Hello Visitor,

Welcome to the May edition of the CAHS National Newsletter.

 CAHS National News

We look forward to seeing many of you at the Canadian Aviation Historical Society's 52nd National Convention and Annual General Meeting in Hamilton, Ontario on June 17-21, 2015 at the Courtyard Marriott Hotel.The CAHS Convention page has been updated with the registration form, schedule, and more! Click here for more information about the convention.

A block of rooms has been put aside for convention attendees at a special convention rate of $145 per night for 17-21 June. You may make your reservation by calling their Reservation Line, 1-800-MARRIOTT (1-800- 627-7468) and identifying yourself as members of the "Canadian Aviation Historical Society group." Reservations must be received on or before Monday 18 May 2015.

Alternative accommodations are available at Mohawk College. The rate is $79.95 (single and double) and rooms will be held until May 18, after which they will be released to the public. The group rate includes the following: parking, internet access in the suite, local calls and light continental breakfast (they are only 3.6 KM away from the Courtyard Marriott Hotel). Contact: Mohawk@stayrcc.com; (905) 385-3200; www.stayrcc.com/hamilton to make a reservation.

During the convention, there will be some free time available to you during certain evenings. The SOSA Gliding Club is a short distance from the convention hotel and they have offered a tour/visit to the club along with discounted intro flight rates for those attending the convention. If you are interested, please contact Herrie ten Cate at: h10cate@mac.com.

Spouses' Sightseeing Tour

There is also a spouses' sightseeing tour of Hamilton that will be available if there is enough interest. The 9-5 tour will consist of an escarpment view from Sam Lawrence Park, Dundurn Castle, the Royal Botanical Gardens, Hamilton's west harbourfront and Webster's Falls/Tews Falls in Dundas. Explore the eclectic Ottawa Street shopping area at lunch time. Cost is $80 (lunch not included). If you would like to sign up for the tour, please email Bonnie Paterson at patersontours@gmail.com - and send a cheque payable to Paterson Tours to Gord McNulty at this address: 1604 - 75 Queen St. North, Hamilton, ON, L8R 3J3 by the deadline of May 18th.

CAHS Merchandise

In conjunction with this year's convention, the CAHS is continuing the merchandise sale concept, and a variety of items are now available for purchase online at the CAHS Store.

We are excited to offer CAHS merchandise this year that features the logo created by our graphics manager, Terry Higgins, for the 2015 convention in Hamilton. It combines the distinctive CAHS logo along with the date and location of this year's convention. Items that include this commemorative logo are polo shirts (in eight different colours), t-shirts (available in three colours), mugs, mouse pads and a tote bag. There is also a baseball cap (four colour options) with the CAHS logo.

Additionally, the CAHS has partnered again with our amazing Canadian aviation artists to produce a stunning full colour bilingual 2016 calendar. These will make beautiful Father's Day, birthday, and even Christmas gifts, so stock up now! To learn more about the gifted artists involved, click here.

Orders picked up at the CAHS Convention in Hamilton in June will be free of shipping charges. For those unable to attend the Convention, shipments will commence after the Convention. Payments can be made by cheque, credit card, or Paypal. To download the 2015 CAHS Convention merchandise order form, CLICK HERE.

The deadline to pre-order and pay is 20 May 2015.

Orders received by 20 May 2015 will be available for pick up at the Convention.

Thank you for supporting the CAHS!

 Journal Update

Within the coming two weeks, two editions of the CAHS Journal will leave our mailing house on their way to Members’ mailboxes*. Both have come together in their final form within a span of weeks and so we have arranged with our new printers / mailing house to get both out the door at the same time. With the recent change in printers to one that also owns and operates its own mailing house and, as such, assigns a single services coordinator to accounts requiring both printing and mailing, we can look forward to a more predictable workflow, particularly where these two processes link up.

