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Canadian Airmen Lost in Wwii by Date 1943
CANADA'S AIR WAR 1945 updated 21/04/08 January 1945 424 Sqn. and 433 Sqn. begin to re-equip with Lancaster B.I & B.III aircraft (RCAF Sqns.). 443 Sqn. begins to re-equip with Spitfire XIV and XIVe aircraft (RCAF Sqns.). Helicopter Training School established in England on Sikorsky Hoverfly I helicopters. One of these aircraft is transferred to the RCAF. An additional 16 PLUTO fuel pipelines are laid under the English Channel to points in France (Oxford). Japanese airstrip at Sandakan, Borneo, is put out of action by Allied bombing. Built with forced labour by some 3,600 Indonesian civilians and 2,400 Australian and British PoWs captured at Singapore (of which only some 1,900 were still alive at this time). It is decided to abandon the airfield. Between January and March the prisoners are force marched in groups to a new location 160 miles away, but most cannot complete the journey due to disease and malnutrition, and are killed by their guards. Only 6 Australian servicemen are found alive from this group at the end of the war, having escaped from the column, and only 3 of these survived to testify against their guards. All the remaining enlisted RAF prisoners of 205 Sqn., captured at Singapore and Indonesia, died in these death marches (Jardine, wikipedia). On the Russian front Soviet and Allied air forces (French, Czechoslovakian, Polish, etc, units flying under Soviet command) on their front with Germany total over 16,000 fighters, bombers, dive bombers and ground attack aircraft (Passingham & Klepacki). During January #2 Flying Instructor School, Pearce, Alberta, closes (http://www.bombercrew.com/BCATP.htm). -
Canada Aviation and Space Museum
CANADA AVIATION AND SPACE MUSEUM BOEING MODEL 720B PRATT & WHITNEY CANADA FLYING EXPERIMENTAL TEST BED REGISTRATION C-FETB Introduction The practical era of jet-age passenger transport aircraft officially dawned when the British de Havilland Company D.H.106 Comet made its premiere flight to great acclaim from the Hatfield, Hertfordshire aerodrome in England on 27 July 1949. Catering to British and mid to long-range routes to European, Middle Eastern and overseas destinations, the Comet series of airliners carried their passengers aloft in luxurious opulence for more than twenty years. Military and test derivatives followed suit and these continued flying for many decades, including two Comets for the Royal Canadian Air Force (RCAF). Just 14 days later, across the vast Atlantic Ocean, in the small town of Malton, Ontario, Canada, a new aviation company called Avro Canada successfully accomplished the same task with much less fanfare and accolades. Avro sent its small, medium-range, turbo-jet transport, called the C-102 Jetliner, aloft for its first flight, inaugurating the dreamed potential for such a unique travel experience for the public on the North American continent. United States Air Force personnel found the aircraft favourable when they tried it out on flights at Wright Field, Ohio in March 1951. However, this Canadian dream didn’t last for long. The modestly successful Comet-series didn’t shine as brightly as its popular name when a series of tragic, fatal accidents to production civil aircraft nearly snuffed out its very existence. Following design rectification’s, the Royal Air Force continued to employ Comets in versatile roles, such as modifying the design into the Nimrod. -
The Atlantic Canada a Viation Museum Newsletter the Lancaster
