RCAF History Forum

[Moose47]

G'day

Here is a Harvard Mk. I from No. 1 Service Flying Training School at R.C.A.F. Station Camp Borden, Ontario about to land on Runway No. 3. On the side of Hangar A7 can be seen two more Harvard Mk. I's and a Fairey Battle Mk. I from the Advanced Trainer Squadron.

Cheers...Chris

[Beefitarian]

What can you tell us about this?

http://www.controller.com/listingsdetai ... 252923.htm

[Moose47]

G'day Beefy

Not much to say about this particular aircraft.

It is a Slingsby T-67C-3 Firefly (Canadian Forces designation CT-111). Under the Contracted Flight Training and Support Program, 12 of the type replaced the Beechcraft CT-134 Musketeer as the ab initio at C.F.B. Portage la Prairie, Manitoba, oops, sorry bad habit, it's now known as the Southport Aerospace Centre. They were all Canadian civil registered. Your Firefly was C-GSTH and carried the Canadian Forces ident number 203. All training was done by civilian contracted instructors. The Slingsby as it was commonly referred to, was used from 1992 to 2005. It was replaced by the Grob 120A which is currently operated by Allied Wings.

The aircraft was sold to Gemini Aircraft in Carson City, Nevada in December of 2005 where it was given the U. S. civil registration N125GA and placed in the Experimental Category.

Cheers...Chris

[Beefitarian]

Thank you sir. Interesting still. I suspect since it was placed in the Experimental Category and it's fully aerobatic it might be pretty expensive to bring it back here.

Kind of a neat two seater from what I gather from the ad.

[Old Dog Flying]

I could be wrong but these aircraft were British built with an Aerobatic category CofA in Canada...and Experimental in the USA because of the country of origin..just like the Tiger Moth and Chipmunk.

A buddy of mine worked as an instructor at South Port for a short while and he did not like the beast as it was under-powered. The USAF used the T-67 for a while but they were powered by a 250 hp engine...but I can't remember the make or model.

Barney

[Moose47]

G'day Barney

The U.S.A.F. Firefly used a 260 horsepower Textron Lycoming AEIO-540-D4A5 flat-six engine. The propellor was a composite three-blade constant speed Hoffman HO-V123K-X/180DT.

Cheers...Chris

[Moose47]

G'day

Here's a nice profile of a Northrop Nomad that served with the Royal Canadian Air Force. It is s/n 3495. The aircraft was taken on strength with the R.C.A.F. on the 18th of March, 1940 and sent to R.C.A.F, Trenton, Ontario. It was transferred to No. 6 Bombing & Gunnery School at Mountain View, Ontario a short distance from Trenton.

While at Mountain View it had an accident. On the 2nd of February, 1942 at 13:40 hours and after carrying out a routine air firing exercise, the aircraft made a forced landing on Mountain View's North/South Runway with the wheels retracted owing to the pilot's inability to lower the landing gear due to a mechanical problem with the hydraulic system. It suffered Category 'C' damage. A mod was made to the Selection Link.

Pilot – C3885 Flying Officer Crawford
OC- R75009 L.A.C. J . R. Green - * OC – Other Crew. Green was the drogue operator

Nomad 3495 was transferred to No. 9 Bombing & Gunnery School at Mont Joli, Quebec on the 13th of November, 1942. It was used to tow targets for the air gunner students. The aircraft was involved with another Nomad which would see it written off due to Category 'A' damage.

On the 5th of May, 1943 at 10:30 hours and after a scheduled drogue exercise, two Nomads were making final approaches to the airfield. Nomad 3495 completed its landing. Nomad 3502 had made its approach above and behind Nomad 3495 and struck the aircraft immediately after touchdown. The pilot of Nomad 3502 did not see the other aircraft at any time during his approach.

There were no injuries sustained as a result of the accident. Pilots were later warned to exercise more caution during approaches.

Pilot of Nomad 3502– R108448 Sgt. J. P. L. Doucet
He had his log book endorsed “Gross Carelessness”

Pilot of Nomad 3495 – R82399 Warrant Officer 2nd Class J. O. Laughlin
Drogue Operator of Nomad 3495 – R73133 L.A.C. E. L. Warren

After being declared a write-off, Nomad 3495 was struck off strength with the R.C.A.F. on the 21st of October, 1943.

