Embedded Files
ROBERT GORDON BURGESS - BUSH PILOT
Born June 28, 1936 - Carberry, Man.
How Air Cadets and Aviation Shaped My Future and My Life
In 1957, when I came north in search of employment, like many farm boys did in the 1950's
with the idea of making their fortune and returning to the farm and building a future, I accepted
employment with HBM&S in the Smelter and during my employment in the Smelter, I had the
opportunity to work with a friendly man by the name of Freddie Burgess. Freddie was very much
like a father figure to all us young guys and at that particular time, I never realized that some day
I would have the opportunity to work with his son, Bob, and fly with him and also work with him in
302 Air Cadet Squadron as Bob was the C.O. in that organization. In compiling the story of 302
Air Cadet Squadron, I realize the contribution that the Burgess family brought to Flin Flon. In
1942 Freddie & Grace Burgess set out for Flin Flon in search of employment and to build a future
for their family. They came to Cranberry Portage by car and that was as far as the road went in 1942.
They then got aboard the train to take the final leg of their journey to Flin Flon. There was Bob and
his two sisters Bernice and Myrna and his third sister Yvonne was born in Flin Flon. The Burgess
family took up residence in a small home at 505 South Main Street which still stands there today.
Bob attended school at Main School which was located in the vicinity of where our local hospital
is located today. When Bob reached the age of around 12, he became involved with 302 Air Cadet
Squadron. He was part of the Air Cadet movement from 1953-1958 and during that period of time,
he took all the training which the Air Cadets offered and he received his pilots license. After graduation
from school, Bob already had the bug that he wanted to fly and at the age of 17, wanted to join the
Air Force. At that time in life being under 18, you had to have the consent of your parents which
Fred and Grace were not willing to let Bob fly away. He was convinced that he should take the
opportunity of taking an apprenticeship with HBM&S as a machinist. Bob spent the next 5 years
serving his apprenticeship but during that time he was taking flying training and in 1959 received
his Commercial License along with Barry Smith and Bob Crookshanks. On completing Bob's
apprenticeship, he worked afternoon shift and took the opportunity to fly in the mornings for
Parson's Airways which was based in Channing, Mb. When you are young and have a love
for a job which you enjoy, you are always willing to go the extra mile and pay wasn't always
the biggest thing. It was to get the experience, build up credibility and hope the door would
open and give you the opportunity to do something which you love, full time. In 1960, this
opportunity came. Bob was offered full time employment at Parsons Airways and eventually
became Chief Pilot. He served with Parson's from 1960-1965 and 3 years of that was spent at
Lynn Lake, Mb. Bob found it hard to leave Parson's as Hank Parson's played a very
important part in Bob's life. He refers to him as his mentor. Bob says that Hank was the man
who helped him become a successful Bush Pilot but in 1965, a young lady had become into
Bob's life by the name of Barb May and they were married on Oct. 9, 1965. They had two
daughters - May & Heather.
In 1965, a dream came true when he had the opportunity to move from Parson's
Airways to Hudson's Bay Air Transport known as HBAT. Here was a great fleet of planes that were
serviced by a group of six engineers and mechanics. Life now became much easier as your job became
just sitting behind the controls. Up until now, you serviced your own plane, loaded and unloaded it
and made certain that the load was secure and then any other duties which were required if you
had passengers involved. Flying with HBAT was definitely a bush pilots dream. In 1981, with
the downsizing of HBAT, Bob took leave from HBM&S and went to fly as Chiel Pilot
for Jackson Air Services. In 1985 HBAT was
closed down. The planes were dispersed of and HBAT no longer existed. At that point in time, it was
time for Bob to make another change in career. He could go back as a machinist or he could take
the opportunity of becoming an operator with CRP which was Churchill River Power at Island Falls, Sk.
Bob looked at this as a new challenge and was off to work in a Power Generating Station. He remained
on this job in 1985 when CRP was sold to Saskatchewan Power Corporation. Bob then ceased
employment with HBM&S and became an employee of the Saskatchewan Power Corporation.
