1.
Geographic coordinate system
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A geographic coordinate system is a coordinate system used in geography that enables every location on Earth to be specified by a set of numbers, letters or symbols. The coordinates are chosen such that one of the numbers represents a vertical position. A common choice of coordinates is latitude, longitude and elevation, to specify a location on a two-dimensional map requires a map projection. The invention of a coordinate system is generally credited to Eratosthenes of Cyrene. Ptolemy credited him with the adoption of longitude and latitude. Ptolemys 2nd-century Geography used the prime meridian but measured latitude from the equator instead. Mathematical cartography resumed in Europe following Maximus Planudes recovery of Ptolemys text a little before 1300, in 1884, the United States hosted the International Meridian Conference, attended by representatives from twenty-five nations. Twenty-two of them agreed to adopt the longitude of the Royal Observatory in Greenwich, the Dominican Republic voted against the motion, while France and Brazil abstained. France adopted Greenwich Mean Time in place of local determinations by the Paris Observatory in 1911, the latitude of a point on Earths surface is the angle between the equatorial plane and the straight line that passes through that point and through the center of the Earth. Lines joining points of the same latitude trace circles on the surface of Earth called parallels, as they are parallel to the equator, the north pole is 90° N, the south pole is 90° S. The 0° parallel of latitude is designated the equator, the plane of all geographic coordinate systems. The equator divides the globe into Northern and Southern Hemispheres, the longitude of a point on Earths surface is the angle east or west of a reference meridian to another meridian that passes through that point. All meridians are halves of great ellipses, which converge at the north and south poles, the prime meridian determines the proper Eastern and Western Hemispheres, although maps often divide these hemispheres further west in order to keep the Old World on a single side. The antipodal meridian of Greenwich is both 180°W and 180°E, the combination of these two components specifies the position of any location on the surface of Earth, without consideration of altitude or depth. The grid formed by lines of latitude and longitude is known as a graticule, the origin/zero point of this system is located in the Gulf of Guinea about 625 km south of Tema, Ghana. To completely specify a location of a feature on, in, or above Earth. Earth is not a sphere, but a shape approximating a biaxial ellipsoid. It is nearly spherical, but has an equatorial bulge making the radius at the equator about 0. 3% larger than the radius measured through the poles, the shorter axis approximately coincides with the axis of rotation
2.
Winnipeg
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Winnipeg is the capital and largest city of the province of Manitoba in Canada. It is located near the centre of North America and is 110 kilometres from the U. S. border. It is also the place of the confluence of the Red, the city is named after the nearby Lake Winnipeg, the name comes from the Western Cree words for muddy water. The region was a centre for aboriginal peoples long before the arrival of Europeans. French traders built the first fort on the site in 1738, a settlement was later founded by the Selkirk settlers of the Red River Colony in 1812, the nucleus of which was incorporated as the City of Winnipeg in 1873. As of 2011, Winnipeg is the seventh most populated municipality in Canada, being located very far inland, the local climate is extremely seasonal even by Canadian standards with average January lows of around −21 °C and average July highs of 26 °C. Known as the Gateway to the West, Winnipeg is a railway, Winnipeg was the first Canadian host of the Pan American Games. It is home to professional sports franchises, including the Winnipeg Blue Bombers, the Winnipeg Jets, Manitoba Moose. Winnipeg lies at the confluence of the Assiniboine and the Red River of the North and this point was at the crossroads of canoe routes travelled by First Nations before European contact. Winnipeg is named after nearby Lake Winnipeg, the name is a transcription of the Western Cree words for muddy or brackish water. Estimates of the date of first settlement in this area are varied, in 1805, Canadian colonists observed First Nations peoples engaged in farming activity along the Red River. The practice quickly expanded, driven by the demand by traders for provisions, the rivers provided an extensive transportation network linking northern First Peoples with those to the south along the Missouri and Mississippi rivers. The Ojibwe made some of the first maps on birch bark, sieur de La Vérendrye built the first fur trading post on the site in 1738, called Fort Rouge. French trading continued at this site for decades before the arrival of the British Hudsons Bay Company after France ceded the territory following its defeat in the Seven Years War. Many French and later British men who were trappers married First Nations women, their mixed-race children hunted, traded and they gradually developed as an ethnicity known as the Métis because of sharing a traditional culture. Lord Selkirk was involved with the first permanent settlement, the purchase of land from the Hudsons Bay Company, the North West Company built Fort Gibraltar in 1809, and the Hudsons Bay Company built Fort Douglas in 1812, both in the area of present-day Winnipeg. The two companies competed fiercely over trade, the Métis and Lord Selkirks settlers fought at the Battle of Seven Oaks in 1816. In 1821, the Hudsons Bay and North West Companies merged, Fort Gibraltar was renamed Fort Garry in 1822 and became the leading post in the region for the Hudsons Bay Company
3.
Canada
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Canada is a country in the northern half of North America. Canadas border with the United States is the worlds longest binational land border, the majority of the country has a cold or severely cold winter climate, but southerly areas are warm in summer. Canada is sparsely populated, the majority of its territory being dominated by forest and tundra. It is highly urbanized with 82 per cent of the 35.15 million people concentrated in large and medium-sized cities, One third of the population lives in the three largest cities, Toronto, Montreal and Vancouver. Its capital is Ottawa, and other urban areas include Calgary, Edmonton, Quebec City, Winnipeg. Various aboriginal peoples had inhabited what is now Canada for thousands of years prior to European colonization. Pursuant to the British North America Act, on July 1,1867, the colonies of Canada, New Brunswick and this began an accretion of provinces and territories to the mostly self-governing Dominion to the present ten provinces and three territories forming modern Canada. With the Constitution Act 1982, Canada took over authority, removing the last remaining ties of legal dependence on the Parliament of the United Kingdom. Canada is a parliamentary democracy and a constitutional monarchy, with Queen Elizabeth II being the head of state. The country is officially bilingual at the federal level and it is one of the worlds most ethnically diverse and multicultural nations, the product of large-scale immigration from many other countries. Its advanced economy is the eleventh largest in the world, relying chiefly upon its abundant natural resources, Canadas long and complex relationship with the United States has had a significant impact on its economy and culture. Canada is a country and has the tenth highest nominal per capita income globally as well as the ninth highest ranking in the Human Development Index. It ranks among the highest in international measurements of government transparency, civil liberties, quality of life, economic freedom, Canada is an influential nation in the world, primarily due to its inclusive values, years of prosperity and stability, stable economy, and efficient military. While a variety of theories have been postulated for the origins of Canada. In 1535, indigenous inhabitants of the present-day Quebec City region used the word to direct French explorer Jacques Cartier to the village of Stadacona, from the 16th to the early 18th century Canada referred to the part of New France that lay along the St. Lawrence River. In 1791, the area became two British colonies called Upper Canada and Lower Canada collectively named The Canadas, until their union as the British Province of Canada in 1841. Upon Confederation in 1867, Canada was adopted as the name for the new country at the London Conference. The transition away from the use of Dominion was formally reflected in 1982 with the passage of the Canada Act, later that year, the name of national holiday was changed from Dominion Day to Canada Day
4.
Trans-Canada Air Lines
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Trans-Canada Air Lines was a Canadian airline that operated as the countrys flag carrier. Its corporate headquarters were in Montreal, Quebec and its first president was Gordon Roy McGregor. In English-language contexts, the airline operated as TCA from 1937 to 1965, with heavy involvement from C. D. An air-mail contract with Canada Post was one of the methods by which TCA was financed, the creation of TCA was partly by CNR management who wanted to expand the company into the new field of passenger aviation, and was partly by government direction. Prior to TCA, no national airline existed in Canada. With war looming, and other nations experiencing major increases in the creation of passenger airlines, the CNR was the countrys largest corporation at the time and proved an effective vehicle for the government to create a national airline. TCA was also in competition with passenger trains operated by parent CNR. In response to CNRs creation of TCA, arch-rival Canadian Pacific Railway created Canadian Pacific Air Lines in 1942, between 1943 and 1947, TCA operated the Canadian Government Trans-Atlantic Air Service to provide trans-Atlantic military passenger and postal delivery service using Avro Lancastrian aircraft. The record crossing was completed non-stop in 12,26 hours, CGTAS ushered in the era of commercial air travel across the North Atlantic. After the war, the Lancastrians became part of TCA and carried paying passengers until they were replaced by Douglas DC-4s. Starting in 1945, TCA acquired 30 twin-engined ex-military Douglas DC-3s for use on Canadian internal services, a fleet of Merlin-powered Canadair North Stars was delivered from 1947 and these commenced services to several European countries, including the United Kingdom and to cities in the USA. The last of the North Stars was sold in 1961, the last Super Constellations were disposed of in 1963. A large fleet of Vickers Viscount turboprop airliners was built up from late 1954, the Viscount was followed by the larger Vickers Vanguard turboprop. TCA was the airline in North America to operate the Vanguard in scheduled passenger service. In 1953 with the development of ReserVec, TCA became the first airline in the world to use a computer system with remote terminals. The airlines Winnipeg maintenance shops and its first trial flight of the Viscount was documented in the 1955 film, the airline acquired a fleet of Douglas DC-8 jet airliners powered by Rolls Royce Conways, the first being received on 25 May 1960. The DC-8 quickly replaced the slower Super Constellations on TCAs scheduled services to Europe, in 1978, Air Canada was divested by parent CNR and became a separate Crown corporation. Air Canada was privatized in 1989, TCA operated a network of 160 routes to destinations including, St
5.
History of aviation in Canada
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The history of aviation in Canada begins with the first manned flight in a balloon at Saint John, New Brunswick in 1840. Development of the industry in Canada was shaped by the interplay of Canadian national ambitions, national and international politics, economics. Experimental aviation started in Canada with the test flights of Bells Silver Dart in 1909, the experimental phase gave way to use of aircraft in warfare and many Canadians served in the British Royal Flying Corps and Royal Air Force during the First World War. After the war, aircraft turned from a novelty into a vital transportation tool, particularly useful in exploration. Canadians who had served with the RAF put their acquired skills to peacetime use. Aviation was applied to the task of tying together far-flung communities in the North, Aircraft were as important to opening up the North as the railway was to opening the West in the previous century. Between the wars many small airlines were founded, including the ancestors of Air Canada, with growth in passenger. World War II forced more technological development and brought Canadian industry into the vanguard of aircraft manufacture, Canadian airspace and facilities provide training for more than one hundred thousand Commonwealth aircrew, and the wartime facilities supported growing commercial aviation. The Jet Age brought air travel into the lives of many Canadians, deregulation of airlines with less government control brought forth new competitors to the prewar airlines. Thin operating margins and aggressive competition led to periodic booms and failures, today aviation is an integral part of the Canadian economy. Scheduled airline passenger service, air mail and air freight connect Canadian cities and cities around the world, general aviation provides medical evacuation, air photography, and support for resource development. In August 1840 at Saint John, New Brunswick, Louis Anselm Lauriat became the first person to complete a balloon ascent in Canada, free balloon and dirigible balloon exhibitions were popular attractions in the first years of the 20th century. The first power-driven dirigible flight in Canada was completed by C. K. Hamilton at Montreal in 1906, the British airship R100 visited Canada in August 1930, overflying both Montreal and Toronto, a mooring mast was constructed and used only for this one occasion. After the crash of the R101, British airships no longer crossed the ocean, periodically, lighter-than-air vehicles and hybrid airships are promoted for use in remote northern areas, on the basis of lower cost of operation than conventional aircraft. While vehicles such as Skyhook and Zeppelin NT regularly obtain press coverage, alexander Graham Bell had organized the Aerial Experiment Association for the development of aviation, which was funded by his wife Mabel Gardiner Hubbard from sale of some of her real estate. AEA member Frederick Walker Baldwin was the first Canadian to pilot an aircraft in 1908, McCurdy and Baldwin in August 1909 demonstrated the Silver Dart and the Baddeck No.1, a second aircraft built in Canada, to Canadian military authorities at Camp Petawawa. Both aircraft were damaged during the demonstrations and so did not impress the military authorities, McCurdy later flew a record-setting over water flight from Florida nearly to Cuba in 1910. A trial flight to transport newspapers from Montreal to Ottawa in 1913 ended in a crash, many man-carrying kites, gliders, and powered aircraft were constructed by individual private experimenters in Canada before outbreak of war
6.
