Hello Visitor,

Welcome to the March edition of the CAHS National Newsletter.

A message from the editor: Happy Women Of Aviation Worldwide Week! At the end of November, I was sent the book, Lady on a Pedestal, as a gift from Gordon and Dawn Bartsch. Lady on a Pedestal tells the story of an inspiring young woman, Dawn Bartsch, who received her private pilot's licence in 1950. She obtained her commercial licence in 1951 and had the distinction of being the youngest woman in Canada to be commercially licensed. Lady on a Pedestal chronicles the aviation careers of Gordon and Dawn Bartsch and the DC-3 that Dawn flew.

Michael Gates wrote a fantastic article, An Aviation Love Triangle, for The Yukon News, about the book. Michael descibes Dawn as "a pioneer at breaking down gender barriers". I couldn't have said it better myself!

To all the pioneering women in aviation like Dawn Bartsch who paved the way for new generations and inspired us all, and to the women who continue to inspire, break new ground in aviation and spark vocations, we salute you! Learn more about Women of Aviation Week in this newsletter.

Lisa Ruck

 CAHS National News

The convention will be held at the Courtyard Marriott Hotel in Hamilton, where 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 and identifying yourself as members of the "Canadian Aviation Historical Society group." Reservations must be received on or before Monday 18 May 2015.

The convention will culminate in the Canadian Warplane Heritage Museum's annual Skyfest event (tickets to Skyfest will be included as part of the convention registration package - registration information will be available soon).

Check the CAHS website for further information about the convention that will be coming in the months ahead.

Donations of items for prizes and the silent auction at the CAHS 2015 convention in June are welcome – books, posters, merchandise, vouchers, subscriptions, etc. Items for auction are used to generate funds for CAHS operations, and prizes add to the benefits of attending the convention.

Please consider what you can contribute or obtain for our convention auction and draws. Sometimes all you need to do is ask! Contributing items for auction supports the convention financially. Items can be brought to the convention or sent in advance to convention co-chair Richard Goette at 911 Vickerman Way, Milton, Ontario L9T 0K5. Let him know at richardgoette@hotmail.com.

The Canadian Warplane Heritage Museum will be holding a Fighter Night Run event that will be held on June 19th from 8 pm - 11 pm on a free night during the convention. Tickets are limited to only 100 at $99.99 each plus tax. Parking is free, no discount for members, and it is a rain or shine event. Tickets are already 50% sold out, so if you are interested in attending this event, CLICK HERE to buy tickets.

Please note: this is a separate event from the convention - it is up to our individual members/convention attendees to book this if interested.

DETAILS:

This event is geared towards the photo enthusiast and features the P-51 Mustang and P-40 Kittyhawk from Vintage Wings of Canada and the Military Aviation Museum's Supermarine Spitfire and Hawker Hurricane for an exclusive night run up. Tripods are welcome, but no evening flash photography will be permitted.

Aircraft appearances are subject to change due to weather, serviceability and operational commitments. NO REFUNDS, EXCHANGES OR RAIN CHEQUES.

Convention Merchandise

CAHS merchandise will be sold again this year in connection with the annual convention. Items for sale will include t-shirts, golf shirts, baseball caps, mugs, and mouse pads. This year, we will also be offering a special deal on complete sets of the CAHS Journal. And we will be producing another stunning iteration of the CAHS' Aviation Art Calendar for 2016. Order forms will go out with the convention registration package in April, and the next newsletter will have details about how to access and order from the online store.

Stay tuned for the official launch of CAHS merchandise sales.

 CAHS Online

New on the Blog

Tutor Prototype

By Bill Upton

The two relatively complete yet still unpainted CL-41 prototypes have just received their new Pratt & Whitney engines. They are seen in Canadair’s Plant 4 main hangar (Bldg. 408), undergoing some final checkouts in mid September 1959. The first aircraft is at right with protective paper on the canopy, and the second aircraft still has protective paper across the cockpit windshield and around both of the wings. Photo credit: Bill Upton Collection

Part 2: CL-41 Prototype No.1

The CL-41 design reflected in the detailed, full-scale mockup was well received by all interested parties. Very few critical comments emerged from the engineering mockup review due in part to the RCAF Directorate of Training's Jet Trainer Liaison Committee having worked closely with the Canadair design team and Canadair test pilot Ian MacTavish in the final overall aircraft layout. Canadair and the Canadian government funded the manufacture of two prototypes, along with several airframes destined for static and fatigue testing. A small, dedicated design team produced them in a hand built, "Skunk Works", fashion.

