Volume 42 September 2007 Number 1

http://www.cahs.ca/torontochapter . Canadian Aviation Historical Society This meeting is jointly sponsored by CAHS Toronto Chapter Meeting Toronto Chapter and the Toronto Aerospace September 22, 2007 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 Meeting Oct. 27, 2007 Last Month’s Meeting ...... 2

Chapter News...... 6 CAHS 2007 Convention and Annual General Meeting ...... 6 Folded Wings ...... 6 Chapter Elections Results ...... 6 Always on Saturdays! ...... 6 Authors...... 6

This Month "Women in Aviation" Presented by Canadian Women in Aviation (Photo courtesy Canadian Helicopters)

1 Flypast V. 41 No. 7 Two Hurricanes from RCAF No. Squadron

Last Month’s Meeting Phil Wilkinson’s presentation on Hurricanes May Meeting For Russia at the April meeting. : The Pilot’s View The Hurricane was one of the most versatile Reporter: Gord McNulty fighters of World War II though it was somewhat unfairly overshadowed by the more glamorous Spitfire. It was the first eight-gun Our scheduled speaker, Air Captain Bill monoplane fighter produced by Britain, and the Christopulos, could not attend to discuss his first fighter capable of 300 miles per hour. The “Vietnam Adventures” when he was unable to Hurricane shouldered the lion’s return in time for the meeting from a flight from share of Britain’s defence against attacks by the Pearson International Airport to Nashville in the Luftwaffe. Much of the video was shot at morning. CAHS Toronto Chapter Manston Airfield in Kent, the site of the Secretary-Treasurer Bob Winson came forward evocative Spitfire and Hurricane Memorial nicely with a presentation of an outstanding Building. Manston was a fitting choice. The video, Hawker Hurricane: The Pilot’s View, base saw considerable action during the battle, produced by the British company, Duke as it was almost within sight of occupied Marketing Ltd., in 1999. The hour-long video and became a favourite target of provided an ideal follow-up to Air Commodore German bomber crews.

Flypast V. 41 No. 7 2 The Hurricane now on display at the memorial after the war as the Hurricane proved to be building, serial LF751, was restored by the more difficult to restore. While most of the Medway Aircraft Preservation Society, which Spitfire drawings survived after the war, most specializes in restoring aircraft to “better than of the Hurricane drawings were destroyed. new” condition for the Royal Museum When the commenced, the at Hendon. Lewis Deal, then chairman of the RAF had 30 squadrons of Hurricanes and 19 Spitfire and Hurricane Memorial Trust, said the squadrons of Spitfires. Although the Hurricane restoration of the Hurricane was more difficult was becoming outmoded because of its than most. It actually began as two Hurricanes. relatively slow speed and lower ceiling The plan was to restore a Hurricane, LF738, compared to the Spitfire and the Luftwaffe’s that had stood as a “gate guardian” at RAF Me-109s, Deal noted that it was a far better gun Station Biggin Hall for as many as 35 years. platform than either the Spitfire or the Me-109. However, when it was taken apart, it was found Also, it could absorb a great deal of to be badly corroded and in appalling condition. punishment. Deal said that an enemy cannon Another Hurricane was needed, and in 1985 the shell would go right through the fabric of a RAF gave the Memorial Trust permission to use Hurricane, whereas it would cause a Spitfire to LF751, a Hurricane IIc, which had been a “gate explode. Hurricanes were generally assigned to guardian” at RAF Bentley Priory for nearly 30 tackle the bombers, while Spitfires dealt with years. Both aircraft were taken apart and the best the fighters. Nonetheless, the Hurricanes took parts were used in LF751. The restoration of on fighters as well as bombers. They proved LF751 was completed in 1988. LF738, capable of holding their own because of their meanwhile, is now on display at the RAF superior manoeuvrability, although they were Museum at Cosford, near Wolverhampton. definitely outperformed at altitudes above Lewis Deal recalled that Sir Sydney Camm, the 20,000 feet. designer of the Hurricane, basically developed In fact, the Hurricane proved versatile enough the Hurricane early in 1934 as a monoplane to continue in production until September, version of the Hawker Fury. It was a tremendous 1944. Overall, 14,533 examples were built achievement, given that Hawker didn’t have any including more than 1,400 by Canadian Car experience with a retractable undercarriage or and Foundry. Statistically, it was the most the flight characteristics of monoplane versus effective British fighter of World War II. biplane aircraft. In addition, the Hurricane Hurricanes shot down three times as many involved a powerful new engine being aircraft as Spitfires, though it should be developed by Rolls-Royce, the PV-12 later stressed that a sizable portion of the kills were named as the Merlin. It was noteworthy that the slower bombers. The sturdy Hurricane Supermarine, which developed the more provided fine service in North Africa, where it advanced Spitfire, had the advantage of had great success in the tank-busting role after considerable monoplane experience and being equipped with 40-mm cannons. In the stressed-skin construction gained through Far East, it was the principal British fighter seaplane racers such as the record-setting opposing the Japanese until the end of the war. Supermarine S.6B which won the Schneider A naval version, the Sea Hurricane, provided Trophy in 1931. Deal added that while the stopgap service from aircraft carriers for the sturdy Hurricane was easier to build than the until the arrival of more Spitfire during the war, the reverse occurred advanced fighters. The Hurricane’s wide-track

