Birthdate: June 16, 1896
Birth Place: Toronto, Ontario
Death Date: June 27, 1975
Year Inducted: 1974
Awards: The McKee Trophy
"His practical development of aircraft modifications and utilization, in the protection and preservation of forested areas and wilderness parks, has been of outstanding benefit to Canadian aviation." - Induction citation, 1974
Frank Archibald MacDougall, B.Sc.F., was born in Toronto, Ontario, on June 16, 1896, and received his primary and secondary education at Carleton Place, Ontario. He attended Queen's University at Kingston, Ontario, during 1915, but left to enlist in the Royal Canadian Artillery. He served in France as a signaller and was injured by chlorine gas at Vimy Ridge. He returned at war's end to attend the University of Toronto, where he graduated in 1923 with a degree in forestry.
Following the war he worked on the temporary staff with the Ontario Provincial Forestry group and in 1922 took part in the James Bay survey which operated from a base near Kapuskasing. This was the summer of ravaging forest fires in northern Ontario, as well as the disastrous fire at Haileybury on the shore of Lake Timiskaming, with its devastating losses. That event made a distinct impression on MacDougall and had much to do with shaping his future career.
The government of Ontario employed MacDougall in their forest survey branch during the summers of his university years, and following his graduation named him Assistant Forester of the Pembroke and Sault Ste. Marie district. In 1924 he was named district forester of the Sault St. Marie district, the same year the Ontario Provincial Air Service was formed. It was during this period he became convinced of the usefulness of aircraft in the protection of forests and in the administration of the province's parks. G.H.R. Phillips encouraged him and became his flying instructor. MacDougall gained his Commercial Pilot's Licence in 1930, eventually logging some 6,000 hours as pilot-in-command. He also obtained his Air Engineer's Certificate that same year.
From 1931 to 1941 MacDougall served as Superintendent of Algonquin Park and Chief Forester of the Pembroke district. With his broad spectrum of knowledge and experience, he was appointed Deputy Minister of Lands and Forests. The Department of Game and Fisheries was added to this portfolio in 1946.
MacDougall immediately became involved in the expansion and development of air services, with particular application not only to the detecting of forest fires, but in suppressing them by means of water-bombing from the air. His department was directly responsible for developing the water-bombing tanks to equip the fleet, and this method of combating forest fires has since been adopted by numerous other forestry protection air services. In addition, he developed the use of department aircraft for the administration of game and fish regulations, wild life surveys, and the movement of inspectors and other officers on forest management duties. The restocking of lakes and streams with game fish fingerlings dropped from aircraft was another function assumed by his department.
MacDougall's lengthy experience as a pilot, flying across unmapped and uninhabited areas, led him to take active steps in developing the Canadian-designed and built de Havilland Beaver and Otter aircraft to meet northern bush requirements. He gave both stimulus and initiative to the development of these world-famous aircraft by placing orders for them even before they had flown. The first OPAS Beaver was delivered in April 1948, and over the years the department owned 45 Beavers and 28 Turbo Beavers. It was through his foresight and decisions that the Ontario Department of Lands and Forests operates the world's largest fleet of government-owned aircraft on forest protection services. For these contributions to aviation he was awarded the Trans-Canada (McKee) Trophy for 1963. MacDougall retired from government service in 1966, on his 70th birthday. He died in Toronto on June 27, 1975.
Frank Archibald MacDougall was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
Birthdate: March 27, 1905
Birth Place: Vancouver, British Columbia
Death Date: November 4, 1980
Year Inducted: 1983
Awards: O.C., D.Sc.(Hon.), LL.D.(Hon.), Gzowski Medal (Engineering Institute of Canada), FASI, FRAS, FEIC, American Society of Women Engineers Medal, Julian C. Smith Memorial Medal (EIC), The Amelia Earhart Medal (The 99’s)
"Her contribution to Canadian and international design and engineering, her high honours, her resolve that led her to the top of her profession, have been of outstanding benefit to Canadian aviation." - Induction citation, 1984
Elizabeth Muriel Gregory (Elsie) MacGill, O.C., B.Sc., M.Sc., D.Sc.(Hon.), LL.D.(Hon.), was born in Vancouver, British Columbia, on March 27, 1905. She received her education in Vancouver and then attended the University of Toronto. In 1927 she became the first woman to graduate from that university with an Electrical Engineering Degree. This was followed by graduate study at the University of Michigan, where, in 1929, she became the first woman to receive a Masters Degree in Aeronautical Engineering.
While MacGill was at the University of Michigan, she was stricken with acute infectious myelitis, a form of polio. She wrote her final exams from her hospital bed, determined that her disability would not stop her pursuit of a career in engineering. In 1933 she enrolled at the Massachusetts Institute of Technology to further her post-graduate work in aeronautics. In 1934 she was hired as an engineer at Fairchild Aircraft Limited at Longueuil, Quebec. During her time with the company she worked on stress analysis of the prototype Fairchild Super 71, which had the first stressed-skin, all-metal fuselage designed and built in Canada.
In 1938 she left Fairchild to become Chief Aeronautical Engineer at the Fort William (Thunder Bay) plant of Canadian Car and Foundry Company Limited. It was there that she became the first woman to work on the over-all design of an airplane, the Maple Leaf II, a two-seat, single-engine biplane designed as a primary trainer for use on wheels, skis or floats. This trainer received its certificate of airworthiness, aerobatics category, within eight months of the commencement of design, an outstanding achievement. She flew with the pilot as an observer on all test flights of this little trainer.
A few weeks after the beginning of World War II in 1939, she was informed that the plant would be involved with large-scale production of military aircraft. She was put in charge of all engineering work related to the Canadian production of the British-designed Hawker Hurricane fighter. Within a year the old railway car plant was producing three fighters a day with a staff of 4,500. A total of 1,450 Hurricanes were produced in just two years. When this contract was completed, MacGill was responsible for the production of 835 Curtiss Hell Divers for the U.S. Navy.
In 1937 she became the first woman to be admitted to corporate membership in the Engineering Institute of Canada and received the Institute's Gzowski Medal in 1940 for her paper on "Factors Affecting the Mass Production of Aeroplanes." In 1943, MacGill left Canadian Car to set up her own consulting business in Toronto as an aeronautical engineer. That same year she married a fellow aircraft designer, E.J. (Bill) Soulsby, Assistant General Manager of Victory Aircraft Limited at Malton, Ontario.
In 1946 MacGill became the first woman to serve as Canadian Technical Advisor to the International Civil Aviation Organization (ICAO), where she helped draft the international air worthiness regulations for the design and production of commercial aircraft. In 1947 she served as chairman of the stress analysis committee at ICAO, the first woman to hold this position.
MacGill held Fellowships in the Canadian Aeronautics and Space Institute, the Royal Aeronautical Society, and the Engineering Institute of Canada. She was a member of the American Institute of Aeronautics and Astronautics, and the first woman member of the Association of Professional Engineers of Ontario.
MacGill's contributions and accomplishments earned her wide recognition and many honours. The American Society of Women Engineers honoured her in 1953 and presented her with the Society's medal, the first time these distinctions were granted to someone outside of the United States. The Canadian Government, recognizing her substantial contributions, appointed her an Officer of the Order of Canada (O.C.) in 1971. She received the Engineering Institute of Canada Julian C. Smith Memorial Medal in 1973. The Ninety-Nines International Organization of Women Pilots awarded her the Amelia Earhart Medal in 1975. Four Universities conferred Honorary Doctorates on her: Toronto (1973), Windsor (1976), Queens (1978) and York (1978).
In addition to her aeronautical pursuits, she had a concern for the legal rights and status of women, became active in women's organizations throughout Canada, and was highly respected for her thoughtful and constructive views. In 1967 she was one of the seven appointees to the Royal Commission on the Status of Women. Just prior to her death she had accepted an appointment to the Canadian Organizing Committee for the 1981 International Year of the Disabled. She died in a car accident at Cambridge, Massachusetts, U.S.A., on November 4, 1980, before she could participate on this committee.
Elizabeth Muriel Gregory (Elsie) MacGill was inducted as a Member of Canada's Aviation Hall of Fame in 1983 at a ceremony held in Edmonton, Alberta at a ceremony held in Edmonton, Alberta.
"Queen of the Hurricanes: The Fearless Elsie MacGill" - Crystal Sissons (2014)
"Her Daughter The Engineer: The Life of Elsie MacGill" - Dick Bourgeois-Doyle (2008)
“No Place for a Lady - The story of Canadian Women Pilots” - Shirley Render (1992)
Birthdate: June 2, 1914
Birth Place: Amherst, Nova Scotia
Death Date: March 6, 1991
Year Inducted: 1973
Awards: The McKee Trophy
"He has met and defeated every aeronautical challenge as both pilot and navigator in the crudest of geographic arenas and his Arctic flights have proven to be of outstanding benefit to Canadian aviation." - Induction citation, 1974
Gerald Lester (Gerry) Maclnnis was born in Amherst, Nova Scotia, on June 2, 1914. He was educated there, at Point Pleasant, Prince Edward Island, and Montreal, Quebec. The Royal Canadian Air Force (RCAF) accepted him for air crew training in 1941. He graduated as a commissioned officer and air observer and was posted to No. 116 Squadron at Dartmouth, Nova Scotia, on anti-submarine patrols during the Battle of the Atlantic. The following year he transferred to 117 Squadron on aerial patrols over the Gulf of St. Lawrence, under Wing Commander Stan R. McMillan.
In 1943 he was selected for pilot training and at graduation, became one of the few members of the RCAF qualified to wear both observer and pilot wings. He returned to No. 117 Squadron until 1944 when a transfer placed him with No. 45 Group, Royal Air Force Transport Command, based at Dorval, Quebec, where he was promoted to Flight Lieutenant. He completed a number of long-range ferry flights.
Maclnnis was seconded to British Overseas Airways Corporation (BOAC) as an Instrument Flight Instructor and Check Pilot on the North Atlantic Ocean route in 1945. At the end of World War II, BOAC offered him a permanent position and he subsequently qualified for both British and American Senior Pilot's Licences, Instrument Ratings and Navigator's Certificates. In 1948 he qualified as Captain on the Constellation. He resigned in 1950 to become a full-time farmer on Prince Edward Island.
In 1951 the Distant Early Warning (DEW) Line, a chain of radar stations, was under construction in the eastern Arctic as part of the Canada-United States northern defence line. Maritime Central Airways, operated by C.F. Burke, was the prime airlift contractor for the eastern sector of the DEW Line. Burke offered Maclnnis a position as a pilot, which would take him to a setting very different from the idyllic farm life of the Maritimes.
