Bush flying refers to aircraft operations carried out in the bush. Bush flying involves operations in rough terrain where there are no prepared landing strips or runways necessitating that bush planes be equipped with abnormally large tires, floats or skis; this term bush has been used since the 19th century to describe remote wilderness area beyond clearings and settlements hence bush flying denotes flight operations carried out in such remote regions. Bush flying is the primary and sometimes the only method of access across Northern Canada, Western Canada and the Australian Outback and other parts of the world. In Canada, the first real use of bush flying was for exploration and development, while in Alaska, transportation was the main purpose. Bush flying became important during rescue operations. Bush pilots are well needed in rescues and are important for many different reasons. After the 1918 Armistice with Germany, Ellwood Wilson, a Canadian forester employed by the Laurentide Company in Quebec, realized that airplanes could be used to spot forest fires and to map forested areas.
Early next year, when Wilson discovered that the U. S. Navy was giving Canada several war-surplus Curtiss HS-2L flying boats, he asked to borrow two, he hired Captain Stuart Graham to fly the planes. Graham and his engineer, Walter Kahre started to fly the first HS-2L to Lac-à-la-Tortue on 4 June 1919, arriving on 8 June 1919; the flight had covered the longest cross-country flight executed in Canada at the time. He delivered the other HS-2L to Lac-à-la-Tortue. Equipped with the aircraft, the first bush flights occurred when fire patrol and aerial photography began in the summer of 1919 in the St. Maurice River valley. Graham and Kahre continued this service for two more seasons, but it became so expensive that the Laurentide Company underwrote the operation. In response, it was split into a separate company called Laurentide Air Services Ltd. with Wilson as president and former Royal Naval Air Service instructor and barnstormer William Roy Maxwell as vice president. These were the first bush flights in Eastern Canada.
In Western Canada, after Wilfred May was discharged from the Royal Naval Air Service and moved to Edmonton, a Montreal businessman offered the city of Edmonton a Curtiss JN-4 after he found success in the city's real estate. Mayor Joe Clarke and city council accepted the gift. City council and May agreed to a price of CA$25. May and his brother Court May completed the necessary paperwork and raised the required capital to form May Airplanes Ltd. George Gorman, a pilot, Peter Derbyshire, a mechanic, joined the first commercial bush operations in Canada. May asked the publisher of the Edmonton Journal to fly copies of the paper to Wetaskiwin, 70 kilometres south of Edmonton, he accepted and the next day and Derbyshire flew the newspapers along with 2 sacks of advertising circulars, following the rail line to the city, announcing the service to communities along the way. Bush flying in Canada is commemorated by the Canadian Bushplane Heritage Centre in Sault Ste Marie, Ontario as well as two National Film Board of Canada documentary films, Bush Pilot: Reflections on a Canadian Myth and Bush Pilot - Into the Wild Blue Yonder.
Alaska's first bush pilot was Carl Ben Eielson, a North Dakota farm boy of Scandinavian descent who flew during World War I. After the war, he moved to Alaska as a science teacher in Fairbanks. However, he soon persuaded several citizens to help him acquire a Curtiss JN-4, flying passengers to nearby settlements, he asked the postal operator for an airmail contract. The post office accepted the proposal and in 1924, Eielson received a de Havilland 4 that would be used to make eight mail runs to McGrath, 280 miles away, before his contract was terminated after the third accident. Noel Wien made the first successful bush flight to Livengood, Alaska on 19 Aug. 1924. This flight demonstrated that the trip in support of mining operations could be made in under an hour, when the dog sled trail would take several days in winter. Wien made 34 flights that first summer in support of the 250 men located at the camp, providing supplies and services. Bush flying involves operations in rough terrain, necessitating bush planes to be equipped with tundra tires, floats, or skis.