Manitoba
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Manitoba is a province at the longitudinal centre of Canada. It is one of the three provinces and Canadas fifth-most populous province with its estimated 1.3 million people. Manitoba covers 649,950 square kilometres with a varied landscape. Aboriginal peoples have inhabited what is now Manitoba for thousands of years, in the late 17th century, fur traders arrived in the area when it was part of Ruperts Land and owned by the Hudsons Bay Company. In 1869, negotiations for the creation of the province of Manitoba led to an uprising of the Métis people against the Government of Canada. The rebellions resolution led to the Parliament of Canada passing the Manitoba Act in 1870 that created the province, Manitobas capital and largest city, Winnipeg, is Canadas eighth-largest census metropolitan area. Winnipeg is the seat of government, home to the Legislative Assembly of Manitoba, four of the provinces five universities and all four of its professional sports teams are in Winnipeg. The name Manitoba is believed to be derived from the Cree, the name derives from Cree manitou-wapow or Ojibwa manidoobaa, both meaning straits of Manitou, the Great Spirit, a place referring to what are now called The Narrows in the centre of Lake Manitoba. It may also be from the Assiniboine for Lake of the Prairie, the lake was known to French explorers as Lac des Prairies. Thomas Spence chose the name to refer to a new republic he proposed for the south of the lake. Métis leader Louis Riel also chose the name, and it was accepted in Ottawa under the Manitoba Act of 1870 and it adjoins Hudson Bay to the northeast, and is the only prairie province to have a saltwater coastline. The Port of Churchill is Canadas only Arctic deep-water port and the shortest shipping route between North America and Asia, Lake Winnipeg is the tenth-largest freshwater lake in the world. Hudson Bay is the worlds second-largest bay, Manitoba is at the heart of the giant Hudson Bay watershed, once known as Ruperts Land. It was a area of the Hudsons Bay Company, with many rivers. The province has a saltwater coastline bordering Hudson Bay and more than 110,000 lakes, Manitobas major lakes are Lake Manitoba, Lake Winnipegosis, and Lake Winnipeg, the tenth-largest freshwater lake in the world. Some traditional Native lands and boreal forest on Lake Winnipegs east side are a proposed UNESCO World Heritage Site. Manitoba is at the centre of the Hudson Bay drainage basin, with a volume of the water draining into Lake Winnipeg. This basins rivers reach far west to the mountains, far south into the United States, major watercourses include the Red, Assiniboine, Nelson, Winnipeg, Hayes, Whiteshell and Churchill rivers
7.
Bush plane
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They are used where ground transportation infrastructure is inadequate or does not exist. None of these traits are mandatory - merely that they are commonly seen features of bush planes, the undercarriage is designed to be fitted with floats, skis or wheel/skis to permit operation from water or snow. A high wing is likely to be damaged during loading or unloading than a low wing. A failure is less critical as a broken tailwheel is easily repaired and wont prevent the aircraft from flying. Very large, low-pressure tundra tires may be fitted to enable the pilot to operate from broken ground and its not uncommon for a bush pilot to land from unprepared surfaces. Years in brackets are of first flight, Bush flying Anderson, Frank W. Downs, Art. The Death of Albert Johnson - Mad Trapper of Rat River, surrey, BC, Heritage House Publishing Co. Bush Pilots - Canadas Wilderness Daredevils, Frank Barr - Bush pilot in Alaska and the Yukon. Edmonds, WA, Alaska Northwest Publishing Co, the Bush Pilots - A pictoral history of a Canadian phenomenon. Toronto, ON, McClelland & Stewart Inc, keith, Ronald A. Bush Pilot with a briefcase. Bent Props and Blow Pots - A Pioneer Remembers Northern Bush Flying, the Firebirds - How bush flying earned its wings. Austin Airways - Canadas Oldest Airline
8.
Flight deck
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The flight deck of an aircraft carrier is the surface from which its aircraft take off and land, essentially a miniature airfield at sea. On smaller naval ships which do not have aviation as a primary mission, the official U. S. Navy term for these vessels is air-capable ships. The first flight decks were inclined wooden ramps built over the forecastle of warships, eugene Ely made the first fixed-wing aircraft take-off from a warship from USS Birmingham on 14 November 1910. Ely told a reporter, It was easy enough, I think the trick could be successfully turned nine times out of ten. On 9 May 1912, Commander Charles Samson became the first man to take off from a ship which was underway when he flew his Short S.27 off of HMS Hibernia, which was steaming at 10.5 kn. Because the take-off speed of aircraft was so low, it was possible for an aircraft to make a very short take off when the launching ship was steaming into the wind. The landing arrangements on Furious were highly unsatisfactory, in order to land, aircraft had to manoeuvre around the superstructure. Furious was therefore returned to dockyard hands to have a 300 ft deck added aft for landing, the central superstructure remained, however, and turbulence caused by it badly affected the landing deck. Because of her flight deck, Argus had no fixed conning tower. Rather, exhaust gases were trunked down the side of the ship, the lack of a command position and funnel was unsatisfactory, and Argus was used to experiment with various ideas to remedy the solution. A photograph in 1917 shows her with a canvas mock-up of an island superstructure. This became the aircraft carrier arrangement and was used in the next British carriers, Hermes. Being large and fast they were suited to this role. Because the military effectiveness of aircraft carriers was then unknown, early ships were equipped with cruiser-calibre guns to aid in their defense if surprised by enemy warships. In ships of this configuration, the deck was the strength deck and an integral part of the hull. Such ships were still being built into the late 1940s, classic examples being the U. S. Navys Essex, however, in 1936, the Royal Navy began construction of the Illustrious class. In these ships, the deck was the strength deck, an integral part of the hull. The flight deck as the deck was adopted for later construction
9.
Avro Canada CF-100 Canuck
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The Avro Canada CF-100 Canuck was a Canadian jet interceptor/fighter serving during the Cold War both in NATO bases in Europe and as part of NORAD. The CF-100 was the only Canadian-designed fighter to enter production, serving primarily with the Royal Canadian Air Force and Canadian Armed Forces. For its day, the CF-100 featured a short run and high climb rate. In the early 1950s, Canada needed an interceptor able to patrol the vast areas of Canadas north. Design of the XC-100 to meet a Royal Canadian Air Force specification for a fighter was initiated at Avro Canada in October 1946. Chief Engineer Edgar Atkins work on the CF-100 was subsequently passed to John Frost who, along with Avros Chief Aerodynamacist Jim Chamberlin, the CF-100 Mark 1 prototype,18101, emerged from the factory, painted gloss black overall with white lightning bolts running down the fuselage and engines. The CF-100 prototype flew its maiden flight on 19 January 1950 with Gloster Aircraft Company Chief Test Pilot Squadron Leader Bill Waterton at the controls, the Mark 1 was powered by two Rolls-Royce Avon RA3 turbojets with 28.9 kN thrust each. The second prototype, serial number 18102, was powered by Rolls-Royce Avons. Five pre-production Mk 2 test aircraft were produced, all fitted with Orenda 2 engines, one was fitted with dual controls, the first production version, designated Mk 3, incorporated the APG-33 radar and was armed with eight.50 in Browning M3 machine guns. The Mk 3CT and Mk 3DT were again dual control versions supplied to operational training units, a CF-100 arrived at Eglin AFB, Florida, in mid-January 1955 for cold-weather tests in the climatic hangar. Tests were to begin in February, in March 1956, four CF-100 Canucks were sent to Eglin AFB for comparative armament trials, and flown by USAF crews. In September 1950, the RCAF ordered 124 Mk 3s, the first entering service in 1953 and these were armed with eight. 50-caliber machine guns. The definitive rocket-armed Mk 4A was based on the prototype Mk 4, the nose housed the much larger APG-40 radar with wingtip pods, each containing up to 29 Mk 4/Mk 40 Mighty Mouse Folding-Fin Aerial Rocket in addition to the guns. As the last 54 of an order for the Mk 3 were changed into the Mk 4 in 1954, the Mk 4B version had more powerful Orenda 11s. Five versions, or marks, were produced, ending, from 1955 onwards, with the high-altitude Mk 5 that featured a 1.06 m -longer wingtip and enlarged tailplane, along with removal of the machine guns. A projected transonic swept-wing CF-103 was built in form in 1951. The Canuck was affectionately known in the RCAF as the Clunk because of the noise the front landing gear made as it retracted into its well after takeoff. Its less-attractive nickname was the Lead Sled, a reference to its controls and general lack of maneuverability
10.
Avro Canada VZ-9 Avrocar
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The Avro Canada VZ-9 Avrocar was a VTOL aircraft developed by Avro Canada as part of a secret U. S. military project carried out in the early years of the Cold War. In the air, it would have resembled a flying saucer, originally designed as a fighter-like aircraft capable of very high speeds and altitudes, the project was repeatedly scaled back over time and the U. S. Air Force eventually abandoned it. Development was then taken up by the U. S. Army for a combat aircraft requirement. Through the history of the program, the project was referred to by a number of different names, Avro referred to the efforts as Project Y, with individual vehicles known as Spade and Omega. Project Y-2 was later funded by the U. S. Air Force, when the U. S. Army joined the efforts it took on its final name Avrocar, and the designation VZ-9, part of the U. S. Armys VTOL projects in the VZ series. The Avrocar was the result of a series of blue skies research projects by designer Jack Frost. At Avro Canada, he had worked on the Avro CF-100 before creating a team known as the Special Projects Group. Frost first surrounded himself with a collection of like-minded maverick engineers, at times, the SPG also operated out of the Experimental Hangar where it shared space with other esoteric Avro project teams. At the time, Frost was particularly interested in jet engine design and he found Frank Whittles reverse flow design too complex and was interested in ways to clean up the layout. This led him to design a new type of layout with the flame cans lying directly outside the outer rim of the centrifugal compressor. Power for the compressor was drawn from a new type of similar to a centrifugal fan. The turbine drove the compressor using gearing, rather than a shaft, the resulting engine was arranged in the form of a large disk, which he referred to as a pancake engine. The jet thrust exited from around the rim of the engine. At the same time, the industry as a whole was becoming increasingly interested in VTOL aircraft. Considerable research effort was put into various solutions to securing a second-strike capability, some of these solutions included rocket-launched aircraft like the zero-length launch concept, while many companies started work on VTOL aircraft as a more appropriate long-term solution. Frost felt the excellent performance of his new engine would be a fit for a VTOL aircraft due to its high expected power-to-weight ratio. The problem was how to use the annular thrust to drive the aircraft forward, Frost suggested using a series of ducts and vents to redirect the thrust flowing out of the front of the engine towards the rear. In order to keep the pipes as short as possible, the design ported the thrust out along the edge of what was essentially a thick delta wing
11.
Avro Canada
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Avro Canada was a Canadian aircraft manufacturing company. It started in 1945 as a plant and within thirteen years became the third-largest company in Canada, one of the largest 100 companies in the world. Avro Canada was best known for the highly advanced CF-105 Arrow, following the cancellation of the CF-105 Arrow the company ceased operations in 1962. During the Second World War, Victory Aircraft in Malton, Ontario, was Canadas largest aircraft manufacturer. Prior to 1939, as a part of National Steel Car Ltd. of Hamilton, National Steel Car had turned out Avro Anson trainers, Handley Page Hampden bombers, Hawker Hurricane fighters and Westland Lysander army cooperation aircraft. National Steel Car Corporation of Malton, Ontario was formed in 1938 and renamed Victory Aircraft Limited in 1942 when the Canadian government took over ownership and management of main plant. During the Second World War, Victory Aircraft built Avro aircraft,3,197 Anson trainers,430 Lancaster bombers, six Lancastrian, one Lincoln bomber and one York transport. In 1944, an Advisory Committee on Aircraft Manufacture was established by the Canadian government, bob Leckie of the RCAF was a strong advocate over many years, for a wholly domestic end-to-end industry, that would design and build aircraft in Canada. However, the Department of National Defense, according to Avros Roy Dobson, gave a reception to doing any more than the fabrication and assembly of aircraft. In 1945, the UK-based Hawker Siddeley Group purchased Victory Aircraft from the Canadian government, roe Canada Ltd. as the wholly owned Canadian branch of its aircraft manufacturing subsidiary, UK-based A. V. Avro Canada began operations in the former Victory plant, from the outset, the company invested in research and development and embarked on an ambitious design program with a jet engine and a jet-powered fighter and airliner on the drawing boards. Roe Canada Ltd. was restructured in 1954 as a company with two aviation subsidiaries, Avro Aircraft Ltd. and Orenda Engines Ltd. which began operating under these names on 1 January 1955. Each companies facilities were each were located across each other in a complex at the perimeter of Malton Airport. The total labour force of both companies reached 15,000 in 1958. During the same period, with Crawford Gordon as president, A. V, roe Canada Ltd. purchased a number of companies, including Dominion Steel and Coal Corporation, Canada Car and Foundry, and Canadian Steel Improvement. In 1956 the companies generated 45% of the revenue of the Hawker Siddeley Group, in 1958, annual sales revenue was approximately $450 million, ranking A. V. Roe Canada as the third largest corporation in Canada by capitalization, by the time of the cancellation of the Arrow and Iroquois, aircraft-related production amounted to approximately 40% of the companys activities with 60% industrial and commercial. In 1956,500,000 shares were issued to the public at a value of $8 million
12.