Maclnnis was given the responsibility of landing the advance parties at each of the sites in the Arctic region, set 50 miles (80 km) apart and extending over a total distance of 900 miles (1,450 km), from St. John's, Newfoundland, along the coast of Labrador, to Frobisher Bay, Northwest Territories. He personally carried out the initial aircraft landings at all but one of these points, enabling camps to be set up preparatory to construction work. The task of locating the sites was a serious problem in itself. While the sites had been chosen by advance aerial surveyors and marked on maps, there were few, if any, geological features to facilitate their identification from the air. Moreover, for the initial flights, navigational aids were non-existent.
Maclnnis' aerial operation was considered one of the most difficult in the history of Canadian commercial aviation. Long distance flights in ski-equipped Douglas DC-3/C-47 aircraft through brutal winter storms to unmapped areas were a constant requirement. Due to the distances involved, aircraft had to leave the main base on almost every flight with full tanks of fuel, thus reducing the payload. After landing the advance party, it was necessary to complete a second and sometimes a third flight to each site to deliver supplies, and equipment for setting up navigational aids for further flights.
During this 29-month period in the north, Maclnnis flew 2,455 hours, of which 540 hours were completed at night. He was awarded the Trans-Canada (McKee) Trophy for 1955. His abilities as a pilot and navigator were cited as one of the greatest single factors in the success of the DEW Line venture.
In March of each year from 1952-1954, Maclnnis was assigned to lead seal surveys. Patrol flights were made over the Atlantic Ocean north of Newfoundland to chart the movement of the sea ice to help in predicting the locations of seal herds. During these periods he also completed a number of emergency missions in that region.
Work on the DEW Line was completed in 1957, and for the next two years, Maclnnis flew long-range charter flights. In 1959 he coined the Ministry of Transport (MOT) as an Air Carrier Inspector. He was transferred to Ottawa, Ontario, in 1965, and named Supervisory Pilot for the MOT fleet of fixed-wing aircraft. When he retired from MOT on June 1, 1979, he had flown 21 different aircraft types and spent over 21,000 hours in the Captain's seat, which is equivalent to almost 2.5 years off the ground. He died in Ottawa on March 6, 1991.
Gerald Lester (Gerry) Maclnnis was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
Birthdate: May 28, 1893
Birth Place: Ottawa, Ontario
Death Date: July 4, 1988
Year Inducted: 1977
Awards: D.S.O., M.C.*, D.F.C., The Croix de Guere (France), Legion of Honour (France)
"His exceptional success as a wartime aviator in the cause of peace, coupled to a succession of civil pioneering achievements as a first generation bush pilot and his dedication to purpose in fostering the growth of the Air Cadet league of Canada, despite adversity, have been of outstanding benefit to Canadian aviation." - Induction citation, 1977
Donald Roderick MacLaren, D.S.O., M.C.*, D.F.C., was born in Ottawa, Ontario, on May 28, 1893. His family lived for some years in Calgary, Alberta, and Vancouver, .British Columbia. In 1914, after two years at McGill University in Montreal, Quebec, he accompanied his father and brother to northern Alberta, where they opened a fur-trading post at Keg River, about 200 miles (320 km) north of Peace River Crossing.
In early 1917 MacLaren joined the Royal Flying Corps (RFC) in Canada, completed his flying training at Camp Borden, Ontario, and was brevetted a pilot that same year. After operational training in England as a 2nd Lieutenant, he was posted to 46 Squadron in France. He remained with that unit during his entire tour of combat flying, becoming Commander of the squadron within a year.
His first aerial victory came in March of 1918, and from that time on, except for two brief periods of leave, his name was featured almost daily in military communiques. In April he was promoted to Captain, awarded the Military Cross (M.C.) and named Flight Commander. During one sortie behind enemy lines he disabled a long-range gun and shot down one balloon and two enemy aircraft. Three months later, when his score of hostile aircraft destroyed stood at nine, he was awarded a Bar to the Military Cross. Only a few weeks later, having by then shot down thirty-seven enemy aircraft in combat, he was awarded the Distinguished Flying Cross (D.F.C.). He was promoted to Major and given command of the squadron.
By October of 1918 his record of victories was exceeded by only two other pilots then at the front, William Barker and Raymond Collishaw (both Hall of Fame 1974). Just two weeks before the Armistice he had his last enemy engagement, bringing his total score of victories to forty-eight aircraft and six balloons. He was awarded the Distinguished Service Order (D.S.O.). France awarded him the Croix de Guerre and made him a Chevalier of the Legion of Honour.
At war's end in 1918, he assisted with the formation of the non-permanent Canadian Air Force that came into being in 1920 under the administration of the Canadian Air Board. In the spring of 1921 he was back in Vancouver, and in 1924 he bought a Curtiss JN-4 and formed Pacific Airways Limited at Vancouver, in 1925, carrying out fishery patrols and aerial surveys for the Canadian government. He served as Executive Officer and Chief Pilot of the far-ranging fleet until 1928, when his company merged with Western Canada Airways Limited.
When MacLaren became Superintendent of the Pacific Coast Division of Western Canada Airways, with headquarters at Vancouver, he expanded the air operations into the Yukon using the latest available aircraft, on which he became qualified. Pilots under his command in the sub-Arctic, the Yukon and throughout British Columbia included Norm Forester and Stan McMillan. In 1929 he and Herbert Hollick-Kenyon flew the experimental airmail service between Regina and Moose Jaw, Saskatchewan, and Medicine Hat, Lethbridge and Calgary, Alberta.
Western Canada Airways was absorbed by Canadian Airways Limited in 1930, an airline created by James A Richardson, who tried to form a national airline with offices across the country and regional managers such as Don MacLaren, Punch Dickins, Romeo Vachon and Herbert Hollick-Kenyon. MacLaren was named Assistant General Manager for British Columbia and the Yukon, a position he held until 1937.
In 1937 MacLaren was hired by Trans-Canada Airlines as its first employee, Assistant to the Vice-President. He was appointed Vice-President of Operations in Ottawa, and selected airline pilots for this new airline from among the best of Canada's well known bush pilots. Within three years he was appointed Superintendent of Stations and Director of Passenger Services. In 1945 he was named Executive Assistant to the President, Pacific Area. He retired from TCA in 1958.
The Air Cadet movement was one of MacLaren's long-time interests. In 1941 he formed the first Air Cadet Squadron in Winnipeg, Manitoba. He rose from Provincial Chairman to the Presidency of the Air Cadet League of Canada. Air Canada designed the D.R. MacLaren Trophy in his honour. It is presented annually to the most proficient Royal Canadian Air Cadet Squadron in British Columbia.
MacLaren died in Vancouver on July 4, 1988, at the age of 95.
Donald Roderick MacLaren was inducted as a Member of Canada's Aviation Hall of Fame in 1977 at a ceremony held in Edmonton, Alberta.
Birthdate: February 1, 1892
Birth Place: Olympia, Washington, USA
Death Date: December 12, 1959
Year Inducted: 1977
Awards: FCASI, The McCurdy Award (CASI)
"His engineering skills, coupled with inventive genius, an ability and a willingness to explain his engineering principles, the self-set standards of perfection which he himself met and which he demanded of others, have been of outstanding benefit to Canadian aviation." - Induction Citation, 1977
Merlin William (Mac) MacLeod was born in Olympia, Washington, U.S.A., on February 1, 1892. He attended school there and at Tacoma, Washington, until 1910 when he moved to Vancouver, British Columbia.
MacLeod joined Canadian Airways Limited at Winnipeg, Manitoba, in the early 1930's as a flight mechanic and worked with bush pilots in Canada's north. On one occasion, after his aircraft crash-landed in an uninhabited area and splintered the propeller, he hand carved another which worked well enough to enable the pilot to fly the aircraft to civilization. In 1933 he was severely injured in an aircraft crash near Lac du Bonnet, near the southern tip of Lake Winnipeg, Manitoba. Although unable to walk, he was credited with saving the life of his pilot through emergency first aid.
In 1937 MacLeod was employed by Trans-Canada Airlines in Winnipeg as an air engineer, before moving to Dorval, Quebec, as Superintendent of production overhaul. He became, successively, Superintendent of job methods and development, and Development Engineer.
MacLeod's inventive genius led to many aircraft-related technical advances. He invented the brake disc slotting system which provided more efficient cooling of the discs, thus reducing warping of aircraft brake discs. This application is used world-wide. He developed a cowl flap which was designed to regulate engine temperatures. It greatly increased the time required between engine over-hauls, and was an immediate success. Not only did it benefit Canadian air transport operations, it is used internationally. In 1949 he was responsible for inventing the cross-over exhaust system which greatly reduced noise in the cabins of North Star aircraft.
A classic in aeronautical design was his ball and socket principle for exhaust systems, which added to the safety and economy of aircraft engine exhaust systems in Canada, the United States and Great Britain. Numerous other inventions and improvements in the aircraft industry are credited to him, such as pneumatic deicers, emergency fuel systems and hydraulic and lubrication systems.
Perhaps less tangible, but with equal impact on the aviation industry generally, were the methods he used to instruct those under his command in job handling and personnel training.
He was named an Associate Fellow of the Canadian Aeronautics and Space Institute and was honoured with the McCurdy Award in 1954 for his sustained contributions in the field of aviation. The citation stressed his consistent display of ingenuity, and his abilities to pass on to others his experiences and ways of accomplishing certain tasks.
MacLeod retired from TCA in 1959, and died at Pointe Claire, Quebec, on December 12, 1959.
Merlin William (Mac) MacLeod was inducted as a Member of Canada's Aviation Hall of Fame in 1977 at a ceremony held at Edmonton, Alberta.
Birthdate: October 14, 1914
Birth Place: Montreal, Quebec
Death Date: March 28, 1988
Year Inducted: 2005
Awards: A.F.C., C.D., Fellow of the Royal Institute of Navigation, FCASI
"Through his superior intellect and his devotion to duty, his accomplishments as a high latitude researcher and development of a practical polar grid navigation system, he has made a superb contribution to aviation in Canada's polar regions and safer worldwide air transport operations." - Induction citation, 2005
Kenneth Cecil Maclure, A.F.C., C.D., B.Sc., M.Sc., PhD (Nuclear physics) was born in Montreal on October 14, 1914. He completed high school there and entered McGill University on a full scholarship. He graduated in 1934 with a Bachelor of Science degree in Mathematics and Physics.
In the fall of 1939 he was selected among the top McGill graduates to initiate the training of navigators for the newly planned British Commonwealth Air Training Plan (BCATP). He joined the RCAF and began the first Instructor's Course in navigation at Trenton, Ontario before moving to the Air Navigation School at Rivers, Manitoba.
In 1941 Maclure was posted to the Royal Air Force (RAF) No. 31 Air Navigation School at Port Albert, Ontario where the RAF's chief navigational school had been transferred from England. A recently developed Link Celestial Navigation Trainer had been installed there. It was able to simulate flights at all latitudes, including the polar region. This intrigued him and further stimulated his interest in problems associated with polar navigation.
With his solid background in mathematics and physics and an interest in the basics of air navigation, Maclure quickly grasped the extent of the problem and immediately set about finding answers. His study culminated in a definitive paper on polar navigation which was published in the fall of 1941. While not the first to suggest a grid overlay, he was the first to propose a method for using it effectively. He named it the Greenwich Grid since his proposal involved drawing reference lines parallel to the Greenwich Meridian.
Acknowledging that the magnetic compass was of very little use in the polar region, he suggested that a directional gyroscope could provide a stable and practical steering reference. He then described how the procedure was to be used to maintain a desired heading using the astro-compass, celestial bodies, and a constant scale chart, such as the Polar Stereographic, with the Greenwich Grid overlay. The traditional coordinates of latitude and longitude would continue to be used to identify a geographic location as well as the position of the aircraft.
Because the war demanded all available resources, and very high latitude flights were not a priority at the time, nothing further was made of this highly significant development, although it was a matter of serious discussion at high levels in RAF, RCAF and U.S. military circles. Maclure's paper remained under security wraps until the end of WW II.
In October 1941 he was assigned to oversee navigation training at the BCATP schools in Western Canada. The following year, Maclure, then a Squadron Leader, attended the first Specialist Navigation Course in England. He then returned to Canada where he held senior navigation training positions at Air Force HQ and No. 3 Training Command in Montreal. He was now an Acting Wing Commander.
In November 1944 at the request of the RAF, Maclure again went overseas to serve as Director, Test and Development at the Empire Air Navigation School (EANS) in Shawbury, which was considered the leading allied air navigation school at the time. Planning now began, under his guidance, to test the Grid Navigation System.
In May 1945 a specially modified Lancaster bomber aircraft, named "Aries", undertook a series of flights to both the North Geographic and North Magnetic Poles. These flights, involving 110 hours flying time between May 17 and 26, established the Greenwich Grid as a fully practical and safe routing navigation technique. One of the flights also established that the North Magnetic Pole was about 480 kilometers north-northwest of its charted position, further emphasizing the failure of the magnetic compass as a steering reference.
To obtain his instrument readings, Wing Commander Maclure worked under extreme conditions, spending up to nineteen hours at a time confined to the rear of the Lancaster's fuselage where inside temperatures were almost as cold as outside - often down to minus 65 degrees.
On a flight destined for Whitehorse, Yukon the Aries stopped briefly at the RCAF Central Navigation School in Rivers, Manitoba, where the staff was briefed on the success of the Aries flights and the utility of the Greenwich Grid. Following a stopover in Whitehorse, a direct flight was made back to the EANS at Shawbury, once again successfully employing the Greenwich Grid navigation technique. Thus Maclure was the first Canadian to fly over the North Geographic Pole.
Upon completion of the Aries flights, Maclure received the Air Force Cross from the RAF in recognition of his contributions as the senior navigator directing all aspects of the Aries research flights. The U.S. Institute of Navigation honoured him with their prestigious Thurlow Award in recognition of his "outstanding contribution to the science of navigation" in 1945. He was the first recipient of this award.
On his return to Canada in 1946, Maclure was seconded to the Arctic Section of the Defence Research Board to work on arctic navigation problems. At this time, through security declassification and the publicized success of the Aries flights, the Greenwich Grid system had gained wide recognition. His writing and speaking engagements ranged from consulting with the U.S. military on the Greenwich Grid technique to addressing the Royal Geographic Society in the UK on the technical aspects of the Aries polar flights. During this time, other Aries-related articles were published in various journals.
In 1948 Maclure returned to McGill University for post-graduate studies in Physics, and acquired an M.Sc. in 1950, and a Doctorate in Nuclear Physics in 1952. He was elected a Fellow of the Royal Institute of Navigation in 1949.
During the early 1950's, Maclure returned to the field of research as Senior Test Engineer at the Central Experimental and Proving Establishment (CEPE) at RCAF Station Rockcliffe. Promoted to Group Captain in 1958, he served at Air Force Headquarters as Director of Armament Engineering. He was later posted as the Canadian Military Attache to Warsaw, Poland where he served for three years.
When he returned to Canada in 1961, he was again seconded to the Defence Research Board, this time to the Pacific Naval Laboratory at Esquimalt, B.C. as head of the Electro-Magnetic Research Group. He was engaged in acoustic and electromagnetic research in ice-filled waters, a matter of extreme importance to RCAF anti-submarine operations. Unfortunately, because of the military sensitivity of much of his work, his contributions are not widely known outside of the military.
Maclure retired from the RCAF in November 1969, but he continued as head of the Electro-Magnetic Research Group at Esquimalt conducting research in the Arctic on under-sea and ice experiments out of Resolute Bay, NWT. He also served as a part time lecturer in Physics at the University of Victoria. In 1971 he was appointed Chief of Defence Research Staff at the Canadian High Commission, London, a position he held for four years. In 1974 he was elected Vice President of the Royal Institute of Navigation. He returned to Canada in 1975, to the Defence Research Board as senior research and development planning officer. He was elected Fellow of the Canadian Aeronautics and Space Institute (CASI) in 1976. He retired in October 1979 and continued to live in Ottawa.
Group Captain Maclure died suddenly on March 28, 1988 while vacationing in Mexico.
Kenneth Cecil Maclure was inducted as a Member of Canada's Aviation Hall of Fame at ceremonies held in Edmonton, June 4, 2005 at a ceremony held at Edmonton, Alberta.
Birthdate: June 15, 1939
Birth Place: Vancouver, British Columbia
Year Inducted: 2009
Awards: Medaille de L'Aeronautique (France), Award of Excellence (BC Aviation Council)
"His visionary leadership has made Conair Group a world leader in the development of aerial fire-control aircraft, and led to the founding of Cascade Aerospace, a multi-dimensional engineering, maintenance and management services organization, resulting in major contributions to Canada's aviation industry." - Induction citation, 2009
Barry Marsden, D. of T. (Hon), was born on June 15, 1939 in Vancouver, British Columbia. He grew up in Creston, BC. As a teenager, he was fascinated by airplanes and by 1954 he was holding flag markers in farm fields for agricultural spray planes to aim at.
He earned his pilot licence in 1958 at Skyway Air Services of Langley, BC. He attended the Southern Alberta Institute of Technology's Aircraft Maintenance Engineering Program, then began his aviation career as a mechanic and pilot at Skyway.
In 1969 Marsden was a co-founder of Conair Aviation Ltd., which was formed as a spin-off from Skyway Air Services. There he assumed successive positions, including Chief Pilot, Superintendent of Flight Operations, and Director of Operations. He logged more than 3,500 hours in aerial forest fire suppression and specialty spraying operations, including spruce budworm control.
Under his leadership, Conair evolved from an aerial fire control operator to become a world leader in the development of fire control aircraft and products. The Conair Firecat was developed by modifying the Grumman S-2 Tracker military surplus aircraft. The first Firecat was modified in 1978, and Conair went on to develop the Turbo Firecat, which accommodates larger tanks, in 1988. In 1982, France ordered 14 Firecats and became one of many countries whose fire protection agencies adopted Conair's methods of safely fighting fires from the air.
During the 1970's and 1980's, Conair expanded significantly, and added a helicopter division to support its forest management operations and provide services for mining exploration and seismic work. Today, the fire control section operates more than 60 aircraft, including a variety of water-scooping Air Tankers and Air Attack (Bird Dog) aircraft types.
In 1991 Marsden became President and Chief Executive Officer of Conair. By the early 1990's, the company was providing maintenance for its own fleet of over 90 aircraft. Conair began to offer maintenance services to other operators, including line and heavy maintenance, custom repairs and modifications, aircraft and component overhaul, and avionics installations.
He soon envisioned the expansion of Conair's aircraft maintenance and engineering capabilities. Cascade Aerospace was formed in 2001, with Marsden as CEO. A $50 million state-of-the-art facility was built on the Conair property at Abbotsford International Airport, designed for the maintenance, repair, overhaul and modification of narrow-body commercial transport aircraft. This new 250,000 square foot hangar, about the size of a football field, is capable of holding eight Boeing 737 aircraft at any one time.
In 2004 Marsden assembled a world class management team, and, with several C-130 experts, won a $434,000,000. contract in 2005 to manage Canada's fleet of 32 C-130s for the Department of National Defence. This contract goes far beyond maintenance, repair and overhaul of the aircraft; it includes all of the engineering, maintenance planning and scheduling, modification design and installations, field maintenance support, parts procurement and component repair and overhaul.
Today, Cascade Aerospace's 606 professionals specialize in all models of Boeing 737, Boeing 757 and Lockheed Martin C-130 aircraft and conduct about 850,000 hours of aircraft maintenance and modifications annually. Cascade serves some of the largest airlines in North America, including Alaska Airlines, Continental Airlines, Southwest Airlines and WestJet, as well as several major aircraft leasing companies.
Marsden served as Chairman of the Board for both Conair Group and Cascade Aerospace. These two well-respected and thriving businesses employ more than 800 people and substantially contribute to the local economy and to the aviation and aerospace industries in Canada and BC.
He was instrumental in developing an innovative model for educating students to better meet aerospace industry needs. He worked in partnership with University College of the Fraser Valley to develop the Technician Programs in Aircraft Structures and Aircraft Interiors, creating an especially close relationship between the UCFV and Cascade Aerospace. Conair has provided UCFV with one of its hangars to house its programs, giving it a permanent training base with room to expand its programs.
Marsden is deeply committed to the aviation and aerospace industries and to the community, and is involved, or has been involved in the past, with these and many other associations:
• Past Chairman and Director, Aerospace Industry Association of Canada
• Director, Abbotsford Airport Authority
• Director, Industry Training Authority for the Province of British Columbia
• Past Member, National Research Council Associate Committee for Forestry Aviation
Marsden has received many honours for his effective leadership, including the Outstanding Achievement Award in Aviation Maintenance, Repair and Overhaul which he won in 2003 at Aviation Week's industry conference in Ft. Lauderdale, Florida.
In 2004 the University College of the Fraser Valley bestowed on him an Honorary Doctor of Technology degree for his long-term contribution to the Canadian aerospace industry.
In 2006 he received the Medaille de L'Aeronautique from the Government of France for his innovative leadership and ability to meet the needs of the government of France for almost 30 years by ferrying aircraft to southern France in the early 1980's, sharing his aircraft maintenance expertise and aerial fire control tactics, and delivering two state-of-the-art, Cascade designed and certified Q400-MR multi-role aircraft in 2005.
In 2007 the BC Aviation Council presented him with an Honorary Lifetime Membership and the Chairman's Award of Excellence for his substantial contribution to the aviation and aerospace industries in the province.
In 2008 Marsden was appointed to B.C. Premier's Economic Advisory Council which will provide advice and recommendations to the government on enhancing the province's economy.
Barry Marsden was inducted as a Member of Canada's Aviation Hall of Fame at ceremonies held in Wetaskiwin, Alberta on May 30, 2009.
Birthdate: March 20, 1896
Birth Place: Carberry, Manitoba
Death Date: June 21, 1952
Year Inducted: 1974
Awards: OBE, DFC, U.S. Medal of Freedom with Bronze Palm
"The continued offering of his aeronautical brilliance in the crudest geographic arenas; his total dedication to the cause of uniting people through air transport, and his numerous and humane contributions, have been of outstanding benefit to Canadian aviation." - Induction citation, 1974
Wilfrid Reid (Wop) May, OBE, DFC, was born in Carberry, Manitoba, on March 20, 1896. He moved with his family to Edmonton, Alberta, in 1902, and attended school in Edmonton and Calgary. In 1916 he enlisted with the 202nd City of Edmonton Sportsmens' Battalion, and gained the rank of Sergeant Gunner. He went with the Canadian Expeditionary Force to England later that year and served as an instructor before applying for a transfer to the Royal Flying Corps. He qualified for his wings at the Royal Flying Corps (RFC) School of Instruction at Acton, England, and took higher instruction with 94 Squadron, RFC. With only 55 hours flying time logged, Lieutenant May was posted to the RFC 209th (9th Naval) Squadron in France on April 9th, 1918, as a fighter pilot.
On April 20, 1918, during an aerial engagement over enemy territory, attacked one aircraft and ended up in a dogfight. His guns jammed he headed back towards his base at Bertangles but was then attacked by the 'Red Baron', Manfred von Richthofen who followed him over the Somme River. Flight Commander A. Roy Brown attacked Richthofen causing him to break off the chase. The ‘Red Baron’ was shot down by a single shot from the ground. By the end of World War I, Captain May had destroyed 13 enemy aircraft, and was awarded the Distinguished Flying Cross (DFC).
In 1919 May returned to Edmonton and with his brother Court formed May Airplanes Limited, the first air service at Edmonton. He made the first commercial flight from May Field in west Edmonton on June 2, 1919. The company engaged in barnstorming activities and operated a flying school in Edmonton. He was granted the Aero Club of Canada Air Aviators Certificate No. 451 (Pilot’s Licence No. 49) in July 1919, and in 1920 he received Commercial Pilot's Licence No. 7. He also held Air Engineers Certificate No. A726. In 1921 he was granted a commission in the Canadian Air Force and completed a refresher course in navigation at Camp Borden, Ontario.
Imperial Oil Limited decided to use freighter aircraft for their Northwest Territories oil operations at Fort Norman. Imperial Oil hired Wop and George Gorman to ferry two Junkers-Larsen JL-6 monoplanes from New York to Edmonton in January 1921. These aircraft became known as 'Vic' and 'Rene', and were flown by George Gorman and Elmer Fullerton for Imperial Oil on an oil exploration trip deep into the Northwest Territories.
May continued to fly commercially, and his unshakeable faith in Edmonton's air future encouraged him to establish Canada's first commercial airport at Blatchford Field in 1927. The same year he founded the Edmonton and Northern Alberta Aero Club, and was named its first President. With partners Cy Becker and Vic Horner, he founded Commercial Airways at Edmonton and became their Chief Pilot.
On January 2-6, 1929, May and co-pilot Vic Horner flew a mercy mission in a two-seater open cockpit Avro Avian aircraft from Edmonton to Fort Vermilion, Alberta, a distance of some 600 miles (965 km). For the most part, their route was over sparsely inhabited country. They encountered many snow storms and temperatures below -30°F (-33°C). The purpose of the flight was to carry diphtheria anti-toxin to combat a diphtheria epidemic at the isolated post of Little Red River. Urgent action was necessary and no other means of transport would have met the need. The serum was wrapped with a charcoal warmer to keep it from freezing. Their flight was successful, and the serum did the job. This aerial drama captured the attention of the world press and gave further stature to Canadian 'Bush Pilots'. May's heroism was rewarded with civic and provincial honours.
Later in 1929 Commercial Airways was awarded the Mackenzie River district airmail contract and he organized a group of five aircraft on the first official air mail flight to the Arctic. He was pilot of one of the two aircraft that went on to Aklavik. This 1,600 mile (2,575 km) flight was the first winter air voyage to the Arctic. May was awarded the Trans-Canada (McKee) Trophy in 1929 in recognition of his work in organizing air services to outlying districts.
May's company, Commercial Airways, was absorbed by Canadian Airways in 1931, and May and his wife Vi were transferred to Fort McMurray, Alberta. He served as a pilot for their northern services, and carried mail to communities in Northern Alberta. In January 1932, the Royal Canadian Mounted Police (RCMP) commissioned him to work with them in the search for the man known as the 'Mad Trapper' (known as Albert Johnson), who had terrorized local trappers and killed an RCMP officer. Flying a ski-equipped Bellanca, May's 16-day aerial quest took him to Aklavik and through the Mackenzie Mountains ferrying passengers, and food and gear to the searchers. He spotted the elusive 'Mad Trapper' on the Porcupine River, 175 miles (280 km) from the Alaska border, from the air on February 16th and informed the RCMP posse. He and his air mechanic, Jack Bowen, watched the final shoot-out on the following day. On February 18 he flew a wounded RCMP officer, the RCMP Inspector, and the body of the 'Mad Trapper' back to Aklavik.
In 1935 he was named Officer of the Order of the British Empire (OBE) for his numerous contributions to Canadian aviation. The following year he was named Superintendent of the Mackenzie River District of Canadian Airways and was transferred back to Edmonton.
Early in World War II he was appointed Supervisor of the British Commonwealth Air Training Plan (BCATP) schools in Western Canada, operated by Canadian Airways Ltd. He served as Manager of No. 2 Air Observer School at Edmonton from 1942 to 1946. During this time he conceived the idea of aerial rescue crews to assist ferry pilots and other fliers who went down in northern British Columbia and the Yukon en route to Alaska. He recruited and trained a team of paramedics who volunteered their services to parachute into crash sites, saving the lives of many airmen. For this action, he was awarded the Medal of Freedom with Bronze Palm by the United States Government in 1947.
In 1947 May was appointed Director of Northern Development by Canadian Pacific Airlines (CPA), with the task of opening air bases in Northwest Territories, Yukon, Alaska, and northern British Columbia. In 1949 he was transferred to Vancouver as Director of Development for CPA and for two years worked to open bases in the Far East and the South Pacific.
In 1951 he was transferred to Calgary as Manager of CPA (Repairs) Ltd., and undertook the task of forming the company, recruiting employees and building the operation at RCAF Station Lincoln Park into a viable operation. The task was to retrieve, repair and test operational aircraft that had crashed.
On June 21, 1952, while hiking with his son, Denny, to Timpanogos Cave National Monument near Provo, Utah, May died of a heart attack at age 56.
In 1929 Wop May was awarded the Trans-Canada McKee Trophy “In recognition of his work in organizing air services to outlying districts”. Several Canadian landmarks carry his name: Wopmay Lake & Wopmay River (SSE of Great Bear Lake, N.W.T.) and Lake May (in the NW corner of Alberta). In 1981 the City of Edmonton recognized Wop May in naming a subdivision in West Edmonton “Mayfield”. In 2004 "Wop" May was named as one of the "100 Citizens of Century" by the City of Edmonton. The same year NASA's Mars Exploration Rover Project Scientist Dr. John Grotzinger named a rock in Endurance Crater as "Wop May Rock" - John's Uncle Dr. Preston Cloud along with Geologist Dr. Lincoln Washburn were the first two Geologists to visit Victoria Island - they had been flown north by "Wop" May. Several aircraft have been named “The W.R. “Wop” May - Wardair’s Boeing 707, then a Douglas DC-10 and an Airbus A-310, and Pacific Western Airlines’s Boeing 727 Freighter also carried his name.
Wop’s son, Denny worked with cousin Sheila Reid of Steinbach, Manitoba in writing his biography “Wings of a Hero” (1997, 2005, 2014, 2015), and wrote & self-published “More Stories About Wop May” (2011, 2012 & 2014).
Wilfrid Reid "Wop" May was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
“Wings of a Hero” by Sheila Reid & Denny May (2015)
“More Stories About Wop May” by Denny May (2011)
Birthdate: December 24, 1909
Birth Place: Madawaska, Ontario
Death Date: July 29, 1981
Year Inducted: 1979
Awards: Master Air Pilot (British Guild of Air Pilots and Navigators)
"With superlative mastery of all aspects of aircraft fight, he has displayed the highest order of professionalism over four decades, with results that have been of outstanding benefit to Canadian aviation." - Induction citation, 1979
William Sidney May was born in Madawaska, Ontario, on December 24, 1909. He was educated in Melville, Saskatchewan, and Winnipeg, Manitoba, where he worked as an apprentice for Canadian National Railways. In 1928 he had his first airplane ride in an Avro Avian and was determined to learn to fly. In 1930 he began flight training at the Northwest Aero Marine and earned his Commercial Pilot's Licence that year. He was hired by that company, and in 1933 attended the Instructor's course given by the Royal Canadian Air Force (RCAF) at Camp Borden, Ontario. On his return to Winnipeg, he became Manager and Instructor for Northwest Aero Marine until it was taken over by Wings Limited of Winnipeg.
After several years of instructing, barnstorming and charter flying, in 1935 he went to England and was hired as a pilot by Imperial Airways Limited. In 1936 he was assigned as First Officer aboard the airline's new Short Brothers flying boats and two years later received his own command. In this, the largest aircraft of its type in world service, he flew established routes from England to Palestine, the Persian Gulf, South Africa, Singapore, and Karachi. On the eastern route he was called upon to land on the Sea of Galilee, then fly across five hundred miles of desert. His southward route carried him up the Nile River to Mozambique, and to Durban in South Africa.
British Overseas Airways Corporation (BOAC) absorbed Imperial Airways in 1939 and May was placed in charge of pilot training for the new company. During this period he had flown all of the company's routes as Captain-in-Command and had earned Licences for Navigation, Engineering and Wireless Operation.
In 1940, when Britain was at war with Germany, many of the routes usually used to the East were cut off, and May was asked to find an alternate route. He flew the first flying boat from Lisbon, Portugal, down the west coast of Africa to Nigeria and into the Belgian Congo to connect with an established overland route.
The following year, May was assigned to the Return Service Ferry Command at Montreal, Quebec, an organization operated by BOAC personnel, and administered by the Royal Air Force (RAF). His job was to pilot high priority passengers and cargo to Britain across the North Atlantic Ocean, and return with pilots who had previously ferried operational aircraft to the United Kingdom. By the end of World War II he had completed 280 flights across the Atlantic in modified B-24 Liberator bombers. His foresight and planning resulted in the selection of Reykjavik, Iceland, as a refueling point for westbound flights, which was required because of strong headwinds encountered during most of the year. He then commanded the first Liberator flight to that airport.
During the latter stages of the war, he captained a Consolidated Liberator over the 2,200 mile (3,540 km) route from Newfoundland to Great Britain in six hours and 20 minutes, a speed record that lasted until the introduction of jet aircraft on that route. In 1949 he completed flight training on the Stratocruiser at Boeing Commercial Airplane Company in Seattle, Washington. He then took delivery of BOAC's first Stratocruiser and ferried it to England, where he trained 35 crews on the aircraft as well as flying the line himself.
A desire to return to Canada along with the possibility of taking early retirement from BOAC prompted May to retire in 1951. He returned to Calgary, Alberta, and accepted an invitation from W.R. “Wop” May (no relation), Manager of Canadian Pacific Airlines new repair depot ‘C.P.A. (Repairs) Ltd.’ to manage the test flight section. In this role he test flew a number of different aircraft types following repairs. The following year he accepted a position with Queen Charlotte Airways to establish new routes along the coast of British Columbia.
With the amalgamation of Queen Charlotte Airways and several other small airways, Pacific Western Airlines (PWA) was formed under the management of Russ Baker. May's vast experience was put to good use with PWA, flying many types of aircraft. In early 1969 May was qualified as Captain on the Boeing 737. He retired from active flying shortly thereafter, with 41 years of experience and 29,000 flying hours. He remained with PWA to take charge of their flight simulator training program at Vancouver, British Columbia. He retired permanently in 1975, and died in Vancouver on July 29, 1981.
William Sidney May was inducted as a Member of Canada's Aviation Hall of Fame in 1979 at a ceremony held in Edmonton, Alberta.
Birthdate: November 24, 1930
Birth Place: Red Deer, Alberta
Year Inducted: 2015
"Following service in the RCAF, Jim McBride was successful in building Midwest Aviation Limited and expanding operations to include cargo and passenger service, and aircraft sales. In fixed wing and helicopter companies that he developed, including TurboWest Helicopters Ltd., he earned a reputation for management and concern for aviation safety." - Induction citation, 2015
Born on November 23, 1930, James Stuart “Jim” McBride was one of three sons and a daughter born to his parents, Jack and Lillian. Jim was raised on the family farm near Benalto, Alberta. He attended school at Benalto and nearby Red Deer, then left home at 16 to work in gold mines of the Northwest Territories. Jim’s first experience in uniform was as an air cadet while still in school, then in the army reserve before joining the Royal Canadian Air Force in 1950. Starting a career in aviation as an aero engineer with the RCAF, Jim saw service in France, Germany, England and at various stations in Canada, working on Mustang and Sabre aircraft.
In September 1952, while in Ottawa, he met and married Margaret Ruth Dawson after knowing her for ten days, before being posted overseas with the air force! After returning to Canada, at MacDonald, Manitoba he took flying lessons and qualified for a Private Pilot Licence. In 1953, while still in the RCAF, he purchased an Aeronca 7AC aircraft to log the 200 hours he needed to earn a Commercial Licence. Jim left the RCAF in 1956 with the rank of Leading Air Craftsman. He then made his first commercial investment in civil aviation when he and Ruth put his $1,550 severance pay from the RCAF and $1,100 from selling the Aeronca into starting Midwest Aviation Ltd. in Winnipeg with one aircraft, a Piper P18 Super Cub.
The company soon became a dealer for Piper Aircraft, selling the Super Cub. Business was expanded with the addition of a flying school and sale of aviation fuel. Eventually Jim leased a wartime RCAF Training Command hangar from Transport Canada at Winnipeg and used it to provide storage space for several Winnipeg aviation-related firms.
In 1960 his company began providing regular charter service for Manitoba Hydro, using Piper Commanche aircraft, which Jim often flew himself. In 1961 Jim obtained a Hughes Helicopter franchise for Midwest Aviation, and earned his helicopter endorsement. In 1962, two Bell 47G2 helicopters were purchased and used on forestry and Manitoba Hydro contracts.
In 1964, Toronto-Dominion Bank had opened a branch at the Winnipeg airport, and manager Dan McDougall approached Midwest Aviation for its business. The company secured a major loan which gave Midwest the opportunity for growth and expansion, making TD Bank a major player in Midwest’s future. Within two years Dan McDougall became Vice President of Midwest Aviation and remains a lifelong friend of Jim McBride. By 1967, Midwest had purchased 16 helicopters, including a Bell 205 helicopter for support of fire fighting and oil exploration programs in the high Arctic. With aviation safety a priority, Jim introduced a training program for the company to qualify engineers as pilots who were capable of servicing the aircraft they flew.
In 1965 the company began scheduled service between Winnipeg and Gillam, Manitoba to support the Kettle Rapids project for Manitoba Hydro. Starting with a de Havilland Twin Otter, a Douglas DC-3 was then used, followed by purchase of a Hawker-Siddely 748 fifty-passenger turboprop aircraft. When a strike of Air Canada in 1969 cancelled service between Winnipeg and Toronto, the 748 filled the gap, leading to the purchase of a second Siddely 748 type.
From 1962-69, Jim McBride served as a director of the Air Transport Association of Canada and in 1970-71 was the founding director and president of the Manitoba Aviation Council. In 1969, Midwest Aviation merged with Northland Airlines, becoming Midwest Airlines Ltd. with Jim McBride as president. Service expanded to communities in northern Manitoba and northwest Ontario, while amphibious Canso aircraft were converted to water bombers. At the same time, the Province of Manitoba began developing airstrips at several locations served by Midwest, which allowed for transfer from water bases to airports, improving operational safety and enabling greater regular service.
Activity in the Canadian Arctic by petroleum companies drilling for oil and gas created a demand for delivery of fuel, goods and services. Thus Midwest established a base at Resolute Bay NWT (now Resolute, Nunavut) and purchased Hawker-Siddeley Argosy 220 turboprop freighters to meet the demand for short-haul flights, complementing the long-haul requirements met by Pacific Western Airlines.
In November 1969, Midwest merged with Transair under the name of Transair Ltd. with Jim as president and major shareholder. Service from Winnipeg to Regina and Saskatoon was granted, and later from Winnipeg to Toronto with stops at Thunder Bay and Sault Ste. Marie. To service the routes, the company took delivery of two Boeing 737-200C “combi” jet aircraft, carrying both freight and passengers. They allowed elimination of the company’s aging piston aircraft, and were well suited for service from Winnipeg to Cambridge Bay and Hall Beach, Nunavut. With the 737s, vacation charters served Florida, the Caribbean and Mexico from Toronto, and the company was now operating 80 aircraft, employing nearly 700 people.
Having taken the new company to a profitable position, Jim sold his shares in Transair in 1973, after more than 20 years in aviation. Jim’s next decision was to move with his family to Calgary, Alberta in 1973. He purchased an 800-acre farm some 20 miles south of the city, naming the property Goldenview Farms, but did not leave aviation. In 1974 he obtained the Piper Cheyenne Aircraft franchise for Canada. The Cheyenne was a high-performance, eight-place twin-engine turboprop model sold from Jim’s newest venture, Corpac Canada. He held Corpac until 1983, when he sold the company. Then Jim re-entered the helicopter industry in 1978 by establishing Turbowest Helicopters Ltd. in Calgary, introducing the Aérospatiale Lama and Alouette 111 helicopters, which supported seismic operations in Alberta and British Columbia. He held the company until 1998, and today continues with IMS Ltd., his investment company.
While still with Transair, Jim became interested in Limousin beef cattle and later bred Limousin cattle with great international success at Goldenview Farms. He received the Limousin Breed of Distinction from the Canadian Limousin Association in 1996. He promoted agriculture for the next 20 years and in 1982 served as chairman for the Canadian Limousin World Congress. The McBrides sold their interest in Goldenview Farms in 2010 and their interest in Limousin cattle in 2014.
Jim McBride has been recognized by former employees and colleagues for management skills and concern for employees, for providing service and equipment for customers, and helping to shape the careers of others in aviation. Douglas Fletcher, retired Senior Vice President of Operations for CN Rail, has written that, “I have known Jim McBride for over 50 years. From his early days through the creation of Midwest Aviation to the merger with Transair, he demonstrated his love for the industry, a keen business sense, a vision of the future in aviation and a total commitment to air safety.”
Jim and Ruth now make their home in Calgary. They have one daughter, Patricia, and a grandson, Patrick.
Birthdate: December 4, 1895
Birth Place: Vernon, British Columbia
Death Date: January 22, 1949
Year Inducted: 1978
Awards: D.S.O., M.C.*, D.F.C.
"His exquisite mastery of primitive military aeronautics and his dedication to opening new routes of air travel through mountainous areas, have been of outstanding benefit to Canadian aviation." - Induction citation, 1978
Fred Robert Gordon McCall, D.S.O., M.C.*, D.F.C., was born in Vernon, British Columbia, on December 4, 1895. His family moved to Calgary, Alberta, in 1906, and he completed his education there. He joined the 175th Battalion of the Canadian Expeditionary Force in 1916. He arrived in England as a Sergeant, was commissioned and transferred to the Royal Flying Corps (RFC) as a Lieutenant pilot trainee in June 1917. By year's end he was brevetted a pilot and assigned to No. 13 Squadron, RFC, in France, flying reconnaissance and photographic missions.
Within a month McCall had scored his first aerial victory and the excellence of his artillery patrols brought his first decoration, the Military Cross (M.C.), in March 1918. The following week he downed three more enemy machines and by April 15 had raised his score to six confirmed during a major German offensive. He was awarded a Bar to his Military Cross.
A transfer to No. 41 Squadron followed where he was given a single-seater SE 5a fighter aircraft to fly. In May he destroyed four enemy aircraft and was awarded the Distinguished Flying Cross (D.F.C.). During the following five weeks of flying, after promotion to the rank of Captain, he brought down nine more enemy machines, raising his total victories to 24. For these actions he was awarded a fourth decoration for gallantry, the Distinguished Service Order (D.S.O.) with the following citation: "A brilliant and gallant officer he has accounted for fourteen enemy machines (since his last decoration). On a recent date he destroyed four during a morning patrol and another in the evening, in each case closing to point-blank range with his opponent. His courage and offensive spirit have inspired all who serve with him."