3 Flypast V. 41 No. 7 undercarriage was an asset in carrier as well as the aircraft were identical. Stephen noted that land operations. It facilitated easier takeoffs and the Hurricane fuselage, from the nose to the landings and more stable ground handling tail, almost resembled a standard Hawker characteristics. The Spitfire on display at fighter of the 1930s. The structure of the Manston, a Mk XVI serial TB752, is one of the cockpit, the greenhouse canopy, a tubular space few surviving Spitfires with a wartime record. It frame held together with wires and bolts, joined 403 Squadron (RCAF) in 1945 and together with the shape of the fin and rudder, quickly accounted for four German aircraft. and other characteristics, were very similar to The video included a discussion of the the biplane fighters of that period, so there Hurricane by Stephen Grey, owner of The wasn’t any great advance in technology with Fighter Collection housed at the famous World much of the Hurricane. The , however, War II airfield at Duxford. The lineup includes was brand-new in keeping with the a prized Hurricane IIc, serial Z7381, which is specifications requiring a monoplane with actually a Mark XII built in 1942 by Canadian retractable undercarriage and four guns on each Car & Foundry. It became RCAF 5711 in 1943 wing. The competition involved an order for and was retired from the RCAF in 1947. It did 100 aircraft. Hawker, moving cautiously, not see any combat action. The aircraft was part essentially envisaged the Hurricane as similar of a surplus group of 12 that were purchased by to a pre-war biplane fighter but with a new some farmers who took the engines, metal parts wing and the powerful new Merlin engine. and other components from the fighters for use The wing was thick in order to accommodate on their farms. Four Hurricane fans in Regina, the fuel, the wheels, the armament –guns and Sask., found two or three airframes, including cannons --- and to ensure stable and reliable the Duxford example, with a view to restoring flying characteristics. Installation of the them. Stephen kept in touch with the group, and radiator within the fuselage, like the wide-track when one of the Hurricanes became available, undercarriage, offered the Hurricane another he obtained an export licence from Canada and advantage over the Spitfire, as the propwash brought it to England for full restoration. The pushed air through the radiator, enabling the Hurricane took six years to restore to flying radiator to keep the aircraft cool on the ground. status and flew once again in the early 1990s. The greenhouse canopy, set up high, also He painted it in the colours of a Hurricane flown enabled good vision, allowing pilots to see over by a Jewish pilot from New York who the leading edge of the wing. Stephen said the volunteered to fly for the RAF after Britain went ailerons were not particularly effective, but the to war. He thought it was particularly elevator and the rudder were “wonderful.” The courageous of a Jewish pilot to fly over Hurricane was surprisingly agile at low-level, occupied Europe, especially as a voluntary and exceptionally robust in comparison to the gesture. lighter, more elegant Spitfire. One weakness Stephen said the only differences in the was the placing of a reserve fuel tank that sat Canadian version included some elements of right in front of the pilot, over his lap, so a instrumentation and the fitting of a simple, bullet through that would readily cause a fire. American-style Hamilton Standard propeller. It Stephen said that most people who flew the had metal blades, instead of the wooden blades Hurricane loved the aircraft even if its used in the Dowty Rotol propeller which weaknesses, such as the maximum speed of equipped the British Hurricanes. Other than that, around 330 miles per hour, were eclipsed by