A bush plane should have good short landing capabilities. A typical bush plane will have wings on top of its fuselage to ensure that they do not make contact with any overgrowth in the landing area, they will have conventional "tail-dragger" landing gear as it has a greater aeronautic ability than tricycle landing gear, is more suited to rough surfaces. The increased upward angle of the taildragger configuration gives the propeller more clearance from the ground allowing it to avoid striking rocks and other debris that might cause damage; however tricycle gear bushplanes are capable of landing anywhere a tail dragger can, provided it is equipped with suitable oversize high flotation tires and is loaded. Royal Flying Doctor Service of Australia Ontario Provincial Air Service The Editors of Time-Life Books; the Bush Pilots. Alexandria, Virginia: Time-Life Books. ISBN 0-8094-3309-5. Foster, J. A.. The Bush Pilots. Toronto: McClelland & Stewart Inc. ISBN 0-7710-3245-5. Alaska Air Museum Backcountry Pilot.
Org FAA Fly Alaska Safely
De Havilland Dragon Rapide
The de Havilland DH.89 Dragon Rapide was a 1930s short-haul biplane airliner developed and produced by British aircraft company de Havilland. Capable of accommodating 6–8 passengers, it proved an economical and durable craft, despite its primitive plywood construction. Developed during the early 1930s, the Dragon Rapide was a smaller, twin-engined version of the four-engined DH.86 Express, shared a number of common features, such as its tapered wings, streamlined fairings and Gipsy Six engines. First named the "Dragon Six", the type was marketed as "Dragon Rapide" and simply known as the "Rapide". Upon its introduction in summer 1934, it proved to be a popular aircraft with airlines and private civil operators alike, attaining considerable foreign sales in addition to its domestic use. Upon the outbreak of the World War II, many of the civil Rapides were impressed into service with the Royal Air Force and Royal Navy. Referred to in military service by the name de Havilland Dominie, the type was employed for radio and navigation training, passenger transport and communications missions.
Other Rapides continued to be operated by British airlines throughout the war under the auspices of the Associated Airways Joint Committee. Postwar, many military aircraft were returned to civilian service. Shortly after the end of the Second World War, de Havilland introduced a Dragon Rapide replacement, the de Havilland Dove. During summer 1933, the de Havilland aircraft company commenced work upon an aircraft to meet an Australian requirement, producing a four-engined faster passenger aircraft capable of seating ten passengers, the DH.86 Dragon Express. An important feature of the DH.86 was the newly developed and powerful Gipsy Six engine, a six-cylinder variant of the four cylinder Gipsy Major engine. The DH.86 would serve as the a key starting point for the DH.89. During late 1933, a team at de Havilland, led by aircraft designer Arthur Ernest Hagg, began working on a new design, intended to be a faster and more comfortable successor to the earlier DH.84 Dragon. The new aircraft was, in effect, a twin-engined, scaled-down version of the four-engined DH.86 Express.
It shared many common features with the earlier DH.86 Express, including its tapered wings, streamlined fairings and fuselage, as well as the same Gipsy Six engines. However, the DH.89 demonstrated none of the operational vices of the Express. On 17 April 1934, the prototype conducted its maiden flight at Hertfordshire. Flown by senior de Havilland test pilot H. S. Broad, it was powered by a pair of 200 hp Gypsy Six engines. Prior to the prototype's first flight, plans to proceed with serial production of DH.89 had received the go-ahead from management. During May 1934, airworthiness trials commenced at RAF Martlesham Heath using the prototype. In response to this event, a maximum permissible speed of 160 MPH was implemented for all DH89. Upon the conclusion of trials, the prototype was sold. By November 1934, series production of the Rapide had reached full swing. Referred to as the "Dragon Six", the aircraft was first marketed as the "Dragon Rapide", although the type came to be popularly referred to as the "Rapide".