The Atlantic Canada Aviation Museum Upcoming Meeting Dates: Halifax International Airport P.O. Box 44006 Our next General Meeting is March 20th 1658 Bedford Highway at the Bedford SuperStore. Doors open Bedford, N.S. for social time beginning at 7:00 pm. The B4A 3X5 meeting will begin at 7:30 pm. Website: http://acam.ednet.ns.ca The May General meeting will be held E-Mail: [email protected] on May 22nd at ACAM. The Lancaster Mk. X KB-882, on its delivery flight to St. Jacques Airport, July 14th, 1964. This aircraft is preserved in Edmundston, N.B. Photo by: Bruce Atkinson via Frank MacLoon Museum Newsletter Reg and Joyce Clarke at the Annual General Meeting. Rob MacIlreith, Photo Included In This Issue: The Lancaster Mk X Lancasters in Atlantic Canada AGM Report The Atlantic Canada Aviation Museum Notes ID Quiz and much more! The Atlantic Canada Aviation Musuem Newletter March / April 2003 Page 1 DEDICATED TO THE PRESERVATION OF THE AVIATION HERITAGE OF ATLANTIC CANADA The Lancaster Mk. X By: Ken Brown Atlantic Canada has played a major role in the history of the Canadian built Lancaster Mk. X. In the early 1950’s, RCAF Greenwood was the largest Lancaster base in Canada. It was home for 404 “Buffalo”, 405 “Eagle” Squad- ron and No. 2 (Maritime) Operational Training Unit which all flew the Lancaster Mk 10. 103 Rescue Unit was also based in Greenwood with a small complement of Lancasters. The Air Navigation School at RCAF Summerside, P.E.I. had five Lancaster MK.10Ns on strength. -
The Comox Air Force Museum's Guide to the Aircraft of the Heritage Air Park
The Comox Air Force Museum’s Guide to the Aircraft of the Heritage Air Park By Dan Brennan *All photographs found in this guide are subject to copyright and cannot be reused without the express written permission of the owner. Canadair CL-28 Argus Mark I Argus 10719 of 415 Squadron on maritime patrol. From Greek mythology, the “Argus” was an all-seeing creature with 100 eyes. This name was appropriate due to the numerous highly sophisticated sensing devices carried on board, with antennas everywhere. Note the large nose radome of the Mark I. Protruding from the tail is the MAD Boom, a Magnetic Anomaly Detector which detects the magnetic field surrounding a steel submarine. The Canadian-built, Canadair Argus was a unique hybrid that employed the wings, tail surfaces and undercarriage of the British designed Bristol Britannia transport aircraft, married to a completely new unpressurized fuselage of Canadian design and equipped with different American-designed engines. One of the most effective anti-submarine warfare aircraft of its day, the Argus was a mainstay for the RCAF in the maritime role. The principal difference between the Mark I and Mark II was primarily in the different navigation, communication and tactical electronic equipment fitted internally. Externally, the Mark II exhibited a redesigned smaller nose radome and additional ECM antennae above the fuselage. The Argus replaced the Lancaster and Neptune aircraft types and eventually, the Argus was itself to be replaced by the current Lockheed CP-140 Aurora aircraft. The Argus flew with the Maritime Proving & Evaluation Unit and the following Squadrons: 404, 405, 407, 415, and 449. -
Paul Hellyer and the Selection of the Cf-5 Freedom Fighter
HISTORY DND photo PCN77-118 CD 108 IMAGE 0056 DND photo PCN77-118 COLD WAR AIR POWER CHOICES FOR THE RCAF: PAUL HELLYER AND THE SELECTION OF THE CF-5 FREEDOM FIGHTER by Major Ray Stouffer Introduction This article will therefore focus more upon Hellyer’s views on the use of air power, and how those istory has not been kind to Paul Hellyer. Canadian views impacted the selection of the Freedom Fighter, H airmen, in particular, have few good things to say rather than upon the selection process itself. Moreover, about him. In addition to being responsible for ending the CF-5 selection needs to be placed within the the Royal Canadian Air Force (RCAF) as an independent context of the Canadian nuclear strategy of the day, service, Hellyer’s role in convincing his government and how it was influenced by the RCAF’s acknowledged to select the Northrop F-5 Freedom Fighter jet fighter strike role in Europe. Hellyer rejected this role, distrusted and to kill the nuclear strike role in Canada’s overseas his airmen, and was driven by a policy that provided NATO Air Division was, as viewed by most airmen, the country with an offensive air power capability that unforgivable. This article will present an assessment supported foreign policy options, other than those of Hellyer’s motivation in recommending an aircraft conducted in support of NATO, and what was then North that was clearly unpopular to most airmen, and one limited American Air Defence Command (NORAD). In short, to a conventional role at a time when the Liberal Party the CF-5 story is part of the larger one of Canadian had endorsed the use of tactical nuclear weapons for air power in the Cold War, and its linkage to government both the RCAF and the Canadian Army in Europe, and defence policy. -