Beechcraft Model 18
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The Beechcraft Model 18 is a 6- to 11-seat, twin-engined, low-wing, tailwheel light aircraft manufactured by the Beech Aircraft Corporation of Wichita, Kansas. Continuously produced from 1937 to November 1969, over 9,000 were produced, sold worldwide as a civilian executive, utility, cargo aircraft, and passenger airliner on tailwheels, nosewheels, skis or floats, it was also used as a military aircraft. In World War II, over 90% of USAAF bombardiers and navigators trained in these aircraft, in the early postwar era, the Beech 18 was the pre-eminent business aircraft and feeder airliner. Many are now owned, around the world, with over 300 in the U. S. still on the FAA Aircraft Registry in December 2014. The design was conventional for the time, including twin radial engines, all-metal semimonocoque construction with fabric-covered control surfaces. Less conventional was the twin-tailfin configuration, the Model 18 can be mistaken for the larger Lockheed Electra series of airliners which closely resemble it. Early production aircraft were powered either by two 330-hp Jacobs L-6s or 350-hp Wright R-760Es, the 450-hp Pratt & Whitney R-985 became the definitive engine from the prewar C18S onwards. The Beech 18 prototype first flew on January 15,1937, prior to the Pearl Harbor attack, the Beech 18 was outsold by the Lockheed 12 by two-to-one. However, war priorities forced Lockheed to concentrate on its heavier aircraft, the aircraft has used a variety of engines and has had a number of airframe modifications to increase gross weight and speed. At least one aircraft was modified to a 600-hp Pratt & Whitney R-1340 powerplant configuration, nearly every airframe component has been modified. In 1955, deliveries of the Model E18S commenced, the E18S featured a fuselage that was extended 6 in higher for more headroom in the passenger cabin, all later Beech 18s featured this taller fuselage, and some earlier models have been modified to this larger fuselage. The Model H18, introduced in 1963, featured optional tricycle undercarriage, unusually, the undercarriage was developed for earlier-model aircraft under an STC by Volpar, and installed in H18s at the factory during manufacture. A total of 109 H18s were built with tricycle undercarriage, construction of the Beechcraft Model 18 ended in 1970 with a final Model H18 going to Japan Airlines. Through the years,32 variations of the design had flown, over 200 improvement modification kits were developed. In one case, the aircraft was modified to a tail, trigear, humpbacked configuration. Another distinctive conversion was carried out by PacAero as the Tradewind and this featured a lengthened nose to accommodate the tricycle nosewheel, and the Model 18s twin tailfins were replaced by a single fin. Work began in earnest on a variant specifically for training pilots, bombardiers. The effort resulted in the Army AT-7 and Navy SNB, further development led to the AT-11 and SNB-2 navigation trainers and the C-45 military transport
13.
Bellanca Aircruiser
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The Bellanca Aircruiser and Airbus were high-wing, single-engine aircraft built by Bellanca Aircraft Corporation of New Castle, Delaware. The aircraft was built as a workhorse intended for use as a passenger or cargo aircraft and it was available with wheels, floats or skis. The aircraft was powered by either a Wright Cyclone or Pratt, the Airbus and Aircruiser served as both commercial and military transports. The first Bellanca Airbus was built in 1930 as the P-100, an efficient design, it was capable of carrying 12 to 14 passengers depending on the cabin interior configuration, with later versions carrying up to 15. In 1931, test pilot George Haldeman flew the P-100 a distance of 4,400 miles in a time aloft of 35 hours. Although efficient, with a cost per mile figure of eight cents per mile calculated for that flight, the next model, the P-200 Airbus, was powered by a larger, more reliable air-cooled engine. One version came with floats and operated as a service in New York City. Other versions included a P-200 Deluxe model, with custom interiors, the P-300 was designed to carry 15 passengers. The final model, the Aircruiser, was the most efficient aircraft of its day, with a Wright Cyclone air-cooled supercharged radial engine rated at 715 hp, the Aircruiser could carry a useful load greater than its empty weight. In the mid-1930s, the Aircruiser could carry 4,000 lb payloads at a speed of between 145 and 155 mph, a performance that multi-engine Fokkers and Ford Trimotors could not come close to matching. In 1934, United States federal regulations prohibited single-engine transports on United States airlines, where the workhorse capabilities of the Aircruiser stood out was in Canada. Several of The Flying Ws, as it was dubbed in Canada, were used in northern mining operations, ferrying ore, supplies. P-100 Airbus 14-passenger monoplane powered by a 600 hp Curtiss Conqueror engine, one built, P-200 Airbus 12-passenger monoplane, nine built and one converted from P-100. P-300 Airbus 15-seater monoplane powered by a Wright Cyclone engine, Y1C-27 United States Army Air Corps designation for four P-200 Airbuses powered by 550 hp Pratt & Whitney R-1860 Hornet B engine. C-27A Airbus Production version of the Y1C-27 powered by a 650 hp Pratt & Whitney R-1860 Hornet B engine, One converted to a C-27B the rest converted to C-27Cs. C-27B Airbus One C-27A re-engined with a 675 hp R-1820-17 engine, c-27C Airbus Four Y1C-27s and nine of the C-27A re-engined with a 750 hp R-1820-25 engine. Aircruiser 66-67 Improved structure modified from a P-200 with a 675 hp SR-1820 Cyclone engine Aircruiser 66-70 An Aircruiser with a 710 hp SGR-1820 Cyclone engine, Aircruiser 66-75 An Aircruiser with a 730 hp Wright Cyclone engine, three built. Aircruiser 66-76 A cargo-version of the Aircruiser with a 760 hp Wright Cyclone, Aircruiser 66-80 An Aircruiser with an 850 hp Wright Cyclone engine
14.
Bristol Freighter
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The Bristol Type 170 Freighter was a British twin-engine aircraft designed and built by the Bristol Aeroplane Company as both a freighter and airliner. Its best known use was as an air ferry to carry cars, a passenger-only version was known as the Wayfarer. The Bristol Type 170 was designed as a project to provide work for the Bristol company while the Bristol Brabazon was under development. The flight deck was above the space, accessed via a fixed vertical ladder on the side of the cargo bay. Power was to have been provided by a pair of a development of the Bristol Pegasus using nine Bristol Centaurus cylinders, each engine rated at 1,150 hp. The second prototype and the first 34-seat Wayfarer, registered G-AGVB, first flew on 30 April 1946 and it carried over 10,000 passengers in under six months. The third aircraft, registered G-AGVC, was the first Freighter I and had fully operating nose doors, after a number of demonstration flights around the world, the Bristol 170 entered full production. One of the first sales was to the Argentine Air Force and this air ferry would allow people going on holiday to avoid the lengthy waits for the sea ferries. On 14 July 1948 the airline made the first flight with a car, in 1953 production of the freighter was moved to Whitney Straights Western Airways factory at Weston-super-Mare airport. Silver City Airways dubbed this variant the Superfreighter and subsequently built an airport named Ferryfield at Lydd in Kent, in the same year, Channel Air Bridge started operations from Southend, with four Bristol Freighters flying to Calais. The last two freighters of the 214 built were delivered in 1958, one to New Zealand in February, the New Zealand aircraft was delivered to Straits Air Freight Express, which eventually operated one of the largest fleets of Freighters. One of the aircraft, registered G-AMWA, had 60 seats fitted and was known as a Super Wayfarer. In New Zealand SAFE Air moved rail freight from Wellington across the Cook Strait to Blenheim and back, using Bristol Freighters, the airline later reconfigured its aircraft to accept palletised cargo loaded on patented cargons. This was a first anywhere in the aviation world, cargons were loaded near the rail yards and their load was calculated and arranged to remain within the aircrafts load and centre of gravity limits. They were then trucked to the airport and placed on the Freighter using a loading device. The loader accepted cargons from horizontal-tray road vehicles and then raised them to the level of the cargo deck on electrically powered screw-jacks. The pallets could then be rolled into the nose of the aircraft, other adaptations allowed the carrying of horses and other high-value large animals. Freighters were the link between the Chatham Islands and mainland New Zealand until Armstrong Whitworth Argosy aircraft replaced them
15.
Cargo aircraft
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A cargo aircraft is a fixed-wing aircraft that is designed or converted for the carriage of cargo rather than passengers. Such aircraft usually do not incorporate passenger amenities and generally one or more large doors for loading cargo. Freighters may be operated by passenger or cargo airlines, by private individuals or by the armed forces of individual countries. Cargo aircraft represent a small proportion of the air freight market. The majority is carried in special ULD containers in the holds of normal passenger aircraft. Aircraft were put to use carrying cargo in the form of air mail as early as 1911, although the earliest aircraft were not designed primarily as cargo carriers, by the mid-1920s aircraft manufacturers were designing and building dedicated cargo aircraft. The Vickers Vernon, a development of the Vickers Vimy Commercial, in February 1923 this was put to use by the RAFs Iraq Command who flew nearly 500 Sikh troops from Kingarban to Kirkuk in the first ever strategic airlift of troops. The Victorians also helped to pioneer air routes for Imperial Airways Handley Page HP.42 airliners, the World War II German design, the Arado Ar 232 was the first purpose built cargo aircraft. The Ar 232 was intended to supplant the earlier Junkers Ju 52 freighter conversions, most other forces used freighter versions of airliners in the cargo role as well, most notably the C-47 Skytrain version of the Douglas DC-3, which served with practically every Allied nation. This aircraft, like most of its era, used tail-dragger landing gear caused the aircraft to have a decided rearward tilt when landed. A similar rear loading ramp even appeared in a different form on the nosewheel gear-equipped. Postwar Europe also served to play a role in the development of the modern air cargo. To rapidly supply the numbers of aircraft, many older types. In operation it was found that it took as long or longer to unload these older designs as the much larger tricycle landing gear Douglas C-54 Skymaster which was easier to move about in when landed. The C-47s were quickly removed from service, and from then on flat-decks were a requirement of all new cargo designs, in the years following the war era a number of new custom-built cargo aircraft were introduced, often including some experimental features. For instance, the USs C-82 Packet featured a cargo area. Although larger, smaller and faster designs have been proposed for many years and these designs offer the ability to carry the heaviest loads, even main battle tanks, at global ranges. The Boeing 747 was originally designed to the specification as the C-5
16.
Canadair CL-84
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The Canadair CL-84 Dynavert, designated by the Canadian Forces as the CX-131, was a V/STOL turbine tiltwing monoplane designed and manufactured by Canadair between 1964 and 1972. Only four of these aircraft were built with three entering flight testing. Two of the CL-84s crashed due to failures, but no loss of life occurred as a result of these accidents. Despite the fact that the CL-84 was very successful in the experimental and operational trials carried out between 1972 and 1974, no production contracts resulted. Between 1957 and 1963, Canadair carried out research in VTOL technology with the assistance of the National Research Board, the studies pointed the way to a unique tilt-wing design. The wing and the powerplants of the aircraft could be tilted hydro-mechanically so that the wing incidence changed through 100 degrees from a normal flight angle to those for STOL and VTOL, the incidence of the tailplane was automatically altered to deal with trim changes as the wing-incidence varied. The two sets of tail rotor blades were locked in a fore and aft position in conventional flight, the design team included Canadair’s chief designer, Frederick Phillips and Karlis Irbitis as well as many other designers. At the time of the CL-84 project, Canadair was a subsidiary of General Dynamics and the parent company christened the new aircraft, Canadair project personnel typically referred to it simply as the 84. Contra-rotating rotors on an axis in the tail provided fore-and-aft control during hovering. The propulsion and lifting propellers were handed and were interconnected by shafts through a gearbox from which the tail rotors. The thrust from the propellers was matched automatically except when over-ridden by the pilot for lateral control in slow or hovering flight, a mechanical mixing unit was used to adjust the functions of the various controls in the different modes of flight. The flap/ailerons gave yaw control when hovering, in the cockpit fore and aft stick was always pitch, side to side was always roll and the rudder pedals were always yaw, irrespective of the wing position through its full range. Two 1,500 shp Lycoming T53 shaft-turbines were used to drive the two 14 ft four-bladed propellers. The engines were interconnected by shafts, so that in the event of the failure of one engine, it would automatically disconnect. There were two reasons for the technical success of the CL-84 design. Aerodynamic considerations were given a high priority, and the controlling of power was kept as simple. The propeller disks extended slightly beyond the wingtips, so the whole of the wing was immersed in the propeller slipstream and this, together with full-span leading edge and trailing edge flaps which were programmed with wing tilt angle, ensured that the wing was never stalled. Trim changes were minimized by programmed tilting of the tailplane, all programming was based on extensive testing in the wind tunnel and on an outdoor mobile test rig
17.