The two soon-to-arrive editions continue the First World War theme with the conclusion (the second of two parts) of Atholl Sutherland Brown’s observations, presented as short biographical vignettes, on the top twenty aces and some of the men who shaped their respective air arms. Dr. Rachel Lea Heide carries the theme for the later edition with her exhaustively researched and insightful “Prologue to an Air Force: Nationalism, A Sense of Identity, and the Genesis of a Canadian Air Force, 1914-1918”. The range of photographs accompanying this particular piece includes what must be the greatest number images of army officers to ever grace the pages of a single edition of our Journal. It makes for an interesting blend with the images of aircraft and airmen also included – mirroring well the paper battles won and lost within circles of higher authority on the way to an independent air force. The final First World War ‘bit’ for our 2014 publication year comes in the form of a rare photo found by our own Editorial Board Member, Ian Macdonald. His “In Brief: An Enigmatic Bristol F.2B Fighter” relates the story discovered thus far, and asks readers for any additional information.

“In Brief”, the new occasional column idea introduced in Vol.52 No.3 (Fall 2014) with Andrew Cline’s CH-147F Canada Day delivery story, is designed to carry interesting snippets of Canadian aviation history that may be considered to be only partially complete (from a research and presentation point of view) or overly compact, but nonetheless interesting and informative. With it, and the more expansive but still compact “Historical Snapshot” introduced in 2012, we are aiming to get back to capturing a more varied range of content then that represented solely by the feature articles carried in each edition. It seems to be working. Two other “In Brief” pieces are included in Vol.52 No.4: one by former editor Bill Wheeler, illustrating well the documenting of otherwise obscure history that can result from a CAHS chapter or national gathering; and another by the current managing editor, yours truly, after working on Paddy Gardiner’s Anson V article triggered a dusting off and dressing up of material in a long-dormant “interesting aircraft” file.

Aside from the In Brief snippets and a welcomed book review, Paddy’s article is one of six richly illustrated features within the eighty pages that comprise CAHS Journal’s 52-3 and 52-4. They’ll be in your mailbox or in-box soon. Meanwhile out-takes from the tables of contents are presented below for your perusal.

Going forward, the first two editions for the 2015 publication year are active works in progress. With the balance of the 2014 publication year now in our printers hands, the first of the 2015 editions (Vol.53 No.1, Spring 2015), has moved front and centre. It should be ready to go to proofreading within the next two weeks and to print-production a few weeks after that. Work on the layout for 53-2 will resume once we arrive at a mailing date for 53-1. Progress on these will be more complete and up-to-date in the next edition of this newsletter.

*Those with Online-only Memberships can expect to see the digital version of both editions in their email inboxes shortly after the mailing house has confirmed the mailing of the printed journals to traditional Members.

From the tables of contents for each Journal…

Vol.52 No.3 (Fall 2014)

Aces and the Development of Aerial Combat in the First World War on the Western Front. Part 2: The Aces
The conclusion to Atholl Sutherland Brown’s compact treatise provides a series of small vignettes on the top twenty aces, and eight of the men who provided them with the technology, tactics, and operational direction.

Canadair’s Tutor-Emeritus. Part 3: CL-41 Prototype No.2 and the CL-41R
Bill Upton’s comprehensive history of the CL-41 continues with coverage of prototype No 2, which became the unique CL-41R radar trainer for most of its active life.

The First Royal Australian Air Force Trainees in Canada, 1940-41
The British Commonwealth Air Training Plan drew in aircrew trainees from around the world during its existence. This article looks at the experiences of the first three drafts of Australian nationals. By Mathias Joost.

In Brief: The Final Boeing CH-147F Chinook
delivered to the RCAF on Canada's 147th Birthday
A neat coincidence in numbers captured for posterity by Andrew H. Cline.

Reviews
MOBILIZE! Why Canada was Unprepared for the Second World War by Larry D. Rose – Review by Carl & Elizabeth Vincent

Vol.52 No.4 (Winter 2014)

In Brief: Harold A. ‘Doc’ Oaks
A pioneer aviator, a unique aeroplane, a story of and from some time ago. By Bill Wheeler.

Canada’s Own: the Federal Aircraft Anson Mk.V
An account of the Canadian design and manufacturing effort to produce an all new version of the Avro Anson to meet the British Commonwealth Air Training Plan demand for a twin-engined trainer. By Paddy Gardiner.