THE CANADIAN BOMBER COMMAND SQUADRONS -Their Story in Their Words
www.bombercommandmuseumarchives.ca www.bombercommandmuseumarchives.ca THE CANADIAN BOMBER COMMAND SQUADRONS -Their Story in Their Words- www.bombercommandmuseumarchives.ca Bomber Command Museum of Canada Nanton, Alberta, Canada www.bombercommandmuseumarchives.ca 429 Squadron Halifax and airmen at Leeming THE CANADIAN BOMBER COMMAND SQUADRONS -Their Story in Their Words- www.bombercommandmuseumarchives.ca Dave Birrell BOMBER COMMAND MUSEUM OF CANADA Copyright 2021 by Dave Birrell. All rights reserved. To reproduce anything in this book in any manner, permission must first be obtained from the Nanton Lancaster Society. Published by The Nanton Lancaster Society Box 1051 Nanton, Alberta, Canada; T0L 1R0 www.bombercommandmuseum.ca The Nanton Lancaster Society is a non-profit, volunteer-driven society which is registered with Revenue Canada as a charitable organization. Formed in 1986, the Society has the goals of honouring all those associated with Bomber Command and the British Commonwealth Air Training Plan. The Nanton Lancaster Society established and operates the Bomber Command Museum of Canada in Nanton, Alberta which is located seventy-five kilometres south of Calgary. ISBN: 978-1-9990157-2-5 www.bombercommandmuseumarchives.ca 426 Squadron Halifax at Linton-on-Ouse CONTENTS Please note that the contents are arranged, for the most part, in chronological order. However, there are several sections of the book that relate to the history of Bomber Command in general. In these cases, the related documents may not necessarily be in chronological order. Introduction 7 1939, 1940 10 1941 12 1942 22 1943 39 1944 81 1945 137 www.bombercommandmuseumarchives.ca 431 Squadron Halifaxes at Croft 5 www.bombercommandmuseumarchives.ca 429 Squadron personnel at Leeming 6 INTRODUCTION There are at least two books that comprehensively tell the story of the Canadians who served with Bomber Command during the Second World War -notably ‘No Prouder Place -Canadians and the Bomber Command Experience’ by David Bashow and ‘Reap the Whirlwind’ by Spencer Dunmore.and William Carter. -
The Canadian Aircraft Industry
Paper to be presented at the DRUID 2011 on INNOVATION, STRATEGY, and STRUCTURE - Organizations, Institutions, Systems and Regions at Copenhagen Business School, Denmark, June 15-17, 2011 Technology Policy Learning and Innovation Systems Life Cycle: the Canadian Aircraft Industry Majlinda Zhegu Université de Québec à Montréal Management et technologie [email protected] Johann Vallerand [email protected] Abstract This study aims to bridge the literature regarding organizational learning and the system of innovation perspective. This paper explores the co-evolution of industrial technology policy learning and the innovation systems life cycle. Firstly, the main findings on organizational learning attributes are presented. Secondly, the process of public policy learning is discussed. Finally, a life cycle approach for analyzing technology policy learning is presented for the Canadian aerospace industry. By discerning the complimentary factors among differing theoretical perspectives, this paper provides a better understanding of the process and evolution of technological policy. Jelcodes:O32,M10 Technology Policy Learning and Innovation Systems Life Cycle: the Canadian Aircraft Industry Abstract This study aims to bridge the literature regarding organizational learning and the system of innovation perspective. This paper explores the co-evolution of industrial technology policy learning and the innovation systems life cycle. Firstly, the main findings on organizational learning attributes are presented. Secondly, the process of public policy learning is discussed. Finally, a life cycle approach for analyzing technology policy learning is presented for the Canadian aerospace industry. By discerning the complimentary factors among differing theoretical perspectives, this paper provides a better understanding of the process and evolution of technological policy. -