Places, Powerplants, and Prototypes
The basic configuration of the new trainer had been finalized by August 1957, and by November 1957, construction of the two prototypes, using shop-aid type tooling, commenced at Canadair's somewhat secretive Plant 4 facility. Originally the home of the Curtiss-Reid Aircraft factory, and later, the Canadian Car & Foundry (CC&F) Aircraft Division, where the first prototype Burnelli CBY-3 Loadmaster, CF-BEL, was built and flown from in July 1945, these facilities later became home to Canadair's Missiles & Systems Division. The classified Velvet Glove and Sparrow II air-to-air missiles were developed and tested here, for use with the RCAF's interceptors. At least four Avro CF-100 Canucks were based at these facilities during the course of the missile programmes.

As an aside, the historical Plant 4 complex was eventually demolished in 1994 to make way for an encroaching housing project and golf course. Fellow retired Canadair employee and CAHS author Wayne Saunders and I had the original Curtiss-Reid Aircraft Limited stone plaque above the main entrance photographed, carefully removed, and preserved for posterity at a local aviation museum.

The completion date for the two airframes was originally set for November 1958, with the first flight planned for early 1959. However, numerous problems with engine availability meant that the scheduled first flight would be seriously delayed.

Five examples of a new generation of compact turbojet engines in the 2,000 lb (907 kg) thrust range had been investigated by Canadair for possible use in the new trainer. These were the Armstrong-Siddeley Viper ASV11, the Continental Gabizo, the Rolls Royce RB.108, the General Electric MX-2273 (later to become the J85), and the Fairchild J83-R-1. The CL-41 airframe had been designed from the outset to permit, without any structural modifications, the widest possible choice of engines.

Initially the RB.108 was the preferred choice, albeit this engine was a first generation lift-engine concept, with the alternate being the J83 to satisfy British and US criteria. Later, emphasis shifted to the use of the Fairchild engine, and studies were made to optimize the airframe design around this power plant. Final selection of the J83 in 1958 for installation in the prototypes proved improvident, as the USAF soon withdrew its backing for this engine in the aftermath of the cancellation of the unmanned Fairchild SM-73 Bull Goose long-range decoy missile project, for which it was originally intended. This unforeseen event left the two completed prototype airframes idle at Canadair, awaiting an alternate available power plant.

To read the rest of the excerpt, click here.

This excerpt, from CAHS Journal Volume 52, Number 2, is part of a series published in the CAHS Journal about the development of the Tutor.

 CAHS Chapter News

 Canadian Aviation Moments

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

Question: What type of plane was flown by a Canadian in WW1 while winning a Victoria Cross? What was the nickname of this airplane, who was the Canadian and what did he do to earn the Victoria Cross?

Answer: The Armstrong Whitworth F.K.8 was a two-seat reconnaissance and light bomber that went into action on the Western Front with the RFC commencing in January 1917. The aircraft proved to be popular and well liked by crews who nicknamed it the "Big Ack." The F.K.8 provided excellent service, particularly in the roles of artillery spotting and in day/night bombing. Perhaps just as important, the type was able to hold its own against contemporary enemy fighters. On 27 March 1918, Canadian 2nd Lt. Alan A. McLeod of No. 2 Squadron, RFC, won the coveted Victoria Cross while flying an F.K.8. Attacked by enemy fighters, 2nd Lt. McLeod and his observer, Lt. A.W. Hammond, fought back valiantly, but both men were wounded and their aircraft was set on fire. Despite his wounds and being forced out of cockpit onto the wing by the ensuing flames, Lt. McLeod still managed to sideslip the aircraft to a successful crash landing in No Man's Land. He then proceeded to rescue his wounded observer from the wreckage, dragging him to eventual safety.

Source: Canadian Combat and Support Aircraft – page 266

Question: What was Canada's first national air demonstration team? What was one of their most popular manoeuvres?