Prior to the outbreak of the Second World War, 205 aircraft were manufactured for airlines and other private owners all around the world. The Rapide is the most successful British-built short-haul commercial passenger aircraft to be produced during the 1930s. In response to the issuing of Specification G.18/35 by the British Air Ministry, de Havilland decided to design and produce a single prototype of a modified Rapide for undertaking coastal reconnaissance. Trials using the prototype, K4772, were performed between April and June 1935 at RAF Martlesham Heath and RAF Gosport. However, it lost out to its rival, the Avro Anson. K4772 was used by the Royal Aircraft Establishment in automatic landing trials before being broken down for spares. Work on a militarised version of the Rapide was not wasted as multiple sales were soon completed with other military customers, the first of which being to the Spanish government in December 1935. Sensing demand for the type, de Havilland continued to modify the Rapide's design following its entry to service, creating both refinements and new derivatives as a result.
Aiming to produce a faster version of the Rapide, a smaller and externally cleaner version, designated as the DH.90 Dragonfly, emerged. In November 1935, the 60th airframe to be produced, G-ADWZ, was modified and used by de Havilland as a trials aircraft. Fitted with elongated rear windows, cabin heating, thickened wing tips, a strengthened airframe to allow for an elevated gross weight of 5,500 lb, G-ADWZ participated in trials at Martlesham Heath, after which the higher gross weight was cleared for service. In response to the announcement of an air race between Britain and Johannesburg, South Africa, de Havilland's design team produced a specialised variant of the Rapid, designated as the DH.92 Dolphin. This one-off derivative featured a retractable undercarriage, an expanded wingspan of 53 ft 7 in, a modified nose section, an increased all-up weight of 6,600 lb. In November 1936, in response to suggestions that the addition of flaps would aid in landing, a
Canadian Warplane Heritage Museum
The Canadian Warplane Heritage Museum is a Canadian aviation museum located at the John C. Munro Hamilton International Airport in Hamilton, Ontario; the museum has propeller-driven aircraft and helicopters on display. Displayed is a collection of Canadian military aircraft, many in flying condition; the museum is restoring several Second World War and Cold War aircraft, including a TBM Avenger a De Havilland Canada built S-2 Tracker and a Bristol Bolingbroke. The flying collection performs at air shows and is made available for local flights by museum visitors; the Avro Lancaster flown by the museum is one of only two airworthy Lancasters in the world. Known as the Mynarski Memorial Lancaster in honour of Pilot Officer Andrew Charles Mynarski, it is painted in the markings of his aircraft. An Ontario Historical Plaque near the entrance commemorates Eileen Vollick's role in Ontario's heritage as Canada's first licensed female pilot. On February 15, 1993, a fire destroyed one of the museum hangars.
Destroyed in the fire were the Hawker Hurricane, Grumman TBM Avenger, Stinson 105 and Supermarine Spitfire. In August and September of 2014, the Mynarski Memorial Lancaster Bomber flew across the North Atlantic to RAF Coningsby to participate in six weeks of airshows and events across the United Kingdom. Unique to this tour, the Lancaster VeRA flew in close formation with the Royal Air Force - Battle of Britain Memorial Flight's Lancaster bomber PA474 for most of the 60 displays and events over the two months of the tour. Lancaster VeRA returned to Hamilton on September 29, 2014; the museum's aircraft include: Fairey Firefly MK.6 Hawker Hurricane MK. XII Supermarine Spitfire Mk. XVI Avro Anson V Beech D18S Expeditor Cessna T50 Crane de Havilland Canada DHC-5 Buffalo Douglas DC-3 Douglas C-47 Dakota Noorduyn Norseman Stinson Voyager Avro Canada CF-100 Canuck Canadair CF-104D Starfighter Canadair CF-5 Freedom Fighter Canadair CF-104G Starfighter Canadair Sabre MK.6 Canadair CT-133 Silver Star A de Havilland Vampire FB.6 McDonnell CF-101B Voodoo Avro Lancaster - ex-RCAF BXFM213 is one of two airworthy left in the world Canadian Vickers PBY-5A Canso Bristol Bolingbroke North American Aviation B-25J-35NC Mitchell 45-8883 Grumman TBM Avenger AS 3 Grumman CSF-2 Tracker Westland Lysander IIIA Auster AOP.6 L-19 Bird Dog Beechcraft CT-134 Musketeer Boeing Stearman PT-17 Kaydet In RCAF markings Canadair CT-114 Tutor de Havilland DHC-1 Chipmunk In RCAF markings de Havilland 82C Tiger Moth Two are in the collection, both in RCAF markings.
