spark that moves mankind ahead. was a Vice President of the original Bos- (http://www.pbase.com/image/940418) - Igor I. Sikorsky

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 17 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA A Picture is Worth a Thousand Words! Photo Submitted by E-mail Via Frank MacLoon Grumman F-14A Tomcat 16.4 Million Nimitz Class Aircraft Carrrier 2 Billion Plus The feel of the Jet Wash as this hotshot blows by: PRICELESS! In the Air and On the Ground

Royal New Zealand Air Force Boeing 727 JAL 747-400 at YHZ for the G-7 meet- Delta Connections Fairchild Dornier328 getting airborne from St. John’s NF. ing in June. on the ramp at YHZ. (Todd Pomerleau, Photo) (Shirley Leeming, Photo via Bill (Shirley Leeming, Photo via Bill Leeming) Leeming)

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 18 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA ID Quiz Fox Harbour Follow-up By: Alan MacDonald Left: The September Quiz was correctly Jetport Inc is an executive charter and identified by a lot of our Museum mem- support service located at Hamilton’s bers as a Lockheed C-121A Constellation. Mount Hope airport. Jetport was estab- This aircraft (msn 48-609) is still flying lished by Ronald V. Joyce, a former today, it has since been modified to VC- Hamilton policeman who had partnered 121A standards and now wears the MATS very early on with one Tim Horton in the Connie paint scheme. Congratulations to establishment of a chain of doughnut Dave McMahon and Ken Brown, who shops. He went on to buy the company identified the aircraft within 10 minutes after Tim Horton’s death and took it to its of each other. Dave was at my house and current ubiquity. gave the answer to me about the same He started Jetport because he didn’t time Ken e-mailed it in. The photo came need his Challenger all the time and from the Lockheed Constellation book by wanted to put it to work. (It is no surprise Steve Pace. that the Jetport Hanger has a 24 hour Tim Horton’s shop.) Ron Joyce was born and grew up in Wallace, Cumberland Co, leaving at a Above: very young age to seek his fortune and Here is the November Quiz, its a rather eventually to join the Navy. After the interesting view of this type of aircraft. Navy he moved to Hamilton and became Rememeber in order to qualify as a cor- a policeman. After Tim Horton’s pros- rect answer, both the aircraft and the manu- pered and fortune smiled upon him he facturer must be correctly identified. began the Fox Harbour project which in- Submit your answers to the editor at: cludes among its many amenities a run- [email protected] or by using the snail way for the Challenger. His investment is mail address on the cover. significant but then he sold Tim Horton’s Good Luck! to Wendy’s for about $600m in stock much of which has been liquidated to support his many ventures, business and charitable, such as Jetport and Fox Harbour. Joyce lives in Hamilton, Calgary, Fox Harbour and warm places in the Winter.

When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return. - Leonardo da Vinci

Right: This AN-12 “Cub” was visiting Halifax International in mid-Oct. The aircraft is believed to be wearing regis- tration code UR-UCK, although the angle it was parked on made it difficult to tell. The aircraft is owned by Air Charter Service in the UK. (Rob MacIlreith, Photo)

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 19 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA 67 Words Enough to Defend By? -Editorial- Guest Speakers Needed! On Sept. 30th, the Gov. Gen, Adrienne TheGov Gen, has lobbied the govern- Clarkson, read the Chrétien Government’s ment on behalf of the Military for an in- Do you know someone that Throne Speech. The 14-page speech con- crease in defence spending, particularly would make a good guest tained just 67 words to cover the entire in the post 9-11 world. To date, the Liber- speaker? Military. als have only increased Military spend- Then drop our President a line. “In the face of rapid change and un- ing by $750,000, a drop in the proverbial certainty, the government must engage bucket when compared to what is needed. Canadians in a discussion about the role Meanwhile, Defence Minister John [email protected] Canada will play in the world. Before McCallum had the gaul to say to report- the end of this mandate, the government ers, “I think it’s very positive on defence.” will set out a long-term direction on in- With the military over $1 Billion in debt ternational and defence policy that re- due to increased op tempos and in des- Corrections flects our values and our interests and perate need of new equipment, modern- - The registration on the AN-24 and AN- ensures that Canada’s military is ization and man-power increases, one has 26 photos in last months newsletter equipped to fulfill the demands that are to wonder how the Minister could be so should have read YN which is a Nicara- placed upon it.” positive. It’s wonderful to make such a guan registration. The Gov. Gen, who is the Com- statement but where is the plan to back it - The Cessna 208 in the Fox Harbour Story mander-in-Chief , must have been very up? Why does the government continue was incorrectly identified as C-FHBR disappointed to read those words. to hide it’s plans? Makes one wonder. when it is actually C-FHRB. My apologies - The Editor- News Shorts:

- The new terminal building of the Greater - Congratulations to the Aircrew Asso- Moncton Airport was opened by Queen ciation on the dedication of their statue Elizabeth II during her Jubilee Visit in of a World War II era aircrew member. The October. The Queen flew down to dedication took place at CFB Greenwood. Moncton by Griffon Helicopter from 403 Greenwood was selected as a Royal Air Squadron. Unfortunatly, GMA did not Force training base in 1940. Greenwood provide a press release packet of the was turned over to the RCAF in 1944 and event when the Editor requested infor- has been in service ever since. The Air- mation and photographs. He was told the crew Association has been fundraising Above: Canadian Helicopters has begun regular media covered the event for a number of years to complete this construction on a new hanger in HIAA’s adeqately, which left no information for project. Congratulations to all involved. new airside sub-division. This crane was the Museum to put on file in our library. Below: Canadian Helicopters Hanger being used to lift pieces of the building. site in a panaramic view. Note: Danny Price standing next to it.

The Atlantic Canada Aviation Musuem Newletter Nov / Dec 2002 Page 20 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA