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1 Volume 44 Number 3 November Canadian Aviation Historical Society Toronto Chapter Meeting November 21, 2009 Meeting starts at 1 PM -Under the Glider- Canadian Air & Space Museum, 65 Carl Hall Road, Toronto This meeting is jointly sponsored by CAHS Toronto Chapter and Canadian Air & Space Museum - All CAHS / TAM members, guests and the public (museum admission payable) are welcome to attend. Refreshments will be served Landing Fee of $2.00 will be charged to cover meeting expenses Next Month's Meeting & Xmas Gift Exchange December 19, 2009 Last Month s Meeting Chapter News November Folded Wings New parking lot This Month s Topic Secrets of Radar Museum. Speaker Ms Nicole Drake, Manager / Curator Secrets of Radar Museum. Photo Credit: Norman Kezie re / Archives of Canada PA Flypast V. 44 No. 3

2 Last Month s Meeting October Meeting Topic: Trans-Atlantic Aviation : Airships, Aircraft and Airmail Speaker: Patrick Keenan Reporter: Gord McNulty Our speaker, Patrick (Pat) Keenan, was introduced by CAHS Toronto Chapter Director Gord McNulty. Pat, who is originally from the United Kingdom, has lived in Canada --- mainly in Oakville --- for 40 years. He retired from Petro-Canada in 1996, after a 35-year career in the oil industry, working in Trinidad, England and Canada. He learned to fly in the early 1980s and held a private pilot s licence for a number of years. He is a very familiar figure at the Canadian Warplane Heritage Museum at Hamilton Airport. In fact, he is a Life Member of the CWHM and has been a member for 27 years. Pat volunteers at the CWHM as a tour guide, speaker and historical writer. Pat, who can be reached at pkeenan@cogeco.ca, is also the father of Martin Keenan, Chapter member, presenter and former Chapter Secretary-Treasurer. Pat s talk, illustrated with many excellent slides and a display of historic airmail letters, was timely in at least one way. Seventy years ago, in June, 1939, an aircraft made the first commercial passenger aviation flight across the Atlantic and commercial flights carrying passengers and mail across the Atlantic soon became established. Three years earlier, the airship was the preferred means of transportation by air, and the famous Hindenburg crossed the North Atlantic in May, In 1937, flying boats were used in aircraft survey flights between the U.K. and North America. Airmail was essential in helping trans-ocean passenger aviation to develop as quickly as it did between Europe and North America. The German, American, British and later the Canadian post offices were willing to offer large financial subsidies to businesses, such as the German Zeppelin company, Pan American Airways and Imperial Airways, to move the mail quickly across the Atlantic. Before 1936, the only way to cross the Atlantic was in the fast, large steamships known as ocean liners. The most prominent ocean liner of the day, the Queen Mary, came into service on 27 May, Owned and operated by Britain s Cunard Line, it was huge --- 1,000 feet long, and weighing more than 80,000 tons. It was designed to carry more than 2,000 passengers in great luxury. A voyage from Southampton to the French port of Cherbourg and on to New York City typically took 4.5 to five days. Considerable controversy erupted as to whether airships or aircraft (flying boats) would be the best way to find a more rapid alternative to the ocean liner. Britain and the United States had decided to go with the flying boat, after experiencing initial success with the airship until a series of tragic accidents. In 1919, the British airship, the R-34, completed the first return crossing across the Atlantic in five days. In 1930, the R-100 flew to Montreal and cruised the skies of southern Quebec and Ontario for two weeks. But it was to be the last time Canada would host such a vessel. The crash of the R-101 in France in 1930, with heavy loss of life, ended Britain s interest in airship travel. Similarly, in the United States, three of four U.S. Navy airships of Zeppelin design were lost in storm-related accidents. Germany, meanwhile, chose the airship. As of 1936, the Deutsche Zeppelin company had had not lost a single civilian on an airship since After many trial flights around the world, the Zeppelin company started a commercial service from Germany to Brazil in 1933, using the airship Graf Zeppelin. It proved to be a great success. By 1935 there were 10 round trips between Friedrichshafen and Rio de Janeiro. In fact, the Zeppelin company had earlier been anticipating North Atlantic service and the Flypast V. 44 No. 3 2

3 development of an even larger airship as early as The new airship, the LZ 129, later christened the Hindenburg, could carry 50 passengers in great luxury across the North Atlantic on a route from Frankfurt to New York. It was completed in March, 1936, cruised to Rio and then began commercial service. The passenger area was contained within the main hull of the 804-foot long airship, in a two-deck configuration aft of the control gondola. Passengers were accommodated in 25 two-berth cabins on the upper A deck. They enjoyed spacious quarters, a first-class dining room, a lounge, a writing room, and more. The stylish Hindenburg Dining Room. Credit Powered by four 1,200 hp diesel engines, the conditions surpassed those of any previous Hindenburg had a maximum speed of 100 miles airship. Large windows along the promenade per hour and it usually flew at relatively low deck could be opened in flight as the airship altitudes of between 500 and 4,000 feet. The gently flew along. It was said that at an altitude Hindenburg was filled with highly volatile of 500 feet, passengers could hear the sounds of hydrogen because of a U.S. embargo on spectators, reacting to the sight of the giant nonflammable helium. Crews wanted to fly the airship as it flew overhead with a gentle tailwind, airship, which was vulnerable to adverse as sound reflected upward. The kitchens, weather, at the lowest possible altitude for safety washrooms and crew quarters were on the lower reasons. Advertisements boasted of service from B deck, somewhat similar to the configuration of Germany to New York in just two days, at a cost a ship. The crew navigated the airship from the of $650 US. During the period from 1936 to control room with an elevator wheel, a rudder 1939, commercial aviation across the Atlantic, wheel, and other equipment, operating much like whether by airship or aircraft, was possible only a ship. Two crew members were required at all times to be at the controls. LZ-129 Hindenburg in-flight photo. Credit between May and September. (Pat underlined the tremendous achievement of Capt. Don Bennett in leading the first trans-atlantic delivery flight of Hudson bombers from Gander, Nfld. to Ireland despite the challenges of winter weather on 10 November, 1940, showing that trans-atlantic ferrying was indeed possible.) The Hindenburg made its first flight from Germany to the U.S. on 6 May, 1936, arriving in New York on 9 May. The first Hindenburg airmail letter was written on 9 May from the Vanderbilt Hotel in New York. A woman had seen the Hindenburg pass over the family home in Manhattan earlier in the day, and all of the family were awestruck by the sight. After lunch at the Vanderbilt, she wrote to her friends in the 3 Flypast V. 44 No. 3

4 U.K. to describe the excitement. Her letter stated 35 Atlantic crossings had been flown by aircraft in part: As everyone is going mad over the before Proponents of the flying boat faced Hindenburg Air Mail Stamps in New York, I am challenges such as suitable harbours, refuelling, taking the liberty of sending you both just a line the need for improved radio communications, --- in case you would be interested in the stamps. navigation, and so on. In 1937, Patrick About four o clock this morning, one could hear McTaggart-Cowan, the great Canadian the roar of airplane motors and at about five meteorologist, was assigned by the o clock, to our great surprise, my father and I Meteorological Board of Newfoundland to saw the Hindenburg flying up and down New co-ordinate the information coming from York. It was just at break of day, not a cloud in American and British weather ships in the the sky. The lights were all burning on the ship Atlantic. He served as chief meteorologist with and it was really a thrilling sight!... The airmail the RAF Ferry Command through the Second moved quickly for those days. It went into the World War. airship on 11 May for the return trip to Germany and was offloaded at the Frankfurt post office on 14 May. The three-day crossing established a record for trans-atlantic postal service. Post offices in both Germany and the U.S. paid the Zeppelin company a big sum of money to subsidize this service, which continued every 10 days or so through the summer of The Hindenburg made 10 round trips between Europe and North America in 1936 and it also provided service to Brazil. The Graf Zeppelin also operated on the trans-atlantic run, and the two airships were a financial success. Shorts S.23 Empire Flying Boat Photo. Plans were made to build another Imperial Airways in the U.K. used the Short Hindenburg-scale airship, capable of possibly