Fairchild PT-26B Cornell Two are now in the collection - one in RCAF markings, one in RNoAF markings Fleet Finch Fleet 21K Fleet 60K Fort Two are now in the collection - both in RCAF markings, one is flown the other has only been restored on one half to give visitors an idea of the task faced in restoring an old aircraft. North American Harvard 4 Two are now in the collection - both in RCAF markings North American NA-64 Yale Two are now in the collection - both in RCAF markings Nanchang CJ-6 The museum is affiliated with: CMA, CHIN, OMMC and Virtual Museum of Canada. List of aerospace museums List of attractions in Hamilton, Ontario List of Canadian organizations with royal patronage Organization of Military Museums of Canada Military history of Canada Canadian Warplane Heritage Museum Photos of aircraft at the Canadian Warplane Heritage Museum
The Noorduyn Norseman known as the C-64 Norseman, is a Canadian single-engine bush plane designed to operate from unimproved surfaces. Distinctive stubby landing gear protrusions from the lower fuselage make it recognizable. Introduced in 1935, the Norseman remained in production for 25 years with over 900 produced. A number of examples remain in private use to this day. Norseman aircraft are known to have been registered and/or operated in 68 countries throughout the world and have been based and flown in the Arctic and Antarctic regions. Designed by Robert B. C. Noorduyn, the Noorduyn Norseman was produced from 1935 to 1959 by Noorduyn Aircraft Ltd. and by the Canada Car and Foundry company. With the experience of working on many ground-breaking designs at Fokker and Pitcairn-Cierva, Noorduyn decided to create his own design in 1934, the Noorduyn Norseman. Along with his colleague, Walter Clayton, Noorduyn created his original company, Noorduyn Aircraft Limited in early 1933 at Montreal while a successor company bearing the name, Noorduyn Aviation, was established in 1935.
Noorduyn's vision of an ideal bush plane began with a high-wing monoplane airframe to facilitate loading and unloading passengers and cargo at seaplane docks and airports. From the outset, Noorduyn designed his transport to have interchangeable wheel, ski or twin-float landing gear. Unlike most aircraft designs, the Norseman was first fitted with floats skis and fixed landing gear; the final design looked much like Noorduyn's earlier Fokker designs, a high-wing braced monoplane with an all-welded steel tubing fuselage. Attached wood stringers carried a fabric skin, its wing was all fabric covered wood, except for steel tubing ailerons. The divided landing gear were fitted to fuselage stubs; the tail wheel strut could be fitted with a tail skid. The first Norseman, powered by a Wright R-975-E3 Whirlwind, was flight tested on floats on November 14, 1935 and was sold and delivered to Dominion Skyways Ltd. on January 18, 1936, registered as "CF-AYO" and named “Arcturus." In summer 1941, Warner Brothers leased CF-AYO for the filming of "Captains of the Clouds" starring James Cagney.
Principal aerial photography took place near North Bay, Ontario with CF-AYO carrying temporary registration "CF-HGO." CF-AYO was lost in a crash in Algonquin Park in 1952. Its wreckage is on display at the Canadian Bushplane Heritage Centre; the Norseman proved itself to be a rugged, reliable workhorse with steady sales. The first aircraft, CF-AYO, was designated the Norseman Mk I; the next aircraft, "CF-BAU," having some minor changes required after the certification tests, a new Pratt & Whitney R-1340 Wasp SC-1 engine up-rated from 420 to 450 hp, was designated Norseman Mk II while the next three aircraft were Norseman Mk IIIs: "CF-AZA" going to MacKenzie Air Service, Alberta, "CF-AZE" to Prospector Airways, Ontario and "CF-AZS" to Starrat Airways, Ontario. "CF-BAU" would be modified on June 26, 1937 to become the prototype Norseman Mk IV, powered by a Pratt & Whitney Wasp S3H-1. The Mk IV became the "definitive" model but the production run might have ended at a few hundred examples if not for the advent of the Second World War.