Flypast V. 41 No. 7 4 later fighters such as the Spitfire and Me-109. made by the RAF, especially in the war years. “The Hurricane was a great character aeroplane. John Allison was emphatic in his praise of the It smelled right, and felt right,” he said. great Merlin engine, which he described as the The video included a cockpit check by Stephen, definitive air engine of World War II on the outlining the layout of the instruments, controls, Allied side. He noted that the constant speed gauges, switches and levers that a Battle of propeller enabled the Merlin’s power to be Britain pilot would use during the heat of the fully exploited, in contrast to the very early dogfight. Stephen then performed manoeuvres variations which used a wooden airscrew. John that brought back memories of the battle, while flew many types of aircraft during his RAF keeping to what are termed positive “g” career, including modern, high-performance aerobatic manoeuvres that are less stressful on fighters such as the Tornado and the Phantom. the airframes of surviving World War II He said the Hurricane, in contrast, provided aircraft. On-board cameras recorded loops and more satisfaction as an aircraft that had more gentle rolls, which were impressive performed ambience and “appealed more to the senses” against a background of symphony music. The with its vibration, distinctive smell of the video narrator noted that a pilot can manage up cockpit, and responsiveness to the pilot’s to nine positive g’s finesse in handling the controls. He noted that before losing consciousness, compared to only the Hurricane’s thick wing did not allow the three negative g’s or negative gravity. The Hawker fighter to be developed as the Spitfire Hurricane could manage up to 350 mph in a was, but it served a vital role as a successor to steep dive, compared to close to 400 mph for a the biplane fighters and proved to be an Battle of Britain-era Spitfire or an Me-109. exceptionally strong aircraft that deserved its Both the Hurricane and the Spitfire had a place in history. disadvantage compared to the Me-109, in that John, like Stephen, was effusive in his praise of the Me-109 had a fuel-injected engine that was the enjoyment of flying the Hurricane. As a unaffected by negative g manoeuvres. The 12-year-old boy, he recalled seeing the last otherwise superb Merlin of the Hurricane and Hurricane ever built: G-AMAU, the famous Spitfire used carburetors to get the fuel into the “The Last of the Many,” (PZ865), a Mark IIc engine. Negative g manoeuvres such as a steep preserved by Hawker in the post-war years as dive would restrict fuel flow and cause the part of their “flying museum.” Painted in a dark engine to cut out, so British pilots tended to blue scheme, it flew air races and stick to positive g manoeuvres. demonstration flights. During the 1960s, it was The video included footage of the inspiring repainted in its wartime camouflage and Battle of Britain Memorial appeared in the Battle of Britain movie. After Flight, consisting of a Lancaster, Hurricane and a complete overhaul, PZ865 was flown to RAF Spitfire. Air Chief Marshal John Allison, who Coltishall in 1972 and given to the Memorial flew with the Memorial Flight, explained the Flight by Hawker Siddeley. The Memorial importance of the Memorial Flight as a Flight moved to RAF Colinsby in 1976 and is recruiting tool and a visible reminder of the celebrating its 50th anniversary in 2007. importance of preserving Britain’s great national During his career, John realized a “dream come heritage. The terrific response by the public to true” to fly both the Hurricane and the Spitfire the Memorial is proof positive that Britons in the Memorial Flight. The video included continue to appreciate the gallant contribution impressive, close-up footage of PZ865. As the