On August 17, 1918, he was engaged in the deadliest aerial duel of his career when he and W.G. Claxton were attacked behind enemy lines by a German squadron numbering 40 aircraft. By skillful manoeuvering and aggressive action both he and Claxton shot down three enemy machines. Claxton's aircraft was disabled and he landed in enemy territory, to be captured. McCall landed safely at his own aerodrome. Within days he was taken ill and invalided back to England, with 30 enemy machines to his credit. His fifth citation for bravery came with a Mention in Despatches of his aerial action by Sir Douglas Haig in November 1918.
At war's end he established McCall Aero Company Limited at Calgary and together with Jock Palmer and W.R. 'Wop' May as an additional pilots, they flew commercial freight and passengers throughout the prairie provinces and barnstormed the prairie fairs circuit for three years. In 1928 McCall organized Great Western Airways Limited at Calgary, to operate commercial flights. Always ready to accept new aviation undertakings, he contracted in February, 1929 to transport by air, for the first time in Canada, 200 quarts (227 L) of nitroglycerin from Shelby, Montana, to Calgary in his newly-acquired Stinson Detroiter. This extremely sensitive explosive was ordered by an oil-well drilling company for blasting purposes at one of its well sites at Turner Valley in southwestern Alberta.
In subsequent years he worked with Murton Seymour to encourage the formation of a system of Canadian Flying Clubs. Shortly after the outbreak of World War II he was recalled to service with the Royal Canadian Air Force (RCAF) as an Administrative Officer. Promoted to the rank of Squadron Leader, he served The British Commonwealth Air Training Plan (BCATP) at several western Canadian bases, commanding both the No. 7 Initial Training School at Saskatoon, Saskatchewan, and the Administrative Unit, North West Air Command, Edmonton, Alberta. He died in Calgary on January 22, 1949.
When the City of Calgary opened its new airport in 1956, it was named McCall Field to honour his pioneering achievements and his outstanding military accomplishments. McCall Field is now commonly known as the Calgary International Airport. His story is told in delightful detail in the book "Maverick in the Sky" by Shirlee Smith Matheson.
Fred Robert Gordon McCall was inducted as a Member of Canada's Aviation Hall of Fame in 1978 at a ceremony held in Edmonton, Alberta.
“Maverick In The Sky” - Shirley Smith Matheson (2007)
Birthdate: January 5, 1923
Birth Place: Moncton, New Brunswick
Death Date: April 19, 2008
Year Inducted: 2002
Awards: The Yorath Trophy, COPA Award, The Paul Tissandier Diploma, W.P. Paris Honorary Diploma and the Distinguished Service Award (RCAFA), The Air Cadet League Certificate of Honour, Award of Excellence (NTA), Canadian Commemorative Medal.
“His outstanding dedication to the advancement of flight training, coupled with his tireless efforts to teach and inspire the youth of Canada through the Air Cadet League, have been of major benefit to Canadians." - Induction citation, 2002
Born in Moncton, New Brunswick on January 5, 1923, Donald Stuart McClure's aviation career began in 1940, when he enlisted in the Royal Canadian Air Force (RCAF). Upon completion of elementary training at the Moncton Flying Club, he moved on to Camp Borden, where he earned his wings in November 1940 and returned to civilian life.
After barnstorming in Gypsy Moths at Moncton during the early days of World War II, McClure re-enlisted in the RCAF in 1942, moving to No. 10 Air Observer School in Chatham, New Brunswick, and later to Neepawa, Manitoba, as Staff Pilot under the British Commonwealth Air Training Plan (BCATP).
As his skills were urgently needed in the BCATP, his several requests for overseas and ferry duties were denied. After his discharge from the RCAF in March 1945, he immediately enlisted with the Fleet Air Arm, hoping it would lead to overseas duty, but the war ended before he reached an overseas theatre. He was finally discharged from the Armed Forces in September 1945.
From 1945 to 1953, McClure worked as a freelance commercial pilot. Among his many duties, he ferried aircraft all over North America and worked in sales. In 1953 McClure began instructing at the Moncton Flying Club (MFC), becoming Chief Flying Instructor and Manager there in 1959.
He turned an indebted, outdated club into one of the most successful flight training institutions in Canada. Recognizing that the local student pilot pool was too small, he was instrumental in broadening the club's reputation as a top flight training centre. Very early on, he recognized the value of recruiting international students to train in Canada. He began an advertising campaign that targeted potential students in such countries as the West Indies, the United Kingdom, Nigeria, Pakistan, India and Nepal, among others. He personally recruited students in many of these countries.
Despite a devastating fire in 1965, McClure had the Moncton Flying Club up and running again in two days. He lobbied for College status for the MFC, achieving this goal in 1997 with the introduction of a two-year diploma. It then became the Moncton Flight College. In 1999 McClure accepted the presidency of the Moncton Flight College.
The awards he received for his work exemplify McClure's success as Manager of the Moncton Flying Club. One of his greatest accomplishments was receiving the Yorath Trophy an unprecedented sixteen times between 1961 and 1982. Nine of those awards were presented consecutively.
In 1981 McClure received the Aircraft Owners and Pilots Award from the Canadian Owners and Pilots Association (COPA), as "the Canadian who had contributed most to general aviation" in that year. In 1984 he was awarded the Paul Tissandier Diploma by the Federation Aeronautique Internationale. He traveled to Prague, Czechoslovakia to receive this award for his contribution to aviation education in Canada and throughout the world.
The RCFCA presented McClure with the W.P. Paris Honorary Diploma in 1985. He was the first to win this award, given for his outstanding contribution to the flight training industry in Canada.
In 1986 McClure was awarded the Distinguished Service Award for his outstanding contributions to Canadian aviation by the Royal Canadian Air Force Association (RCAFA), the Association's highest honour. He was also honoured by Air Bras d'Or of Nova Scotia for his services to Canadian aviation.
His retirement in 1989 from the Moncton Flying Club coincided with his appointment as Vice-President of the Air Cadet League of Canada. McClure served for many years with the League and held many posts, including Chairman of the National Flying Committee, as well as National Director, Provincial Director and Vice-Chairman. His responsibilities ranged from policy development to aviation safety and training. In 1984 he was awarded the Air Cadet League Certificate of Honour in recognition of his outstanding service to the Air Cadet League.
In 1989 he was presented with the Award of Excellence by the National Transportation Association of Canada and made an Honorary Life Member of the Air Transport Association of Canada (ATAC).
In 1990 the City of Moncton named him an Honorary Citizen. From 1990 to 1993, he served as a member of the Civil Aviation Tribunal, on appointment by the Governor General of Canada. In 1993 he was awarded the Canadian Commemorative Medal in recognition of his contribution to Canadian aviation. He also served on the Greater Moncton Chamber of Commerce Transportation Committee.
McClure continued to promote Canada's aviation heritage. Some of his past activities include leading a formation of twenty-seven aircraft across Canada in 1970 to commemorate the 50th anniversary of the first cross-Canada flight, completed in October 1920 by the Canadian Air Force. This was a complex endeavour at the time. The trip took ten days, with just over 49 hours, 7 minutes flying time. Six different planes were used, with wheels and floats, and eight pilots flying various legs of the trip. (See stories of CAHF Members Basil Hobbs, Robert Leckie). He became President of the Canadian Aviation Historical Society, Turnbull Chapter, in 1999 after serving three years as Vice-President. He remained active in the Canadian Owners and Pilots Association (COPA) and was a founding member of the Atlantic Aviation Museum.
Donald Stuart McClure's aviation career spanned more than sixty years. Throughout his long and impressive career, McClure logged over 18,000 hours and flown over 55 different types of aircraft. He died on April 19, 2008 in Moncton, New Brunswick.
Donald Stuart McClure was inducted as a Member of Canada’s Aviation Hall of Fame in 2002 at a ceremony held in Vancouver, B.C..
Birthdate: April 8, 1927
Birth Place: Edmonton, Alberta
Death Date: May 24, 2012
Year Inducted: 2005
Awards: FCASI, The C.D. Howe Award
"His creative aptitude as an innovator, his skills as a market analyst, and his success in initiating the concept of the Regional Jet and following it through to test fight have greatly benefited aviation in Canada." - Induction citation, 2005
Charles Eric B. McConachie, B.A.Sc., M.S., was born on April 8, 1927 in Edmonton, Alberta. His education began there, and he continued his studies at the University of British Columbia, where he graduated with a B.A.Sc. in Mechanical Engineering in 1949. He attended Massachusetts Institute of Technology to obtain a Masters degree in Aeronautical Engineering in 1950. He completed course work towards a Ph.D. at Stanford University in 1952, and while living in London, attended London University in 1953, where he studied elements of Air Law.
In 1953 McConachie was hired by CP Air, Vancouver, as Assistant Director Flight Development. Here he served as an engineering and performance analyst when CP Air acquired the DC-6B and Convair 240. He participated in airline service engineering and operations assignments associated with the introduction by CP Air of de Havilland's Comet IA, the world's first jet airliner. CP Air had purchased the Comet, and McConachie spent two years with the engineering department at de Havilland in Britain closely following the developments of the Comet II. CP Air's orders were canceled following deferment of the program for an indefinite period.
He returned to Canada in the fall of 1954 to work on CP Air's Bristol Britannia operations, including simulation flights of the turboprop airliner over polar routes. He provided technical representation at the manufacturer's factory and was Technical Assistant to Vice President Operations and Director of Flight Development.
McConachie moved to Montreal in 1958 to become General Manager, Marketing, for Canadair Ltd. His responsibilities included all sales engineering, operations engineering, market planning and contract administration. All commercial products were included in his list of responsibilities. He was named Assistant to Executive Vice President Sales and Finance. During his nine years at Canadair, he was directly involved in development and marketing of the CL-540, CL-41 Tutor, the CL-44D4 Swing Tail cargo aircraft. He was in charge of marketing the CL-91 Dynatrac/Army XM-571 and CL-89 surveillance drone, as well as the CL-84 Dynavert, a tilt-wing aircraft which could fly conventionally as well as climb and descend vertically, and hover.
His last major project at Canadair was the concept development and marketing of the CL-215 Water Bomber. He sold the first 30 of these aircraft to Quebec and France. He was also responsible for product support, including spare parts, training and technical representatives for over four hundred personnel involved. Export licences were often problematic: one example that McConachie found difficult was the barrier to the CF-5 Freedom Fighter being sold in Brazil. This prompted him to form his own consulting company, Aviation Planning Services Ltd. (APS) in Montreal in 1967. As President and Director, he was responsible for the worldwide activities of the company in the airline, airport, aerospace industry and governmental planning areas. Over a period of twenty years, APS completed over 400 separate aviation studies for 100 different clients in the airline industry, manufacturing, governments and financial institutions. The company performed studies in 30 countries outside of North America. It was also directly involved with the planning and/or development of approximately 100 airports in various countries.
