EQUIPMENT:
Question: What were the "paper chasers" used in 1945 and give an example of the type used?
Answer: "An anti-balloon force was established in the four western provinces that would respond to "Pieces of paper", the code name for sightings of balloons in the air or the discovery of landed balloons.
"The first call in the case of a balloon sighting was to be to the RCAF, which was tasked to 'intercept balloons and destroy them in the air excepting when over populated areas, where balloons will be kept under observation until a suitable area for destruction is reached.'"
"The interception force was concentrated in southern British Columbia, where the majority of sightings were occurring.
"The fighter squadrons of Western Air Command took turns stationing two aircraft at Patricia Bay and two at Tofino in a condition of constant readiness."
Source: CAHS Regina Windsock – Jan/08
Question: What airplane represents the first experiment in aviation by the Canadian military;
Answer: "After 300 flights, the Silver Dart and an improved version known as the Baddeck No. 1 were demonstrated to the Canadian Army. Ultimately, the Silver Dart crashed and was written off while under trial. While not selected for service, the Silver Dart represents the first experiment in aviation by the Canadian military.
"Note: The Silver Dart was taken on strength and struck off strength in 1909."
Source: Canadian Combat and Support Aircraft – Page 261
Question: What stage did Avro skip in manufacturing the CF-105 Avro Arrow? How many aircraft were taken on strength? How many aircraft were fitted with the Iroquois engine and on what plane was this engine tested. Finally, how many aircraft were in production when the program was terminated?
Answer: "One of the most famous aircraft in Canadian history, the CF-105 Arrow was a supersonic all-weather two-seat interceptor designed and produced by Avro Aircraft Limited in Malton, Ontario. Avro had avoided the normal prototype stage and launched directly into manufacture of production aircraft. Five pre-production standard aircraft were outfitted with J-57 engines and flight test systems. The sixth aircraft was equipped with the full-production Orenda Iroquois engines, but this aircraft never flew prior to program cancellation. A total of 31 more aircraft were also in production when the entire effort was terminated by the federal government on 20 February 1959"
Source: Canadian Combat and Support Aircraft – Page 251
Question: What type of plane was flown by a Canadian during the First World War while winning a Victoria Cross? What was the nickname of this airplane, who was this 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 in 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 on 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 Canadian 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 Airlines International (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, Ont., 437 Squadron (The Huskies) is the only transport squadron equipped with the Polaris, which replaced the aging 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
Question: What were Fairey Battles' 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" he laughed. "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, ironically 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.
Question: When did the RCAF test fly the CT114 Tutor? How many did the RCAF buy and over what time period?
Answer: "In the 1950s, the RCAF was shopping around for a single-engine, two-seat basic jet trainer to replace the old Harvard trainers. Likely candidates included the British-made Hunting Jet Provost, the American Cessna T-37, and the French CM 170 Fouga Magister. Then there was the underdog, the CL-41 Tutor. The Tutor was designed and built by Canadair, a private aeronautics company based in Montreal, Quebec. So confident was Canadair in the small jet’s capabilities, they went ahead and developed a prototype with private funding. Test flights began in January of 1960; by December of that year, the RCAF was test flying the prototype. Canadair’s confidence in the jet finally paid off in September of 1961, when the RCAF ordered the first of 190 Tutor jet trainers. The last Tutor was built in 1967. For almost 30 years, all Canadian military pilots have received their flight training on a Tutor."
Source: Snowbirds Flying High. Canada’s Snowbirds Celebrate 25 years Page 28
Question: What airplane, acquired in 1927 by the RCAF, made it highly suitable in the ground liaison role? How many, in total, were acquired?
Answer: "Designed for an all-encompassing "army co-operation" role, the Armstrong Whitworth Atlas was a two-seat biplane. First acquired in 1927, the aircraft’s excellent low-speed handling made it highly suitable in the ground liaison role. Message dropping and snatching techniques were routinely practiced. Additional reconditioned examples were purchased in 1934 after financial restrictions imposed for the Depression had eased. Badly outclassed by the eve of the Second World War, there were still sixteen Atlases on strength in the RCAF. The type was therefore pressed into reconnaissance coastal patrols in the Bay of Fundy at the outbreak of the war until they were passed on to No. 118 (Coast Artillery Co-operation) Squadron for brief use prior to their retirement.
Source: Canadian Combat and Support Aircraft – Page 53
Question: What was the average number of Airspeed Oxfords on strength at 32 SFTS Moose Jaw and what was the time frame over which the Oxford was on strength at 32 SFTS?
Answer: At Moose Jaw, Ansons and Harvards were used initially, but Oxfords began arriving in late 1942 and eventually built up to a strength of no fewer than 109 by the end of that year. The average number of Oxfords at Moose Jaw was around 100 until the station began running down in the late summer of 1944. It had been closed by December.
Source: Windsock – Roland Groome (Regina) Chapter – CAHS – December 2008 – Page 7
Question: What was perhaps the most important RCAF aircraft of the interwar years? How many were acquired and how long were they on strength?
Answer: "The Armstrong Whitworth Siskin was perhaps the most important RCAF aircraft of the interwar years. Indeed, along with its cousin, the Armstrong Whitworth Atlas, it represented the only pure military aircraft design in service with the RCAF between 1929 and 1936. A fighter design, the Siskin originally served with the RAF in this role and when acquired by the RCAF in 1926, it represented a state-of-the-art design. The aircraft received a great deal of exposure in the 1930s when the RCAF formed an aerobatic display team using the type. The three-plane Siskin aerobatic team put on popular displays from coast to coast. The Siskin also formed the basis of No. 1 Fighter Squadron. The aircraft remained with this unit until the outbreak of the Second World War, eventually to be replaced by modern Hawker Hurricanes in 1939. The airframes were then turned over to various technical establishments for use as instructional airframes."
"TOS:1926SOS: 1942No: 12"
Source: Canadian Combat and Support Aircraft – Page 54
Question: What was "OP FRICTION", what aircraft was used and how was it modified for the operation?
Answer: "World condemnation was immediate following Iraq’s invasion of Kuwait on 2 August 1990 with United Nations resolutions calling for a trade embargo against Iraq and the immediate withdrawal of Iraqi forces from Kuwait. On 10 August 1990, Prime Minister Mulroney pledges Canadian support, dubbed "OP FRICTION", to a multi-national force forming to enforce the UN resolutions."
"Shearwater’s HS 423 Helicopter Anti-Submarine Squadron would supply the ships’ helicopter detachments."
"Before proceeding to the Persian Gulf, Maritime Air Group decided to convert the Sea Kings from an anti-submarine helicopter to a surface interdiction aircraft. For this, the Sea Kings would be fitted with: a Forward Looking Infra-Red (FLIR) optical system for night surveillance; a Global Positioning System (GPS) for accurate navigation; Radar Warning Receivers (RWRs) to warn of hostile of hostile fire control or missile guidance radars; Laser Warning Receivers (LWRs) to warn of laser guided weapons; chaff and flare launchers to foil radar guided and heat seeking missiles; an infra-red missile jammer to foil infra-red guided missiles; a door-mounted General Purpose Machine Gun (GPMG) for self-defense; troop seats to double seating to double seating to six passengers; armoured aircrew seats; and ancillary items, including a cooling fan for the aircraft’s radar, desert survival kits, and a wooden floor to reduce wear and tear on the aircraft floor."
"The goal was to have all the equipment installed and ready for sea in less than two weeks."