He remained there until he retired in 2000 but during his employment with CRP and Sask. Power,
he still continued to do Charter Flying. After his retirement from 2000-2007, he flew for outfitters
to remote camps and the Territories and also other points which required the servives of a
Bush Pilot.
Grace & Fred Burgess
This is a clipping from our local newspaper which was a proud day for Bob when he received
his wings and his Private Pilots License from Flying Officer B.J. Gordon and also
Lorne Shockey received his wings from Flying Officer B.J. Gordon. These were two
successful Cadets who received their private license through Air Cadets. The training
for their license took place at the Winnipeg Flying Club in Winnipeg during the summer
and there was 30 Cadets who took part in the training at Steventon Field.
After graduation from High School, Bob commenced his Machinist Apprenticeship with H.B.M.&S.
After his 5 year Apprenticeship and spending a short time behind a Lathe, Bob realized that this
was not going to be his life long profession. After an offer of a job doing something he loved,
the decision was easy for Bob to make - off to Parson's Airways. In the above picture
Front Row L-R - Pat Delgatty - Supervisor, Jim Sorenson, Louie Hurta, Hugh Doran, Bob Burgess
Back Row L-R - Chuck Foster, Vern Storey, ?, Jean Young ?, ?.
This was Bob's first Airplane. This was a 1949 Piper Cub purchased in Winnipeg, Mb., and he flew it home.
Now he has his license and a plane. This being his pride and joy, Bob decided that he required an engine
cover to keep it warm on cold days and protect it from the weather. He got his hands on some fairly canvas
and designed the engine cover, then sewed it up on his Mother's sewing machine. His Mother's sewing machine
was never designed to sew heavy canvas. He said it rather destroyed his Mother's machine which didn't make
him or his cover too popular at the time.
The Winnipeg Tribune, Wed., Dec. 7, 1961
HANK PARSONS
Flying 32 years
Big Hank Prefers The Air
Bush Pilot Tells Story
By Ed Green
Tribune Staff Writer
Give hefty Hank Parsons a pen and sit him behind an office desk and he would probably be lost.
But give him a pair of flying boots, a ski-equipped aircraft and a mission and he would be
right at home. That's Hank Parsons, the bush pilot.
Looking rather uncomfortable in a dark suit and white shirt,
Hank flew into Winnipeg Tuesday for a few days from his home at Flin Flon. He was here to attend the semi-annual meeting of the Western Regional Air Carriers' Association - and talk about the life of 'a bush pilot. About, for example, the day he bought his first aircraft in 1934. It was a red, single-engine, open-cockpit Moth and he flew it for five years on trips out of Savant Lake, Ont., 60 miles east of Sioux Lookout.
"I always dreamed of becoming a bush pilot, ever since the day I saw my first aircraft when I was eight years old," Hank mused.
First Solo
From that day there was no stopping him. In 1929 he made his first solo flight. Today, Hank Parsons owns nine aircraft operating out of Flin Flon and Lynn Lake and values his assets at $250,000.
Hank had it hard. But he was determined and scraped and saved to buy that first aircraft. He took jobs as an ironworker, a fireman, an oiler on the Great Lakes, and in a paper mill and sash and door factory. He was a trucker for one week - until he hit a cannon in front of the city hall in Fort William. It was excitement that made Hank Parsons become a bush pilot. He wanted something out of the ordinary, something a little different and he found it flying over Canada's northland.
Emergency Flights
In Hanks words "you get used to" taking off at all times of the day and night in all kinds of weather on emergency trips. It could be a hospital case, a murder, a suicide or shooting. The RCMP phone and Hank or one of his six pilots are on their way. On the average they make three emergency flights a week.
There is one tree-hopping, hair-raising emergency flight Hank will always remember. It was a hospital case and he had to fly an injured woman out of the bush at an altitude of 50 feet for 200 miles because the weather was so bad. Whatever the weather-cross winds, snow storms, drifts -you go, Hank said. And you have to push it all the way.