Answer: Since the day in 1929 when three Royal Canadian Air Force biplanes put on the first public display of precision air force flying, Canadian aviation has never been the same. The aircraft were front line fighter planes, the pride of the RCAF: Armstrong Whitworth Siskin IIIA biplanes. Powered by a single 450 horsepower engine, the Siskins had a ceiling of 27,000 feet and a top speed of 156 miles per hour. Together, the three planes and their pilots made up the Trans Canada Air Pageant team – the Siskins – Canada's first national air demonstration team. The Siskins were born at RCAF Station Camp Borden in Ontario. For three years, they delighted audiences across Canada with their feats of aerial derring-do. One manoeuvre called for a low level pass with all three planes abreast and tied together by a single length of rope. It was this kind of heart-stopping flying that earned the Siskins an international reputation for skill and showmanship.

Source: Snowbirds Flying High – Canada's Snowbirds Celebrate 25 Years – page 3

Question: What transport squadron is the only one equipped with this type of airplane, which was taken on strength in 1992/93? What is the type of airplane, how many were taken on strength and what was the cost?

Answer: The Polaris is a twin-engine, high-speed jet which was originally a commercial airline design. Three aircraft were acquired from Canadian Air Lines (ex-Wardair aircraft), and two additional aircraft were acquired from foreign sources. In CF service, they are easily converted to passenger, freight or medical transport. Stationed at 8 Wing Trenton, On, No. 437 "Husky" Squadron is the only transport squadron equipped with the Polaris, which replaced the ageing Boeing 707 starting in 1992. The five-plane fleet's primary role is long-range transport of personnel and equipment, up to 194 passengers or 32,000 kg of cargo. Four aircraft can be configured in the combi role, carrying both passengers and freight, and they are equipped with a large cargo door plus a strengthened floor and fuselage. One aircraft (CC150001) is permanently configured for VIP transportation duties. They have participated in operations supporting Canadian Forces, NATO and numerous United Nations and Red Cross initiatives. The squadron has earned an excellent reputation transporting high ranking government officials and foreign dignitaries, including members of the Royal Family, the Prime Minister, and the Governor General, around the world. The Huskies are proud of their motto, Omnia Passim (Anytime, Anywhere). Cost: Each 3 (ex-Cdn) aircraft at $51.2 M, one a/c at $54.1 M and one a/c at $57.1 M.

Source: Canadian Combat and Support Aircraft – page 50

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

The Canadian Aviation Moments questions for March are:

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?

Source: Air Force Revue – Winter 08 – page 17

Question: What was the total number of personnel who served with the RCAF during World War II, how many served overseas and how many lost their lives?

Source: Canadian Combat and Support Aircraft - page 31

Question: What was the name of the company – which, with its name on elevators all over the prairies – confused British student pilots and navigators?

Source: From Baddeck to the Yalu – page 98

 In the News

Women in Aviation Week - March 2-8, 2015

From: Women Of Aviation Worldwide Week

The Women of Aviation Worldwide Week Community provides a meeting area for like minded people to make new friends, keep in touch with old ones, share ideas, work on common projects and support participants in their endeavors.

International Women's Day, a paid holiday in some countries, celebrates the contribution of women to society annually on March 8. March 8 is also the anniversary of the first woman pilot licence, worldwide.

Our community organizes an annual week-long celebration of the Women Of Aviation Worldwide during the week of March 8.

We encourage anyone involved in aviation to honour the Women of Aviation of the past and the present as well as to reach out and introduce girls and women to the opportunities that aviation has to offer. Our community organizes an annual celebration of the Women Of Aviation Worldwide during the week of March 8.

Activities such as flying events, factory and school open door events, museum special programs, photo contests, and flight challenges are organized to showcase today's women of aviation as well as extend a warm welcome to newcomers. View Women of Aviation Worldwide Week's contests and the planned events by checking the Women of Aviation Worldwide Week website!

Reaching Into The Past

By John Chalmers, CAHS Membership Secretary

Writing about aviation history frequently provides me with unexpected rewards! In my work as historian for Canada's Aviation Hall of Fame, each year I research the lives and stories of the individuals to be honoured at annual induction ceremonies and installed as members of the Hall of Fame. My work involves gathering information, locating photographs and then producing stories and videos. Although I spend the winter in Mexico, thanks to the internet, the work is no different from working at my home desk in Edmonton.

This year, one of the individuals to be installed as a Member of the Hall is Arthur Roy Brown, a fighter pilot ace who flew in the First World War with the Royal Naval Air Service, as shown here, and with the Royal Air Force. Known as Roy, he is the pilot who pursued the Red Baron, Manfred von Richthofen, in his red Fokker triplane, which in turn was chasing Wilfrid Reid "Wop" May in his Sopwith Camel, when Wop's guns jammed and as he was returning to the safety of Allied lines.