Source: The Observair – Ottawa Chapter Newsletter – Canadian Aviation Historical Society – Pages 1 and 2 – Past Meeting – Ernie Cable – The CH-124 Sea King and OP Friction.
Question: What British troop and vehicle transport was designed and test flown in less than ten months? It was on strength with the RCAF from 1948 until 1959.
Answer: "The Horsa was a Second World War troop- and vehicle-carrying glider used by the British and their Allies during many of the airborne assault actions in the war. Designed and test flown in less than ten months, the glider was put into quantity production starting in 1940. Built virtually entirely of wood, the aircraft featured fairly complete cockpit instrumentation for flying at night or in cloud. The fuselage was built in three pieces and the main fuselage and tail sections featured quick-disconnect bolts to allow the aft section to be removed for rapid unloading of the pay-load. The main gear of the tricycle undercarriage could also be jettisoned and a nosewheel in combination with a central shock absorbing skid could b e used for rough ground landings. The RCAF acquired a small number of Horsas for use in post-war evaluations."
"TOS: 1948 SOS: 1959 No: 3".
Source: Canadian Combat and Support Aircraft – Page 51
Question: What type and mark of aircraft was used by 664 and 665 Squadrons? When was this aircraft taken on strength and struck off strength and how many were taken on strength?
Answer: "A light observation aircraft, the Auster Taylorcraft Mk IV was introduced by the Canadian Army during the fighting in Northwest Europe in 1945. The primary role of the aircraft was artillery spotting and the aircraft carried a pilot and observer in this role. Two Canadian squadrons, designated No. 664 and 665 Squadron, were equipped with these aircraft. 664 Squadron served in the Canadian Army Occupation Force in post-war activities until it’s disbandment in May 1946."
"TOS: 1944 SOS: 1946 No: 12"
Source: Canadian Combat and Support Aircraft – A Military Compendium – T.F. J. Leversedge – ISBN 978-1-55125-116-5 – Page 55
Question: What aircraft type was modified with the 180-horsepower Wellesley Viper water-cooled engine (from the SE5A fighter design) and for what was it used by the RCAF?
Answer: After the First World War, the availability of thousands of cheap powerplants from the SE5a fighter design, in the form of 180-horsepower Wolseley Viper water-cooled engines, complete with frontal radiators, led to the modification and upgrade of several Avro 504 aircraft types. Considerable modifications were needed to the airframe to accommodate the new, more powerful, engine installation. In 1923, following the assembly of six long-range, single-seat Avro 552a’s at Borden, the RCAF were another five single-seat and nine two-seat versions for forest fire patrol work.”
Taken on strength: 1924 Struck off strength: 1928. Number: 14 Model 552a.
Source: Canadian Combat and Support Aircraft – a Military Compendium by T.F.J. Leversedge, Page 58
Question: What aircraft, from the Imperial Gift, were experimented with in adapting World War I war-time photographic reconnaissance methods to mapping in Canada?
Answer:"In the autumn of 1920, an Avro 504K (serial uncertain) and a Bristol F.2B (G-CYBC), flying from the Rockcliffe Rifle Ranges, experimented in adapting war-time photographic reconnaissance methods to mapping in Canada. The Avro proved unsuitable (low ceiling, vibration) and the Bristol was too sensitive at the controls to be a good photographic aircraft, but the concept was considered sound, provided better machines could be employed: the D.H.4 and D.H.9 were considered best candidates."
Source: CAHS Journal – Vol.47 No.1 – Spring 2009 – Page 30
Question: To which RAF bomber was Calgarian Charles Patterson , a WWII pilot, referring when he observed: "I’d never seen such a dreadful. boring-looking thing, nose-down, going at what looked like about fifty mph."
Answer: "That ponderous, graceless, 'old flying cow', the Whitley, had entered service in March 1937. It was slow, cumbersome, heavy and unresponsive on the controls, but it was the first heavy British bomber to have a retractable undercarriage and turreted defensive armament."
"This 'nose-down, slab-sided and plank-winged lumbering giant' also had an all-metal stressed skin fuselage, it was immensely strong, and it was stable as a rock. The definitive Mark IV variant, in service from May1939 was powered by two Rolls-Royce Merlin X engines, but it had a humble top speed of only 245 mph at 16,250 feet."
"It also maintained a disturbing, characteristic 8.5-degree nose-down attitude in level flight, but had a bomb-carrying payload of 3,400 pounds. Whitleys were exceptionally unpopular with those who flew in them. Although robust, they were underpowered and drafty in the extreme, and this prompted one Whitley veteran to observe that when one flew through rain this supposedly enclosed aircraft, one got wet."
Source: No Prouder Place – Canadians and the Bomber Command Experience 1939-1945 – Page 22
Question: What WW II British aircraft was referred to as the "Flying Panhandle", "The Flying Tadpole", or "Flying Suitcase"?
Answer: "The Hampden was 'terrible to fly in, cramped, no heat, no facilities where you could relieve yourself … but a joy to fly.'
"Sleek and maneuverable, the 'Flying Panhandle', 'The Flying Tadpole' or "Flying Suitcase' had a distinctive, deep fuselage, which gracefully tapered to a slender tailboom. However, this unorthodox construction guaranteed early obsolescence because there was no room in the fuselage for future development. The Hampden entered service in 1938 and although it could carry 4,000 pounds of bombs and had defensive machine guns in dorsal, ventral, and frontal positions, these weapons were very light and limited in their traversing capability. With its two 1,000-horsepower Bristol Pegasus engines at full throttle, the Hampden could charge along at a respectable 265 mph."
Source: No Prouder Place – Canadians and the Bomber Command Experience 1939-1945 – Page 22
Question: What airplane represents the first experiment in aviation by the Canadian military;
Answer: "After 300 flights, the Silver Dart and an improved version known as the Baddeck No. 1 were demonstrated to the Canadian Army. Ultimately the Silver Dart crashed and was written off while under trial. While not selected for service, the Silver Dart represents the first experiment in aviation by the Canadian military.
"Note: The Silver Dart was taken on strength and struck off strength in 1909.
Source: Canadian Combat and Support Aircraft – Page 261
Question: The Vickers Wellington Bomber was affectionately named the "Wimpy". Af
ter which comic strip character was the bomber named?
Answer: "The most successful of Bomber Command’s wartime starting stable was the Vickers Wellington. Affectionately nicknamed the 'Wimpy' after J. Wellington Wimpy, Popeye’s corpulent hamburger-eating chum, the somewhat portly Wellington was a docile yet lively performer."
Source: No Prouder Place: Page 23
Question: What was the original strength of the Canadian Sea King fleet? And how many are left
Answer: "As the Maritime Helicopter (MH) community reflects on 40 years of CH-124 Sea King operational service, one sobering thought relates to the fact that only 27 of 41 original aircraft remain on the Canadian Forces inventory. Catastrophic accidents have claimed a total of 14 aircraft since the helicopter first entered military service in the mid-1960s, together with the loss of seven naval aviators.
"Experienced aviators understand that there seldom are new accident-cause factors; simply old, familiar ones forgotten through the passage of time, apathy and/or complacency.
"There can be little doubt that engines, transmissions and human factors shall continue to challenge future Sea King operations, thus demanding a close and continuous watch over their status on a recurring basis. Never has the demand for such oversight been greater than the present as the MH community prepares to take delivery of the more highly advanced, sophisticated and capable CH-148 Cyclones."