Techtalk: Fleet Finch and Canuck
BRINGING BRITISH COLUMBIA’S AVIATION PAST INTO THE FUTURE CCAANNAADDIIAANN MMUUSSEEUUMM OOFF FFLLIIGGHHTT TTEECCHHTTAALLKK:: FFLLEEEETT FFIINNCCHH AANNDD CCAANNUUCCKK The Canadian Museum of Flight is presenting a series of informal technical talks on aircraft in its fleet. These talks will cover topics ranging from the history of the com - pany; the history of the aircraft type; and its development; production methods and places; the history of the engine and its development. Also covered will be the challenges in maintaining and flying these classic aircraft in today’s environment; how the mechanics find the parts and how the pilots keep current on flying a 70 year old flying machine designed before the dawn of the jet age. This will be followed by details of how the aircraft is prepared for flight; how the en - gine is started; followed by an engine start and flight. During the proceedings, a draw will be conducted entitling the lucky winner to a flight in the aircraft being discussed (some conditions apply). FLEET 16B FINCH FLEET 80 CANUCK 2 THE HISTORY OF THE FLEET FAMILY OF AIRCRAFT CORPORATE HISTORY Reuben Fleet was born on March 6, 1887, in Montesano, Washington. The Fleets were a prosperous family; his fa - ther was city engineer and county auditor for Montesano, and owned large tracts of land in the Washington Territory. Reuben grew up in Grays Harbor, Washington. At 15, Fleet attended Culver Military Academy where his uncle was su - perintendent. In 1907, Fleet returned home where he began teaching all grades from first through eighth. After a num - ber of months, Fleet set himself up as a realtor and resigned from teaching. -
August 2009 PROPWASH Colour
From the editor— Bruce Dyer AUGUST 2009 his year, we celebrate the 100th Anniversary of the first powered flight in Canada and the British Empire. On February 23, 1909, the Sil- T ver Dart took to the air above the frozen waters of the Bras d’Or Lakes in Cape Breton, Nova Scotia. I was delighted to be able to exam- ine up close, the actual replica of this historic aircraft at the Russell Group’s Friendly Foes Above The Falls Air Show in Niagara Falls. This year, we also celebrated another anniversary, the 50th Anniversary of the Flight Engineer Trade 091. It was fifty years ago in April 1959, that the Flight Engineer trade was officially recognized. There are also many more interesting dates worthy of note that mark other important events in aviation history. This year marks the 50th anniversary of a milestone in space history — the first suc- cessful flight to space and return to Earth of monkeys! On May 28, 1959, Monkeynauts, The Silver Dart at Niagara Able & Baker launched from Cape Canaveral aboard a Jupiter missile, to soar 360 miles into space. Both monkeys survived the flight, but Able unfortunately, died from a reaction to anesthesia a few days later. It was also 40 years ago, on July 20, 1969, that astronauts Neil Armstrong and Buzz Aldrin became the first humans to walk on the moon, while a third astronaut, Michael Collins, orbited above. Also, 40 years ago on March 02, 1969, pilot Andre Turcat took Concorde on a flawless twenty seven minute maiden test flight. -
Bermuda, Here We Come by Stan Brygadyr