Aircraft Trouble
"Then there is aircraft trouble. Perhaps a broken float or ski or engine failure. But you get used to it." Emergency flights don't take up too much of the bush pilot's time. The bulk of it is taken up flying out parties on fishing or hunting trips, and transporting miners and equipment up north. In his quest for excitement, Hank has logged 14,000 flying hours, and lived everyone of them.
Ten years ago, he started to write a book, an account of is
experiences as a bush pilot. Thanks to his busy flying schedule, he's still writing it.
HANK PARSONS
The above image of Hank was taken in the local Library in 1978 for the launch and signing
of his book - The Trail of The Wild Goose.
Hank was definitely a pioneer in the development of Northern Manitoba.
Bob refers to Hank as his mentor. He was the man who was responsible for
training and showing Bob how to become a successful Bush Pilot.
Bob's thoughts and feelings for Hank run deep.
BOB BURGESS
This is around the time that Bob was completing his apprenticeship to be a Machinist
and beginning to realize that he was not wanting to spend the rest of his life standing
behind a Lathe. The urge to be a Pilot was very deeply ingrained in Bob.
LUSCOMBE
This was Bob's second plane in his flying career. With it being aluminum, it was somewhat lower maintenance
and being powered with a 65 HP motor, he could fly for $11.50 from Winnipeg to Flin Flon which was very economical
as he owned this plane in the 1950's.
KID SISTER MYRNA & FRIEND
Bob had taken his sister Myrna and friend Pat McMann on a flight to Island Falls.
RON DODDS
Flying was not always fun. If you don't believe it, ask Ron Dodds. As a Mechanic, keeping
planes warm, making sure they could fly was not always fun when you were up to your
knees in snow.
RON DODDS
Ron was transferring fish in the old Norseman, winter or summer was not always fun. When you
were moving fish there was always a certain degree of slime that managed to end up on the floor
of the aircraft. This always led to major cleanup between loads of fish, other types of cargo
and people. What we are witnessing here in this picture is Ron drying out a Norseman
with a Herman Nelson Heater. These heaters did the job but you had to watch them
closely to make sure that nothing became overheated and you ended up burning up the plane.
This was not always a job that maintenance people and pilots enjoyed doing.
BOB'S LOG
This log that you are looking at represents many take offs and landings on water, on snow, ice
and airport runways. The life of a Bush Pilot represents many different situations which involved
landings and take offs. One had to have the ability to choose the right spot, angle, and distance
to make sure that you could become airborn in a safe manner. When you look at the above
log, with over 15,000 plus hours, you realize that one would have to make many decisions to
get yourself up and then down with your cargo and passengers in a safe manner. Bob
feels very fortunate that all his landings, he was able to walk away from. This is a major accomplishment.
COMMERCIAL LICENSE
Bob received his Commercial License in 1959, along with Barry Smith and Bob Cruikshanks. This was
the first step in becoming a Bush Pilot. Now he had to find somewhere to get the flying time so that
someone would be interested in giving him a job as a Pilot. During his apprenticeship and a short term
as a Machinist, Bob worked afternoon shift at H.B.M.&S. and then an early morning shift at
Parsons Airways. In 1960, Hank Parsons offered Bob employment as a Pilot where he remained
until 1965 and during that time, he spent 3 years in Lynn Lake working for Parsons Airways.
Here is a little black folder that Bob still holds today with the same degree of pride as he had
in 1959 when he received it.
Certificate of Proficiency in Radio - In Nov. 21, 1961, Bob received this certificate which allowed him
to communicate on the air waves as a Commercial Pilot. Today when you receive your license
your radio certificate is part of it but in 1961, it was a separate identity. This type of document
does not exist today, but radio and communications has improved a considerable amount
from the 1960's to today.
Page updated
Google Sites
Report abuse