In 1986, when Bombardier bought Canadair from the Government of Canada, he suggested to the company that it take Canadair's successful Challenger executive jet and stretch it into a passenger airliner. He referred to it as a Regional Jet, a name he registered in July 1986.
During 1986-87 McConachie's company was asked by Canadair to investigate the potential market for a regional jetliner. APS undertook a market projection, using material from discussions with over 100 regional and major airlines and based on sales of 400-500 aircraft at $13 million each by the year 2001. The preliminary design concept in 1987 was for a 50 passenger aircraft with a range of 1600 km and cruise speed of 785 km/h. In October of that year, the marketing work initiated by APS for the Regional Jet concept was accepted by Bombardier which authorized the design and development of a Regional Jetliner, the Canadair Regional Jet. McConachie was invited to rejoin Canadair in 1988 to begin technical and marketing studies. He became the first employee hired for the RJ program and APS provided the Sales Engineering requirements as they had done up to that time.
His responsibility as Vice President Marketing was to organize the marketing program, including sales, contracts and customer service. He took the concept to the Farnborough Air Show in England in 1988 and found interest in the jetliner from, among others, Deutsche Luft Transport. The company aimed to be the first customer at launch. McConachie was responsible for the sales of 139 aircraft through Letters of Intent, with deposits, from 1989 to mid '91, with a value of about $3 billion U.S. At that time the APS forecast for the RJ program was 436 aircraft over 10 years. That total has been greatly exceeded with over 1200 RJ's delivered to date to airlines around the world. The introduction of the RJ has been claimed by some to be one of the most significant events in the first 100 years of aviation.
In 1991, following the RJ's successful test flights, McConachie returned to APS. In 1994 he formed a new company, AvPlan Inc., to continue his consulting work in the aviation and aerospace industry, mainly in the US, Central America and Europe. Some of his projects include: development of de-icer fluid collection and disposal system at Dorval and Mirabel Airports, Montreal; market assessment of a remote aircraft ice contamination detection system with Spar Aerospace; assistance to a Costa Rican group in developing a new privatized air cargo terminal and study of a new airport location for the capital of Costa Rica, San Jose; technical study for a new 37-seat turbofan airliner for Dassault, a major airframe manufacturer; development of a conceptual program and business plan for a new regional airline, Air Capitale Inc.; forecast of market shares of new aircraft, ranging from 30 to 90 seats, for the period 1998-2018 for GE Engines; assistance to loading bridge manufacture on system for regional aircraft, Dew Systems; development of low cost systems to control erosion at large airports resulting from operations of the Airbus 380, the largest passenger aircraft built to date. This project is on-going. After 52 years in the business, he was still involved in aviation at the time of his death in 2012.
Eric McConachie died on May 24, 2012 in Chateauguay, Quebec.
Eric B. McConachie was inducted as a Member of Canada's Aviation Hall of Fame at ceremonies held in Edmonton, Alberta in 2005.
Birthdate: April 24, 1909
Birth Place: Hamilton, Ontario
Death Date: June 29, 1965
Year Inducted: 1974
Awards: The McKee Trophy
"His dedication to purpose bridged all barriers, linking this continent with others and resulting in outstanding benefit to Canadian aviation." - Induction citation, 1974
George William Grant McConachie was born in Hamilton, Ontario, on April 24, 1909, and grew up in the Calder area of Edmonton, Alberta, where he was educated. He worked at part-time jobs with Canadian National Railways, and left the University of Alberta in his freshman year to take flying lessons from 'Moss' Burbidge. He qualified for his Private Pilot's Licence in 1929, a Commercial Pilot's Licence in 1930, and acquired a used aircraft the following year.
His first contract was to fly fish from northern lakes during the winter months. He barnstormed prairie communities during the remainder of that year, for a total of 650 flying hours. Despite financial setbacks and physical hazards, including a bankruptcy and a near-fatal crash, he co-founded Independent Airways at Edmonton. A pattern of air services began to emerge throughout northern British Columbia and into the Yukon Territory with his founding of United Air Transport in 1933. When the name was later changed to Yukon Southern Air Transport, McConachie took command and pioneered the first scheduled airmail and passenger service between Edmonton and Whitehorse, Yukon, in 1939. This achievement, which he forged into a dependable service despite the near insurmountable obstacles of weather, inhospitable terrain and mechanical difficulties, earned him the Trans-Canada (McKee) Trophy for 1945. McConachie, like many of the bush pilots of the north, completed numerous emergency flights which resulted in the saving of lives.
When government officials began planning the Northwest Staging Route, they looked for the shortest, safest route to follow. McConachie was using a route surveyed in 1935 by 'Dan' McLean from Edmonton to the Alaska border. The route, which began in Edmonton and went on to Whitehorse, Yukon, through Grande Prairie, Fort St. John, Fort Nelson, and Watson Lake, was found to be the best way to reach Alaska. By using information from McLean's surveys, both the Alaska Highway and the Canol Pipeline Project were brought to an earlier, successful conclusion than otherwise would have been possible. From the late 1930's through World War II, McConachie's home airport, the Edmonton Industrial Airport, became the busiest airport in North America as American aircraft flew from there north to Alaska.
Canadian Pacific Railways (CPR) bought a number of small airlines in 1941, including Mackenzie Air Service, owned by Leigh Brintnell, and McConachie's Yukon Southern Transport. McConachie was named Assistant to the President of the CPR at that time. When Canadian Pacific Airlines (CPA) was formed in 1942 he was appointed General Manager of the Western Lines. In 1942 'Punch' Dickins was hired as Vice-President and General Manager of CPA, with the responsibility of amalgamating the eleven small scattered airlines into one cohesive air transportation network serving western Canada.
In 1947 McConachie, at the age of 38, was named President of CPA, and his daring initiatives resulted in the uniting of Canada and Asia by long-range aircraft. By 1949 he had inaugurated scheduled air passenger service from Vancouver, British Columbia, over the 8,400 mile (13,500 km) route to Sydney, Australia, and the 6,500 miles (10,460 km) from Vancouver to Tokyo, Japan, and Hong Kong. This was a multi-million dollar gamble on the future of air transportation, and it achieved his goal of a successful Canadian great-circle route by air to the Orient.
McConachie was a dynamic, persuasive and effective executive, and by the end of 1957 he had directed the launching of seven more international routes, including the capital cities of Mexico, Peru, Argentina, Chile, Holland, Portugal, and Spain.
Still unsatisfied with Canada's role in international air service, he pressed for competitive air operations on the nation's flyways, and a more equitable deal for Canada on the trans-border routes to the United States. The result of his concerted drive was a major overhaul of the air pact existing between the two countries, to this nation's benefit. As well, the government altered its National Air Policy to allow a measure of competition within Canada. In recognition of his great crusade for private enterprise on air routes, he was honoured by Sales Executives International in 1963, as Canadian Businessman of the Year. He died in Long Beach, California, on June 29, 1965.
George William Grant McConachie was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
“Bush Pilot with a Briefcase” - Ronald Keith (1972) - ISBN-13: 978-0385070492
Birthdate: August 2, 1886
Birth Place: Baddeck, Nova Scotia
Death Date: June 25, 1961
Year Inducted: 1974
Awards: BASc (Mechanical), P.Eng., COF, MBE., KG St.J., DEng., LLD., DCL. The McCurdy Award; The McKee Trophy; J. A. D. McCurdy Trophy; Hall of Distinction, Faculty of Applied Science and Engineering, University of Toronto; Honourary Air Commodore; Honorary Degrees: University of Toronto; King’s College; Nova Scotia Technical College; Member of the Canadian Science and Engineering Hall of Fame.
"The dedication of his engineering talents to the development of manned flight was a prime factor in the birth of North America's aviation industry and has proven to be of outstanding benefit to Canada." - Induction citation, 1974, as the first member
McCurdy received his academic training at the Baddeck Academy, Nova Scotia; St. Andrew's College, Ontario, and University of Toronto, graduating as a Mechanical Engineer in 1906.
Mabel Bell suggested and financed the establishment of the Aerial Experiment Association. Formed in Halifax, Nova Scotia on October 1,1907 the AEA's focus was to construct “a practical flying aerodrome or flying machine driven through the air by its own power and carrying a man.” Members of the group were: Alexander Graham Bell, J. A. D. McCurdy, F. W. Baldwin, Glenn H. Curtiss and Lieutenant Thomas E. Selfridge. On February 23, 1909, J. A. D. McCurdy became the first British subject to make a controlled heavier-then-air powered flight in the British Empire, when he piloted the Silver Dart over Bras d'Or Lake, Baddeck, Nova Scotia for three quarters of a mile at a height of thirty feet and a speed of thirty miles per hour. He was the ninth person in the world to fly and the only one to pilot the Silver Dart.
McCurdy was the first to utilize a water-cooled engine in an aeroplane, which he had installed on the Silver Dart. Whilst demonstrating the potential of aeroplanes in Petawawa, Ontario in August 1909, he took Casey Baldwin up on August 2nd, as Canada's first passenger. Along with Baldwin, he formed the first aircraft production company, The Canadian Aerodrome Company, from which emerged Canada's first powered aircraft built in Canada, called Baddeck No. 1. While demonstrating the maneuverability of an aeroplane through the use of ailerons, McCurdy made the first figure eight in the world on August 29, 1908. McCurdy sent the first wireless message in August 1910 while aloft and sent and received the first wireless transmission from an aeroplane in 1911. In 1910, he became the first Canadian to be issued a pilot's license. As McCurdy's flight was not just the first one in Canada, but also the first flight by a British subject, McCurdy was granted Great Britain's pilot's license Number One.
He held the world biplane speed record at Belmont Park, New York state, in 1910. He was the first to demonstrate the possibility of bombing from the air. During the First World War, his aeroplane factory in Toronto built the Curtiss JN-4 or “Jenny” and the world's first twin-engined bomber for the Royal Navy. In April 1915, he established Canada’s first aviation school which trained future pilots for the Royal Flying Corps, the Royal Naval Air Service and six hundred Canadians. He made the first inter-city flight in 1911 when he flew in a race from Hamilton to Toronto. He contributed to the development of the aileron, tricycle landing gear and pontoons. In a 1949 CBC interview from Government House in Halifax, McCurdy said of the aileron: “This is the system used universally to this day, and I consider it to be Canada's outstanding contribution to aircraft development.” He was the first to pilot a “flying boat”; he made the first oceanic flight from Florida to Cuba on January 30th, 1911 and is credited with making the first flight in Mexico.