Source: Page 11 – Air Force Revue – Winter 08
Question: What training aircraft did the RCAF buy in late 1941 for the BCATP from the Stearman Aircraft Company? How many were purchased, how long did they last, and why?
Answer: Stearman (Boeing) Kaydet "Arrangements were made in late 1941 to procure 300 Kaydets for the RCAF under Lend-Lease arrangements. The aircraft were to be modified to PT-27 standard to suit the Canadian conditions and RCAF requirements. These modifications included equipment changes for night flying plus an improved cockpit heating system and canopy for winter flying conditions. Production delays for these modifications, however, resulted in virtually all the aircraft being produced to the US military’s basic PT-17 model standard. Although the aircraft were reluctantly accepted by the RCAF and introduced into service, the lack of the necessary modifications quickly resulted in complications and dissatisfaction for the basic flying training program then underway. Despite being sturdy, reliable aircraft, in November 1942, the decision was therefore made to withdraw the type from use and substitute an equivalent number of Fairchild Cornells on existing production contracts. The Kaydets were then returned to the US over a period of six months in 1943, for use by the US Navy and US Army Air Corps.
Source: Canadian Combat and Support Aircraft – Page 230
Question: How did the Canadian version of the CF-18 differ from its American and foreign counterparts
Answer: "The Canadian version of the CF-18 differed from its American and foreign counterparts in having a six-million candlepower light installed in the port side of the fuselage near the cockpit to help pilots identify Soviet "Bear" bombers flying up the eastern side of North America
Source: Windsock – June 2007 – Page 4
Question: What were the major differences, in 1995, between the Snowbird Tutor and the training Tutor.
Answer: "There are thirteen Tutors in the Snowbirds’ fleet. Eleven travel with the team, while two remain at CFB Moose Jaw as spares. All have been modified for aerobatic use. The most important change is the cross-cockpit modification, which involves installation of a second gear handle and switches for landing and taxi lights, pilot heat and windscreen de-mist on the right side of the aircraft. This allows the Snowbird’s’ Tutor to be flown solo from either the left or right seat. School Tutors are flown solo from the left seat only. The other major differences in Snowbirds Tutors are the external smoke tanks. All but two of the Snowbirds are equipped with two smoke tanks. Each contains about 36 gallons of diesel fuel, just enough for one airshow. At the Team Lead’s command, the pilot will flip a cockpit switch to initiate smoke. When he does, fuel is pumped from the tank to the rear of the aircraft, where it is sprayed into the jet exhaust and vaporized. This produces a billowing trail of white smoke. The addition of red smoke in 1990 delighted both audiences and photographers."
Source: Snowbirds Flying High (Canada’s Snowbirds Celebrate 25 Years) – Page 30
QUESTION: Which aircraft, originally designed in 1913 as an operational type, provided the backbone for flying training throughout the First World War for Britain and her allies? Did Canada ever take this type of aircraft on strength and, if so, how many did it have and where did it obtain them?
Answer: "Originally designed in 1913 as an operational type, the Avro 504 provided the backbone for flying training throughout the First World War for Britain and her allies. In 1918, Canada ordered a substantial number of 504 aircraft to be built by the Canadian Aeroplanes Company. When the war ended, the order was terminated and instead, in 1919, Canada received sixty-two Avro 504K’s as part of an Imperial gift of 114 aircraft from Britain. The type then served in a variety of roles for more than a decade. Additional examples were also acquired and the aircraft was progressively modified and improved."
"TOS: 1920 SOS: 1934 No: 97"
Source: Canadian Combat and Support Aircraft – A Military Compendium – T.F.J. Leversedge – Page 57
Question: What airplane is being used by a squadron that has earned an excellent reputation transporting high-ranking government officials and foreign dignitaries around the world? What is the squadron and its motto and nickname?
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, Ontario. 437 Squadron (The Huskies) is the only transport squadron equipped with the Polaris, which replaced the aging 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 (CC15001) 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)."
"Airbus Industries"
"Designation: CC-150"
"Model No: A310"
Source: Canadian Combat and Support Aircraft – Page 50
Question: What was the initial role of the Canadian Sea Kings when they reached the Persian Gulf on September 26, 1990?
Answer: "Ernie then detailed the varied taskings given the Canadian Sea Kings once they reached the Persian Gulf on 26 September 1990. The initial task of the multi-national force was to enforce the embargo against Iraq. Naval ships and aircraft ‘hailed’ each vessel in its patrol area. With only three ships in the Gulf, Canada conducted 25 percent of the total challenges to merchant shipping. That Canadian ships conducted such a high percentage of the challenges was "mainly because of their Sea Kings, "Ernie said. The Canadian Sea Kings were the only Allied helicopters in the Gulf equipped with FLIR, which meant they could read the names on ships’ hulls even in the dark. Because Canada’s Sea Kings had normally been used for anti-submarine warfare, their pilots were also very experienced at flying and hovering just above the waves. Canada’s Sea Kings were ready to insert armed boarding parties even at night. The Canadian routine, known as "Visit" for Vertical Insertion Search and Inspection Team", called for two Sea Kings. The first used its door-mounted C6 machine gun to cover the second while it hovered over a ship to allow its armed boarding party to rappel down on the ship’s deck. Then, the Sea Kings would change roles, inserting the second half of the boarding party. Canadians became very proficient in the Visit manouevre, inserting ten men from two helicopters in less than two minutes."
Source: The Observair – Ottawa Chapter Newsletter – Canadian Aviation Historical Society – Page 2 – "Past Meeting – Ernie Cable – The CH-124 Sea King and OP Friction" – Written by Timothy Dube
Question: What three-seat advanced trainer was used for all aspects of aircrew training during the Second World War. How many did the RCAF have on strength from 1939 to 1947?
Answer: "The Airspeed Oxford was a three-seat advanced trainer used for all aspects of aircrew training during the Second World War. The first versions were received in Canada from Great Britain in 1939 and were used in numerous roles for the British Commonwealth Air Training Plan. Among others, these roles included navigation training, communication training, radar calibration, air ambulance duties and training of anti-aircraft crews."
"No: 1425"
Source: Canadian Combat and Support Aircraft – Page 52
Question: What aircraft was rejected as a fighter before WW II and for a time in 1941 constituted the RCAF'S sole fighter force on Canada’s east coast?
Answer: "The second report on his file was composed in response to test flying a 'Grumman Two-Seater Fighter'(Grumman FF-1) on 25 March 1939. His remarks were based on a mere 40 minutes of flying. In many respects, he liked the machine, which he described as "very strongly built and inspired confidence.
"On the ground, it was difficult to taxi owing to a narrow undercarriage and limited forward visibility. Once airborne, he deemed it a pleasant aircraft to fly -- easily manoeuvred, easy to spin when the pilot wanted and easy to recover from the spin. Flight Lieutenant Briese (as he then was) realistically noted that the Grumman was of "no value as a first-line aircraft," given its low speed; 170 mph in level flight, 250 mph in spins and dives."
"[Editor’s Note: With the advent of war, however, the RCAF was forced to ‘reassess’ the bleak assessment of the Grumman FF-1 and the force acquired 15 aircraft of the type built under license by Canadian Car and Foundry. Known as the Goblin in RCAF service, the aircraft equipped No. 118 ( Fighter) Squadron at Rockcliffe and later Dartmouth, and for a time in 1941 these aircraft constituted the sole fighter force on Canada’s east coast."