Canadair Sabre
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The Canadair Sabre was a jet fighter aircraft built by Canadair under licence from North American Aviation. A variant of the North American F-86 Sabre, it was produced until 1958, several other air forces also operated the aircraft. In 1948, the Canadian government decided to re-equip the RCAF with the F-86 Sabre with Canadair contracted to them in Montreal, Quebec. An initial batch of 10 aircraft was ordered for tool verification, the Korean War changed this to a production batch of 100 aircraft. Canadair slowly built up its production facility to all components with related equipment obtained from other Canadian suppliers. Canadair gave the Sabre the project number CL-13, Canadair produced six versions of the CL-13 Sabre. The sole Sabre Mk.1 was essentially the same as the North American Sabre F-86A and it had a General Electric J47-GE-13 turbojet of 5,200 lbf thrust. The sole Sabre Mk 3 was the first of the Canadian Sabres to use the Avro Canada Orenda turbojet, the Sabre Mk.4 retained the General Electric engine and was destined for the RAF and was later passed on to other overseas air forces. The Sabre Mk.5 was the production version, equipped with an Orenda 10 with 6,500 lbf thrust. A change to the Orenda 14 with 7,440 lbf powered the Sabre Mk.6, the designation Sabre Mk.7 was mainly experimental. The last Sabre to be manufactured by Canadair, after being donated by the Pakistan Air Force, is now part of the permanent collection in the Western Canada Aviation Museum in Winnipeg, Manitoba. From 1950 to 1958, a total of 1,815 CL-13 Sabres were built at the Canadair plant in Montreal, the second generation of Canadair Sabre aircraft, and first to be built in quantity, was the Mk 2, with 350 produced from 1952–1953. The RCAF received 290 of these improved aircraft, during the first half of 1952, the remaining 60 Mk. 2s were supplied to the U. S. Air Force for use in the Korean War. Most RCAF Mk.2 Sabres were utilized in the air defence role with NATOs No.1 Air Division in Europe, others were assigned to the training role at bases in Canada. In mid-1952, the Sabre Mk.4 went into production with the first one flown on 28 August 1952, apart from some minor structural and systems changes, including improved air-conditioning and gun sight, the Mk 2 and the Mk 4 were identical. Of 438 Mk 4s built, approximately 70 were used temporarily by the RCAF, the other Sabre 4s went directly to the RAF under a mutual aid program, equipping 11 RAF squadrons. The majority served in West Germany with NATO, with two squadrons being based in the UK as part of RAF Fighter Command, the Sabre Mk.4 served with the RAF until mid-1956 when they were replaced by Hawker Hunters. The survivors were overhauled in the UK, fitted with 6-3 wing modifications and handed to the USAF which in turn passed them on to other NATO members, with the majority going to Italy and Yugoslavia
18.
Canadian Vickers Vedette
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The Canadian Vickers Vedette was the first aircraft in Canada designed and built to meet a specification for Canadian conditions. The type went on to have a long and distinguished career in operations in Canada. Most of the maps in use in Canada today are based on photos taken from these aircraft. Based on a design in early 1924 for a flying boat by R. K. Pierson of the home company, Vickers. The design was passed over to the Canadian Vickers Limited of Longueuil, the prototype Vedette I was first flown on 4 November 1924, powered by a 200 hp Rolls-Royce Falcon III. It was subsequently fitted with 210 hp Wolseley Viper,200 hp Wright J-4 and 215 hp Armstrong Siddeley Lynx engines for testing, several versions of the Vedette were produced, including two amphibious versions and one with an enclosed cabin on an all-metal hull. With the exception of major changes, most of the remaining differences between versions were relatively minor and not externally visible. Each version was produced with a range of engine types. Canadian Vickers Varuna Twin-engine seaplane, essentially a scaled-up Vedette, Canadian Vickers Vancouver Similar to the Varuna, but with detail improvements. The first production example was provided to Fairchild Aerial Surveys before they started designing their own survey aircraft, the majority of the production run was purchased by the RCAF where the aircraft proved popular and versatile, if somewhat temperamental due to leaky hulls that required constant maintenance. The Vedette undertook photographic and forestry patrols satisfactorily and provided a backbone for RCAF flying operations through the peacetime years. Vedettes started a coast-to-coast photographic survey that was needed to map out the areas of the country still unmapped. These missions lasted until the outbreak of the Second World War, Vedettes stationed on both coasts were also used for fishing and smuggling patrols, both with the RCAF and with Western Canada Airways. The Vedette featured prominently in a number of missions, while some airmen discovered it was nearly ideal for aerial goose hunting. The first Canadian to join the Caterpillar Club by using a parachute to escape from an aircraft did so from RCAF Vedette ZF on 17 May 1929. The pilot, C. S. Caldwell, while testing the aircraft at the Canadian Vickers factory, entered an uncontrollable spin after the engine failed and bailed out successfully over the St. Lawrence River. The RCAF acquired one Wright J-4 engined Vedette I in 1925 and 18 Armstrong-Siddeley Lynx IV engined Vedette IIs from 1926 onwards, starting in 1929, the RCAF acquired 13 Vedette Vs with higher gross weight, and 11 Vedette VAs featuring Handley Page wing slots. The single Vedette VI, with Wright J-6 engine, featured a metal hull and an enclosed cockpit
19.
De Havilland Canada DHC-2 Beaver
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The de Havilland Canada DHC-2 Beaver is a single-engined, high-wing, propeller-driven, STOL aircraft developed by de Havilland Canada, primarily known as a bush plane. It is used for cargo and passenger hauling, aerial application, the United States Army purchased several hundred, nine DHC-2s are still in service with the U. S. Air Force Auxiliary for search and rescue. A Royal New Zealand Air Force Beaver supported Sir Edmund Hillarys expedition to the South Pole, over 1,600 Beavers were produced until 1967 when the original assembly line shut down. Due to its success, the Royal Canadian Mint commemorated the Beaver on a special edition Canadian quarter in November 1999, after the war, de Havilland Canada management turned to the civilian market for work, aware that military contracts were unlikely to guarantee business. Almost without variation, the pilots asked for extra power and STOL performance, in a design that could be easily fitted with wheels. When de Havilland engineers noted that this would result in poor cruise performance, the doors were also made wide enough to allow for a 44 Imperial gallon drum to be rolled up into the aircraft. On September 17,1946, de Havilland officially put together a team consisting of Fred Buller, Dick Hiscocks, Jim Houston and W. Jakimiuk. At the time de Havilland Canada was still a British-owned company and this limited power, so the wing area was greatly increased in order to maintain STOL performance. When Pratt & Whitney Canada offered to supply war-surplus 450 hp Wasp Jr engines at a low price, the result was unbeatable STOL performance for an aircraft of its size. After much testing and with adjustments and improvements, the airplane was ready for the sales circuit. Since de Havilland Canada aircraft were all named after animals, it was decided that the new plane was much like the hard-working beaver. The first flight of the DHC-2 Beaver was in Downsview, Ontario by Second World War flying ace Russell Bannock on August 16,1947, the first production aircraft was delivered to the Ontario Department of Lands and Forests, a design partner, in April 1948. Initial sales were slow, perhaps two or three a month but as the plane was demonstrated sales started to improve, a key event in the Beavers history occurred the next year, when the US Army started looking for a new utility aircraft to replace their Cessnas. The competition quickly boiled down to the Beaver and the Cessna 195 but the Beaver outperformed the 195 and with the outbreak of the Korean War, soon orders increased from around the world. When production finally ceased in 1967,1,657 DHC-2 Beavers had been built, the Beaver was designed for flight in rugged and remote areas of the world. Its short takeoff and landing capability made it ideal for areas normally only accessible by canoe or foot, because it often flies to remote locations, often in cold climates, its oil reservoir filler is located in the cockpit and oil can be filled in flight. A series of upgrades to the design were incorporated. One major customer introduced the use of flat steps replacing the earlier tubes, in 1987, the Canadian Engineering Centennial Board named the DHC-2 one of the top ten Canadian engineering achievements of the 20th century
20.
De Havilland Tiger Moth
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The de Havilland DH.82 Tiger Moth is a 1930s biplane designed by Geoffrey de Havilland and built by the de Havilland Aircraft Company. It was operated by the Royal Air Force and many other operators as a trainer aircraft. The Tiger Moth remained in service with the RAF until it was succeeded and replaced by the de Havilland Chipmunk during the early 1950s, many of the military surplus aircraft subsequently entered into civil operation. Many nations have used the Tiger Moth in both military and civil applications, and it remains in use as a recreational aircraft in several different countries. It is still used as a primary training aircraft, particularly for those pilots wanting to gain experience before moving on to other tailwheel aircraft. Many Tiger Moths are now employed by companies offering trial lesson experiences. The de Havilland Moth club, founded 1975, is now an owners association offering a mutual club and technical support.51.51, the starting point for the Tiger Moth was in fact the successful Gypsy Tiger. Successively more capable engines had developed and the company had produced a prototype to test the new de Havilland Gipsy III engine. This prototype, a monoplane was initially a modification of the standard Gypsy Tiger. Jackson, development of the standard Tiger Moth version from the prototype had proceeded relatively straightforward after this point. As a result of the Martlesham trials, a report for the type was produced. A single prototype, designated as the DH.82 Tiger Moth, was ordered by the British Air Ministry under Specification 15/31, which sought a suitable ab-initio training aircraft. Access to the front cockpit of the Moth predecessors was restricted by the proximity of the fuel tank directly above the front cockpit. The solution adopted was to shift the upper wing forward but sweep the wings back to maintain the centre of lift, other changes included a strengthened structure, fold-down doors on both sides of the cockpit and a revised exhaust system. The Tiger Moth quickly became a success, various models of the aircraft were exported to more than 25 Air Forces of various overseas nations. In addition to the demand, aircraft were also produced for the civil market. Following the end of all manufacturing, third parties would occasionally re-build Tiger Moths to a configuration to the Fox Moth. Civil examples were also being produced at this time, both for British private customers and to customers in countries such as Ceylon, Greece, Lithuania, Rhodesia, Peru
21.