Incidentally, the aircraft in the background are Airspeed Oxfords.

Cheers...Chris

[Moose47]

G'day Folks

Time to put your thinking caps on and identify this aircraft.

If any of you flew it, please give someone else a chance to answer.

Cheers...Chris

[fleet16b]

I want to say BE2C but the struts extending out to the top wings tips is throwing me off. Not seen on the BE2C
Possibly a post war RCAF mod ?
Am also thinking Camp Borden as the location

[Old Dog Flying]

My guess is an RAF BE-12 with extended wings..used to intecept Zeppelins attacking England

Barney

[fleet16b]

My guess is an RAF BE-12 with extended wings..used to intecept Zeppelins attacking England

Barney

Maybe Barney but I am having a hard time finding any BE 's with extended wings
Sure looks like a BE aircraft to me ...thats my guess anyway

[Moose47]

G'day

A trio of Avro Canada CF-100 Canuck Mk. 3B's from No. 428 Eagle (All-Weather) Fighter Squadron take-off in formation. The squadron operated the Mk. 3B at R.C.A.F. Station St. Hubert, Quebec from the 1st of July, 1953 until circa May, 1955 as part of Air Defence Command. The commanding officers during this time were: Wing Commander Roy John Lawlor DFC, of Pictou, Nova Scotia (1st of July, 1953 - 31st of October,1954) and Squadron Leader Leslie Patrick Stanford Bing DFC of Regina, Saskatchewan (1st of November 1954 - 14th of August, 1955). The squadron began converting to the CF-100 Mk. 4B in February, 1955.

Cheers...Chris

[Moose47]

G'day

This one is for Phil.

Cheers...Chris

[culver10]

Thanks again Chris!
Enjoy dad

Phil

[Moose47]

G'day

This is a Canadair T-33 Silver Star Mk. 3 PT s/n 21371. The aircraft was taken on strength with the R.C.A.F. on the 28th of July, 1954 at No. 11 Technical Services Unit based at Canadair Limited in Cartierville, Quebec. It was then flown to France by No.1 Overseas Ferry Unit, where it was taken on strength with the R.C.A.F.'s No.1 Air Division Europe. This Pilot Trainer version, was struck off strength with the R.C.A.F. on the 14th of November, 1965 at Prestwick, Scotland, where it was reduced to spares and scrap. The Royal Canadian Air Force took on total of 656 Nene 10-powered Silver Star Mk. 3's beginning on the 3rd of March, 1953.

Cheers...Chris

[Moose47]

G'day

At 02:48 hours, on the 29th of August, 1930, the mammoth airship R.100 separated from the Cardington Mast at the Royal Airship Works in Cardington, Bedfordshire heralding the beginning of an incredible trans-Atlantic adventure to the Dominion of Canada. The airship was commanded by Major George H, Scott had a crew of 36. There were six passengers along for the ride., Part of the 3,364 mile route took them over Newfoundland, then down the St. Lawrence River and to their destination St. Hubert, Quebec. The airsip arrived there at 05:37 hours on the 1st of August, after being airborne for 78 hours and 49 minutes.

The airship was privately-built by the Airship Guarantee Company in Howden, Yorkshire. It was a subsidiary Vickers Limited. The company's chief designer was none other than Barnes Wallis.

The photo shows R.100 docking at St. Hubert, Quebec after 3 1/4 day journey.

Cheers...Chris

[Moose47]

G'day

On the 4th of June 1919, the British Government formally offered the Government of Canada 114 new and used aircraft which also included 11 Short Brothers Felixstowe F.3’s.

The aircraft in your photo is a Short Brothers Felixstowe F.3, registration G-CYBT. It previously served with the Royal Air Force (R.A.F. serial number N4016). Note that the G-CY register indicates state-owned aircraft. It was Canada’s list of original military aircraft that later became the equipment of the Royal Canadian Air Force (April 1st 1924). Felixstowe F.3 G-CYBT was taken on strength with the Air Board on the 3rd of October 1920, and later struck off strength on the 29th of September 1922.