Source: The Observair – Ottawa Chapter Newsletter – Canadian Aviation Historical Society – Page 7 – Rambling Through Records– Written by Hugh Halliday
Question: What were the two main differences between the De Havilland D.H. 100 Vampire and the De Havilland D.H. 112 Venom?
Answer: "The difference between the two aircraft in plan view is that the Vampire wing tapered much more toward the tip. The other difference, unless I'm letting my senility win, is that I don't believe think there was a mark of Vampire that had tip tanks. I believe all Vampire tanks were under the wing, outboard of the undercarriage."
Source: CAHS – The JOURNAL of the CANADIAN AVIATION HISTORICAL SOCIETY – Vol.46 No. 3 – Fall 2008 – Par Avion – Letter to the editor – Written by Ron Wiley – Page 115
Question: How is an aircraft’s lifespan measured?
Answer: "An aircraft's lifespan is measured not in years but in pressurization cycles. Each time an aircraft is pressurized during flight, its fuselage and wings are stressed. Both are made of large, plate-like parts connected with fasteners and rivets and, over time, cracks develop around the fastener holes due to metal fatigue.
"Aircraft lifespan is established by the manufacturer," explains the Federal Aviation Administration's John Petrakis, "and is usually based on takeoff and landing cycles. The fuselage is most susceptible to fatigue, but the wings are too, especially on short hauls where an aircraft goes through pressurization cycles every day.
"Aircraft used on longer flights experience fewer pressurization cycles, and can last more than 20 years.
"There are 747s out there that are 25 or 30 years old," says Petrakis."
Source: AEROGRAM – AIRFORCE ASSOCIATION OF CANADA 600 (REGINA) WING – VOLUME 21 NUMBER 3 MARCH 2009 by Rebecca Maksel – airspacemag.com, March 01, 2008
Question: What were some of the aircraft, part of the Imperial Gift received after WW1, that were tinkered with and how were they modified?
Answer: "The D.H.4s, as received, were judged difficult machines, and almost at once work began to convert several to D.H.4B standards (an American version). The principal change was moving the fuel tank from a point between the two cockpits to immediately in front of the pilot’s cockpit. This placed the tank nearer the aircraft’s centre of gravity, and thus ensured greater stability as fuel was consumed (the standard D.H. 4 tended to become nose-heavy during a flight). In 1922, it was proposed to convert a Bristol Fighter to seaplane configuration. It became apparent that even a brand new "Brisfit" could not be modified; wartime experience has shown that whenever the type had been required to lift something extra (such as bombs) it had been necessary to sacrifice weight elsewhere, as with fuel. In January 1924, skis were fitted to D.H.4s at High River. No amount of modification could make the open-cockpit D.H.4s comfortable in winter; official issue clothing (designed for wartime France) was often inadequate and locally produced moccasins were tried."
Source: Canadian Aviation Historical Society Journal – Vol. 47 No 1 – Spring 2009 – Page 30HisH
Question: What aircraft was assembled by the Ottawa Car Manufacturing Company for the Department of National Defence to be used for initial flying training, but was either relegated as instructional airframes or transferred to flying clubs?
Answer: "In 1929, the Ottawa Car Manufacturing Company assembled twenty-one Avro Avian light two-seat trainers for the Department of National Defence which, in turn, distributed them to the RCAF (ten) and to various flying clubs (eleven). Other aircraft were then acquired in 1930 for both the RCAF and additional flying clubs. The RCAF began using the type for initial flying training but, surprisingly, no extensive use was made of the aircraft. Most had very few hours flown before being relegated as instructional airframes or being transferred to flying clubs."
Source: Canadian Combat and Support Aircraft – A Military Compendium – T.F.J. Leversedge – Page 59
Question: What aircraft, initially known as the "Trainer", was purchased from the Ottawa Car Company by the RCAF when it already had three other trainers in service?
Answer:"The Avro Model 621 was initially known as 'The Trainer'. It was a light initial pilot trainer, which originated as a private venture of the Avro Company in England. The type was eventually adopted as the standard trainer of the RAF under the service name of Avro Tutor. Standard Model 621s were supplied to the Ottawa Car Co. Ltd for sale to the RCAF. Why the aircraft were ordered remains somewhat of a mystery. The RCAF already had three other trainers in service including the Hawker Tomtit, Gipsy Moth and Fleet Fawn. The Tutor aircraft were not as suitable as these other types in the basic training role and were converted instead to army co-operation training. The aircraft were modified with wireless sets and vertical cameras to facilitate this latter role. The type survived into the Second World War as ground instructional airframes."
"TOS: 1931 SOS: 1945 No: 13"
Source: Canadian Combat and Support Aircraft – A Military Compendium – T.F.J. Leversedge – Page 60
Question: What aircraft did the Avro Company modify to come up with the Model 626 Aircraft. What other functions besides initial flying training could the Model 626 perform?
Answer: "To satisfy the needs of air forces with limited financial resources, the Avro Company re-designed the Model 621 Tutor to make it suitable not only for initial flying training but also for bombing, photography, gunnery, wireless, night flying, navigation or instrument training as well. Although the machine remained a two-seater, a third cockpit or gunner’s cockpit could be provided aft of the second cockpit. The RCAF placed a follow-on order for the 626 after experience with the 621 model. These aircraft could be equipped with twin metal skis, enclosed cockpits and "Arctic "cowlings with controllable shutters."
Source: Canadian Combat and Support Aircraft – A Military Compendium – T.F.J. Leversedge - Page 61
Question: When and where the first Canadian experiments in aerial photography conducted?
Answer: "The first Canadian experiments in aerial photography were conducted at Rockcliffe in 1920."
Source: Airforce – The Magazine of Canada’s Air Force Heritage– Fall 2004 – Page 9
Question: How many incendiary balloons were launched by the Japanese during WWII and for what reason?
Answer: "Commencing Nov 3 1944, and continuing to mid-April 1945, Japan launched between 9,000 and 10,000 incendiary balloons from their home islands in an attempt to set North America’s forests alight from Alaska to California."
Source: Legion Magazine – July-August 2009 –– Page 46
Question: What was the first aircraft to be flown by the RAF to have a retractable undercarriage, which was a comparative novelty in 1936? What was its function and what were two of its nicknames?
Answer: "The Avro Anson was known by a number of nicknames including ‘Faithful Annie 'or the 'Flying Greenhouse'. It was the first aircraft to be flown by the RAF to have a retractable undercarriage, which was a comparative novelty in 1936. In 1940, a Canadian government-owned company, Federal Aircraft Limited, was created in Montreal to manufacture the Anson for Canadian use.
Nearly 3,000 Anson aircraft were produced and in the early days of the British Commonwealth Air Training Plan (BCATP), the Anson was the standard trainer for many pilots, observers, wireless operators and bomb aimers. More than 20,000 aircrew received training on the Anson. In Canadian service, the aircraft was substantially re-designed with the substitution of North American engines and many other airframe and equipment changes."
Source: Canadian Combat and Support Aircraft– T.F.J. Leversedge – Page 62
Question: What aircraft was: (1) All-Canadian designed and built? (2) Selected by Belgium for its NATO forces? (3) The name given this aircraft by the RCAF was never really accepted and a different name was given to it by the crews?