Royal Canadian Air Force
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The Royal Canadian Air Force is the air force of Canada. Its role is to provide the Canadian Forces with relevant, responsive and effective airpower, the RCAF is one of three environmental commands within the unified Canadian Armed Forces. Lieutenant-General Michael J. Hood, CMM CD, is the current Commander of the Royal Canadian Air Force, the RCAF is a partner with the United States Air Force in protecting continental airspace under the North American Aerospace Defense Command. The RCAF also provides all primary air resources to and is responsible for the National Search, the RCAF traces its history to the Canadian Air Force which was formed in 1920. The Canadian Air Force was incorporated in 1923 and granted royal sanction in 1924 by King George V, in 1968 the RCAF was amalgamated with the Royal Canadian Navy, and the Canadian Army, as part of the unification of the Canadian Forces. Air units were split between several different commands, Air Defence Command, Air Transport Command, Mobile Command, Maritime Command, in 1975 some commands were dissolved, and all air units were placed under a new environmental command called simply Air Command. Air Command reverted to its name of the Royal Canadian Air Force in August 2011. The Royal Canadian Air Force has served in the Second World War, the Korean War, as a NATO member, the force maintained a presence in Europe during the second half of the 20th century. The Canadian Air Force was established in 1920 as the successor to a short-lived two-squadron Canadian Air Force formed during the First World War in Europe. John Scott Williams, MC, AFC, was tasked in 1921 with organizing the CAF, the new Canadian Air Force was a branch of the Air Board and was chiefly a training militia that provided refresher training to veteran pilots. Many CAF members also worked with the Air Boards Civil Operations Branch on operations that included forestry, in 1923, the CAF became responsible for all flying operations in Canada, including civil aviation. In 1924, the Canadian Air Force, was granted the royal title, most of its work was civil in nature, however, in the late 1920s the RCAF evolved into more of a military organization. After budget cuts in the early 1930s, the air began to rebuild. By the end of the war, the RCAF had become the fourth largest allied air force, after the war, the RCAF reduced its strength. In 1950, the RCAF became involved with the transport of troops and supplies to the Korean War, however, members of the RCAF served in USAF units as exchange officers and several flew in combat. Both auxiliary and regular air defence squadrons were run by Air Defence Command, at the same time, the Pinetree Line, the Mid-Canada Line and the DEW Line radar stations, largely operated by the RCAF, were built across Canada because of the growing Soviet nuclear threat. In 1957, Canada and the United States created the joint North American Air Defense Command, coastal defence and peacekeeping also became priorities during the 1950s and 1960s. In 1968 the Royal Canadian Navy, Royal Canadian Air Force and this initiative was overseen by then Liberal Defence Minister, Paul Hellyer
22.
British Commonwealth Air Training Plan
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Under a parallel agreement, the Joint Air Training Scheme, South Africa trained 33,347 aircrew for the South African Air Force and other Allied air forces. This number was exceeded only by Canada, which trained 131,500 personnel, negotiations regarding joint training, between the four governments concerned, took place in Ottawa during the first few months of the war. On 17 December 1939, they signed the Air Training Agreement – often referred to as the Riverdale Agreement, after the UK representative at the negotiations, the British Commonwealth Air Training Plan was viewed as an incredibly ambitious programme. Under the agreement, air crews received training in various Commonwealth countries before travelling to Canada for advanced courses. Training costs were to be divided between the four governments and these units later became known as Article XV squadrons. Articles XVI and XVII stipulated that the UK government would be responsible for the pay and entitlements of graduates. On 29 April 1940, the first Canadian training course commenced, with 221 recruits, at No.1 Initial Training School RCAF, located initially at the Eglinton Hunt Club. From this intake,39 received their wings as aircrew on 30 September 1940, all of these graduates, however, were retained by the BCATP in Canada, as instructors, staff pilots or in similar flying assignments. The first BCATP personnel sent to the UK were 37 Canadian observers, the first BCATP-trained pilots posted to Europe as a group were 37 RAAF personnel who graduated in November 1941, from No.2 Service Flying Training School, RCAF Uplands, Ottawa. Prior to the inception of the Empire Air Training Scheme, the RAAF trained only about 50 pilots per year, under the Air Training Agreement, Australia undertook to provide 28,000 aircrew over three years, representing 36% of the total number trained by the BCATP. By 1945, more than 37,500 Australian aircrew had been trained in Australia, the first flying course started on 29 April 1940. Keith Chisholm was the first Australian to be trained under EATS, for a period, most RAAF aircrews received advanced training in Canada. During mid-1940, however, some RAAF trainees began to advanced training at RAF facilities in Southern Rhodesia. In addition, a number of Australian personnel were transferred from Europe. Some Article XV squadrons were transferred to RAAF or RAF formations involved in the Pacific War. Nevertheless, a significant proportion of RAAF personnel remained in Europe, by early 1944, the flow of RAAF replacement personnel to Europe had begun to outstrip demand and – following a request by British government – was wound back significantly. Australian involvement was terminated in October 1944. The government agreed in December 1939 to join the British Commonwealth Air Training Plan, operate its bases in Canada, and pick up a large proportion of the costs
23.
Fairchild 71
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The Fairchild Aircraft Company undertook a progressive development of the Fairchild FC-2W2 light transport. The FC-2 first flew in 1926, the FC-2W was a further development, featuring, Camera bay for vertical aerial photography, Low-cut aft windows for oblique aerial photography. The FC-2 and FC-2W continued the use of fabric-covered welded steel tubing for fuselage and empennage construction, the FC-2W, later known as the Model 71, was built in the United States between 1928 and 1930. In 1929 Fairchild formed a company in Canada at Longueuil, Quebec in 1929 to support the Canadian operators of Fairchild aircraft, the Canadian company also set up a factory production line for the Model 71, developing a variant for the Canadian military. The Canadian-built aircraft differed from the US version in all the passenger-comfort features were removed. The United States Army Air Service acquired one Model 71 for evaluation, it was designated XC-8, later redesignated XF-8, eight more service-test aircraft, designated YF-1 were ordered, all nine were later redesignated C-8. The Royal Canadian Air Force, another major military operator, evaluated the Fairchild 71 in mid-June 1930, thirty four RCAF FC-71s were operated from 1930 to 1946. Along with the earlier FC-2 series, the RCAF FC-71 was utilized primarily in the aerial survey role as well as northern transport. In November 1934, the RCAF transferred the FC-71s to the five detachments flying in the amalgamated Maritimes No.5 Squadron at RCAF Station Dartmouth, the squadron flew the FC-71 extensively on anti-smuggling and illegal immigration patrols for the Royal Canadian Mounted Police. Most of the Model 71 production ended up in the hands of bush plane operators in Canada, civilian operators likewise found the 71 a rugged, reliable and highly useful utility transport, well suited for northern and remote operations. F-1A Production aircraft, six built later redesignated C-8A, j2Q-1 One Fairchild 71 for evaluation by the United States Navy, redesignated XR2Q-1
24.
Fairchild F-11 Husky
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The Fairchild F-11 Husky was a Canadian bush plane designed and manufactured in the post-Second World War era. Despite a promising design, a lack of a suitable powerplant hurt performance, with the end of its wartime contracts in 1945, Fairchild ventured back into familiar territory with the design and manufactures of a modern bush plane, the F-11 Husky. Fairchild Aircraft Ltd. under the new Fairchild Industries Ltd. banner, designed and it was intended to replace the pre-war bush planes such as the Noorduyn Norseman as well as various Junkers and the Fokkers. It incorporated many of the features suggested by bush operators, such as a loading door. However, because of its large area and low-powered engine. The Husky emerged as a concept but a number of factors combined to doom the project. The Fairchild Husky was a rugged, mainly metal transport able to haul up to eight passengers, innovative features included a high aspect ratio wing and slotted flaps for STOL performance and a unique upswept rear fuselage with a door/ramp allowing large loads to be fitted into the fuselage. Although the Fairchild Husky had many features, it never became popular because of its original 450 hp Pratt & Whitney Wasp Jr. engine was not powerful enough. Plans were made to refit the Husky with the 550 hp Alvis Leonides engine and later, the more powerful engines greatly improved performance, but by this time the Fairchild Company was in financial difficulties. The company also found the number of surplus Noorduyn Norseman bush planes available at prices as well as the onset of the Beaver made it particularly difficult to market a new bush plane. With only 12 Huskies completed, Fairchild Industries went bankrupt, forcing the demise of the parent company in 1948. The Fairchild Husky was used in a variety of bush operations, the Manitoba Government Air Services, Sherritt Gordon Mines, Austin Airways, Nickel Belt Airways and other air carriers purchased the type. Operators buying the Husky secondhand included Harrison Airways based at Vancouver BC, although underpowered, the Fairchild Husky gained respect from its operators. Pilot Earl Beaty flew the aircraft from 1946–1954 while flying for the Sherrit Gordon Mines in northern Manitoba. He described it as a new bush plane model with a large freighting type body, the usual way of carrying a canoe was to tie it to the floats struts on the side of the aircraft. This new idea didnt do the job much better as it took up space so wasnt used that much. This aircraft was close to the carrying capacity of the Norseman. Eventually the rights were acquired in 1970 by Industrial Wings, a subsidiary of Harrison Airways, a number of airframes were converted to a later standard and although plans were made to switch to turbine power, all the later redesigns remained paper projects only
25.
Fairchild Super 71
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The Fairchild Super 71 was a Canadian parasol-mounted high-wing monoplane cargo aircraft built by Fairchild Aircraft Ltd. The Super 71 was a new design that was the first purpose-built civilian bush plane for use in remote. In 1933, the Fairchild Aircraft Company undertook a study of new designs based on their Model 71, the choice of the unusual cockpit was predicated on the need to have a large front cargo compartment as well as considering the load distribution in normal operation. The design featured a duralumin monocoque fuselage with a streamlined oval shape and strut-braced metal wing. Equipped with floats and powered by the 525 hp S1D1 Wasp, after the aircraft completed airworthiness tests. A new wing mount and the change to a front cockpit were the two visible changes but the variant also had provision for multiple cameras and additional radio equipment, two examples were built and placed in service in 1936. The 71P had a history as the type performed poorly in its aerial survey role with No.666 crashing on 6 August 1937. The list of problems included structural problems with the floats, engine overheating, adverse handling on the water and on the ground,665, was assigned to RCAF Station Trenton as an air ambulance but was not used extensively in this role. The only surviving airframe is the prototype presently on display at the Western Canada Aviation Museum in Winnipeg, Manitoba. com, The Aircraft, Fairchild Super 71
26.
Fokker Universal
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About half of the 44 Universals that were built between 1926 and 1931 in the United States were used in Canada. Among the famous pilots who flew the Fokker Universal were Punch Dickins, anthony Fokker established the Atlantic Aircraft Corporation at the Teterboro Airport in Teterboro, New Jersey. One of his first ventures for the new company was building other aircraft under license, in 1926, he formulated plans to create an original aircraft designed for utility and air transport. The design was spearheaded by Robert Noorduyn and based on conventional Fokker designs, although the overall design was quite clean, all cables, horns and attachments were mounted externally, adding considerably to the drag. When the Fokker Universal was first developed in 1925, it had a 149 kW Wright J-4 or a 164 kW J-5 engine, later models of the aircraft were powered by 246 kW J-6 engines. Two gasoline tanks were mounted in the wings near the forward edge, as typical of the era, the pilot sat in an open cockpit forward of the wing’s leading edge. The enclosed cabin below and to the rear of the pilot held four to six passengers or could be fitted for cargo hauling. Cargo capacity was estimated to be approximately 427 kg, fuel capacity was 280 l or 213 kg They were sold new at the factory in 1927 for $14,200. XI. Powered by the developed, air-cooled Pratt & Whitney radial engine which proved to be reliable. The rugged utility aircraft proved it could haul cargo or passengers and its unique shock absorber system made of bungee cords enabled it to land on bumpy and uneven landing strips. Configurations could be changed from landplane to seaplane equipped with floats or if fitted with skis. While not specifically designed for long-distance flights, the Universal was suitable for pioneering work, more concerned about the companys reputation rather than the pilots well-being, they would not sell him an aircraft. A further development, the Super Universal was larger and more refined with an enclosed cockpit. The follow-up design soon supplanted the Universal on the Atlantic Aircraft Corporations production lines, Universals continued to fly well into the 1930s but were primarily relegated to cargo work. Fokker Standard Universal G-CAJD is also known as The Ghost of Charron Lake and it was lost in a snow storm on 10 December 1931. After a 30-year search for the bush plane, it was discovered in 2005. A Western Canada Aviation Museum search team, using sophisticated side scan sonar technology, in July 2006, the Ghosts engine was returned to Winnipeg, along with several artifacts. In October, the archaeology team returned to the recovery site
27.
Fokker Super Universal
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It was subsequently also manufactured under licence in Canada, and in Japan as the Nakajima Ki-6. The Super Universal was a conventional, high-wing cantilever monoplane with an enclosed flight deck and cabin. Improvements over its forerunner included a cockpit and a new wing that eliminated the requirement for struts. The preceding Fokker Universal was built with an open cockpit but many were converted, construction was as per standard Fokker practice, with the wing being made almost entirely of wood with two main spars and light ribs covered in thin sheets of plywood. The fuselage was built up from welded tubes, largely cross-braced with wires. Fairings, the floor and an internal bulkhead separating the pilot from the cabin were wood, a triangular-shaped door gave the pilot access to the cabin. The tail was also built up from steel tubing but used no internal bracing, the main structural members were larger diameter tubes, while smaller tubes gave the structure a small degree of camber. The standard undercarriage consisted of a tailskid with divided main gear legs sprung with bungee cords and attached to the wings and the fuselage, but floats or skiis could also be fitted. The Super Universal was received enthusiastically in the marketplace, selling better than any other of Fokker-Americas designs, a further 15 aircraft were built by Canadian Vickers, and around 100 were built by Nakajima with some of these Japanese aircraft seeing military service as the Ki-6. The United States Navy also evaluated the Super Universal for military service, under the designation XJA-1, the Fokker Universal was popular as a bush plane and many found their way into the Canadian north. The first production Super Universal was named the Virginia by Richard E. Byrd, byrds Fokker Universal was rediscovered by a New Zealand expedition in 1987 and the Antarctic Aviation Preservation Society intends to salvage and restore it
28.