This aircraft took part in the first Trans-Canada Flight. Its route was as follows:
Riviere du Loup, Quebec to Ottawa, Ontario
Ottawa, Ontario to Sault Ste. Marie, Ontario
Sault Ste. Marie, Ontario to Kenora, Ontario
Kenora, Ontario to Selkirk, Manitoba

The pilots of the Felixstowe F.3 for the westbound journey, were First World War veterans Lieutenant Colonel Robert Leckie and Major Basil Hobbs. On the 8th of October, 1920, Colonel G. O. Johnson was taken on at Ottawa,Ontario as a navigator. The aircraft departed Ottawa at 08:30 hours on the 9th of October and headed west. They followed the Ottawa River to its confluence with the Mattawa River. The route had them following a stream to the North Bay area. From there, they crossed Lake Nipissing (which I can see from my front door) to the northern shores of Lake Huron. The crew droned on to Sault Ste. Marie, Ontario arriving at 17:00 hours the same day.

Once they had refueled, they attempted to proceed westward crossing Lake Superior. The aircraft was turned back as a result of fog that totally obscured their visibility. The crew ended up sleeping in the aircraft overnight (been there, done that). The following morning (the 10th of October) they completed the flight across Lake Superior to the upper reaches of the Winnipeg River after a stop at Kenora, Ontario (previously known as Rat Portage). The crew followed the river to Lake Winnipeg. From there it was southwards along the lakeshore to mouth of the Red River. By this time it had become dark. Darkness would almost spell disaster for the crew as they landed on the water at Selkirk. The aircraft narrowly missed a dredge anchored in the river.

Lieutenant Colonel Leckie took a load of mail by train and returned the following day to fly the Felixstowe F.3 to the St. Vital area on the Red River. That ended the aircraft’s role in the first Trans-Canada Flight. It would soon become a familiar site throughout the province as it operated from its base at Victoria Beach, Manitoba.

Incidentally, Robert Leckie would go on to become an Air Marshal and the Chief of Air Staff in the Royal Canadian Air Force. He would be honoured with a school named after him at R.C.A.F. Station Goose Bay. I went there from 1964 to 1967.

Cheers...Chris

[Moose47]

G'day Phil

Sorry for the length of time getting this out to you. I just recieved some final details from Scotland tonight. Like I told you on the phone the other night, Graham was a selfless hero. You should feel proud to have him as a relative.

Prairie Boy
George Robert Graham Kite was born on the 18th of February, 1922 to George R. And Janette B. Kite of Pettapiece, Manitoba. He was the older brother of Canadian Army Captain J. L. Kite. Graham worked on the family farm helping his father who had sustained serious wounds while serving in the First World War.

Graham Joins the Air Force
Graham felt a sense of duty to follow in his father's footsteps and went to Winnipeg and enlisted in the Royal Canadian Air Force on the 19th of January, 1942. His service number was R152850. Graham was granted Leave Without Pay until the 3rd of February, 1943. He went home and helped his father on the farm. Graham was then posted to No. 2 Manning Depot at Brandon, Manitoba.

“He learned how to march, how to salute and to bring is eyeballs around with a click…He became the proud possessor of boots, tunic, fatigue pants, cap, four shirts, two suits of underwear, socks and all the odds and ends which comprised the equipment o the airman in embryo. He learned that boots must be kept well shined, buttons polished, face clean-shaven at peril of his liberty…He slept upper or lower according to liking or luck in a double bunk. He received the princely salary of $1.30 a day …by the end of his recruit training…the young man was ready to move on to a step higher.”

I Stand On Guard
After completion of Manning Depot, many young airmen found the sent to various stations to perform menial tasks as well as guard duty while waiting to be loaded on courses. Graham was no different. He was sent to No. 10 Service Flying Training School at Dauphin, Manitoba where he was issued a Lee Enfield rifle for use while carrying out guard duty. He arrived at Dauphin on the 11th of April, 1942.

Initial Training School
Graham reported to No. 7 Initial Training School in Saskatoon, Saskatchewan on the 8th of May 1942. While at the I.T.S., students took pre-flight training in aerial navigation, aeronautics, engines, meteorology, mathematics and armaments over a seven-week period. During this time, it was determined whether the student would go to further training as a pilot, observer, wireless operator or air gunner.

A Big Promotion
On the 3rd of July, 1941, he was promoted to the rank of Lading Aircraftman (LAC). Still on the lowest rungs of the ladder but nevertheless going in the right direction.