With the bringing down of von Richthofen, under fire from both Roy in his Sopwith Camel and by Australian ground troops, the names of Brown and May have been linked ever since. Following the war, Roy Brown established his own aviation company, General Airways Limited. Knowing that both men attended Victoria High School in Edmonton in 1913-15, I telephoned the Edmonton Public School Board archives to see if perhaps there might be a school yearbook or other information that would mention the two famous Canadian pilots.

Success! Holly Platt of the archives, housed in the historic McKay Avenue School in Edmonton, researched the files and scanned information for me. In addition to housing the school system's archives, historic classrooms and displays, the school's grounds are also home to the first school in Edmonton, an 1881 one-room wooden school. Following are some of the gems that Holly discovered and e-mailed to me.

On the west coast of Mexico I wrote this article, attached the pictures and emailed the whole package to CAHS newsletter editor, Lisa Ruck, for online publication. What would we do without the internet! Regardless of where I am, at work on a computer, I can reach worldwide resources from contemporary news to records of a century or more in the past that have been preserved as part of our heritage.

Below is McKay Avenue School in Edmonton, built in 1904 and preserved as a repository of school district archive, shown early in the 1900s.

A historic 1912 classroom at McKay Avenue School, below, has a mannequin representing Wop May, one of the school's most famous students, sitting at one of the desks.

Below, Wilfrid "Wop" May is shown as first boy on the left in the second row from the front, as an elementary school student at McKay Avenue School. A few years later he and Roy Brown would be students together at Victoria High School in Edmonton. (Photo donated by Wop's son, Denny May)

Shown below in the Victoria High School yearbook of 1914, second from left in the back row is basketball team captain Roy Brown. Born in Carleton Place, Ontario, he spent two years living with an uncle and his aunt in Edmonton, from 1913-15, before signing up as a pilot with the Royal Naval Air Service.

Below is the long-gone Victoria High School in Edmonton, but the name remains on a later school that continued as a composite high school with academic and vocational training programs, and presently as a school of performing arts.

Roy Brown was twice decorated with the Distinguished Service Cross, awarded not for a single act of courage, but for the performance of meritorious or distinguished services before the enemy. He survived a number of crashes, harsh flying conditions and health problems which ultimately took their toll, and he died at the young age of 50 in 1944. Roy is shown at left in the uniform of the Royal Air Force during the First World War. A two-volume set of books by Alan Bennett documents Brown's life in great detail.

Shown here the last time they met in person are former members of No. 209 Squadron, RAF: Wop May OBE, DFC at left, and Roy Brown, DSC and bar, in 1938.

The names of Wop May and Roy Brown will be linked together again with the induction of Roy Brown as a Member of Canada's Aviation Hall of Fame at ceremonies to be held on June 4, 2015. May was inducted as an original Member in 1974. The formal dinner event will be held at the Skyservice Business Aviation hangar at the Toronto Pearson International Airport. For details on all inductees and information to order tickets for the gala event, click here.

Time Machine

By Robert Erdos

News Article - Royal Canadian Air Force / February 23, 2015

February 23, 2015, was National Aviation Day. One hundred and six years ago, the Silver Dart took to the skies in Canada's first powered, heavier-than-air flight. That same year, Louis Blériot, flying his Blériot XI aircraft, became the first person to fly across the English Channel. Recently, test pilot Rob Erdos returned to 1909 to fly a replica of this aircraft from the very dawn of aviation. Here's what he thought ...

This ought to be the shortest pilot report in history. After all, the flight in question lasted for about 10 seconds! Nevertheless, 10 seconds aloft in a replica 1909 Blériot XI monoplane were sufficient to transport me back more than a century, to the dawn of powered flight, where I discovered that flying in that era was fraught with peculiar risks and challenges.

The Blériot design is famous for the pioneering flight of its designer, Louis Blériot, who, in 1909, was the first man to fly across the English Channel. The modern-day Blériot was a replica, albeit a very accurate one, built by a team of dedicated volunteers from the Canadian Aviation Heritage Centre (CAHC) to commemorate the first flight of a powered airplane—somehow the term "aeroplane" seems more appropriate—over the city of Montreal in 1910.

Monoplane over Montreal

It is easy to forget that in its earliest days, aviation had an aura of glamour and adventure. The exploits of renowned aviators generated great public excitement, and records were being set daily that demonstrated the vast potential of the aeroplane.