S.23 Empire C-class flying boat. Its counterpart carrying 70 passengers. However, disaster struck in the U.S. was the Sikorsky S-42 of Pan on 6 May, The Hindenburg caught fire and American Airways. In 1934, the British Post was destroyed while attempting to dock at the Office decided that airmail would improve Lakehurst Naval Air Station in New Jersey. The communications between the U.K. and its blaze killed 35 people aboard the Hindenburg territories. It was taking six weeks, for example, and one person in the ground crew; 62 for mail to flow between civil servants in India passengers and crew survived. The tragedy ended and Britain. The Post Office asked the Air what had been a spectacular era of passenger Ministry to establish overseas airmail, especially airship travel to Germany and around the world, to Australia and India, hopefully providing mail and opened new opportunities for the flying boat. delivery in about a week. In response, Short Brothers was asked to design an aircraft that It was also in 1937 that a series of could carry passengers and mail to far-flung cross-atlantic survey flights by aircraft was places such as India, Malaya, Australia, New undertaken to develop the feasibility and improve Zealand and down through Africa to Capetown. the safety of the flying boat. Surprisingly, only The S.23, powered by four 910 hp. Bristol Flypast V. 44 No. 3 4

5 Pegasus radial engines and weighing 20 tons, Montreal. The S-42, which took off several hours was the result. With a length of 88 feet and wing later, had the benefit of a tailwind. The S-42 and span of 114 feet, it was ideal to serve places the S.23 passed each other in mid-atlantic, and where seaplanes could land, and its original both were in constant radio communication with range of 800 to 900 miles was suitable to service the weather ships. Specially stationed Royal areas in the Empire chain where harbours were Navy or U.S. Navy vessels were positioned in the readily accessible. However, an extended range Atlantic at intervals of about 200 miles. During of 2,000 to 2,500 miles would need to be the summer of 1937, the S.23 made five developed for overland routes. The S. 23 round-trips to North America, while the S-42 prototype, Canopus, made its first flight 3 July, made two round-trips over the same route. The It could carry 17 passengers and two tons S-42 also made several trips along a southern of cargo/mail. The Sikorsky S-42, meanwhile, route, from New York to the Azores and then to was designed to meet a Pan Am requirement for Lisbon, Portugal. a long-range trans-atlantic flying boat serving In a significant Toronto connection, Imperial the Pacific and South America. It first flew in Airways S. 23 Cambria visited the CNE on and was initially powered by four 700 hp Sept., Unfortunately, it damaged a float in Pratt and Whitney Hornet engines. With a a collision with a floating log in the harbour and length of 68 feet and wing span of 118 feet, it was stuck there for about two weeks. A could carry up to 32 passengers and had a range replacement float had to be brought in by of 1,930 miles. steamship! During the return flight, on 27 Sept., Imperial Airways chose a flight route that the connection from Botwood to Foynes was went about 3,000 miles from Southampton, to flown in 10 hours, 33 minutes, setting a Foynes (Ireland), to Botwood, Nfld., to Montreal trans-atlantic record. Pat noted that flying boat and then New York. Pan Am, meanwhile, flew pilots preferred to avoid taking off from fresh from New York to Shediac, NB, to Botwood, to water if they could, in order to avoid the Foynes, and then Southampton. The key possibility of a short chop which hampered the connection was the 1,900 miles between Foynes aircraft in getting airborne. In comparison, in and Botwood. The first flights between Foynes salt water, a pilot could take advantage of an and Botwood took place 5-6 July, Pat ocean swell. Once the flying boat was on the showed a photo of a Pan Am S-42 being step, the swell would be enough to bounce the refuelled at Botwood 5 July, Photos such aircraft into the air. Pilots who flew flying boats as this are available from the Botwood Flying were said to belong what was informally known B o a t M u s e u m. ( e - m a i l : as the flying boats union. They had dark secrets botwoodtowncouncil@nf.aibn.com) The aircraft that they didn t want to share. took off for Ireland next day and upon arrival, the From the British perspective, the crew received a tremendous welcome from the trans-atlantic flights confirmed that the S.23 was Irish president, Eamon De Valera. Another unable to carry an economic payload over historic photo showed Imperial Airways Short distances of 3,000 miles or so. In an attempt to S.23 Caledonia at Botwood, 6 July, It solve the problem, a non-conventional composite flew the route in the opposite direction after aircraft was developed. The experimental Short taking off from Foynes around 4 p.m. on 5 July, Mayo Composite featured an S. 23 that was then flew through the night until arrival at modified to carry a smaller Mercury mail Botwood. It later went on to a welcome in seaplane, piggy-back style. The Mercury had a 5 Flypast V. 44 No. 3