Junkers Ju 52
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The Junkers Ju 52/3m is a German trimotor transport aircraft manufactured from 1931 to 1952. Initially designed with an engine but subsequently produced as a trimotor it saw both civilian and military service during the 1930s and 1940s. In a civilian role, it flew with over twelve air carriers including Swissair and Deutsche Luft Hansa as an airliner, in a military role, it flew with the Luftwaffe as a troop and cargo transport and briefly as a medium bomber. The Ju 52 continued in service with military and civilian air fleets well into the 1980s. The Ju 52 was similar to the companys previous Junkers W33, in 1930, Ernst Zindel and his team designed the Ju 52 at the Junkers works at Dessau. The aircrafts unusual corrugated duralumin metal skin, pioneered by Junkers during World War I, the Ju 52 had a low cantilever wing, the midsection of which was built into the fuselage, forming its underside. It was formed around four pairs of circular cross-section duralumin spars with a surface that provided torsional stiffening. A narrow control surface, with its outer section functioning as the aileron, the inner flap section lowered the stalling speed and the arrangement became known as the Doppelflügel, or double wing. The outer sections of this operated differentially as ailerons, projecting slightly beyond the wingtips with control horns, the strutted horizontal stabilizer carried horn-balanced elevators which again projected and showed a significant gap between them and the stabilizer, which was adjustable in-flight. The fuselage was of rectangular section with a domed decking, all covered with corrugated light alloy, there was a port side passenger door just aft of the wings, with windows stretching forward to the pilots cockpit. The main undercarriage was fixed and divided, some aircraft had wheel fairings, there was a fixed tailskid, or a later tailwheel. Some aircraft were fitted with floats or skis instead of the main wheels, in its original configuration, designated the Ju 52/1m, the Ju 52 was a single-engined aircraft, powered by either a BMW IV or Junkers liquid-cooled V-12 engine. However, the model was underpowered, and after seven prototypes had been completed. Originally powered by three Pratt & Whitney R-1690 Hornet radial engines, later models mainly received 574 kW BMW132 engines. Export models were built with 447 kW Pratt & Whitney R-1340 Wasp and 578 kW Bristol Pegasus VI engines. In 1932, James A. Richardsons Canadian Airways received CF-ARM and it was used to supply mining and other operations in remote areas with equipment too big and heavy for other aircraft then in use. The Ju 52/1m was able to land on wheels, skis or floats, before the nationalisation of the German aircraft industry in 1935, the Ju 52/3m was produced principally as a 17-seat airliner. It was used mainly by Luft Hansa and could fly from Berlin to Rome in eight hours, the Luft Hansa fleet eventually numbered 80 and flew from Germany on routes in Europe, Asia and South America
29.
Lockheed Model 10 Electra
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The Lockheed Model 10 Electra is an American twin-engine, all-metal monoplane airliner developed by the Lockheed Aircraft Corporation in the 1930s to compete with the Boeing 247 and Douglas DC-2. The type gained considerable fame as one was flown by Amelia Earhart on her ill-fated around-the-world expedition in 1937, some of Lockheeds wooden designs, such as the Orion, had been built by Detroit Aircraft Corporation with metal fuselages. However, the Electra was Lockheeds first all-metal and twin-engine design by Lloyd Stearman, the name Electra came from a star in the Pleiades. The prototype made its first flight on February 23,1934 with Marshall Headle at the controls, wind tunnel work on the Electra was undertaken at the University of Michigan. Much of the work was performed by a student assistant, Clarence Johnson and he suggested two changes be made to the design, changing the single tail to double tails, and deleting oversized wing fillets. Both of these suggestions were incorporated into production aircraft, upon receiving his masters degree, Johnson joined Lockheed as a regular employee, ultimately leading the Skunk Works in developing advanced aircraft such as the Lockheed SR-71 Blackbird. The Lockheed Electra was one of the first commercial aircraft to come equipped with mudguards as standard equipment. Before the Electra, only aircraft with fixed landing gear had mudguards, after October 1934 when the US government banned single-engined aircraft for use in carrying passengers or in night flying, Lockheed was perfectly placed in the market with its new Model 10 Electra. In addition to deliveries to US based airlines, several European operators added Electras to their prewar fleets, in Latin America, the first airline to use Electras was Cubana de Aviación, starting in 1935, for its domestic routes. Besides airline orders, a number of civil operators also purchased the new Model 10. Lambie accomplished a round-trip crossing of the Atlantic Ocean, the feat was declared the first round-trip commercial crossing of that ocean by any aircraft. It won them the Harmon Trophy, on the eastbound trip, they carried newsreels of the crash of the Hindenburg, and on the return trip from the United Kingdom, they brought photographs of the coronation of King George VI. Bata Shoes operated the Model 10 to ferry its executives between their European factories, probably the most famous use of the Electra was the highly modified Model 10E flown by aviatrix Amelia Earhart. In July 1937, she disappeared in her Electra during an attempted round-the-world flight, many Electras and their design descendants were pressed into military service during World War II, for instance the USAAFs C-36. By the end of the war, the Electra design was obsolete, although many smaller airlines, Electras were popular as private planes for royalty in Asia and Europe. In India, the Maharaja of Jammu & Kashmir and the Maharaja of Jodhpur both purchased them for their use in 1937. The Electra was produced in variants, for both civilian and military customers. Lockheed built a total of 149 Electras, Electra 10-A Powered by two Pratt & Whitney R-985 Wasp Junior SB,450 hp each,101 produced
30.
McDonnell CF-101 Voodoo
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The McDonnell CF-101 Voodoo was an all-weather interceptor aircraft operated by the Royal Canadian Air Force and the Canadian Forces between 1961 and 1984. They were manufactured by the McDonnell Aircraft Corporation of St. Louis, Missouri for the United States Air Force, CF-101s replaced the obsolete Avro CF-100 Canuck in the RCAFs all-weather fighter squadrons. The Voodoos primary armament was nuclear AIR-2A Genie unguided air-to-air rockets, although they never fired a weapon in wartime, the CF-101 served as Canadas primary means of air defence from Quick Reaction Alert facilities at Canadian airbases. The CF-101s were retired in the 1980s and replaced with McDonnell Douglas CF-18 Hornet fighters, many examples are preserved in museums and parks in Canada and the United States. The USAF indicated that it was prepared to make 56 F-101B interceptors and 10 F-101F trainers available for Canadian purchase. The financial arrangements were sorted out by Canada taking over the staffing and funding of 11 Pinetree Line radar stations within Canada that had formerly been operated and funded by the USAF. A detailed agreement signed in June 1961 covered the transfer of the aircraft, meant to equip five front-line squadrons, the issue of nuclear weapons in Canada had not been resolved in June 1961, thus the CF-101s were armed only with their secondary AIM-4D Falcon missiles. In April 1963, the led to the collapse of the Diefenbaker government. The succeeding Pearson government signed an agreement with the United States concerning nuclear arms for Canada on 16 August 1963, the agreement did not actually state that Canada was acquiring nuclear weapons, the Canadian government usually refused to confirm or deny that there were any nuclear arms in Canada. The stringent training requirements meant that it took until June 1965 for the Genies to become operational in Canada, the Genies were kept in the custody of the USAF, with detachments of the 425th Munitions Support Squadron located at each of the Canadian bases. On 24 July 1961, the first two aircraft were transferred to Canada in a ceremony at RCAF Uplands in Ottawa, marking the beginning of Operation Queen’s Row. 425 Squadron officially began Voodoo operations at RCAF Namao, Alberta, on 15 October 1961, initially acting as the training squadron for 410,416,409. No.425 Squadron then became a unit itself, turning the conversion role over to No.3 All Weather OTU at RCAF Bagotville. By the end of 1962, the squadrons were operating out of RCAF Comox, British Columbia, RCAF North Bay, Ontario, RCAF Uplands, Ottawa, Ontario, RCAF Bagotville, Quebec, defence cuts in 1964 eliminated Nos.410 and 414 Squadrons. Each Voodoo base was out to allow aircraft to be kept at immediate readiness at all times. A Quick Reaction Alert facility was positioned at the end of the runway to allow alert aircraft to launch as quickly as possible. Two aircraft and their crews were always on “five minute” alert — the aircraft were to be in the air, en route to intercept unknown aircraft, in one instance,416 Squadron was able to get two alert aircraft in the air only 57 seconds after receiving the alert. Fortunately, no situation ever arose in which a CF-101 pilot fired his weapons in anger
31.
North American NA-64 Yale
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The rudder was also changed from the rounded shape used previously to one with a roughly triangular shape with the broadest part being at the bottom to improve handling at high angles of attack. The NA-64 P-2 was built for the French Armée de lAir and Aéronavale in 1939–1940, of these,111 had been delivered before France surrendered to the Germans after the Battle of France. In France, the NA-64, like the NA-57 before it, was known as the North, a small number escaped the Germans to be used by the Vichy French Air Force. Two examples in North Africa survived into the years, having been operated alongside NA-57s. They were then relegated for use as airborne wireless radio trainers, the Yale appeared in the movie Captains of the Clouds. The NAA-64s captured from the French were used by the German Luftwaffe for all types of flight training, dive bomber schools and target tug units and even combat squadrons all used the NAA-64, as they were designated by the Luftwaffe, from the tail markings of the French examples. At least one was used by the Zirkus Rosarius to familiarize German aircrew with the handling of American aircraft before they evaluated captured aircraft, united Kingdom Royal Navy 31 SFTS Kingston, ON - eight loaned from RCAF from March to April 1941 in exchange for eight Fairey Battle trainers. There are many surviving NA-64 Yales today because of Ernie Simmons, Simmons bought 39 Yales in 1946, along with seven Fairey Swordfish and a Westland Lysander and kept them on his farm until he died in 1970. Most were auctioned the same year, and many have been restored by museums, all surviving Yales are from the Simmons collection. Two examples have been subsequently lost, a hangar fire took the Musée de lair et de lespaces NA-64 3415/64-2224
32.
Stinson Reliant
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The Stinson Reliant was a popular single-engine four- to five-seat high-wing monoplane manufactured by the Stinson Aircraft Division of the Aviation Manufacturing Corporation of Wayne, Michigan. The Reliant is a three-place high-wing fixed tailwheel land monoplane powered with a variety of radial engines,1,327 Reliants of all types were made from 1933 to 1941, in different models, from SR-1 to SR-10. The final commercial model, the Stinson Reliant SR-10, was introduced in 1938, a militarized version was first flown in February 1942 and remained in production through several additional versions until late 1943 for the US and British armed forces. Reliant production can be broken into two distinct types – the straight-wing Reliants and the gull-wing Reliants, with there being little in common between the two groups of types. The straight-wing Reliant had a wing of constant chord and thickness which was supported by two struts each side with additional bracing struts. The taper wing had a significant step up between the fuselage and the wing, and the changes in wing thickness gave it a distinct appearance from the front. The Reliant was used by the U. S. Army in World War II as a utility aircraft, designated UC-81 and they were also used by the Royal Navy and Royal Air Force for light transport and communication duties. After the war they were sold on the market as the Vultee V-77. The V-77 was a version of the SR-10 with the 300 hp Lycoming R680-E3B, a single door on the left side. Internal structure was beefed up significantly over the models. SR-1 Powered by a 240 hp Lycoming R-680-2 radial piston engine, sR-2 Powered by a 240-hp Lycoming R-680-7 radial piston engine. SR-3 Similar to the SR-1, but with structural changes. SR-4 Powered by a 250-hp Wright R-760-E radial piston engine, SR-5 Improved version, powered by a 225-hp Lycoming R-680-4 radial piston engine. SR-5A Powered by a 245-hp Lycoming R-680-6 radial piston engine, sR-5B Powered by a 240-hp Lycoming R-680-2 radial piston engine. SR-5C Powered by a 260-hp Lycoming R-680-5 radial piston engine, sR-5E Powered by a 225-hp Lycoming R-680-4 radial piston engine. SR-5F Powered by a 250-hp Wright R-760-E radial piston engine, sR-6 Five-seat cabin aircraft, powered by a Lycoming R-680-6 radial piston engine. SR-6A Four-seat cabin aircraft, powered by a 225-hp Lycoming R-680-4 radial piston engine, sR-6B Four-seat cabin aircraft, powered by a Lycoming R-680-5 radial piston engine. SR-7B Five-seat cabin aircraft, powered by a Lycoming R-680-B6 radial piston engine, sR-7C Five-seat cabin aircraft, powered by a Lycoming R-680-B5 radial piston engine
33.