Spring 2021 Bermuda, Here we Come by Stan Brygadyr It was a dark and stormy night, but we had to go to Bermuda, as a Royal Navy “A” Boat (submarine) was waiting for us to do Anti-Submarine (ASW) training. It was 25 Nov 1961, and my Commanding Officer (CO, VS-880 Sqn) was to lead a 4-plane formation of Tracker aircraft. I was his co-pilot (and thus the “lead navigator”). Navigating the 750nm to Bermuda, straight South of Halifax, was not normally a problem provided you stayed at 1000ft or below under Visual Flight Rules (VFR), in order to see the “wind-lanes” on the water surface and thus estimate the wind-speed and direction (this is “dead-reckoning” navigation). The Tracker was not equipped with any long- range navigation capability, only a low-frequency radio for airways beacons, and tactical air navigation (TACAN), for both airways and relative position to the carrier. The expected morning departure was stymied by thick fog at our home base of Shearwater NS, and it didn’t open up for an Instrument flight departure until late afternoon. Since we were now going for a night flight, and not VFR (so no formation!), we had to file an Oceanic flight plan individually, and we departed “stacked” at 9,8,7 and 6000 ft. Now came the challenge! The weather forecaster advised of a frontal system along the route, and winds at the start would be WSW at about 20kts. I therefore biased our heading slightly west of the required track; there was no ability once airborne to assess the wind direction or speed! After about 4 hours airborne, and being in severe thunderstorm activity which produced St Elmo’s Fire on our windscreen (which was a new experience for me and scary as hell!), we should have been able to receive the Bermuda Beacon or TACAN. -
Avro Lancaster
Last update 1 December 2020 |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||| AVRO LANCASTER |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||| Immediate postwar Lancaster & Lancastrian civil conversions for airlines are not included - • B Mk. I R5868 (built by Metropolitan Vickers Ltd, Manchester) Vickers RAF del. 6.42: 137 wartime missions RAF Wroughton: arr. for storage 1.9.47/58 RAF Scampton: gate guard “PO-S” .58/70 RAF Bicester: rest. for RAF Museum 24.8.70/72 RAF Museum, Hendon: arr. 20.3.72/20 (displ. as "R5868/PO-S") ________________________________________________________________________________________ - • B Mk. 1 W4783 460 (RAAF) Squadron “AR-G”: 89 missions 12.42/44 Vickers (to RAAF as A66-2) 10.44 (ferried to Australia for Victory Loans tour, dep. England 11.10.44, via Iceland, Canada, USA, Pacific, arr. RAAF Amberley QLD 8.11.44) toured Australia, last flight to RAAF Canberra 24.9.45 (open storage Canberra 45/54 for AWM) Australian War Memorial, Canberra ACT 6.55/20 (displ. inside from 6.55 as "W4783/AR-G", removed for static rest .99/03, trucked dism. back to AWM 22.7.03, reassembled for displ. 12.03, displ. as “W4783/AR-G”) ________________________________________________________________________________________ -
Remembering the Avro Arrow Overview
FlyingFlying IntoInto HistoryHistory Remembering the Avro Arrow Overview The Avro CF-105 Arrow“ ” was a delta-wing jet interceptor aircraft, designed and built by A.V. Roe Canada Limited in Malton as the culmination of a design study that began in 1953. Go-ahead on the production of the CF-105 was given in 1955, and the AVRO Arrow was rolled out for the public on October 4, 1957. The first test flight took place on March 25, 1958. TheArrow and the accompanying Orenda Iroquois jet engine program were abruptly cancelled by the Federal Government on February 20, 1959 (“Black Friday”), sparking a long and bitter social and political debate. At the time of its cancellation the Arrow was considered to be one of the most advanced aircrafts in the world. It was built, flown, and destroyed within the City of Mississauga. Front cover: AVRO Arrow RL-205 in flight, photo courtesy of the Canadian Aviation Historical Society Above: Celebrating the first flight of AVRO Arrow RL-201with chief test pilot Jan Zurakowski, photo courtesy of the Windsor Star 1 History The story of the Arrow began in 1952 when the Royal Canadian Air Force (RCAF) was looking to develop a new all-weather jet interceptor capable of extremely high levels of performance. The RCAF contracted A.V. Roe Canada (AVRO Canada), which was based in Malton, Ontario. Avro had already produced the CF-100 “Canuck”, Canada’s first all-weather jet interceptor. In 1953, research and design for the CF-105 supersonic, all-weather jet interceptor began, with formal production and testing starting in 1954.