Answer: "The RCAF named the CF-100 'Canuck' after the much earlier Curtis JN-4 Canuck trainer of the First World War. However, the name 'Canuck' was never really accepted for the jet aircraft and the crews more often referred to the type as the 'Clunk'. The twin-engine jet all-weather interceptor was all Canadian designed and built. The CF-100's good climb, excellent fire-control and radar systems, twin-engine reliability and all-weather capability made the aircraft highly suitable for Canadian and NATO air defense roles of the Korean and Cold War eras. Belgium also selected the design for its NATO forces. After a successful career in the RCAF/CF as a fighter, the aircraft type was later modified as an electronic countermeasures (ECM) trainer and was fitted with electronic ECM and chaff dispensing equipment. A black paint scheme was chosen by Avro for the prototype aircraft and to commemorate the type’s retirement, a Mark V aircraft was repainted in this original colour scheme."
"TOS: 1951 SOS: 1981 No: 692"
Source: Canadian Combat and Support Aircraft– T.F.J. Leversedge – Page 63
Question: What was the main purpose of the relief fields at British Commonwealth Air Training Plan elementary and service flying training Schools?
Answer: "The main purpose of the relief fields was to provide pilots in training with an aerodrome at which to fly circuits or 'touch and go' landings. Circuit flying was a major component of the flying training syllabus at both the elementary and service flying training schools and proficiency in takeoffs and landings required considerable circuit-flying practice. The relief fields effectively doubled or tripled the capacity of the schools."
Source: CAHS JOURNAL- WINTER 2008 – Page 125
Question: What was the name of the airfield in Alberta in 1943 that held the record as the busiest airfield in North America?
1. Namao
2. Grande Prairie
3. Edmonton City Centre Airport
4. Calgary
5. None of the above
Answer: "Under the federal government, Blatchford Field", now called Edmonton City Centre Airport, "lengthened and improved runways and increased construction of taxiways. Larger hangars were constructed, and a new administration building was built. Air traffic increased considerably between 1939 and 1945, as the British Commonwealth Air Training Schools, defence activities, and the Northwest Staging Route brought increasing demands on the airport. In March and April of 1942, there was an additional demand made on Blatchford Field when the American government pressed ahead with the construction of the Alaska Highway, which added a land-based transportation route north. Air transport of personnel and supplies was a factor in the rapid building of the Alaska Highway, allowing work to take place at several places at the same time. Airfields at Grande Prairie and Fort McMurray also saw significant increases in air traffic during this time. Another development that added to the air traffic in Edmonton, Peace River, Embarras, Grande Prairie and Calgary was the construction of the Canol Pipeline which would run from Norman Wells to Whitehorse. Crude oil from Norman Wells was to be sent to a new refinery at Whitehorse and then moved by additional pipelines to where it could be used on the Northwest Staging Route and the Alaska Highway. During a 24-hour period at the Blatchford Field in June 1942, there were 500 landing aircraft reported. One of the busiest days, 29 September 1942, saw over 850 arrivals and departures. In 1943, Blatchford Field held the record at the busiest airfield in North America. Before summer of 1943, the demand had increased so much at the Edmonton airport that a new airfield known as Namao was built 10 kilometers north of Edmonton, and was operated by the Americans until the end of the war."
Source: Alberta Heritage Website - http://www.abheritage.ca/aviation/history/blatchford_busiest_airport.html
Question: Which bomber carried the heaviest individual bombload of the Second World War and which bomber was it derived from?
Answer: "The Avro Lancaster was derived from the unsuccessful twin-engine Avro Manchester bomber that first flew in 1939. The decision was made in late 1940 to replace the two Rolls Royce Vulture engines of the Manchester with four of the more reliable Rolls Royce Merlin ( in Canada, Packard Merlin) engines, which had a proven record in the Hurricane and Spitfire fighter designs. The revised design was an immediate success and the Lancaster went on to carry the heaviest individual bomb loads of the Second World War. The Lancaster was manufactured in Canada by Victory Aircraft Ltd. in Malton, Ontario and 430 MK 10 versions were built. In post-war use, the Canadian built Lancasters went on to serve in highly useful roles. Quickly converted into photographic reconnaissance variants for charting and mapping and into maritime patrol versions, the Lancaster soldiered on well into the Cold War era."
Source: Canadian Combat and Support Aircraft– T.F.J. Leversedge – Page 64
Question: What is the name of the bomber that was an improved version of the Lancaster?. Why did Canada order home production of this airplane. How many of these airplanes were taken on strength by the RCAF and for what purpose?
Answer: "In 1943, an improved version of the Lancaster was proposed for the war in the Pacific. The aircraft featured larger dimensions, more powerful engines, better performance, heavier armament and longer range. Originally to be designated the Lancaster Mk. IV, the eventual design was sufficiently different to warrant a new designation and name, and became known as the Avro 694 Lincoln.
Canada ordered home production of the Lincoln in order to re-equip Canadian bomber squadrons, and also the 'Tiger Force', destined for the Pacific theatre. At the cessation of hostilities, the production order was terminated after only six aircraft had been started. Three Lincolns, including two borrowed from the RAF, were then briefly evaluated by the RCAF in post-war tests."
"TOS: 1946 SOS: 1948 No: 3
Source: Canadian Combat and Support Aircraft– T.F.J. Leversedge – Page 65
Question: The F-35 Lightning II – Canada’s next fighter is considered a 5th generation Fighter and the CF-18 Hornet is considered a 4th generation fighter. What is the difference between a 4th generation fighter and a 5th generation fighter?
Answer: "Three key capabilities distinguish a 5th generation fighter from a 4th generation fighter:
Interoperability: A unique combination of stealth, long-range high resolution sensors, a comprehensive self–defence suite, and secure high-capacity networks that allow aircraft to communicate with one another and share data in a secure environment.
Sensors/data fusion: A system that consolidates tactical information from the sensors and off-board sources to provide pilots with a clear understanding of the tactical situation at a glance. Very low observable stealth, advanced sensors and secure data-link that mean a 5th generation aircraft can accomplish more in a mission with fewer supporting assets. Furthermore: 4th generation aircraft cannot be upgraded to a 5th generation aircraft."
Source: RUSI Warning Order – Mar/Apr 2011 – Issue 2 – Page 6
Question: How was the Avro 626 used and how many were purchased?
Answer: "Another example of an RCAF aircraft acquired in small numbers was the Avro 626, powered by the Armstrong Siddeley Cheetah V (260 hp). The force purchased 12, deliveries commencing in December 1937, but half of these were stored in Ottawa and not formally brought on air force inventory until 1942, by which time they were fit only for static technical instruction. The three-seat Avro 626 was used as an advanced armament and tactical trainer by No. 111 (CAC) (Coastal Artillery Co-operation Squadron). It had a top speed of 112 (180 km/hour) and cruised at 95 mph (153 km/hour)." Source: CAHS Journal – Winter 2009 – Page 117
Question: Which aircraft predominated in twin-engine advanced training in the BCATP and why?
Answer: "CESSNA CRANE – The Wichita aircraft was an adaptation of the T-50 five-seater light transport (three on a bench seat behind the pilots). Originally expected to play second fiddle to Canadian-produced Ansons in the BCATP, the Crane eventually predominated for twin-engine advanced training. This was partly due to availability, but also because of its more modern design (e.g., constant-speed propellers on its Jacobs engines and electric undercarriage and flap operation compared with the early Ansons laborious hand-operated systems)."
"However, as a trainer it was too easily mastered, and viceless."
Source: CAHS Journal – Winter 2009 – Page 142
Question: How many Lancasters returned to Canada following the war? How many were remustered into service and for what reason? What were some of the tasks that the Lancasters were used for?