Vickers Viscount
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The Vickers Viscount was a British medium-range turboprop airliner first flown in 1948 by Vickers-Armstrongs, the first such aircraft to enter service in the world. A product of the Brabazon Committee, it used a new form of propulsion, the Viscount was well received by the public for its cabin conditions, which included pressurisation, reductions in vibration and noise, and panoramic windows. It became one of the most successful and profitable of the first post-war transport aircraft,445 Viscounts were built for a range of international customers, during discussions between the committee and Vickers chief designer, Rex Pierson, Vickers advocated turboprop power. British European Airways was involved in the design and asked that the aircraft carry 32 passengers instead, the first design in June 1945 was based on the Viking with four turboprop engines and 24 seats and designated the VC-2 or Type 453. Later a double-bubble fuselage was proposed to give extra underfloor cargo space, neither was pressurised but it was soon realised that for economical operation an altitude above 20,000 ft was needed. The decision for pressurisation resulted in the double-bubble and elliptical fuselage designs being abandoned, a circular cross-section variant was offered at the beginning of 1946. The resulting 28-seat VC-2 was financed by the Ministry of Supply with an order for two prototypes, but, before the contract was signed, the government asked for the capacity to be increased to 32. This stretched the fuselage increase from 65 ft 5 in to 74 ft 6 in, the contract for the aircraft to Air Ministry specification C. 16/46 was signed on 9 March 1946 and Vickers allocated the designation Type 609 and the name Viceroy. While the Dart progressed better in development, the government asked in August 1947 for the prototype to be Dart-powered. The second prototype was designated the 630 and was named as the Viscount, the first prototype already under construction was converted to the Dart as a 630 as well. The resulting Vickers Type 630 design was completed at Brooklands by chief designer Rex Pierson and his staff in 1945, an order for two prototypes was placed in March 1946, and construction started in the companys Foxwarren Experimental Department. Originally Viceroy after the viceroy of India, Lord Louis Mountbatten, there was work on replacing the Darts with the Mamba, but this was dropped by the time the prototypes were reaching completion. After Piersons death in 1948, George Edwards took over as chief designer, the prototype Type 630, registered G-AHRF, made its maiden flight from the grass airfield at Wisley on 16 July 1948, piloted by Joseph Mutt Summers, Vickers chief test pilot. Retrospectively commenting on Britains aviation industry, Duncan Burn stated, Had BEA committed itself to support of the Viscount. It was quite likely that the version would have gone into production. It was in a sense BEAs lack of enthusiasm for the 630 which made possible the success and it flew scheduled flights between London and Paris, and London and Edinburgh until 23 August 1950. 29 July 1950 flight between Northolt and Paris – Le Bourget Airport with 14 paying passengers was the first scheduled flight by any turbine-powered aircraft. The second prototype Viscount, the Type 663 testbed, had two Rolls-Royce Tay turbojet engines and first flew in RAF markings as serial VX217 at Wisley on 15 March 1950
34.
Waco Standard Cabin series
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They were used as light passenger and utility transports, navigational trainers, bushplanes and briefly as maritime reconnaissance aircraft during World War 2. Individual models were certified with various available engines but not all variations found customers. Fuselage structure was typical for the period, being welded chrome-moly tubing with wood strips to fair the shape in. Wings were built around two spruce spars with the airfoil formed from trussed ribs made from plywood and spruce. The leading edge was covered in aluminum sheeting and the whole assembly covered in fabric, ailerons were interconnected with a strut mounted to the trailing edge and on some versions were sheeted with ribbed aluminum. Most models were not fitted with flaps - the VKS-7F, built for the Civilian Pilot Training Program being the exception and it was fitted with split flaps only on the undersides of the upper wings and at mid chord, inboard and just ahead of the ailerons. Wing bracing was with a canted N strut joining upper and lower wings, assisted by a single strut bracing the wing to the upper fuselage longeron. Floats were also offered as an option, starting with the UIC which had Edo P-3300 floats, later types were offered with Edo 38-3430 floats. The standard cabin series were Wacos first successful cabin biplane design, the initial QDC model of 1931 was offered with a 165 hp Continental A70 cowled engine, or as the BDC, ODC, PDC and UDC with other engines. 1932 saw the introduction of the OEC and UEC models, continuous refinement and improvement by Waco Aircraft resulted in production of various sub-models continuing until 1939. For example, the YKC of 1934 became the YKC-S of 1935, the Standard Cabin series, with its cabin comfort, proved to be popular with private pilot owners. Many were purchased by commercial aviation firms and non-aviation businesses. With the onset of World War II, examples were impressed into the air forces of many Allied nations, including the US, USAAC Designations assigned to standard cabin Wacos included UC-72D, UC-72K and UC-72M. In 194221 VKS-7F were built for the Civilian Pilot Training Program for use as navigational trainers, after World War II, some impressed UC-72 cabins returned to civilian operations, and a very few were additionally revamped with new engine models. This further complicated model nomenclature, though the FAA generally retained original nomenclatures for a given re-engined airframe, fewer than 135 Standard Cabin series aircraft of several sub-models are currently registered in the USA. Data from Aerofiles BDC165 hp Wright R-540 engine, ODC210 hp Kinner C-5 engine. PDC170 hp Jacobs LA-1 engine, QDC165 hp Continental A-70 engine. UDC210 hp Continental R-670 engine, BEC165 hp Wright R-540 engine
35.
Charles Lindbergh
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Charles Augustus Lindbergh, nicknamed Slim, Lucky Lindy, and The Lone Eagle, was an American aviator, military officer, author, inventor, explorer, and environmental activist. At age 25 in 1927, he went from obscurity as a U. S. Air Mail pilot to instantaneous world fame by making his Orteig Prize–winning nonstop flight from Long Island, New York, to Paris. He covered the 33 1⁄2-hour,3,600 statute miles alone in a single-engine purpose-built Ryan monoplane and this was the first solo transatlantic flight, and the first non-stop flight between North America and mainland Europe. Lindbergh was an officer in the U. S. Army Air Corps Reserve, and he received the United States highest military decoration and his achievement spurred interest in both commercial aviation and air mail, and Lindbergh himself devoted much time and effort to promoting such activity. Lindberghs historic flight and instantaneous world fame led to tragedy, in March 1932, his infant son, Charles Jr. was kidnapped and murdered in what was widely called the Crime of the Century and described by H. L. Mencken as the biggest story since the resurrection. The case prompted the United States Congress to upgrade kidnapping from a crime to a federal crime once the kidnapper had crossed state lines with his victim. By late 1935 the hysteria surrounding the case had driven the Lindbergh family into exile in Europe. Before the United States formally entered World War II, some people accused Lindbergh of being a fascist sympathizer, in his later years, Lindbergh became a prolific prize-winning author, international explorer, inventor, and environmentalist. Lindbergh had six children with his wife Anne Morrow Lindbergh, Lindbergh was born in Detroit, Michigan, on February 4,1902, and spent most of his childhood in Little Falls, Minnesota, and Washington, D. C. Charles parents separated in 1909 when he was seven, congressman from 1907 to 1917, was one of the relatively few Congressmen to oppose the entry of the U. S. into World War I. Lindberghs mother was a teacher at Cass Technical High School in Detroit. Lindbergh also attended over a dozen schools from Washington, D. C. From an early age, Lindbergh had exhibited an interest in the mechanics of motorized transportation, including his familys Saxon Six automobile, and later his Excelsior motorbike. By the time he started college as an engineering student, he had also become fascinated with flying. A few days later Lindbergh took his first formal flying lesson in that same machine and he also briefly worked as an airplane mechanic at the Billings, Montana municipal airport. With the onset of winter, however, Lindbergh left flying, though Lindbergh had not touched an airplane in more than six months, he had already secretly decided he was ready to take to the air by himself. After a half-hour of dual time with a pilot who was visiting the field to pick up another surplus JN-4, Lindbergh flew solo for the first time in the Jenny he had just purchased for $500. After spending another week or so at the field to practice, Lindbergh took off from Americus for Montgomery, Alabama, some 140 miles to the west and he went on to spend much of the rest of 1923 engaged in almost nonstop barnstorming under the name of Daredevil Lindbergh
36.
Wright brothers
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They made the first controlled, sustained flight of a powered, heavier-than-air aircraft on December 17,1903, four miles south of Kitty Hawk, North Carolina. In 1904–05 the brothers developed their flying machine into the first practical fixed-wing aircraft, although not the first to build and fly experimental aircraft, the Wright brothers were the first to invent aircraft controls that made fixed-wing powered flight possible. The brothers fundamental breakthrough was their invention of three-axis control, which enabled the pilot to steer the aircraft effectively and this method became and remains standard on fixed-wing aircraft of all kinds. From the beginning of their work, the Wright brothers focused on developing a reliable method of pilot control as the key to solving the flying problem. This approach differed significantly from other experimenters of the time who put emphasis on developing powerful engines. Using a small wind tunnel, the Wrights also collected more accurate data than any before, enabling them to design and build wings. Their first U. S. patent,821,393, did not claim invention of a machine, but rather. They gained the skills essential for their success by working for years in their shop with printing presses, bicycles, motors. Their work with bicycles in particular influenced their belief that a vehicle like a flying machine could be controlled and balanced with practice. From 1900 until their first powered flights in late 1903, they conducted extensive tests that also developed their skills as pilots. Their bicycle shop employee Charlie Taylor became an important part of the team, the Wright brothers status as inventors of the airplane has been subject to counter-claims by various parties. Much controversy persists over the competing claims of early aviators. The Wright brothers were two of seven born to Milton Wright, of English and Dutch ancestry, and Susan Catherine Koerner, of German. Wilbur was born near Millville, Indiana, in 1867, Orville in Dayton, Ohio, the other Wright siblings were Reuchlin, Lorin, Katharine, and twins Otis and Ida. In elementary school, Orville was given to mischief and was once expelled, the direct paternal ancestry goes back to a Samuel Wright who sailed to America and settled in Massachusetts in 1636. In 1878 their father, who traveled often as a bishop in the Church of the United Brethren in Christ, the device was based on an invention of French aeronautical pioneer Alphonse Pénaud. Made of paper, bamboo and cork with a band to twirl its rotor. Wilbur and Orville played with it until it broke, and then built their own, in later years, they pointed to their experience with the toy as the spark of their interest in flying
37.
Amelia Earhart
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Amelia Mary Earhart was an American aviation pioneer and author. Earhart was the first female aviator to fly solo across the Atlantic Ocean, distinguished Flying Cross for this accomplishment. She set many records, wrote best-selling books about her flying experiences and was instrumental in the formation of The Ninety-Nines. In 1935, Earhart became a faculty member at Purdue University as an advisor to aeronautical engineering. She was also a member of the National Womans Party and a supporter of the Equal Rights Amendment. During an attempt to make a flight of the globe in 1937 in a Purdue-funded Lockheed Model 10 Electra. Fascination with her life, career and disappearance continues to this day, Earhart was the daughter of Samuel Edwin Stanton Earhart and Amelia Amy. Amelia was the child of the marriage, after an infant stillborn in August 1896. She was of part German descent, alfred Otis had not initially favored the marriage and was not satisfied with Edwins progress as a lawyer. According to family custom, Earhart was named after her two grandmothers, Amelia Josephine Harres and Mary Wells Patton, from an early age, Earhart, nicknamed Meeley was the ringleader while her younger sister, Grace Muriel Earhart, nicknamed Pidge, acted the dutiful follower. Both girls continued to answer to their childhood nicknames well into adulthood and their upbringing was unconventional since Amy Earhart did not believe in molding her children into nice little girls. A spirit of adventure seemed to abide in the Earhart children, as a child, Earhart spent long hours playing with sister Pidge, climbing trees, hunting rats with a rifle and belly-slamming her sled downhill. Although this love of the outdoors and rough-and-tumble play was common to many youngsters, the girls kept worms, moths, katydids and a tree toad in a growing collection gathered in their outings. In 1904, with the help of her uncle, she cobbled together a home-made ramp fashioned after a roller coaster she had seen on a trip to St. Louis, Earharts well-documented first flight ended dramatically. She emerged from the wooden box that had served as a sled with a bruised lip, torn dress. She exclaimed, Oh, Pidge, its just like flying, although there had been some missteps in his career up to that point, in 1907 Edwin Earharts job as a claims officer for the Rock Island Railroad led to a transfer to Des Moines, Iowa. The next year, at the age of 10, Earhart saw her first aircraft at the Iowa State Fair in Des Moines and her father tried to interest her and her sister in taking a flight. One look at the rickety flivver was enough for Earhart, who asked if they could go back to the merry-go-round
38.