During the summer of 1910, an aviation meet called "La Grande Semaine d'Aviation de Montréal" was held near present-day Pointe-Claire, Quebec. Among the dashing pilots scheduled to perform was Jacques de Lesseps, a Frenchman who had become the second man to cross the English Channel flying a Blériot XI that he named Le Scarabée. He brought his Blériot to the meet and delighted the crowds on July 2, 1910, when he made a stunning round-trip flight over downtown Montreal.

It was this event that the CAHC team sought to commemorate. Surviving Blériots are rare and typically secured behind stanchions in a museum. The opportunity to inspect the CAHC Blériot as it took shape was a unique privilege. The airfoil section is thin and deeply cambered: more kite than wing by modern standards. The replica Blériot's horizontal stabilizer has a hollow tubular spar, with the elevators affixed to the spar at the tips. The flight controls are quaint – a sort of small ship's wheel mounted on a control stick.

The structure is sophisticated in a very old-fashioned way, comprised of a wooden primary structure braced internally with wire. It manages to be light and strong; it appears fragile but is quite stout. The intricate, labour-intensive construction reminded me of a violin. There is a well-worn expression in flight testing that aeroplanes always fly like they look. This aeronautical anachronism was primitive but beautiful. I couldn't wait to fly it!

Fifteen years under construction, the CAHC's Blériot was authentic in all important respects, yet different in a few key areas. It was powered by a modern 110-horsepower Rotec radial engine, in place of the original's unreliable and anemic three-cylinder Anzani engine. It also became rather heavy during construction, largely because of the Rotec engine, but also because of the insidious effects of craftsmanship. The fabric surfaces, for example, gleamed with layers of dope and paint. I doubt that Blériot himself ever lavished such care upon his aeroplanes. As a consequence of it being slightly overweight, the last minute decision was taken to replace the heavy spring-mounted tailwheel with a lighter tail skid. A modified axe handle did the job. It was otherwise a very faithful replica.

The modern-day Blériot needed to fly to fulfil a commitment made by the CAHC's founder, Godfrey Pasmore, to Lorne Trottier, the benefactor who supplied the Rotec engine; however, the objective was to conduct only a single runway hop. The aeroplane was simply too valuable to risk unnecessarily.

As the designated test pilot, my involvement in the project began in earnest when the aeroplane was moved to the Hawkesbury East airport in August 2014, in preparation for the flight. Assembly and rigging took the better part of a day under the supervision of Richard Plante, the project team leader. The construction scene was a sight to behold: a replica Blériot in a wooden hangar on a grass strip. Only the odd cordless power tool gave away the actual century.

To read the full article, click here.

 From Around the World

From rust bucket to showpiece: Volunteers are rescuing the first Boeing 747

By Ron Judd, The Seattle Times

Originally published February 27, 2015 at 10:02 am
Updated March 1, 2015 at 3:21 pm

After years of neglect, historic 747 Number One, parked at the Museum of Flight, was cleaned, sanded and given a fresh paint job to match the plane's livery from its test-flight stage in 1969. Thanks to a passionate crew of volunteers, many of them retired Boeing employees, the historic plane is starting to resemble the engineering marvel that rolled from a hangar in Everett on Sept. 10, 1968.
Photo credit: Mike Siegel/The Seattle Times

TWO YEARS AGO, Museum of Flight curator Dan Hagedorn walked through the decaying fuselage of RA-001, the first Boeing 747, frowned and offered a frank assessment: "No museum, anywhere, has ever faced a restoration project of this magnitude," he said, predicting a long, piecemeal rehab of the once-proud symbol of Seattle-area big thinking.

A couple months later, retired Boeing quality-assurance manager Dennis Dhein gave the musty bird a similar walk-through, shrugged, banged out a to-do list, recruited some buddies, and got to work.

Today, the historic plane looks a lot closer to the gleaming beast that rolled from a hangar in Everett on Sept. 10, 1968, than a plane one step away from a desert bone yard.

Leaky seams have been sealed, carpeting replaced, lighting installed and equipment restored to return the plane to its unique test-flight configuration. Even more significantly, the hulking aircraft, which sits among other historic jetliners outside the museum near Boeing Field, now gleams in its original white, red and silver test-plane livery, thanks to its first paint job in decades.

"We have brought that beautiful airplane back from the brink," Hagedorn says.