Answer: "Of the 288 Lancasters that returned to Canada following the war, approximately 100 were remustered for post-war service with the RCAF. Changes on the international stage and the dawn of the Cold War generated a renewed need for the legendary bomber.
"We needed something to cover our borders and our coastlines, so Lancasters were pressed back into service. They were converted to perform various different roles."
"Source: Airforce Revue – Vol 32/No 3– Page 37
Question: What was SAGE and what was its function in NORAD?
Answer: "SAGE has been described as the most ambitious computer project ever undertaken." "More than 800 programmers and the technical resources of many of America’s largest corporations were involved in its development and construction. The result was the AN/FSQ7 computer built by IBM – as it turned out, the largest computer ever built. North Bay’s SAGE system comprised two 270-ton AN/FSQ-7 computers, nicknamed "Bonnie and Clyde.
"One was a backup in the event the other went off-line. Both were located in an underground facility which officially opened in Oct 1963. SAGE facilities processed raw air surveillance data and then forwarded it to Air Defence Command Units."
Source: Air Force Revue – Spring 2008 – Page 34
Question: What aircraft has the longest service record of the RCAF/Canadian Forces and how long did it serve? How did this particular aircraft begin its life?
Answer: "… a true and loyal friend of Canada’s air force for the next 49 years, breaking the long-service record of the magnificent DC-3 "Gooney Bird" transport, the T-Bird ended its career with the RCAF and the Canadian Forces in Apr 2002. It began life as the P-80 Shooting Star (the United States’ first operational jet fighter), then was stretched, fitted with an additional seat and a huge canopy, renamed the T-33(Silver Star in Canada) and built under license by Canadair."
Source: Air Force Revue – Spring 2008 – Page 9
Question: What caused the Japanese to accelerate, in 1942, the development of the Japanese incendiary balloons (known as Fu-Go Weapons)?
Answer: "Balloons delivering bombs date from 1848, when Austria attempted to bombard rebellious Venice using such ordnance. Japanese design and testing of incendiary balloons (known as Fu-Go weapons) began in 1933. Development of them picked up following the first direct American attack on the home islands (the famous Doolittle Raid of April 18, 1942) and the crippling of the Japanese carrier fleet at Midway in June 1942. Lacking any long-range bombers, Japanese authorities saw the balloon bombs as a chance to strike back, even create havoc in North America. Their meteorologists were aware of the high-altitude winds that swept across the Pacific, and these winds would be used to deliver the balloons."
Source: Legion Magazine – Jul-Aug 2009 – Page 46
Question: Why did the 1936-1944 RAF/RCAF (Royal Air Force/Royal Canadian Air Force) flying training sequence of instruction state that aerobatics were prohibited when Tiger Moths were set up for night flying?
Answer: "The reason for this was that the battery providing power to the lights was situated on the floor of the front cockpit, immediately in front of the control column. This meant that any undue manoeuvres would slop battery acid around, making the instructor quite uncomfortable."
Source: CAHS Journal – Spring 2010 – Letters – Page 5
Question: What aircraft from the Imperial Gift were experimented with in adapting World War I war-time photographic reconnaissance methods to mapping in Canada?
Answer:"In the autumn of 1920, an Avro 504K (serial uncertain) and a Bristol F.2B (G-CYBC), flying from the Rockcliffe Rifle Ranges, experimented in adapting war-time photographic reconnaissance methods to mapping in Canada. The Avro proved unsuitable (low ceiling, vibration) and the Bristol was too sensitive at the controls to be a good photographic aircraft, but the concept was considered sound, provided better machines could be employed: the D.H.4 and D.H.9 were considered best candidates."
Source: CAHS Journal – Vol.47 No.1 – Spring 2009 – Page 30
Question: Which bomber was used predominately by RCAF Bomber Squadrons during World War II? What percentage of combat operations were flown using this aircraft?
Answer: "It is worth mentioning that records show that over seventy percent of all combat operations flown by RCAF Bomber Squadrons used Halifax aircraft."
Source: CAHS Journal – Spring 2010 – Page 17
Question: What was the difference in climbing and stalling speed when the Halifax II was taking off with a full bomb and petrol load and all up weight of 67,500 pounds? What was the difference in climbing and stalling speed when the aircraft had obtained sufficient speed?
Answer: "Nevertheless, we were still flying a Halifax II, a very obsolete aircraft. With a full bomb and petrol load and for an all up weight of 67,500 pounds, the difference of stalling and climbing speed was only 4 mph (miles per hour). This is why we were told to fly low, until airspeed builds up, before going into climbing mode. The difference in climb and stall was up to 20 mph."
Source: CAHS JOURNAL – SPRING 2010-PAGE 24
QUESTION: What was the purpose of the Woodstock Highway near Park Hill, N.B., which is very close to the province's border with the State of Maine?
ANSWER: "In 1939, an airfield was built outside Houlton, Maine, as a Work Relief Project, within a kilometre of the international border. From 1939 through 1941, America could not legally sell military equipment directly to belligerent countries without violating its neutrality. However, military aircraft flew into the Houlton airfield and few ever flew out. A keen observer would have noted aircraft being towed by tractor from the airfield across the international border into New Brunswick to Parks Hill. There the Woodstock highway would be closed, while aircraft used its roadway as a runway. The first occasion this nefarious method was used was in June 1940 when 33 light Stinson Model 105 airplanes purchased by the French government crossed the border. Plans had been made to build a companion airfield on the Canadian side of the border, but this became unnecessary when the United States entered the war in December 1941."
SOURCE: http://www.unb.ca/nbmhp/counties/Carleton.html
Question: Which American four- engine bomber was a huge disappointment for RAF Bomber Command in 1941?What were some of its many faults and how long did it last with the RAF?
Answer: "Another huge, early, four-engine disappointment for Bomber Command was the Boeing Fortress I, the RAF’s designation for the B-17C, a much-inferior precursor to the formidable B-17E, F, and G models, which later were mainstays of the US 8th Air Force in England and elsewhere. Twenty Fortress Is had been flown to England in the spring of 1941, and they served in Bomber Command briefly with 90 Squadron in 2 Group."
"Their many faults included manually operated versus power turreted machine guns for defence – which did not cover a vulnerable blind cone astern – inadequate armour plating, extreme physiological discomfort for their crews at the higher operating ceilings, shortcomings associated with the early Sperry bomb sights, a limited radius of action, and defective engines exacerbated by operations at rarefied altitudes. Daylight bombing operations with this disappointing aircraft were abandoned by the RAF after September 1941, by which time they had flown only 51 operational sorties. Fewer than half of these had been deemed effective."
"The surviving Fortresses were soon relegated to patrol duties with Coastal Command.
"Source: NO PROUDER PLACE– Page 40
Question: Which bomber, in service from 1938 onwards, was seen as blisteringly fast and for a short period of time was employed as a night fighter?
Answer: "Light yet powerful, the Bristol Blenheim was in service from 1938 onwards. It was blisteringly fast for its day with a top speed of 307 mph. However, it lacked range and, like its contemporaries, it was under-armed. Furthermore, it was only able to carry a disappointing maximum of 1,000 pounds of bombs in its minuscule bomb bay. Nonetheless, because of its speed, its vulnerability and its limited effectiveness as a daylight bomber, it was employed for a short period as a night fighter until more suitable types became available."
Source: NO PROUDER PLACE – Page 23
Question: What was Canada’s first warplane, how much did it cost and what was the condition of the airplane?
