Embedded Files
Geophysical crew with portable loop frame electromagnetic apparatus - 1957 HBM&S.
Electromagnetic apparatus, first used in June 1949, reduced the cost of exploration and increased the
efficiency in locating anomalies, such as the ore bodies discovered in the Snow Lake area in 1955 and 1956.
Airborne electromagnetic surveys, conducted since 1957, resulted in the discovery of Westarm Mine in 1973.
Drilling in the North West Territories. Head nets helped against the blackflies - 1939 Tom Creighton.
Tom Creighton was one of the driving forces behind the development of Hudson Bay Mining & Smelting Co., Ltd.
Today it is known as Hudbay Minerals. Our sister community of Flin Flon is bordered by the town of Creighton
named in the honour of this pioneer Geologist.
The above is a Diamond Drill located on the Flin Flon lake bottom which today is covered with many
meters of Mine Tailings. The above drilling operation looks pretty primitive when one looks at the drills
of today. Bob, during his flying career moved many a drill, crews, and supplies which helped develop
the Mining Industry in our Community and Snow Lake, Man.
MODERN DAY DIAMOND DRILL
When Bob looks at the Diamond Drills of today, and thinks back to when they loaded the drill onto the
Otter, along with the steel, bits, and pumps and then were transported to the drill site where they would establish a camp.
Today most of these drills have to be transported overland or moved in with an extremely large helicopter.
The crews usually go in and out every 12 hours by helicopter. Very few drill sites today have outcamps
where the drillers go and stay for a designated length of time. It requires a little more flying but allows
the crews to have the comforts of home.
In 1953 H.B.A.T. purchased a Sikorsky S.55 helicopter for prospecting parties, drill crews and camps in the
Yukon area, and later for airborne electromagnetic surveys. The Sikorsky S.55 was a helicopter which
was used in the Korean War. When HBAT purchased the Sikorsky S.55, it was one of the largest
helicopters used for commercial use in Canada.
The Sikorsky S.55 helicopter was a great addition to H.B.A.T. fleet of aircraft. It made the moving of men
and equipment, installing power poles, and many other tasks a valuable asset to the operation.
Unfortunately a rotor cover became involved in the rotor while the craft was still on the ground
which caused it to roll up into a ball of self destruction. Fortunately no one was hurt and the
helicopter was repaired and sold.
In the 1970's the Sikorsky S.55 was replaced by the Fairchild Hiller 1100 "CF-HBH".
This helicopter, being of a newer and smaller version was definitely a wiser choice for
electronic surveys.
The Fairchild Hiller 1100 was used in geological surveys for a number of years transporting the
Bird as it was referred to. This was a fibreglass shaped rocket designed type instrument
which was used in electromagnetic surveys in search of ore bodies.
The above plane is a Beechcraft Super 18. This was one of the first aircraft that became involved
with Airborne Electromagnetic Surveys. When we look back at this, Bob thinks of the number of
hours which he has flown doing Geological Surveys. This was a great step forward as it
made life for the Geologists and his helper much easier. The above photo unfortunately does not
show the rigging and detection devices that were mounted on the aircraft.
After the Beechcraft, came the DC3. Bob spent a great deal of time flying this Aircraft in
Saskatchewan, Manitoba, Ontario and B.C. With the success of this Aircraft brought about
the development of one of the most sophisticated geological aircraft of it's kind. This
brought about the decision by Anglo American to take this old DC3 and give it a major facelift.
Bob also recalls the day when they were flying along, and all of a sudden he lost an engine.
This created great concern as the plane was towing the Bird which was out behind the plane and
the geologists were ready to cut the cable and drop the Bird. Bob said no, you have 20 minutes to
get it in - see if you can get it in and I will get us closer to the airport to land, and this is the one time in
my life, Bob said it was great to have a second engine. The Bird was worth approx. $20,000.00 and he
honestly felt that if things went well, he would get the plane down and save the Bird, which he did.
When they got the plane on the ground, the first task was to see what caused the engine to shut down.
The DC3's were equipped with a device that when there was a fire in the engine, this device would
shut off all oil and gas. Through their inspection they found that this device had become activated
all on its own, as there is a lever in the aircraft which is sealed, secured and only thrown when
there is a fire in the engine. The part was removed and sent to a lab to be inspected and to this
day no one has ever told me, why this part failed, but I am just thankful that all ended well, and I
had a happy crew as we didn't lose the Bird.
When the DC3 returned to service, it was equipped with turbo prop engines, a totally different designed
front end and equipped with some of the most modern day geological survey equipment available in
the exploration industry of today. This plane is owned and operated by Anglo American and is
involved in looking for mineralization all over the world. Bob did not have the pleasure of
flying this one, for the main reason that it took him too far from home.