He offers full credit to Dhein and a crew of mostly retired restorers who have thrown their collective hearts, as well as dogged, seat-of-the-pants ingenuity, into restoring the machine that put the Puget Sound region on the map as a center of innovation — and whose progeny have kept it there for more than four decades.

The remarkable transformation of RA-001 from rust bucket to near-showpiece is a testament to the Puget Sound region's vast reserve of accumulated aeronautical-engineering know-how. It also points to the equally vast pride of ownership of classic jetliners by former employees of the "old Boeing," which built planes essentially from scratch, right here.

In the late 1960s, the team of original 747 engineers, commanded by Seattle native and University of Washington grad Joe Sutter, became so legendary for the innovative design of the then-unthinkably huge plane they were nicknamed "The Incredibles." Some of that same can-do spirit has been summoned to put the remarkable plane they built back together.

This good news for the plane is about to get better: "Number One," as it's known to generations of locals, is finally about to come in out of the rain once and for all. The Museum of Flight is poised to break ground on a massive roof to cover the 747 and other classic planes, including B-17 and B-29 bombers, the first jet-powered Air Force One, the first 787 and a Concorde supersonic jet.

While that project unfolds over the next two years, it's unclear how much access the volunteer crew will have to their now-beloved 747 — which remains very much a work in progress. But don't be surprised if Dhein's crew finds a way to get inside the plane at its temporary parking stall to keep chipping away at that to-do list.

Volunteer restorers, on this plane and many others in the museum's collection, tend to find a way.

To read the full article, click here.

A mannequin wearing a flight attendant's uniform stands behind glass inside the restored Number One. Photo credit: Mike Siegel/The Seattle Times

St Neots man leads Second World War Mosquito plane restoration

By Lauren Nash, The Hunts Post

Originally published on February 28, 2015

The fuselage of the Mosquito being lowered onto the wings.

Bob Glasby, a former Battle of Britain Memorial Flight engineer and a long-serving volunteer at the de Havilland Aircraft Museum in London Colney, Hertfordshire, led the team as the fuselage and the wings of the dismantled Prototype Mosquito DH98 W4050 were put back together on February 14.

Restoration work on the Mosquito Prototype – the only twin engine WW2 era prototype to survive – started in 2010 and visitors have seen its restoration in progress alongside the Mosquito B35 bomber and Mosquito VI fighter-bomber versions of the historic Second World War aircraft. The project is expected to cost £40,000.

The refitting saw the fuselage lowered from a lifting beam onto the wings supported on trestles until the four securing bolts could be fitted, a process which took three hours.

Mr Glasby, 61, an electronics engineer of Meadowsweet, Eaton Ford, said: "The reassembly was a major achievement, and the objective is to have the Prototype fully reassembled in time for the 75th anniversary of the maiden flight on November 25.

"We now have to fit the bomb bay doors, under-wing panels and undercarriage - then it will rest on its own wheels once again. Then we will refit the tail, the two Rolls-Royce Merlin engines and propellers and then the cockpit controls, instruments and other internal work."

The DH98 prototype made its maiden flight at the de Havilland factory airfield at Hatfield on November 25, 1940.

When the museum re-opens to the public on March 1 after its winter closure, visitors will again be able to see work continuing on the "wooden wonder".

The de Havilland Aircraft Museum was founded in the 1950s with just one aircraft, the 1940-built Prototype Mosquito. It now has more than 20 of the de Havilland company's civil and military aircraft.

For more information, go to www.dehavillandmuseum.co.uk.

To see the full article on The Hunts Post, click here.

 Reader's Feedback

During his lifetime, Harry Whereatt, and others like him such as Jack Arnold and Tex Lavallee, preserved Hurricane airframes and parts from across Canada.

Due out in late 2015, a new book "Hawker Hurricane Survivors" by Gordon Riley, will document the known history of all surviving Hurricanes, including the wealth of Canadian connections in the story of surviving Hurricanes.

If you have information on the history of surviving Canadian Hurricane airframes and parts that could add further details to the histories that Gordon Riley has uncovered, we would love to hear from you.

Steven Smart, Winnipeg
Tel: (204) 661-6636
Email: stevsmar13@gmail.com

 Skyward

The CAHS extends our deepest sympathies to Tony Soulis and family on the death of Tony's wife, Judy Soulis, on Wednesday, February 25, 2015 at age 67. Tony is a former CAHS National President (2005 - 2007).

To read the full obituary, please click here.

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