Answer: "Prior to his meeting with the minister of militia, Janney had scouted for an aircraft in the United States where he met with executives of the Burgess-Dunne airplane factory at Marblehead, Massachusetts. Janney fixated on a used Burgess-Dunne floatplane. The airplane needed a considerable amount of maintenance work on the engine, but the price was right. After his appointment as captain in the Canadian Aviation Corps, Janney recommended to the minister of militia that he empower his provisional commander – himself – to purchase an airplane for the new corps. Hughes hastily scribbled a note authorizing Janney to spend up to $5,000 for that purpose. With Hughes’s written authorization in his pocket, Captain Janney returned to Marblehead and ordered the used floatplane. The airplane was a two-seat, delta-wing, tailless machine manufactured at Marblehead, which had been extensively used as a demonstrator. This creaky, unreliable, and much-used floatplane has the distinction of being Canada’s first warplane."
Source: Dancing in the Sky – Page 20
Question: On how many operations was Canada’s first warplane (the Burgess-Dunne) during WW 1 and where was its final resting place?
Answer: "The Burgess-Dunne was severely damaged during transit and never repaired. In February, 1915, the 1st Canadian Division moved from England’s Salisbury Plain, but without the CAC’s only warplane, which was inadvertently – or perhaps deliberately – left behind. Three months later, Canadian soldiers were ordered to locate the airplane, but no one was told what type of machine they were actually looking for. In June, the search was called off. A few rusty parts and two inner tubes were all that was found. Somehow, the inner tubes had wound up in a friendly pub.
"Source: Dancing in the Sky – Page 22
Question: What was the most dramatic ordnance introduced to the RAF Bomber Command in 1941?
Answer: "However, the most dramatic ordnance introduced to the Command in 1941was undoubtedly the 4,000-pound "cookie "blast bomb. On 31 March, this new high-capacity weapon was used for the first time on operations, by Wellingtons against Emden. By the end of May, it was in frequent use. Consisting of nearly two tons of high explosive Amatol wrapped in a thin metal casing, this blast weapon was particularly destructive when used in conjunction with boxes of 30-pound incendiary bombs. The "cookie "was an extremely adaptable weapon, and one of them could even be carried aboard the Mosquito. In 1943, the "cookie" was augmented by the 8,000-pound "blockbuster" and in 1944 by an even larger 12,000-pound demolition bomb."
Source: NO PROUDER PLACE – Page 42
Question: Who was one of the key proponents for a heavy (versus medium) bomber force?
Answer: "In 1936, one of the key proponents of a heavy versus a medium bomber force was Group Captain Arthur Harris, Bomber Command’s deputy director of plans at the time."
"Harris would win his argument for a longer-range offensive capability. A new specification thus called for a bomber capable of flying 3,000 miles while carrying a bomb payload of 8,000 pounds at 28,000 feet. The four-engine Short Stirling of 1941 was developed to meet these criteria and this aircraft proved to be significantly disappointing with respect to the specified service ceiling.
In 1938, further specifications were issued for an ideal bomber which also possessed much better defensive armament so that it could cope with the latest generation of fighter aircraft. It was also to have a top speed of 300 mph and the ability to carry 12,000 pounds of bombs.
"Source: NO PROUDER PLACE – PAGE 18
QUESTION: What part did K.C. Irving of New Brunswick Irving Oil Fame play in building the Mosquito fighter aircraft during World War II?
ANSWER: "In 1938, K.C. Irving purchased Canada Veneers, a Saint John company in the wood products field. Among other government contracts, it manufactured fuselages for Mosquito fighter aircraft during World War II. Canada Veneers thrived on wartime sales to become the world’s largest supplier of aircraft veneers. K.C. Irving went on to become one of the wealthiest entrepreneurs in Canadian history."
SOURCE: http://www.museevirtuel-virtualmuseum.ca/edu/ViewLoitLo.do?method=preview&id=4185&lang=EN
Question: Which of the new RAF four-engine bomber types introduced near the beginning of WWII was disappointing, and why?
Answer: "Yet another disappointing new RAF heavy bomber type was the Avro Manchester. Although it appeared to be a twin-engine aircraft, it was actually placed in the four-engine category, since its 1,750-horsepower Rolls-Royce Vulture power plants were each a pair of Rolls-Royce Kestrels sharing a common crankcase and propeller. The airframe design was exceptionally sound, but the engines proved this aircraft’s downfall. The coupled engine concept was complex and reliable: its worst faults was a tendency to bearing failures and subsequent fires while airborne."
"Lewis further recalled a Manchester doing an engine ground run-up with pistons flying out the side of the nacelle. As a wartime economy measure, the bearing had been made without silver and thus did not possess the requisite hardness and strength. The large end-bearings would collapse the connecting rod, the piston would fling itself overboard and that would spell the end of the engine."
Source: NO PROUDER PLACE– Page 41
Question: Which aircraft type, introduced to the RAF Bomber Command in 1941 proved to be a delightful, unexpected bonus? Hint: One of its nicknames was "Freeman’s Folly".
Answer: "One aircraft type introduced to Bomber Command in 1941 that proved to be a delightful, unexpected bonus was the de Havilland Mosquito.
"Built largely of non-strategic materials such as plywood, and powered by two Rolls-Royce Merlins, the "Wooden Wonder" or "Freeman’s Folly" excelled in these roles" (speed bombing and fast photographic reconnaissance) "and also in night fighting and intruding.
"Making its operational debut in early 1942, this marvelous aircraft could eventually carry a 4,000-pound bomb over a range of 1,750 miles, or a greater weapons weight for shorter hauls. It could also cruise at 315 mph at 30,000 feet and attain an astonishing top speed of 425 mph at that altitude.
"Over 1,100 of the aircraft were built under licence during the war by de Havilland Canada at the Downsview plant in Toronto."
Source: NO PROUDER PLACE– Page 42
Question: How many RAF Bomber Command aircraft were lost on night operations between the commencement of hostilities in September and the start of the Norwegian campaign in April 1940? (Not all of these were a result of enemy action)
Answer: "While the anti-aircraft artillery (flak) was occasionally categorized as heavy, it was not particularly effective. In fact, only fourteen Bomber Command aircraft were lost on night operations between the commencement of hostilities in September and the start of the Norwegian campaign in April 1940, and not all of these were a result of enemy action."
Source: No Prouder Place– Page 27
Question: What was the most successful , important, enduring and endearing of Bomber Command`s twin-engine-bomber wartime starting stable?
Answer: "The most successful of Bomber Command’s wartime starting stable was the Vickers Wellington.
"Initially powered by Pegasus engines, the single-engine performance of the earlier marks was referred to as `a long controlled dive`, but later variants fared much better, powered by either Bristol Hercules or Pratt and Whitney R-1830 radials, both of which were in the 1,600-horsepower class. As was the case with Bomber Command’s other twins in early 1939, Wellingtons were hacked down in droves during the early, unescorted daylight raids.
``In spite of this inauspicious start, the doughty Wellington became by far the most important, enduring and endearing of the twins, serving as the mainstay of the command until four-engine types appeared in numbers. Although largely obsolete over Europe by mid-1943, the most refined and numerous variant of the type, the Mark X, could routinely carry nearly as great a bomb load (at 4,500 pounds) as the four-engine American B-17 Flying Fortresses and B-24 Liberators and it could carry up to 6,500 pounds of ordnance on short-haul missions."