This is the front view of the DC3 when it was based at Bakers Narrows and working in the area
when the development of Konuto Lake and 777 as this was a good proving ground for them to test the
ability of the aircraft as they already had reasonabe knowledge of the ore bodies but with the use
of this aircraft, much more was confirmed. When you look at the hoop, the sweat and the blackflies
to a high tech aircraft as above, we have come along way in Mining Exporation. I am sure that
many areas which have been surveyed will be redone and additional ore bodies will be found.
HUDSON BAY AIR TRANSPORT
Bob says when he looks at this Hangar he thinks of the problems he used to have getting these big doors
opened up to get the plane out. When I look at this Hangar, some of the first thoughts which
come to my mind are the names of the men who made this operation the success that it was.
Alex More, Superintendent of H.B.A.T. from 1938 to 1967.
W. H. Bill Beveridge, Chief Pilot since 1967 (HBM&S).
Art Wilson, License in Aircraft Maintenance Engineering
and when HBM&S decided to form their own air
transport department, Art joined forces with pilot
Alex More to form Hudson Bay Air Transport Ltd.
Mike Paplinski - Aircraft Engineer
Other individuals which I remember at H.B.A.T. were Herman Olson, A.E. (Slim) Lindsay,
Roy Willis, Norm Akert, Norm Eryou, Mike Paplinski, Ron Dodds, Gordon King,
Bob Ross, Rod Campbell, Ron Simpson, Gerry Gagne
Donna Willis, Barb May, Pat Warnick and Joy Smith - Secretaries.
Pilots were Alex More, Bill Beveridge, Bob Ferguson, Pat Donaghy, Bob Burgess, Russ Orr,
Ross Lennox, Ted Vancoughnett, Barry Smith,
Donavon Schweitzer - Helicopter Pilot, Ron Allen - Helicopter Pilot,
Bob made the comment that it was a real privilege to have worked with all these individuals
because each and everyone of them brought something to the table which made HBAT a
great place to work.
H.B.A.T.
This picture illustrates 4 aircraft which was part of the fleet. If my memory
serves me right, there was a Cessna 185 and a Helicopter as well.
The above shows the type of payload which was loaded into these Otters and moved to Drill Camps
or any other place where there was supplies of this nature required. By H.B.M.S. having their own
aircraft, it definitely improved the efficiency of exploration and development.
When HBAT closed down they had 3 Otters like the one shown above. They were as follows:
CF-MIQ, CF-PEN, CF-PEM. CF-MIQ & CF-PEN have been converted to turbo, and Bob
says that the last recording that he has is that CF-PEM is no longer flying.
Two Pilots taking a break - Russ Orr and Bob Burgess just hoping for the weather to clear.
DC3 in Wawa, Ontario - doing Aerial Surveys - Bob Burgess and fellow Pilot.
CORPORATE JET - H.B.M.&S.
This Jet was Piloted by another local Flin Flonner, Pat Donaghy and the jet based in Toronto.
Bob went to Toronto for a brief time to try sitting in the co-pilots seat but after a short period
of time, he realized that smooth runways, big airports and world travel wasn't for him,
so he returned back to the north and resumed his career as a bush pilot. This
is where he felt at home.
Here is Bob on the left with the DC3 located in Williams Lake, B.C. and
a geologist unknown on the right.
The above is the type of Terrain that they were conducting an electrical survey which is somewhat
different than the rocks, lakes and bushes which Bob was familiar with.
CINAMA II GLIDER - CF-ZCF
302 Squadron obtained a Glider in the 1970's. This was a fairly active program
spear headed by Bob and Jack Willis. This program gave many of the cadets
an opportunity to go gliding. Bob had also obtained his Gliders License which was
a great asset to 302 Air Cadet Squadron. Many of the cadets of those years, when in
conversation with them, they always refer to Bob as Mr. Burgess. Air cadets was
one organization which helped young men learn procedures and respect for others.
The above photo shows the Glider in tow before releasing at a desired altitude. We were
able to conduct the program at Bakers Narrows at the Municipal Airport. Towards the
end of the Glider Program and the disbanding of 302 Air Cadet Squadron, it was going to
no longer be feasible to use the Municipal Airport as they were involved in the installation
of new landing lights which would absorb the grass space that the Glider Program
had been using. When I look back on this, it was a great program and a good
experience for Cadets.
Here is Bob with his own private plane at Carrot River, Sask. It was an AP 20-22 Piper. CF-ISI
Here is wife Barb in front of their plane at Carrot River, Sask.
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