Until 1940, the Noorduyn company had sold only 17 aircraft in total to commercial operators in Canada's north and to the Royal Canadian Mounted Police. With the outbreak of war in Europe, demand for a utility transport led to major military orders; the Royal Canadian Air Force and the United States Army Air Forces became the two largest operators. USAAF Colonel Bernt Balchen had been involved in establishing a staging route across Greenland to facilitate the ferrying of aircraft from North America to Europe, he required a bush plane rugged enough to survive in the harsh conditions of the Arctic. After evaluating six Norsemans diverted from a previous RCAF order, late in 1941, he recommended the purchase of the Norseman Mk IV specially modified to USAAF requirements as the YC-64A. After the US entry into the Second World War, the USAAF placed the first of several orders for a production version C-64A Norseman; the principal differences involved fitting two fuselage belly tanks bringing the standard fuel capacity to 201 Imp. gal.
These changes resulted in an increase of 950 lb in the loaded weight of the standard Mk IV. Deliveries began in mid-1942, with the American military placing orders for 749 Norseman Mk IVs as the C-64A. Throughout the Second World War, the USAAF Norseman aircraft were used in North America as well as other in theaters of war, including Europe. Three UC-64As were used by the US Navy under the designation JA-1. Six C-64B floatplanes were used by the US Army Corps of Engineers, as well as by other Allied air forces, who placed orders for 43 Norseman Mk IVs; the RCAF ordered an additional 34 aircraft as Norseman Mk VI. Noorduyn was the sole manufacturer, but when the USAAF considered ordering a larger number of C-64As, license production of 600 by Aeronca Aircraft Corp. was contemplated before the contract was cancelled in 1943. It was a UC-64A Norseman flown by F/O John R. S. Morgan in which Major Glenn Miller was flying as a passenger when he disappeared over the
Canada's Aviation Hall of Fame
Canada's Aviation Hall of Fame, based in the Reynolds-Alberta Museum in Wetaskiwin, Canada and honours those whose accomplishments in aviation contributed so much to Canada's development as a nation. Founded in 1973, the Hall of Fame has honoured thus far more than 200 aviators, engineers and administrators. Due to its size and geographical location, Canada has had to rely upon aviation much more than other countries. With so much territory unsuitable for surface travel, it was up to aviation to unite the country and bring the distant regions the opportunities for social and economic progress that would make them part of Canada; the unique combination of pioneering aviation and pioneering development of the country resulted in many outstanding examples of heroism, tenacity, courage and luck, many great stories to be told. The best of these stories are described in the Aviation Hall of Fame. Stories are told on four by eight foot panels with portraits, citations and memorabilia; the Hall has an extensive collection of personal items and memorabilia related to inducted members, including such material as licenses, uniforms, medals and awards, correspondence and photographs.
The reference library contains 2,500 books and over 12,000 periodicals related to Canadian aviation. Items are loaned to other museums in Canada for exhibit purposes, may be accessed by researchers and visitors, by appointment; the Hall of Fame awards the Belt of Orion and the Order of Polaris each year at its annual induction dinner, to an organization notable for its contribution to Canadian aviation. Canada's Aviation Hall of Fame was incorporated August 2, 1973; the 79 original members included all Companions of the Order of Icarus, all, awarded the Trans-Canada Trophy, all recipients of the Victoria Cross in aerial combat, Alexander Graham Bell and F. W. "Casey" Baldwin for designing and building the Silver Dart, Group Captain John Emilius Fauquier representing the Second World War RAF Bomber Command and Flight Lieutenant George Frederick "Buzz" Beurling representing the Second World War RAF Fighter Command. A confidential nomination review committee reviews nominations for new members of the Hall of Fame, looking for contributions of major benefit to Canada which have stood the test of time.