Graham Goes Flying
Graham reported to No. 19 Elementary Flying Training School at Virden, Manitoba on the 15th of August, 1942. The school was equipped with de Havilland D.H.82A and D.H.82C Tiger Moths. After 76 hours of flying, he was ready to meet a round-engine yellow beast that would make you or break you.

A Harvard Education
Graham was posted No. 10 Service Flying Training School at Dauphin, Manitoba, arriving on the 24th of October, 1942, He was back on familiar ground. It was here that Graham would be introduced to the North American Harvard, otherwise commonly referred to as the `Yellow Peril`. He made it through service flying training and was presented his wings by his father on the 18th of February, 1943. Graham was promoted to Sergeant the next day.

Overseas
Graham travelled by train to Halifax, Nova Scotia where he reported to `Y` Depot on the 5th of March, 1943. This is where you were processed prior to going overseas by ship. He departed Halifax Harbour on the 8th of March. Upon being processed at a reception centre, Graham was sent to a Royal Air Force OTU (Operational Training Unit) on Vickers Wellingtons (usually clapped out machines) and then to a Heavy Conversion Unit. Where he upon completion of training, was posted to an operational R.A.F. bomber squadron

'Shiny 10'
Graham found himself posted to No. 10 (B) Squadron at R.A.F. Station Melbourne, Yorkshire. The station was located between the village of Melbourne and Seaton Ross and 11 miles southeast of York. It had three concrete runways of which the longest one was 5,000 feet in length with the two intersecting runways 4,000 feet each. The runways were linked by a surrounding perimeter track with 32 circular hardstands. The squadron was part of No. 4 Group, R.A.F. Bomber Command. At the time of Graham's arrival, it was operating the Rolls Royce 22-powered Handley Page Halifax B. Mk. II. Series IA The squadron was nicknamed 'Shiny 10' and unofficially known as 'Blackburn's own squadron'. The squadron's motto was 'Rem acu tangere', Latin for 'To hit the mark'

Bombs Gone
Graham's first operation or simply referred to as an op, was flown on the night of the 11/12th of May, 1944. Right now it is a toss up between the two following targets until I see the squadron's Operations Record Book. On that a night, a force of 53 Halifaxes from No. 4 Group and 8 Mosquitoes from No. 8 Pathfinder Group attacked a coastal gun position at Colline Beaumont, France with no verifiable results. It had been a difficult target to mark and thankfully no aircraft lost. The other target was the railway yards at Trouville, France. The bombing was accurate with a large explosion witnessed by crews. Again, there were no casualties.

Call Me Sir!
Graham received his commission to Pilot Officer while with the squadron. His new service number was J87906.

New Planes
The squadron commenced operations in May, 1944 with the much improved Halifax B. Mk. III. The aircraft was powered by four Bristol Hercules XVI 14-cylinder radial air-cooled, sleeve valve engines.

Ops, Ops and more Ops
Graham carried on flying and was on his 31st trip which would prove to be his last. I am thinking that somewhere along the line he may have had to return early from an op. In order for an op to count against completion of an operational tour, you had to complete the flight either attacking the primary or secondary target. Thirty was the magic number to be designated as O.T.E. - Tour Expired also known as being 'Screened'. At that time the chances of complete a 30 op tour was 25 %. So, in all likelihood, if Graham had survived another op, he would have been screened, which would have meant a posting as an instructor to a non-operational unit to rest and pass on his combat experience to new students at an Operational Training Unit .

'Target for Tonight'
On the night of 23rd/24th of September, 1944, Graham and his crew would be flying an English Electric-built Halifax B. Mk. III, s/n MZ574. It was coded ZA* W. 'ZA' was the squadron code while 'W' was the individual aircraft call letter. He was wheels-up from Melbourne at 19:25 hours. He and his crew were among a force comprised of 378 Lancasters, 154 Halifaxes and 17 Mosquitoes from No's 1, 3 and 4 Bomber Groups that were sent out to the 'Target for Tonight, Neus, Germany.