In Brief: Anson VP Photo Survey
A very brief summary of the lesser known Anson Mk.V variant, the Mk.VP, as converted for photo-survey use by the RCAF. By Terry Higgins.

Canada’s Aviation Hall of Fame: Recognizing Achievement in Canadian Aviation
CAHF Historian John Chalmers presents his annual review of the ceremony and inductees at this year’s event.

Prologue to an Air Force: Nationalism, A Sense of Identity, and the Genesis of a Canadian Air Force, 1914-1918
Based on a paper originally prepared for a Humber School of Liberal Arts and Sciences conference, Dr. Rachel Lea Heide details the welling up of patriotic will on many levels that set the seeds for a national air force.

In Brief: An Enigmatic Bristol F.2B Fighter
Ian Macdonald shares an interesting find and what he’s discovered so far, but seeks more answers related to this rare photo of an early ‘Brisfit’ with a Canadian connection.

Enjoy!
Terry

 CAHS Chapter News

 Canadian Aviation Moments

We hope you enjoyed answering the Canadian Aviation Moments in April. Here are the correct answers:

Question: What is Canada’s Search and Rescue area of responsibility?

Answer: This AOR extends over 18 million square kilometres of land and sea, which extends out well in the Arctic, Pacific and Atlantic oceans. More than 700 CF members are dedicated to search and rescue in Canada. The air force has five primary SAR squadrons across Canada. 103 Squadron (Gander, Nfld), 413 Sqn (Greenwood, NS), 424 Sqn (Trenton, Ont), 435 Sqn (Winnipeg) and 442 Sqn (Comox, BC).

The CF, which has overall responsibility for effective operation of the coordinated aeronautical and maritime SAR system with its Canadian Coast Guard colleagues, provided assistance to more than 20,000 persons and regularly help save approximately 1,200 Canadian lives each year.

There are three Joint Rescue Coordination Centres in Canada, located in Victoria, Trenton, Ont and Halifax. Air and marine controllers from these centres coordinate the search, find the available resources and dispatch rescuers to the scene.

Source: Air Force Revue – Winter 08 – Page 25

Question: What were the Fairey Battle’s Merlin engines prone to do?

Answer: To develop glycol coolant leaks. “When one of them landed at the emergency field near Mossbank, the remaining glycol would be drained into a convenient barrel. Every time this happened, everybody would flock there… they’d come with their jugs to get the best Prestone antifreeze. There was a guard, but you know…”

Source: Windsock – Volume 20 Number 8 - Page 4

Question: What airplane was one of the most successful early transports, one of the first and largest crop dusting aircraft, and the RCAF’s largest aircraft on inventory in early 1937?

Answer: The Ford Tri-Motor design was one of the most successful early transports. It was one of the largest all-metal aircraft built in America up to that time and it featured corrugated aluminum covering on the fuselage, wings, tail and on the internally braced cantilever wing. The aircraft was purchased initially as a replacement for the RCAF’s one and only Keystone Puffer aircraft which had been used in experimental crop/forest dusting. Sold in 1937, the aircraft was destroyed in 1939 on the ground on Vancouver, after an RCAF Hurricane fighter swerved off the runway and collided with the parked Tri-motor.

Source: Canadian Combat and Support Aircraft – Page 172.

The Canadian Aviation Moments were submitted by Dennis Casper from the Roland Groome (Regina) Chapter of the CAHS.

The Canadian Aviation Moments questions for May are:

Question: When did the RCAF test fly the CT-114 Tutor? How many did the RCAF buy and in what time period?

Source: Snowbirds: Flying High. Canada’s Snowbirds Celebrate 25 years – Page 28.

Question: How many Canadian airmen served overseas in World War 1? How many were killed and wounded? How many of the top 20 highest-scoring British services were Canadians? Who were they and how many victories did they have?

Source: Airforce – Vol 22 No 3 Fall/Automne 1998 – Page 32.

Question: What was the name of Canada’s first national air force, and how many personnel and airplanes did it have?