6 73-foot wing span and was powered by four 400 Boeing on the development of a giant flying boat, hp Napier engines. It had a cruising speed of 195 the elegant Boeing 314, known also as the mph, but required a flying boat to get airborne. Clipper or Super Clipper. It first flew on 5 June, The Mercury s wings were loaded with fuel and 1938, with famed test pilot Eddie Allen at the it would never had left the ground without the S. controls. The prototype was designed with a 23 acting as the carrier plane. The composite, single fin, but trials soon proved this was operating on eight engines in all, first flew in insufficient. A distinctive triple fin was adopted February, Using the composite, Imperial for more control. The 314 became the largest Airways made the first trans-atlantic mail flight commercial airliner to enter service until the from Foynes to New York on 21 July, 1938 and Boeing 747 came on the scene 30 years later, and 22 July, The Mercury separated from the it soon made several historic commercial flights. S. 23 Maia over Foynes and made a The Pan Am Yankee Clipper flew the first record-breaking flight of 2, 900 miles to airmail from New York to Marseilles, via Azores Montreal with 600 pounds of mail. The flight and Lisbon, 20 May to 22 May, Then, on took 20 hours and 20 minutes. The Mercury 24 June to 28 June, 1939, the Yankee Clipper refuelled and flew on to New York with the flew 19 passengers from New York to 600-pound cargo. Crew members were none Southampton, via Botwood and Foynes. The other than the previously mentioned Capt. Don Dixie Clipper flew 22 passengers from New Bennett, outstanding pilot, top-rated navigator York to Marseilles, via the Azores and Lisbon, and all-round technical airman, and Albert from 28 June to 30 June, Coster, radio engineer. In 1938, Bennett flew the Powered by four Wright Twin Cyclone Mercury 6,000 miles from Scotland to South engines of 1,600 hp each, the 314 was massive, Africa, setting a world long-distance record for with a wing span of 152 feet, length of 106 feet, seaplanes. Only one Mayo Composite was built, and a takeoff weight of 40 tons. The 314, an as Imperial Airways decided to concentrate on airborne palace, could accommodate 22 in-flight refuelling and development of larger, passengers in luxurious comfort for overnight longer-range versions of the Short Empire flying flights, 68 passengers for daytime flights, and boat. four to five tons of cargo. Its range was breathtaking --- 3,500 to 3,800 miles. The cruising speed varied from 120 mph to 170 mph. A crew of 11 was required because of the long time spent in the air: three pilots, two navigators, two radio operators, two flight engineers, and two or three stewardesses. It was equipped with Dornier-style sponsons along the bottom of the fuselage instead of the drag-inducing floats traditionally used to stabilize flying boats. The sponsons also contributed more lift. The wings were spacious enough that the flight engineer could come out of the fuselage and make Pan-Am Airways S-42 refuelling at Botwood NFLD. adjustments to the engines in flight. Twelve 314s Pan Am Airways were built. They were flown mainly by Pan Pan American, for its part, went ahead with American, but BOAC leased three under the Flypast V. 44 No. 3 6

7 Lend Lease agreement for flying VIPs such as Albatross flew air mail in Europe before the war Winston Churchill when the Second World War erupted. As Pat noted, Imperial Airways wasn t erupted. asleep while the Boeing 314 was making Pat showed slides depicting the first Pan Am headlines. Short produced another impressive airmail letter, on the flight between New York flying boat in its series, the S. 26 G-class as in and Marseilles 20 May to 22 May, 1939; a shot Golden. Three G-class flying boats were built, of the Yankee Clipper after it arrived at and they offered substantial size and performance Botwood on 27 June, 1939, from Shediac en close to that of the Boeing 314. The S.26 had a route to Southampton. Airmail letters of the time