It was to be a three wave, 14 minute attack on the railway yards involving some 24 Halifax aircraft from No. 10 (B) Squadron. The target was 4 1/2 miles south-west of Dusseldorf and the squadron was to be the third wave to bomb. Two aircraft aborted take off and one returned before reaching the English coast. During the outbound leg, Luftwaffe fighters were pretty active, with at least six were seen by No. 10 (B) Squadron's crews in the target area. A Junkers 88 attacked one Halifax, but was driven off by general cannon and machine gun fire being directed at it from the Halifax's gunners.

Most of the bombs landed on the dock and factories. The damage was reported to be 617 houses and 14 public buildings destroyed or having sustained significant damage. The body count was 289 killed and 150 injured. It was costly for the Royal Air Force as well. Five Lancasters and two Halifaxes were lost. Heading back to England, one of the squadron's Halifaxes landed at R.A.F. Station Woodbridge, Suffolk without brakes, while another one, ZA-V was shot down over the Dusseldorf area most likely by night-fighters. Two other squadron aircraft were damaged as a result of the fighter attacks.

Gone for a Burton
Graham's Halifax was hit by enemy fire. It is felt that it too was probably a night-fighter that got him. He ordered his crew to bail out of the stricken bomber. One of the W.A.G.'s (Wireless Operator/Air Gunner) Flight Sergeant A. G. T. Saunders R.A.F.V.R. stayed onboard with his skipper. This leads me to believe either he was so seriously wounded he could not bail out or he decided to ride the aircraft down with his skipper.

Graham wrestled with the damaged aircraft, trying to land it in the Netherlands. According to an eyewitness report, he almost succeeded. Unfortunately, the Halifax made contact with some tall standing trees and crashed to the ground at Boerderij 'Brommrlerhof', 2km's east of Zwier. Limburg. Graham and F/S Saunders were killed. The place that the aircraft crashed was only liberated three days earlier with the German lines still only three short miles away. Graham's heroic actions undoubtedly saved most of his his crew.

The rest of the crew who hit the silk were made prisoners-of-war.

Navigator – J87799 Pilot Officer G. W. Chorley, R.C.A.F.
Stammlager Luft VII – Bankau, Silesia
P.O.W. Number – 5969

Bomb Aimer – 185040 Flight Sergeant H. J. Maling R.A.F.V.R.
Stammlager Luft VII – Sagan, Lower Silesia
P.O.W. Number – 927

Flight Engineer – Sergeant J. N. McGiveron, R.A.F.V.R.
Stammlager Luft VII – Bankau, Silesia
P.O.W. Number – 925

Air Gunner – 1678638 Flight Sergeant F. P. Mannion, R.A.F.V.R.
Stammlager Luft III - Sagan, Lower Silesia
P.O.W. Number – 928

Air Gunner – 1315840 Flight Sergeant V. I. Simmonds, R.A.F.V.R.
Stammlager Luft III - Sagan, Lower Silesia
P.O.W. Number -138884

'The Great Escape' took place at Stammlager (Stalag) Luft III.

*Note: RAFVR – Royal Air Force Volunteer Reserve

Eternal Peace

Graham peacefully rests in Plot VII. E. 19 of the Leopoldsburg War Cemetery in Limburg, Belgium.

1117296 Flight Sergeant Alexander Gray Thomas Saunders R.A.F.V.R., was the son of Thomas T. and Jemima Saunders, of Baillieston, Lanarkshire. He peacefully rests next to Graham in Plot VII. E. 20. F/S Saunders was only 22 years old when killed

Epilogue
Not long after the crash, a local farmer went to the crash site and recovered one undercarriage leg and parts from one of the Hercules engines. He turned the undercarriage leg into a memorial on his farm. Parts from the engine including three peoellor blades, lay in the barn until 2001. The son, now a farmer like his father before him (he was three at the time of the crash) consented to let the engine parts and blades go to Scotland but was emphatic that the undercarriage remain where it was. A plaque has been erected at church in the nearby village of Wijnandsrade. A number of years ago, the two surviving air gunners from the crew, visited the farm to pay their last respects.

The engine's reduction gearbox, prop hub, spinner and three blades made their way to Scotland. Some of those parts were then transported to R.A.F. Station Leuchars in Fife, where they were transported to Canadian Forces Base Trenton, Ontario and used in the restoration of Halifax s/n NA337. Incidentally, it was my team leader, Karl Kjarsgaard who was the driving force behind the recovery of Halifax s/n NA337 from Lake Mjosa in Norway.