Source: Canadian Combat and Support Aircraft – Pages 21-22.

 In the News

Kingdom Air Corps DC-3

Photo courtesy of Alberta Aviation Museum

People in the Edmonton had a chance to see a piece of flying history on Tuesday, April 28.

The Alberta Aviation Museum and Edmonton Airports  welcomed a military vintage DC-3 which made a stop at the Villeneuve Airport to commemorate a little known, but important, period in this city's history.

The visit by the Kingdom Air Corps crew came just days before 70th anniversary of Victory in Europe Day, which marked the end of hostilities in Europe.

During that war, Edmonton played host to thousands of United States aircrews who took part in the hazardous operation to move American-made military planes to Russia. Their flight path was known as the Northwest Staging Route to Canadians, and the Alaska-Siberia Route by Americans. It took aircrew into northern Alberta, British Columbia and the Yukon, over a corridor pioneered by the early bush pilots. The final destination was Fairbanks, Alaska, where Russian pilots would pick up the aircraft and ferry them to the Eastern Front. About eight thousand warplanes made the trip, many in the dead of winter.

The Kingdom Air Corps DC-3 departed from Great Falls at 9:00 am and was scheduled to arrive at Villeneuve just after 10:30 am on Tuesday until approximately 2:00 pm. The aircraft also took media on a short flight of the area, so there was an opportunity to see this vintage aircraft in flight.

443 Maritime Helicopter Squadron: New hangar opened and new Colour consecrated

News Article / April 20, 2015

From 12 Wing Public Affairs

A ceremony was held to mark the official opening and naming of 443 Maritime Helicopter Squadron’s new hangar facility at the Victoria International Airport in British Columbia on April 9, 2015. The ceremony, presided over by the Lieutenant Governor of British Columbia, Judith Guichon, also included the consecration of a new Colour (standard) for the squadron.

The new hangar was named after Arundel Castle, a prominent landmark in West Sussex, England, where the squadron was stationed during its involvement with the D-Day landings in June 1944. During the Second World War, 443 Squadron was a fighter squadron, and flew on air defence operations in eastern Canada under Eastern Air Command. After transfer overseas, it flew on bomber escort and interdiction duties in Great Britain, France, Belgium and the Netherlands under the Second Tactical Air Force and in Germany under the British Air Forces of Occupation (Germany).

“This building will finally allow for all unit operations to be housed under a single roof and will provide operational enhancements that are not available in the current facilities,” said Lieutenant-Colonel Patrick MacNamara, the squadron’s commanding officer. “This building and its technology will advance the abilities of this unit as we move from the CH-124 Sea King helicopter to the Sikorsky CH-148 Cyclone helicopter.”

This official opening marks the end of a four-year-long project at a cost of $155 million for the facility, which measures more than 215,000 square feet. In addition to the new building, the project also included the construction of an aircraft apron, a taxiway, an aircraft wash area and refuelling cabinet, a vehicle parking area, a guard house with security barriers and fencing.

The new hangar facility will allow the squadron to accommodate the new CH-148 Cyclone helicopter through the hangar’s additional capabilities, space, and technology.

443 Maritime Helicopter Squadron employs more than 200 military personnel and operates four to six CH-124 Sea King helicopters. It plays an important role on the West Coast, providing three helicopter air detachments (known as "HELAIRDETS") in support of the Royal Canadian Navy Pacific Fleet based in Victoria.

“We are extremely pleased to officially open the doors to our new facility” said Major Donald Leblanc, the commander of 443 Squadron’s Air Reserve flight. “After 10 years in the making, from design to construction, this facility will combine all aspects of flying operations, maintenance and aircraft supply under one roof. It will provide increased flexibility for operations with the Royal Canadian Navy and response time to British Columbians. This is a state-of-the-art facility that will serve the Royal Canadian Air Force for decades to come.”
RCAF Colours

Colours are a unit's most prized possession. They are presented personally by the Sovereign or by an individual, normally the Governor General, nominated to act on the Sovereign's behalf. Historically, Colours marked and provided a rallying point for army regiments in the line of battle. Today, they are no longer carried in action or held by a unit in a theatre of war. They continue, however, as visible symbols of pride, honour and devotion to Sovereign and country.