The Hall of Fame opened on the first day of Klondike Days, July 17, 1974, in the Sportex Building at the Edmonton Exhibition Grounds. During the initial years it moved several times until residing in the Edmonton Convention Centre for several years; when the Reynolds-Alberta Museum opened near Wetaskiwin, Alberta, in 1992, the Hall of Fame moved to the museum's aviation hangar and merging its exhibits with the museum's extensive aviation collection. The Hall has inducted the following people, arranged in alphabetical order, with their year of induction in parentheses; the Belt of Orion Award for Excellence was founded by the Aviation Hall of Fame in 1988, to honour organizations, societies or associations who have made outstanding contributions to the advancement of aviation in Canada. Recipients include: 1974 Trans-Canada Airlines 1988 Canadian Air Line Pilots Association 1989 Air Cadet League of Canada 1990 Southern Alberta Institute of Technology 1991 Ontario Ministry of Natural Resources Aviation and Fire Management Branch 1992 Not Awarded 1993 Canadian Owners and Pilots Association 1994 Canadian Forces Snowbirds 1995 Canadian Ninety-Nines 1996 Not Awarded 1997 Not Awarded 1998 Canadian Forces Search and Rescue 1999 British Columbia Aviation Council 2000 Royal Canadian Mounted Police Air Division 2001 Canadian Aviation Historical Society 2002 Canadian Aviation Artists Association 2003 Not Awarded 2004 Canadian Aeronautics and Space Institute 2005 Aeronautical Engineering Test Establishment 2006 International Aviation Training Institute 2007 Canadian Business Aviation Association 2008 Canadian Warplane Heritage Museum The Museum is affiliated with: CMA, CHIN, Virtual Museum of Canada, Canadian Aeronautical Preservation Association.
History of aviation in Canada Profiles of Hall of Fame Members Canada's Aviation Hall of Fame Audio Interview with Stan Reynolds
De Havilland Canada DHC-2 Beaver
The de Havilland Canada DHC-2 Beaver is a single-engined high-wing propeller-driven short takeoff and landing aircraft developed and manufactured by de Havilland Canada. It has been operated as a bush plane and has been used for a wide variety of utility roles, such as cargo and passenger hauling, aerial application, civil aviation duties. Shortly after the end of the Second World War, de Havilland Canada made the decision to orient itself towards civilian operators. Based upon feedback from pilots, the company decided that the envisioned aircraft should have excellent STOL performance, all-metal construction, accommodate many features sought by the operators of bush planes. On 16 August 1947, the maiden flight of the aircraft, which had received the designation DHC-2 Beaver, took place. In April 1948, the first production aircraft was delivered to the Ontario Department of Lands and Forests. In addition to its use in civilian operations, the Beaver has been adopted by armed forces as a utility aircraft.
The United States Army purchased several hundred aircraft. S. Air Force Auxiliary for search and rescue. By 1967, in excess of 1,600 Beavers had been constructed prior to the closure of the original assembly line. Various aircraft have been upgraded. Additionally, various proposals have been mooted to return the Beaver to production; the Beaver has become one of the more iconic aircraft to have been produced in Canada. One of the more significant events involving the type occurred in 1958, when a Royal New Zealand Air Force Beaver played a supporting role in Sir Edmund Hillary's famous Commonwealth Trans-Antarctic Expedition to the South Pole. Due to its success, the Royal Canadian Mint commemorated the aircraft on a special edition Canadian quarter in November 1999. In 1987, the Canadian Engineering Centennial Board named the DHC-2 one of the top ten Canadian engineering achievements of the 20th century. Large numbers continue to be operational into the 21st century, while the tooling and type certificate for the Beaver have been acquired by Viking Air who continue to produce replacement components and refurbish examples of the type.