Harbour Grace
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Harbour Grace is a town in Conception Bay on the Avalon Peninsula in the province of Newfoundland and Labrador, Canada. With roots dating back to the century, it is one of the oldest towns in North America. It is located about 45 km northwest of the provincial capital, the town has a population of 3,074, engaged primarily in fishing and fish processing. The alternative spelling Harbor Grace was current at one time, the first year-round settler that year was Robert Tossey of Dartmouth, England. In 1610, pirate Peter Easton made Harbour Grace his headquarters, back in London at the end of this period in 1628 Hayman published a work of pithy epigrams called Quodlibets which he had written in Harbour Grace — it was the first book written in the new world. The Conception Bay area is referred to in the subtitle of his book not as Conception Bay but by its original, though now largely forgotten, over the coming years, control of Harbour Grace became a point of contention between the English and the French. The town, with a population numbering about 100, was razed by the French in 1697, again in 1700, nevertheless, between these attacks, the population grew by 50 percent. By 1771, the population was close to 5,800, by then, however, other colonial towns along the Atlantic coast had surpassed Harbour Grace in population and influence. The town continued to grow and peaked in population in 1921, altogether, some twenty flights left Harbour Grace from 1927 to 1936 in their attempts to cross the Atlantic. In July 1941, the Royal Canadian Navy established a High Frequency Direction Finding wireless station on the airfield, Harbour Grace was one of the first sites that the Royal Canadian Navy was solely responsible for after war broke out. On May 21/45, the Canadian Naval Service approved the closing down, there is no evidence of the station today. Following the war, the airstrip was left to deteriorate, in 1977, through the efforts of the Harbour Grace Historical Society, it was restored to a usable condition. In 1999, after years of being considered abandoned, the airstrip was reinstated to official international airdrome status under the designator of CHG2, today, Harbour Grace continues its tradition as a fishing and fish processing centre. In addition, because of its history and many historical buildings. Pike Railway Heritage Museum and Park was designated a Municipal Heritage Building in 2006, the first English account of the capture of St. Johns by the French came from Harbour Grace Island in 1708. The Harbour Grace Court House, constructed in 1830, is the oldest surviving building in the province. St. Pauls Anglican Church in Harbour Grace was built in 1835, making it the oldest stone church in Newfoundland, the annual Harbour Grace Regatta is the second oldest continuing sporting event in North America, it was started in 1862. The first railway line in Newfoundland was completed to Harbour Grace in 1884, amelia Earhart took flight from Harbour Grace on May 20,1932, to become the first woman to fly solo across the Atlantic
39.
McDonnell F-101 Voodoo
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The McDonnell F-101 Voodoo was a supersonic jet fighter which served the United States Air Force and the Royal Canadian Air Force. An F-101A set a number of speed records for jet powered aircraft, including fastest airspeed. They operated in the role until 1979. Delays in the 1954 interceptor project led to demands for an interceptor aircraft design. The F-101B entered service with Air Defense Command in 1959 and the Royal Canadian Air Force in 1961, US examples were handed off to the Air National Guard where they served until 1982. Canadian examples remained in service until 1984, the Voodoos career as a fighter-bomber was relatively brief, but the reconnaissance versions served for some time. Interceptor versions served with the Air National Guard until 1982, initial design on what would eventually become the Voodoo began just after World War II in response to a USAAF Penetration Fighter Competition in 1946. Several companies responded with designs, and the Air Force provided funds for several of them to produce prototypes, after being awarded a contract on 14 February 1947, McDonnell built two prototypes, designated the XF-88 Voodoo. The first prototype, powered by two 3,000 lbf Westinghouse XJ34-WE-13 turbojets, flew from Muroc on 20 October 1948, preliminary testing revealed that while handling and range was adequate, the top speed was a disappointing 641 mph at sea level. Fuel consumption was increased by use of the afterburners, however. Analysis of Korean war missions, however, revealed that contemporary USAF strategic bombers were vulnerable to fighter interception, in 1951, the USAF issued a new requirement for a bomber escort with all major US manufacturers submitting designs. The McDonnell design was a larger and higher powered version of the XF-88, the F-88 was redesignated the F-101 Voodoo in November 1951. The new design was larger, carrying three times the initial fuel load and designed around larger, more powerful Pratt & Whitney J57 turbojets. The greater dimensions of the J57 engines required modifications to the engine bays, the new intake also was designed to be more efficient at higher Mach numbers. In late 1952, the mission of the F-101 was changed from fighter to strategic fighter. The new Voodoo mock-up with the inlets, tail surfaces, landing gear. F-101A serial number 53-2418 was the first production aircraft, its flight was on 29 September 1954 at Edwards AFB where it reached Mach 0. It was previously on display at the Pueblo Weisbrod Aircraft Museum, the end of the war in Korea and the development of the jet-powered Boeing B-52 Stratofortress negated the need for fighter escort and Strategic Air Command withdrew from the program
40.
Canadian Heritage Information Network
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The Canadian Heritage Information Network is a Government of Canada-supported organization that provides a networked interface to Canadas heritage. CHIN is a Special Operating Agency within the Citizenship and Heritage sector of the Department of Canadian Heritage, CHIN is based in Gatineau, in Quebec. CHIN also provides Canada’s not-for-profit heritage sector with research, products, services and fora that support skills and career development and it oversees the Virtual Museum of Canada, and the VMC Investment Programs. CHIN manages a Professional Exchange portal for heritage professionals and volunteers, in French, CHIN is known as the Réseau canadien dinformation sur le patrimoine. It provides bilingual information for all its resources, CHIN was the first national organization to participate in the Virtual Library museums pages online museums directory, now supported by ICOM. Virtual Museum of Canada Canadian Heritage Information Network Artefacts Canada English Artefacts Canada French
41.
Virtual Museum of Canada
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The Virtual Museum of Canada is Canadas national virtual museum. With a directory of over 3,000 Canadian heritage institutions and a database of over 600 virtual exhibits, the VMC includes virtual exhibits, educational resources for teachers, and over 900,000 images. The resources are bilingual, available in both French and English, the Virtual Museum of Canada provides an online environment for Canadian communities to tell their stories and preserve their history. One way that this is achieved is through the VMC Investment Programs, the Virtual Exhibits Investment Program is geared to medium- to large-sized institutions. The other offering is the Community Memories Program, which is an investment program designed for smaller Canadian community museums, media related to Virtual Museum of Canada at Wikimedia Commons Official website Official website
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International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
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Aviation museum
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An aviation museum, air museum, or aerospace museum is a museum exhibiting the history and artifacts of aviation. In addition to actual or replica aircraft, exhibits can include photographs, maps, models, dioramas, clothing, aviation museums vary in size from housing just one or two aircraft to hundreds. They may be owned by national, regional or local governments or be privately owned, some museums address the history and artifacts of space exploration as well, illustrating the close association between aeronautics and astronautics. Aviation museums may display their aircraft only on the ground or fly some of them, museums that do not fly their aircraft may have decided not to do so either because the aircraft are not in condition to fly or because they are considered too rare or valuable. Museums may fly their aircraft in air shows or other related events. Some museums have sets of periodicals, technical manuals, photographs and these are often made available to aviation researchers for use in writing articles or books or to aircraft restoration specialists working on restoring an aircraft
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Alberta Aviation Museum
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The Alberta Aviation Museum is a museum in Edmonton, Alberta, Canada. It is located on-site at the former Edmonton City Centre Airport on the southwest corner of the field, the museum operates daily except for Christmas Day, Boxing Day and New Years Day. The Alberta Aviation Museum hangar is the last remaining example of a double-double Second World War British Commonwealth Air Training Plan hangar and these hangars, built for the BCATP across Canada, were made of pre-cut wooden timbers of British Columbia fir. They could be built as units, double units. Built in 1940 after 3 double hangars for RCAF Station Edmonton, postwar the museum hangar was used by No.418 Reserve Squadron, Pacific Western Airlines and for Distant Early Warning Line construction before becoming a car dealership in the late 1960s. Known in Edmonton as The Hangar on Kingsway, it has been designated M Hangar, Hangar #6 and it is now a designated municipal and provincial historic site. With the closure of the city centre airport the fate of the museum was, for a time, however, since that time the building has been designated as a municipal and provincial historic resource. The Alberta Aviation Museum, now recognized by the Alberta Museums Association, will remain in its current location and act as a community fixture for the new residential neighbourhood, transport Canada also list a Kelly-D with the registration C-FAPD
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Canada's Aviation Hall of Fame
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Founded in 1973, the Hall of Fame has honoured thus far more than 200 aviators, engineers, technicians and administrators. Due to its size and geographical location, Canada has had to rely upon aviation much more than other countries, 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, photographs, the reference library contains approximately 2,500 books and over 12,000 periodicals related specifically to Canadian aviation. Items are loaned to museums in Canada for exhibit purposes. The Hall of Fame also awards the Belt of Orion each year at its annual induction dinner, Canadas Aviation Hall of Fame was incorporated August 2,1973. W. A confidential nomination review committee reviews nominations for new members of the Hall of Fame, the Hall of Fame officially 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 finally residing in the Edmonton Convention Centre for several years, the Hall has inducted the following people, arranged in alphabetical order, with their year of induction in parentheses. History of aviation in Canada Profiles of Hall of Fame Members Canadas Aviation Hall of Fame Audio Interview with Stan Reynolds
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Cold Lake Air Force Museum
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The Cold Lake Air Force Museum is a military aviation museum located in Cold Lake, Alberta. The museum preserves and exhibits the heritage and history of 4 Wing Cold Lake and 42 Radar Squadron, the Air Force Museum is actually one of four museums based on the old site of 42 Radar Squadron, who re-located to CFB Cold Lake in 1992. The Cold Lake Museums are connected to the Air Force Museum through a covered hallway affectionately dubbed The Tunnel, all together, the museums are referred to as the Cold Lake Museums or the Tri-City Museums. The old facility of 42 Radar Squadron was decommissioned in 1992, the Museum is the focal point for Canadian Air Force research in the Cold Lake Region. The museum details the development of the Royal Canadian Air Force. The Museum also details the history and heritage of Canadian Forces Units associated with Cold Lake who served in Europe, outside the Museum where one drives up there are several aircraft and a few trucks on display. Included are specific aircraft serials and histories, cF-5 Freedom Fighter - This aircraft served with 433 Squadron,434 Squadron, and 419 Squadron. It finished its life with 419 Squadron and was sent into storage at CFB Mountain View in 1995 and it was later shipped to the museum, and in 2007, it was assembled and painted in CAF Era Markings by 1 AMS. CT-133 Silver Star - This aircraft was one of the last T-birds flying and it was used by AETE until the summer of 2004 when it was given to the Museum. It is finished overall grey with an AETE red X on its tail, when one enters the museum, the visitors book and the Kitshop is what one sees first. The Kitshop sells memorabilia from 4 Wing squadrons, and also items from the Cold Lake Museums. The first floor of the Museum exhibits 4 Wing ground squadrons, the second floor exhibits,4 Wing flying squadrons, Engines, a model of the Base and a few other exhibits that have to do with 4 Wing. The following exhibits are displayed at the Cold Lake Air Force Museum,42 Radar Squadron No, the Museum is affiliated with, CMA, CHIN, OMMC and Virtual Museum of Canada. CFB Cold Lake Cold Lake Museums Organization of Military Museums of Canada Military history of Canada Cold Lake Air Force Museum Page Cold Lake Museums page CFB Cold Lake
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