On presentation, Colours are consecrated by the Chaplain General assisted by the unit chaplains; when the Chaplain General is unable to be present, he will personally designate a chaplain to officiate for him. Through this means, Colours are sanctified and devoted to service as symbols of honour and duty; all members of the unit, regardless of classification, rededicate themselves to constancy in the maintenance of these qualities. Once consecrated, Colours are closely guarded and they are honoured by the appropriate compliment while uncased.

A squadron is eligible to receive its Colour, which is a standard bearing the squadron crest, motto and battle honours, after 25 years of existence. The Colour is paraded during change of command ceremonies and is kept on display at the squadron or wing, often in the officers' mess. The Colour can only be paraded when the majority of the squadron is present.

The Royal Canadian Air Force has two Colours: the Queen’s Colour (similar to the national flag with the Royal Cypher superimposed on the maple leaf), and the RCAF Colour (a blue flag with the Air Force crest in the centre which, at the time of writing, is still the Air Command crest).

When a unit ceases to exist or its Colour is replaced, the old Colour is retired or “laid up” in the care of a suitable custodian, often in a church or a museum. In recent years, many Colours have been laid up in the Hall of Colours at the National Memorial Centre, adjacent to the Beechwood National Military Cemetery in Ottawa.
443 Maritime Helicopter Squadron’s Colour

443 Maritime Helicopter Squadron’s Colour includes its squadron badge, which incorporates a hornet and the squadron motto: “Our sting is death”. During the Second World War, 443 Squadron, which flew fighter aircraft, was nicknamed “Hornet Squadron” and thereafter adopted the hornet for its badge.

The squadron carries the following battle honours: FORTRESS EUROPE, 1944; FRANCE AND GERMANY, 1944-1945; Normandy, 1944; Arnhem; and Rhine.

 Reader's Feedback

Jerry Vernon sent us this in response to the Canadian Aviation Moments question "In his memoirs One Foot on the Ground, wartime bomber navigator Norman Emmott wrote “...in those last five hours he had put on the most spectacular display of aerial gymnastics that any Canadian, and very probably any man alive, has ever made in a plane – certainly a twin-engined plane.” Who was the pilot referred to in the preceding quote, and what town in Saskatchewan did he come from?" in the April CAHS newsletter:

Ref. the item about Sgt. Scratch and the Mitchell crash in the latest CAHS Newsletter, I thought I should correct some parts of the story with the facts of the incident.

As usual with these tales about the exploits of Sgt. Don Scratch in a Mitchell at Boundary Bay, the story is embellished!

I read and copied notes on the Scratch Court of Inquiry at the National Archives back in 1985, and I will attempt to set the record straight.

At least this version of the story doesn't claim that he flew down one of the main downtown Vancouver streets below the level of the buildings and theatres!!

This was not the first time Scratch had taken an aircraft on an unauthorized flight, and perhaps many will be surprised to hear that he was quickly allowed to re-enlist in the RCAF as a pilot after being court-martialled for the first incident.

Don Scratch was originally an officer and an experienced pilot, who had suffered a serious leg injury in a fatal Bolingbroke crash in 1942 near Sydney (his copilot was killed).  Because of his leg injury, he was not considered physically capable of acting as Captain on a Liberator, where considerable leg strength was necessary on the rudder pedals.  This is what apparently ticked him off and caused him to engage in these two escapades after getting into the sauce!!

He had joined the RCAF on 19 Jul 40, was injured in the crash on 16 Mar 42, and was commissioned on 24 Mar 43.  He had been promoted to Flight Lieutenant and flew Liberators at 10 (BR) Sqn., Gander.  However, he was not granted captaincy on the Liberator.

On 20 Jul 44, he took off  unauthorized and alone in a Liberator from Gander, and flew around the airport and local area for over 3 hours in a "dangerous exhibition of low flying".  Flying a Liberator alone was considered to be a difficult feat.  He was intoxicated and told others that he had intended to fly down to New York City, but changed his mind and returned to base.  On 02 Sep 44 he was convicted by a General Court Martial and dismissed from the RCAF.