wingspan of 134 feet and was 101 feet long. were colourful souvenirs. The letters featured Powered by four Bristol Hercules engines of images of the Clipper and extended overseas 1,400 hp each, the S. 26 had a range of 3,300 greetings, for example, from Newfoundland, the miles and a cruising speed of 160 mph. It could sportman s paradise. On its return trans-atlantic carry up to 20 passengers and two to four tons of flight, just two days later, the Yankee Clipper cargo or mail. The prototype S. 26, the Golden delivered the first airmail via Southampton, Hind, was launched 17 June, Foynes, Botwood, Shediac and New York, 30 The outbreak of the Second World War on 3 June to 1 July, Sept., 1939, quickly impacted commercial In Britain, meanwhile, the Short S. 30 trans-atlantic service. Pan Am immediately Empire flying boat was a development of the S. shortened its routes, with stops at Foynes and 23. It had more powerful engines, more fuel Lisbon, serving the neutral countries of Ireland capacity, and offered increased range of 2,000 and Portugal. Imperial Airways trans-atlantic miles among other things. However, it still airmail service ceased on 24 Sept., As far required in-flight refuelling at Foynes or as what remains of this spectacular but relatively Botwood to fly the Atlantic. As a possible short-lived chapter in aviation history today, both solution, three obsolete twin-engined RAF Botwood and Foynes have fine flying boat bombers, Handley Page Harrows, were converted museums. A beautiful, full-size metal replica to aerial tankers to refuel the Short S. 30. Boeing 314 is on display at the Foynes Flying Imperial Airways introduced the technique in the Boat Museum. A Short Sandringham 4, spring of 1939, using a Harrow and the S. 30 Beachcomber --- the sole surviving example of flying boat Cambria. The Harrow could pump the civilian version of the Short Sunderland --- is as much as 1,000 gallons of fuel into the S.30, on display at the Southampton Hall of Aviation using a hose connection between the two aircraft. and a Short Solent 3, City of Cardiff --- the Two of the three Harrow tankers were based at sole remaining example of the majestic Solent Gander, Nfld. before the outbreak of the Second flying boats produced by Short Brothers between World War. The first air mail flight to Montreal 1946 and is on display at the Oakland was made by the Imperial Airways S.30 Aviation Museum in California. Caribou, from Southampton to New York, via Pat concluded by expressing thanks for the Botwood and Montreal, 5 August to 7 August, support he received from many sources, The return air mail flight took place on the including the CWHM Library which made many same route, 9 August to 11 August, books available to him. Brian Cassidy, an Ironically, a historic airmail cover sent from aviation authority in the U.K. wrote a book on Montreal to England depicted a stylized de the history of the Short flying boats, entitled Havilland Albatross, a land-based aircraft. The Flying Empires, and had some of it transcribed 7 Flypast V. 44 No. 3

8 on the Internet. The Botwood Flying Boat student at Port Hope High School leading to Museum and the North Atlantic Aviation training as a Mechanical Engineer at Matthew s Museum in Gander were also helpful. Answering Conveyor Co. in But a career in a number of questions, Pat noted that the Boeing engineering was not to be as Mike left after was pressed into extensive military service years to join the RAF as a pilot on a Short during the war. Of the 12 built, three were lost Service Commission. After graduating as a pilot were accidents and all were eventually scrapped from Flying Training School, he was posted to after the war. The 314 became obsolete with the #44 Bomber Squadron at RAF Station development of the Constellation and the DC-4 Waddington, a squadron that formed part of and a major wartime runway construction Bomber Command s 5 Group. This squadron program. For the sake of comparison, the wing was equipped with the Handley Page Hampden span of the Martin Mars, at 200 feet, clearly bomber. Mike did a tour of Ops flying the exceeded that of the Boeing 314. Pat generously Hampden during which he completed 36 Ops. distributed copies of a 62-page, illustrated summary of his presentation after he finished his After a rest period at Waddington as a Link most informative talk. The notes contain a Training Officer, he was posted on Dec. 1, 1940 two-page bibliography with extensive references to 207 Squadron at Waddington, which was the on this fascinating subject. Chapter first squadron to be equipped with the Avro Secretary-Treasurer