I will endeavour to repatriate one of the blades back to Canada for display at 17 Wing, Winnipeg.

These young men who gave their all, were undoubtedly part of what has been coined the 'Greatest Generation'.

Cheers...Chris

[Moose47]

G'day

This is a Vickers Wellington G.R. Mk. XIII L/L belonging to the R.C.A.F.'s No. 415 'Swordfish' (TB) Squadron. The Coastal Command general reconnaissance squadron operated this Leigh-Light equipped torpedo bomber variant from September, 1943 to the first part of July, 1944. The Swordfish were under the command of C871 Wing Commander Charles Graham Ruttan DSO from the 2nd of August, 1943 to the 11th of July, 1944, The squadron was transferred to the R.C.A.F.'s No. 6 Group of Royal Air Force Bomber Command on the 12th of July, 1944.. They briefly operated from R.A.F. Station Birchem Newton, Norfolk until re-locating to No. 62 Base at East Moor, Yorkshire on the 26th of July, 1944.

Note the four ASV Mk. II radar atennas. *ASV Air to Surface Vessel

Cheers...Chris

[Moose47]

G'day fans of R.C.A.F. history

This story has beer, flying, fighting, beer, hockey, more beer and a pinch of politics in it. Life does not get any better than that. Did I mention beer?

Cheers...Chris

C1226 Flying Officer Hartland de Montarville Molson (yes of the the Molson Brewery family) from Montreal, Quebec, stands beside his damaged Hawker Hurricane Mk. I s/n P3757 coded YO*G. He was slightly injured when landing his aircraft at R.A.F. Station Hornchurch, Essex after flying a sortie from there on the 18th of August, 1940. At that time, the squadron commanded by Squadron Ernie 'PeeWee' McNab from Rosthern, Saskatchewan. was based at R.A.F. Station Croydon, Surrey as part of R.A.F. Fighter Command's No. 11 Group.

Molson flew 62 combat sorties while with the No. 1 (RCAF) Fighter Squadron. He damaged one Dornier 215 (26th of August, 1940), damaged two Bf 110's (4th of September, 1940) and destroyed one Heinkel He 111 (26th of September, 1940). On the 5th of October, 1940, Molson was flying Hurricane s/n P3873 and coded YO*R on a patrol. He encountered Luftwaffe fighter opposition and in the ensuing melee was shot down. Although getting shot three times in the leg, he safely baled out over Canterbury. He was admitted to a hospital in Chatham, Kent Molson was repatriated to Canada in early 1941 to recuperate from his wounds.

Now a squadron leader, Molson assumed command of No. 118 (F) Squadron on the 23rd of July, 1941 from his former commanding officer overseas,Wing Commander Ernie McNab. Based at R.C.A.F. Station Dartmouth, Nova Scotia, the squadron assigned east coast air defence duties, initially flew the portly Grumman Goblin bi-plane until it was replaced by the Curtiss Kittyhawk Mk. I beginning in November, 1941.

Molson relinquished command of No. 118 (F) Squadron to C1328 Squadron Leader Arthur M. Yuile from Montreal, Quebec on the 14th of June. Molson and Yule had been squadron mates with No. 1 (RCAF) Squadron in England

On the 9th of June, 1942 Molson assumed command of No. 126 'Flying Lancers' (F) Squadron from Squadron Leader Arthur M. Yule. The squadron also tasked with defending Canada's east coast from R.C.A.F. Station Dartmouth, Nova Scotia, was equipped with the Canadian-built Hawker Hurricane Mk. XIIA . Molson's command of the Flying Lancers lasted until the 6th of September, 1942.

Molson would be flying a desk with his new posting at Eastern Air Command H.Q. in Halifax, Nova Scotia. He would go on to command R,C,A.F, Station Dartmouth, No. 8 Service Flying Training School in Moncton, New Brunswick and after its move to Weyburn, Saskatchewan, as well as R.C.A.F. Station St, Hubert, Quebec. His final posting effective the 16th of July, 1944, was to the Directorate of Personnel at Air Force Headquarters in Ottawa, Ontario.