5 Flypast V. 41 No. 7 narrator said, the sight of the Hurricane’s stocky Avenue. While there he worked on a systems frame and the roar of its Merlin engine, once test trailer for the electronics systems of the seen and heard, are never forgotten. RCAF Lockheed CF-104 Starfighter. Chapter CAHS Toronto Chapter President Howard members will recall that Arthur gave a Malone thanked Bob on behalf of the chapter presentation to the Chapter on October 9, 1997 members and guests for showing an excellent on his four month barnstorming tour of New video. Zealand in 1949 with his homebuilt “Yellow Witch” Olympia Sailplane. Chapter Elections Results The following Chapter Directors were elected at the May 12 meeting: Frank J. Gaspar, George Topple, and Robert (Bob) Winson all Hurricane from RAF Sqn 73 for a two year period. Earl Barr graciously acted as the elections clerk. Always on Saturdays! Our move to Saturday day meetings at the Toronto Aerospace Museum (TAM) has not Chapter News – September 2007 been without some problems. One amusing situation is that museum visitors occasionally CAHS 2007 Convention and Annual General help themselves to our coffee and goodies Meeting thinking that the museum has set them out! Our By all accounts and from the many favourable unofficial Sergeant-at-Arms, Ken Churm, comments received by the Committee members promptly sets the visitors straight! However, as your Toronto Chapter hosted an outstanding mentioned by President Howard Malone in his convention and annual general meeting held annual report the TAM staff and volunteers May 24-25! A full report and photos will be have been very helpful to us and have forthcoming in the pages of the CAHS Journal. accommodated our needs as requested. So, Folded Wings please set aside some of that valuable personal Through the kindness of Chapter member Earl time on Saturdays and support your chapter by Barr we have learned of the passing of Arthur attending a meeting. Eight meetings are Hardinge (CAHS # 4444) this past spring. planned for the 2007 – 2008 season. Fall Arthur was born in Victoria, and when Meeting Dates are September 22, October 27, he was 18 years old he joined the Gliding Club November 17 and December 15. All meetings of Victoria Inc. and became a glider pilot. Later, start at 1 PM. he worked as an aircraft inspector on the Authors Australian versions of the P-51D Mustang and Two authors would like the help of the CAHS the F-86 Sabre at the Commonwealth Aircraft / Chapter for information on their respective Corporation in Melbourne. He immigrated with topics: his family to Canada in 1957 to work on the Mr. Hugh Shields is writing a history of the Arrow at Avro Aircraft Ltd. at Malton, also as DHC-1 “Chipmunk” and would appreciate an aircraft inspector. After the Arrow project receiving any information or photos was shut down he went to work for Philips (particularly of the early period) on the Electronics, first in their Leaside plant and then Chipmunk. His email address is at the new Scarborough plant on Milner

Flypast V. 41 No. 7 6 [email protected] President of Seneca College. “We are proud we Mr. Dave Cook is preparing a book on the early can now call this Canadian pilot, war hero and history of Malton (Pearson Airport) and would successful businessperson a Senecan”. appreciate receiving any general information (Abridged from Canadian Aeronautics and plus any detailed information /photos on the No. Space Institute CASI Toronto Flyer , September 1 Elementary Flying Training School based on 2007, Volume 15 #1. Courtesy of Sheldon the airport in the early 1940’s. His email address Benner). is [email protected] Call for News Items Russ Bannock honoured by Seneca College If you have any news items or articles that you Russ Bannock was presented with an Honorary feel would be of interest or value to fellow Bachelor of Applied Studies at Seneca College’s chapter members, please email them to: convocation ceremonies held June 28. “It is Matt Clark, Flypast Editor at fitting that Russell Bannock receive an honorary [email protected] degree as Seneca’s first class of flight degree students graduate this year” said Dr. Rick Miner,

Formation of F-22, F-16, and P-51 at the airshow

7 Flypast V. 41 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.com 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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