At his Court Martial, he stated that he had become dissatisfied after 3 years of operational flying on the East Coast and wanted to participate in another theatre of war.

On 21 Sep 44, less than 3 weeks later, he was allowed to re-enlist as a Sgt. Pilot and was posted to No. 5 OTU at Boundary Bay, as a Second Pilot.  He was given instruction on the B-25 Mitchell and was less than a week away from completion of his 6-week course when the 2nd fatal incident occurred.  He was highly regarded by his Flight Commander and was considered to be a keen average pilot, neat and pleasant, quiet and generally well-liked.

On 05 - 06 Dec 44, after several hours of drinking beer in the Sgts Mess, he did not return to his quarters, and at 0200 hrs he attempted to entice a WD on duty at the Station Signals Section to have a drink with him.  Later, a partly-empty bottle of rum, with Scratch's fingerprints, was found fallen between the seats in the cockpit of the damaged Liberator that he first attempted to fly.

The Canteen Steward testified that Scratch did not normally drink more than 2 or 3 bottles of beer in an evening, but this evening he came to the Mess at about 1700 hrs, bought 3 bottles of beer, and a further 12 to 18 bottles during the evening.  Before the canteen closed at 2230, he bought another 3 bottles.

Prior to taking the Mitchell, Scratch had attempted to take Liberator EW282.  He had started the aircraft up on his own and was taxiing out for takeoff when he ran off the runway into the mud and a ditch.  Contrary to the story told, the Liberator was not destroyed, and suffered mainly engine and prop damage.  It was discovered abandoned in the ditch the next morning.

Although there was no night flying that day, he then took Mitchell HD343, taking off from the unlit runway at Boundary Bay at 0450 hrs, and flying around the local area for the next 5 hrs and 15 minutes.

Contrary to the tales, he did NOT go to Seattle.  The aircraft chasing him had instructions to force him down if he headed across the border into the U. S.  However, he did put on an exhibition of dangerous low flying around the Vancouver and Delta areas, particularly visiting the Boundary Bay, Abbotsford and Patricia Bay airports.  He buzzed the control tower and the CO's morning parade at Boundary Bay, and there are published photos showing his very low level passes over his home base....also numerous photos in the Court of Inquiry file.

He was being followed by another Mitchell, and four Kittyhawks....not Hurricanes....were scrambled from Pat Bay to try to force him down, arriving at 0859 hrs.  They tried to force him down, but were instructed not to fire on him.  Later, Western Air Command HQ  instructed them to shoot him down if he crossed the border into the U. S.

For the first hour of his flight, he continued to shoot up Boundary Bay, then headed to Abbotsford.  Returning to Boundary Bay, the CO described in his testimony the last hour as flying up and down between the parked aircraft and the hangar with the props only inches off the tarmac.  At one point the CO, G/C Bradshaw, was in the tower, taking charge of the affair, but Scratch was buzzing the tower and flying by below tower level.   Looking down from the tower into the cockpit, it could be seen that the pilot was not wearing headphones.

Shortly after 10 AM, the aircraft climbed to about 1000 feet, in an area about 4 miles from the airfield (Tilbury Island, near the present Deas Island highway tunnel), and the Kittyhawks moved away from him.  The aircraft levelled off, the nose dropped and it dove vertically in the ground.

The results of the inquiry were perhaps a bit surprising.

Several possibilities were considered:

Pure accident, due to loss of control at high speed.
Ran out of fuel on the lower engine when the aircraft went vertical in the climb, at low altitude.  The tanks must have been nearly dry, as it was expected to run out of fuel around 0930 hrs.
Loss of control due to physical exhaustion.  Had been drinking heavily, had no sleep and had flown violent aerobatic maneuvers for over 5 hours.
Suicide.  No evidence of this.
Insanity.  No evidence of this either, according to testimony of a shrink who had interviewed him.
So, he was considered sane and also sober, having soon sobered up in the 5 hours of heavy exertion.  The cause of the crash was not definitely stated, but it was thought to be either fuel exhaustion or a collapse due complete physical exhaustion.