Molson, who retired in September 1945 with the rank of Group Captain, received the Order of the British Empire Medal effective the 1st of January, 1946. The citation that accompanied the ward reads as follows:

"This officer was appointed during the first months of the war and upon completion of advanced training proceeded overseas with No.1 Fighter Squadron, with which he served during the Battle of Britain. He was wounded and repatriated to Canada. Since his return, he has served as staff officer in charge of Fighter Defences in Eastern Air Command and was subsequently appointed to the command of several stations. In all of these appointments he has displayed outstanding initiative, thoroughness, enthusiasm and devotion to duty. As the result of his excellent record he was appointed to the position of Director of Personnel. For a year he has carried the heavy responsibilities of this position, and continued to display the same outstanding qualities of leadership and loyalty."

Molson would later be called to Senate of Canada by Prime Minister Louis St. Laurent in 1955. His long association with the Montreal Canadiens (my late granny Edith hated them with a passion) as President and Chairman of the team earned him a spot in the Hockey Hall of Fame in 1973.

Sadly, Molson passed away on the 22nd of September, 2002.

Cheers...Chris

[Moose47]

G'day

L.A.C. J. R. Skinner, a pupil pilot, looks at his Harvard Mk. II, s/n AJ296 after it swung off the runway during landing, causing the undercarriage to collapse. The accident took place at 10:00 hours on the 13th of October, 1942 at No. 41 Service Flying Training School in Weyburn, Saskatchewan.

Post-war, this Harvard served for a period of time at No. 4 Flying Training School at R.C.A.F. Station Penhold, Alberta.

Cheers...Chris

[Moose47]

G'day

O.K. folks let's play accident investigator.

I have a Fleet Finch Mk. II here from No. 13 ELementary Flying Training School at St. Eugene, Ontario.

Based on what you see, what do you think happened.

I will post results from the Accident Investigation Board tomorrow.

Cheers...Chris

[Moose47]

G`day

It is time to reflect on the flying past.

Here is a North American NA-64 Yale Mk. I s/n 3423, one of 119 used by the Royal Canadian Air Force during the Second World War. It was part of the United Kingdom contribution to the Joint Air Training Plan paid by the British Purchasing Commission.

This Yale was taken on strength with the R.C.A.F. on the 17th of August, 1940. It first served at No. 1 Service Flying Training School's Intermediate Training Squadron at R.C.A.F. Station Camp Borden, Ontario. The aircraft ground looped on the 11th of October, 1940 at Borden. On the 23rd of March, 1941, the student pilot turned the aircraft over after undershooting the landing field, ending up in the snow at the Alliston Aerodrome. Yale 3423 later served with the Navigation Flight of No. 14 Service Flying Training School at Aylmer, Ontario.

It was sent to No. 9 Repair Depot at St. Jean (also called St. John`s by the English), Quebec for conversion to a wireless trainer. The mods were completed on the 15th of May, 1944. On the same day, it was transferred to No. 2 Training Command. No. 2 T.C. Headquarters was located at Winnipeg, Manitoba. It does not appear that the aircraft was used by any of the schools within its command. It was put in stored reserve on the 8th of November, 1944. The aircraft was then classified as APDAL(Aircraft Pending Disposal at Location) on the 10th of March, 1945 at No. 3 Surplus Equipment handling Unit at Swift Current. Up to the 24th of March, 1944, Swift Current had been the home of No. 39 Service Flying Training School. It was transferred to War Assets for disposal on the 1st of October, 1945.

Cheers...Chris

[roscoe]

G'day

O.K. folks let's play accident investigator.

I have a Fleet Finch Mk. II here from No. 13 ELementary Flying Training School at St. Eugene, Ontario.

Based on what you see, what do you think happened.

I will post results from the Accident Investigation Board tomorrow.

Cheers...Chris

It appears, from the photo, that there were patches of ice on the landing surface. Possible loss of directional control resulting in sideload beyond the aircraft structure's ability to withstand the load while careening down the runway.

This is possibly the best thread EVER on AvCanada! Keep it up Chris.

[flyer]

Thoroughly enjoyable history lessons!!! Thank you!

Question: I'm a T33 nut and would love to one day have the money to restore one to flying condition, of which there are a few, but I've never seen a CF-100 in flying condition or in private hands (other than on poles or rotting away). Are there any? I've travelled to many air museums throughout the US but haven't been to many in Canada, so I could be missing some obvious examples, but I'm curious...