Source: No Prouder Place – Page 23-24
Question: Which bomber replaced theBlenheim Ivs in 1941 significantly augmented the Bomber Command’s day bomber fleet.?
Answer: “Because of their limited bomb capacity, the Blenheims were frequently unable to do significant damage. In the spring of 1941,
however, the Douglas Boston III, which at 2000 pounds capacity could carry double the internal bomb load of the Blenheim, began to
significantly augment bomber comand’s day bomber fleet. It provided an improvement to the admittedly small RAF daylight bombing thrust.”
Source: NO PROUDER PLACE– Page 44
QUESTION: What was the significance of a Curtis JN-4 biplane landing at Camp Leaside , Ontario, on Tuesday 24 June 1918 about 4:50 pm?
ANSWER: “About 4:40 pm on Tuesday, 24 June 1918, the drone of an aircraft approaching Camp Leaside, Ontario, heralded the successful completion of an event that celebrates its 50th Anniversary on Monday, 24 June 1968. The aircraft was Number C203, a Curtiss JN-4 biplane, piloted by Captain Brian A. Peck , of the Royal Flying Corps (RFC). Also aboard the aircraft was a passenger, Col. C.W. Mathers, who carefully supervised a case of “Old Mill” whiskey and a bag of mail. This mail, of approximately 124 envelopes, destined for Toronto from Montreal, was the first airmail flown in Canada.”
SOURCE: 50 Years Ago, by R.K.Malott, The CAHS Journal, Spring, 1968 – Page14
Question: What planes were the main strength of the Eastern Air Command (10, 11 BR and 5 squadrons) until the latter part of 1940 when Canadian built-produced Bristol Boligbroke twin-engine bombers became available?
Answer: “The Digbys equipped 10 (Bomber Reconnaissance) Squadron, and the Hudsons went to 11(BR) Squadron, both based at the newly completed airfield at RCAF Station Dartmouth. These, together with 5 Squadron’s Stranraers, were Eastern Air Command’s main strength until the latter part of 1940, when Canadian-produced Bristol Bolingbroke twin-engine bombers became available.”
Source: War In The St. Lawrence – Page 27
Question: What was, other than a few makeshift farmers field-type landing strips, Canada’s first airfield?
Answer: “Correctly anticipating that Canadians would be lining up to join the RNAS., McCurdy established a school at Long Branch, on the shores of Lake Ontario, eight miles west of Toronto. The site covered 100 acres and included three hangars, a landing strip, and three Curtiss F flying-boats. Other than a few makeshift, farmers’ field-type landing strips, Long Branch was Canada’s first airfield.”
Source: Dancing In The Sky– Page 28
Question: Which bomber, classified as heavy in 1939, became known, along with a number of other names, as the Ferocious Frying Pan?
Answer: “The Handley-Page Hampden – also known as the “Hamp,” “Hambone,” “Ferocious Frying Pan” and the “Flying Suitcase” – was one of three British types considered in 1939 to be “heavy” bombers, the others being the Armstrong-Whitworth Whitley and the Vickers Wellington. The Hampden’s career as a bomber lasted until September 1942, as a torpedo-bomber to November 1943, and as a meteorological reconnaissance machine to the end of 1943. For much of its history it had links with Canada through limited production runs here as well as by Canadians serving in RAF and RCAF units that flew the type.”
Source: Canada and The ?, by Hugh A. Halliday, , CAHS Journal, Spring 1998, Page 100
Question: What airliner was the Lockheed Aircraft’s two engine bomber (The Hudson) derived from? Answer: “The American manufacturer had developed the type from its successful fourteen-passenger “Super Electra” airliner for the British Air Ministry, which in 1938 turned to U.S. firms to supplement Britain’s overburdened aircraft industry. The Hudson, with a 19.8-metre wingspan and loaded weight of 6500 kilograms,, was smaller than the Digby, but, with a cruising speed of 350 kilometres per hour was considerably faster. It could also patrol to a distance of about 650 kilometres, although, because of its higher speed it had less endurance, about six hours compared to ten hours or more for the Digby. All Hudson production was tied up by British and Australian orders, but the British agreed to release ten of their Hudsons to Canada.”
Source: War In The St. Lawrence– Page 27
Question: How was the Douglas Aircraft’s B-18 Digby better than the Supermarine Stranraer flying boat in carrying out maritime patrols?
Answer: “An indication of the administration’s attitude was the U.S. Army’s renewed offer to give Canada access to its own production. The sole suitable type under manufacture at the time was Douglas aircraft’s B-18 “Digby” twin-engine bomber. The RCAF ordered twenty, which, with equipment and spare parts, cost nearly $4 million. With a wingspan of 27.3 metres and loaded weight of 9979 kilograms, the Digby was about the same size as the Supermarine Stranraer flying boat, but the single-wing land plane had better performance. The Digby could make maritime patrols to a distance of about 650 kilometres as compared to 460 kilometres or less for the Stranraer, at a higher cruising speed (275 kilometres per hour in contrast to the Stranraer’s 145 kilometres per hour) that allowed it to cover more ocean.”
Source: War In The St. Lawrence – Pages 26-27
QUESTION: What All-Wood advanced Trainer was the British Equivalent of the Harvard during WWII? ANSWER: “ Designer F.G. Miles Innovative All-Wood Advanced Trainer was the British Equivalent of the Harvard” “While no examples of the Master ever flew in Canada, the type has a strong Canadian connection. Most Canadian fighter pilots destined to fly single-engine fighters overseas, whether in the RCAF or RCAF were given time on the Master. They were the principal equipment of the Advanced Flying units (AFUs) to which fighter pilots were sent from the RCAF Personnel Reception Centre at Bournemouth prior to being posted to an Operational training Unit or to a squadron. With more power, the Master offered marginally better performance than the Harvard and was a good transition to the Hurricanes and early mark Spitfires used on Operational Training Units OTUs.” SOURCE: The ? Class, by David W. Godfrey, CAHS Journal, Summer 2003, Page 56
Question: What donation of what planes and by who was considered to be an important asset of the small Canadian Air Force established in 1920 Answer: “The new Royal Canadian Naval air Service had been quickly disbanded after the war, but the U.S. Navy left the flying boats it had operated in Nova Scotia, and these became an important asset of the small Canadian air force established in 1920, which in 1924 received the King’s permission to use the prefix royal.” Source: War In The St. Lawrence – Page 09
QUESTION: When did the first delivery of bombers to Britain take off from Gander, how many were delivered and what type were they? ANSWER: “Aircraft urgently required by the RAF were being lost at sea as a result of submarine attacks on shipping carrying aircraft from America. Lord Beaverbrook, Minister of Aircraft Production in England was looking for solutions. Someone asked him why he didn’t have the bombers flown to England. While he seized on the idea, senior staff officers in the RAF laughed at the suggestion: they said it could not be done because of the weather and particularly icing conditions over the ocean. Most of the aircraft would be lost in the sea.” “A group of seven Lockheed Hudsons, led by Captain D.C.T. Bennett of BOAC, took off at 22;33 GMT (19:03 local time). The Atlantic Bridge was thus established and, by the end of the war, thousands of aircraft had been flown from North America to the war zones of Europe. It was very successful operation and was accomplished with surprisingly low losses. Those who said the Atlantic could not be flown in winter were proved wrong in the first two months of the operation.” SOURCE: Atlantic Air Ferry, by T.M. (Tom) McGrath, CAHS Journal, Fall 1993, Page 100