My friend Jim McKeachie was a former Liberator pilot and long-time Public Relations Manager at CPAir.  Jim was on the same course as Scratch, and said that he had dinner with him in the Mess that evening, but then went off-base on a pass, and missed the incident.

I hope this dispels some of the "myths" that inevitably gets inserted into the Sgt. Scratch story!!

Jerry Vernon,
Vancouver Chapter

Research Request

New DVD on the Hawker Hurricane in Production - Aviation Videos

Hello:

I have recently started on my next aviation video production which will be on the Hawker Hurricane. I am currently working on the script and collecting photos and video footage. I anticipate it will likely run 60 to 70 minutes and will cover the Hurricane’s whole history right up to the present. During my research, I have come across some rare colour footage of the Hurricane in Canada and overseas during the War which I will be using in the completed production.

I am planning a major segment on Hurricanes in Canada: construction, home defence squadrons through to surviving Hurricanes in museums and in airworthy condition. Over the years, I have visited most museums that have a Hurricane in their collection and documented them, but I would like to include as much new material as possible. For any organization that has a Hurricane in their collection, I plan to include a small video segment on the organization itself along with their Hurricane.

If there are CAHS members that would be able to provide me with stills and/or video that I would be able to use in the production with their permission that would be greatly appreciated. Or if they could refer me to other individuals that might be able to provide some material that would be helpful.

A mockup for the DVD cover is shown below.

Best regards,

James Lloyd

AV House
Victoria, BC
250-294-3905
lloydrj@telus.net

 Skyward

The CAHS Ottawa Chapter, Vintage Wings of Canada, Project North Star, and a host of other local history groups have lost a very good friend. 

HOUGH, William Owen (Bill)
WW II Veteran
1930 – 2015
After an accident, neurosurgery and a three week long coma, our beloved Bill died on April 13, 2015. Deeply cherished by his wife Sigrid, Bill was a loving father to Bicki Westerheide, adored Opa of Olivier, and dear friend to son-in-law Louis Carriere. Bill was the only child of his late parents William Hough and Lillian Ruddell of Williams Lake, B.C.; he was a loyal cousin of his extended family in Northern Ireland and a warmly regarded member of Sigrid's extended family in Germany. Bill touched many with his friendship, kindness, generosity and humour. At an exceptionally young age Bill enlisted in the Royal Canadian Infantry Corps in February 1943. He participated in the European campaign and the liberation of Europe on D-Day in 1944. A few years later, Bill's passion for flying led him to obtaining his pilot's licence at the age of 19. His taste for adventure allowed him to excel at professional race car driving in the mid-to-late fifties. Bill spent 23 years in the Royal Canadian Air Force as CAF Policeman and Security Investigator. He continued his career as a Federal Public Servant (Security) for 10 years and spent 12 years in the private sector as Director of Industrial Security for two large corporations. He has an MPA from Queens University. Throughout his adult life, and particularly after "retiring" in 1995, Bill volunteered his time for many causes, some of which are the Institute for the Blind, the Bytown Museum, and for many years at the Canada Aviation and Space Museum, the Royal Canadian Legion and as former president of a local chapter of the Lions Club. Bill was a highly competitive bridge player, a game which he pursued for 60 years. Bill's life was one of dedication to his family, his country and his community, and he will be profoundly missed by so many whose paths he crossed. Family and friends are invited to Beechwood Funeral, Cemetery and Cremation Services, 280 Beechwood Avenue (East of Vanier Parkway), Thursday, April 30, 2015. A celebration of Bill's life in the Sacred Space will take place at 2 p.m. followed by interment with Military Honours in the National Military Cemetery of Beechwood and a reception. In Bill's memory, donations may be made to Project North Star Association of Canada, P.O. Box 44005, 541 Montreal Road, Ottawa, ON, K1K 4P8. Tributes may be sent via Lifetimes at
www.beechwoodottawa.ca.

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