Bob Winson expressed his Manchester. Mike did a second tour with 207 appreciation on behalf of the audience to Pat for Sqdn. completing a further 24 Ops. Following a a most informative, well-researched presentation, short leave, he was to be transferred back to 44 enjoyed by everyone. Sqdn. to convert pilots to Lancasters as 44 was the first squadron to be equipped with Lancasters. However 2 days before reporting to Corrections to October Flypast 44 2 Report on 44 Sqdn. his old CO asked him to do an extra the September Dinner Meeting: OP. That Op (to Berlin) on the night of Sept. 7/8, On page 8, the anniversary flight of the Silver 1941 resulted in his Manchester Bomber being Dart replica took place on 22, February, shot down by a German night fighter and as a 2009, not 2008 as published; result spending 3 years and 8 months as a POW. On page 9, the founders of the AEA 2005 Inc. He did not return to England until after VE Day travelled to North Carolina---not South in May of He then transferred to the RCAF Carolina as published----to see the unsuccessful and came home to Canada in July, effort to replicate the Wright Brothers flight for the 100th anniversary of powered flight Mike went on to serve a further 20 years in the in the U.S.. RCAF and had postings as follows. * 412 Sqdn. RCAF VIP Squadron at Rockcliffe Station Chapter News November 2009 Folded Wings As reported last month W.J. Mike Lewis DFC, MID CD and CAHS #4011 has passed away. Mike was born in the village of Welcome, Ontario near Port Hope. Mike was an excellent * Test pilot at RCAF Central Experimental & Proving Establishment * Commanded the Flying wing at Winnipeg * RCAF Staff College (Armour Heights) Flypast V. 44 No. 3 8

9 * Staff Officer in Chief of Staff s Branch at New parking lot SHAPE, Paris France * RCAF Maritime Command (3 years as A brand new parking lot has been built at the east Operations Officer 405 Sqdn. and 4 side of the museum. You may access it by a right years as CO of the Maritime Command turn immediately after crossing the railway Operational Training Unit). tracks, then proceeding between the buildings He retired from the RCAF with the rank of Wing followed by a left turn Wheel chair accessibility Commander is also available by request to the museum office Mike spoke to the Chapter on September 14, ( ) and or gift shop from this new 2000 about his tour with RAF 44 Squadron. lot. We will miss this most noble warrior and our sympathies are extended to wife Dorothy and family & chapter files From Modern Mechanix, July Via blog.modernmechanix.com 9 Flypast V. 44 No. 3

10 By Taxi: Take the TTC Subway to the Downsview Station and take a taxi from there. It will cost around $8 one way, but it is by far the most convenient option for tourists, because the cab will take you right to our front door. By Car: From the 401 East or West, exit at Keele Street North. Turn right on Sheppard Ave, and follow Sheppard the entrance to Downsview Park. Turn right into the park (onto John Drury Drive) until you reach Carl Hall Road. Turn left at Carl Hall and continue east over the railway tracks to the Museum, which is on your right hand side. By TTC: From the Downsview Subway Station take Bus 101 (Parc Downsview Park) which enters Parc Downsview Park and stops right at the museum s front door. Time enroute is 10 minutes. Alternately, you may take Bus 108 (Downsview) or Bus 84 (Sheppard West) both of which travel west on Sheppard Avenue along the northern edge of the Park. Ask the driver to let you off at the Downsview Park Entrance (it is well past the DRDC and Idomo buildings). Walk into the Park and follow John Drury Drive until you reach Carl Hall Road. Turn left at Carl Hall Road and continue east over the railway tracks to the Museum at 65 Carl Hall Road, which is on your right hand side. Approximate walking distance is 0.7 km. CAHS National Website : Meetings and news from all the chapters, journal back issues, and more! Canadian Air & Space Museum, 65 Carl Hall Road CASM is in the former dehaviland building in Downsview Park Near Downsview TTC Station All Welcome CAHS Toronto Chapter Executive President: Howard Malone 1st. Vice President: George Topple 2nd. Vice President & Archivist / Historian: Neil McGavock Secretary-Treasurer: Bob Winson Directors: Murray Jolliffe Gord McNulty Associate Directors (Appointed) Sheldon Benner Tech Services: Donald Lawrence Webmaster: Bob Winson Flypast Editor: Matt Clark flypast@xplornet.com Contacts: Chapter President: howardmalone@rogers.com Memberships / Meeting Information: rwinson@sympatico.ca (416) Website - Flypast V. 44 No. 3 10