Following the end of the Second World War, de Havilland Canada's management team, recognising that there were would be a corresponding downturn in military orders in the immediate post-war climate, decided to focus the company's energies upon finding work within the civilian sector. The company had hired Punch Dickins as Director of Sales, it was on the basis of this information from the prospective operators themselves, as opposed to aerodynamic research or fiscal data, that the future aircraft has its origins. In response without exception, these pilots specified their desire for tremendous extra power and STOL performance, in a design that could be fitted with wheels, skis or floats; when de Havilland engineers noted this would result in poor cruise performance, one pilot replied, "You only have to be faster than a dog sled to be a winner". Other suggestions that were mundane, but important in the bush plane world, included the installation of full-sized doors on both sides of the aircraft, which meant that it could be loaded no matter which side of a dock it tied up on.
On 17 September 1946, de Havilland put together a design team consisting of Fred Buller, Dick Hiscocks, Jim Houston and W. Jakimiuk, led by Phil Garratt; the new aircraft was designed to be all-metal, using "steel from the engine to the firewall, heavy aluminum truss frames with panels and doors throughout the front seat area, lighter trusses toward the rear and all monocoque construction aft". At the time, de Havilland Canada was still a British-owned company and there were plans to fit the evolving design with the British de Havilland Gipsy engine; as a result of its comparatively limited power, the wing area was increased in order to maintain STOL performance. When Pratt & Whitney Canada offered to supply war-surplus 450 hp Wasp Junior radial engines at a low price, the aircraft ended up with extra power as well as the original long wing; the result was unbeatable STOL performance for an aircraft of its size. In line with the convention for aircraft produced by de Havilland Canada being named after animals, it was decided that the new bush plane would be named after the beaver, known for its hard-working nature.
On 16 August 1947, the maiden flight of the DHC-2 Beaver was in Ontario. After completing its flight test programme, the prototype received several adjustments and improvements in order for it to serve as a flying demonstration model ready for the sales circuit; the prototype was sold to Central British Columbia Airways, as a routine day-to-day working air-taxi airplane and continued to fly as such with various until 1980, after which it was retired and preserved. In April 1948, the first production aircraft was delivered to the Ontario Department of Lands and Forests, a design partner. Initial sales were slow two or three a month but as the plane was demonstrated sales started to improve. A key event in the Beaver's history occurred the next year, when the US Army commenced its search for a new utility aircraft to replace their fleet of Cessnas; the competition boiled down to the Bea
Bomber Command Museum of Canada
The Bomber Command Museum of Canada the Nanton Lancaster Society Museum, is an aviation museum in Nanton, Alberta. The museum opened in 1986 and was founded to protect and restore Avro Lancaster FM159, one of only 17 remaining in the world, it has since grown to include a large collection of aircraft, many of which were used during the War by the British Commonwealth Air Training Plan. The Nanton Lancaster Society was formed in 1985 with the mission of preserving the town's Avro Lancaster, on outdoor display since 1960; the following year, the society began displaying the aircraft as a museum. In 1991 the NLS completed a building to house the plane, throughout the 1990s the museum acquired a large collection of aircraft to complement the Lancaster. Following the opening of the original building, the museum has expanded in 1998, 2002, 2007; the museum includes a library and restoration shop. It is presently working to add second hangar for its collection. Since 1986, the museum's Lancaster has undergone a full restoration, all four engines are operational.
The Society elected to restore the aircraft using the livery of Lancaster ND-811 "T for Tommy," the Lancaster in which Ian Bazalgette was killed on 4 August 1944. In 1990 the Society held a dedication ceremony for the aircraft. Among attendees were Mrs. Ethel Broderick, Ian's sister, F2-T crew members Chuck Godfrey and George Turner, as well as 407 Squadron's commanding officer, Colonel Terry Chester. In 2005 the museum dedicated its Bomber Command Memorial, in 2010 changed its name to the Bomber Command Museum of Canada. In addition to its airplanes and vehicles, the museum has an extensive collection of engines and other related objects. Bomber Command Museum continues to develop its collection. In conjunction with the City of Calgary and the Calgary Mosquito Society, it is restoring Mosquito RS700 for display. Additionally, it is working with Halifax 57 Rescue to recover Handley Page Halifax HR871 from off the coast of Sweden, which it will restore and display; this would make the museum one of only four in the world to have a Halifax