He was chiefly responsibile for the founding of the Royal Canadian Air Force on April 1, 1924 along with W. G. Barker and W. A. Bishop. In 1928 along with W. G. Barker and W. A. Bishop In 1928 he formed the Reid Aircraft Company in Montreal, Quebec. The following year he affected a merger, resulting in the Curtiss-Reid Aircraft Company of which he became president. At the outbreak of the Second World War, he was Assistant Director-General of Aircraft Production and Purchasing. Having established Canada's first aviation school, McCurdy was an adviser to the Commonwealth Governments in the Second World War in helping to set up the British Commonwealth Air Training Plan. As Minister, the skill and dedication which he brought to his position made a superb contribution to the Canadian war effort, for which he was made a Member of the Order of the British Empire. After the war, he became President of Montreal Aircraft Industries Limited.
Prime Minister King appointed McCurdy Lieutenant Governor of Nova Scotia in 1947-1952. In 1953, the Canadian Aeronautics and Space Institute created The McCurdy Award for “Outstanding achievement in the Art, Science and Engineering relating to Aeronautics and Space Research.” In 1959, the Royal Canadian Air Force celebrated the Fiftieth Anniversary of McCurdy’s flight by flying a replica Silver Dart over Bras d'Or Lake, on February 23, 1959. That same year, McCurdy won the Mckee Trophy for life long contributions to the advancement of Canadian Aviation; the University of Toronto conferred an honourary Doctor of Laws degree and Queen Elizabeth II appointed McCurdy an Honorary Air Commodore. In 1959, McCurdy was appointed the first civilian Honorary Colonel of the R.C.A.F. To celebrate the Centennial of Flight in 2009, a replica of the Silver Dart was built by the AEA 2005 group, composed of volunteers from Welland, Ontario, one of which was McCurdy's grandson, Honorary Colonel Gerald P. J. Haddon. The replica was flown 100 years later, on Bras d'Or Lake from where McCurdy had made his original flight. In 1993, the Air Force Association of Canada established the J. A. D. McCurdy Trophy, “To recognize outstanding and praiseworthy achievements in the field of civil aviation in Canada”.
On July 27, 2009, the airport in Sydney, Nova Scotia was renamed the J .A. Douglas McCurdy Sydney Airport. The latter years of McCurdy's life were spent in Montreal, Quebec until his death on June 25, 1961. As McCurdy's funeral procession wound its way through the streets of Montreal, the Royal Canadian Air Force, with full military honours, paid their final respects to the man whom many consider the Father of Canadian Aviation.
At the time of his death, he was the worlds' oldest living pilot. J. A. D. McCurdy was buried in his home town Baddeck, Nova Scotia where, at his request, his tombstone faces Bras d'Or Lake from where he made his historic flight and from where Canadian Aviation took its first steps.
"The Silver Dart: The authentic story of the Hon. J.A.D. McCurdy Canada's first pilot" - H. Gordon Green (1959)
"McCurdy and The Silver Dart" - Les Harding (1998)
Birthdate: September 26, 1901
Birth Place: Montreal, Quebec
Death Date: March 3, 1971
Year Inducted: 1974
Awards: C.C., O.B.E., D.F.C., Order of Orange Nassau with Swords (Netherlands), Croix de Guerre with Silver Star (France), War Cross (Czechoslovakia), LL.D.(Hon), The C.D. Howe Award, FCASI, FRAS, C.St.J, Pioneer Aviation Medal (USA).
"His dedication to the linking together of this nation's far-flung communities by a national air service has been of outstanding benefit to Canadian aviation." - Induction citation, 1974
Gordon Roy McGregor, C.C., O.B.E., D.F.C., B.Sc., LL.D.(Hon), was born in Montreal, Quebec, on September 26, 1901. He was educated there and at St. Andrew's College, Toronto, Ontario. He graduated from McGill University in Montreal, in 1923 with a B.Sc. degree in engineering. He then joined Bell Telephone Company in Montreal, and after serving several years in the engineering department, he became Division Engineer at Ottawa, Ontario, in 1929. He was promoted to District Manager at Kingston, Ontario, in 1932, and moved back to Montreal in 1938 as Central District Manager.
McGregor's flying career began at Kingston in 1932 and the following year he obtained his Pilot's Licence at Ottawa. He entered piloting competitions, and won the Webster Trophy in 1935, 1936 and again in 1938, as the best amateur pilot in Canada. He then joined No. 115 Auxiliary Squadron of the Royal Canadian Air Force (RCAF) as a Flying Officer and in 1939 he proceeded overseas with No. 1 RCAF Fighter Squadron.
He served as a fighter pilot during the Battle of Britain and was awarded the Distinguished Flying Cross (D.F.C.) for his actions against enemy aircraft. In 1941 he was promoted to Squadron Leader and commanded both the 1st and 2nd Canadian Fighter Squadrons in England. He returned to Canada in 1942 to assist in the development of fighter operations in Western Air Command. As Commanding Officer of X Wing he was appointed to head the force sent to Alaska, and served as the point of contact between the Alaska Defence Command and the RCAF. McGregor subsequently headed No. 14 Fighter Squadron in the Aleutians before commanding the RCAF Station at Patricia Bay, British Columbia, with the rank of Group Captain.
In 1944 McGregor was named an Officer of the Order of the British Empire (O.B.E.), and for his exceptional services as a wartime leader and administrator in the European theatre of operations, was decorated with the Netherlands' Order of Orange Nassau with Swords, France's Croix de Guerre with Silver Star, and Czechoslovakia's War Cross.
When the war ended in 1945, McGregor was hired by Trans-Canada Airlines at Montreal as General Traffic Manager. In 1948 he was named President of the airline, taking over from TCA's second President, H.J. Symington. McGregor was the principal figure in guiding that airline through its difficult years of expansion, with the result that Air Canada, as it was renamed in 1965, became one of the world's leading carriers. He oversaw the move of TCA's head office from Winnipeg to Montreal in 1949, and the addition of several new, more comfortable passenger aircraft, including Lockheed Super Constellations in 1954, turboprop-powered Vickers Viscounts in 1955, Vanguards in 1960, Douglas DC-8 jet aircraft in 1960, and Douglas DC-9's in 1966. McGregor retired in 1968 after twenty years as President.
McGregor was active in community service and aviation-related organizations. He was named to the board of management of the Montreal General Hospital, the advisory council of the Royal Canadian Air Force Association, and the national council of Boy Scouts of Canada. After serving on the traffic committee of the International Air Transport Association (IATA), he was elected to the executive committee in 1949, and in 1953 was elected President of that organization.
McGregor's many honours included being named an Honorary Fellow in both the Canadian Aeronautics and Space Institute (CASI) and the Royal Aeronautical Society. He was named a Commander Brother of the Order of St. John of Jerusalem (C.St.J.) and was awarded an Honorary Doctor of Laws degree by McGill University. During Canada's centennial year, he was presented with CASI's 1967 C.D. Howe Award for his services to the nation. In 1968 he was created a Companion of the Order of Canada (C.C.), and awarded the Pioneer Aviation Medal of the United States. He was appointed to a one year term as Grand President of the Royal Canadian Flying Clubs Association. He died at Montreal, Quebec, on March 3, 1971.
Gordon McGregor was inducted as a member of the Quebec Air and Space Hall of Fame in 2002 and in 2004 he was inducted into Canada;s Business Hall of Fame.
Gordon Roy McGregor was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
Birthdate: August 12, 1913
Birth Place: Toronto, Ontario
Death Date: September 23, 1985
Year Inducted: 2006
Awards: FCASI, FRAS
"The combination of his knowledge of mechanical and aeronautical engineering, his superior communication and marketing skills, together with his vision and perseverance, have contributed greatly to the lasting success of de Havilland Canada internationally and to the entire Canadian aviation community." - Induction citation, 2006
Robert Billo Mclntyre, B.Sc., M.Sc., was born near Toronto, Ontario on August 12, 1913. He graduated from Vaughn Road Collegiate with honours and went on to earn an Honours Degree in Mechanical Engineering from the University of Toronto.
In 1936 he was awarded a Massey Fellowship to Cambridge University in England, where he earned a post-graduate degree in mechanical and aeronautical engineering. While there, he earned his pilot's licence at the Cambridge University Air Squadron. When he returned to Canada in 1938, he lectured in Canada's first aeronautical engineering course at the University of Toronto.
During the early part of World War II, Massey-Harris Co. of Weston, Ontario, was under contract by de Havilland Canada (DHC) to build the wood wings for the de Havilland 98 Mosquito fighter-bomber. In 1939 Mclntyre began his aeronautical career at Massey-Harris, where he headed up the production team and served as senior aeronautical engineer.
In 1942 Mclntyre was invited to join DHC as Project Engineer on the complete Mosquito program. Production levels at the Downsview plant rose to as many as 80 Mosquitos per month, with more than 1100 airplanes built in less than three years.
Immediately after the war, Mclntyre was put in charge of the Aerodynamics and Stress Section of the DHC Engineering Department.
In 1946, when just 300 employees were retained from a wartime high of nearly 7000, Mclntyre became a key member of the DHC-1 Chipmunk team as project manager and head of production planning. The Chipmunk was a success from the start, becoming the primary trainer for the RCAF and the RAF.
Overhaul work was a major part of DHC's postwar program. Mclntyre was placed in charge of the company's newly-formed Aircraft Repair and Overhaul Division, rebuilding Ansons and Cansos. Following this, with the introduction of jet-powered military aircraft such as the DH 100 Vampire in the early 1950s, he established and ran the DHC Engine Division, overhauling up to 40 engines per week.
In 1959 he was appointed project engineer in charge of the DHC-4 (Caribou) program. With his considerable presentation skills and knowledge of aerodynamics, structures-and stress, he was successful in guiding the Caribou through FAA Certification in Washington, resulting in significant sales of this aircraft to the US Army.
In 1962 he was put in charge of merging DHC's Special Products Division with AVRO Canada's Applied Research facilities which DHC had recently purchased. As its first General Manager, he coined the acronym SPAR, later to be spun off as Spar Aerospace. With Mclntyre's assistance and leadership, the Division pioneered early spacecraft antennas and other unique accessories.
Mclntyre established and headed the Market Research Department in 1965, which marked a turning point in his career. His skill in market research and market development is perhaps his greatest legacy - bringing to the Canadian aerospace industry one of its first true commercial marketing organizations.
In 1971, he foresaw the potential demand for short haul airlines feeding into the growing hub-and-spoke networks which the major airlines were fast developing. Concurrently, he saw the simple, rugged and reliable Twin Otter as the perfect airplane to begin to fill this niche. His persistence, combined with the strength and quality of the Twin Otter, resulted in more than 840 sales around the world. It was a bush plane, but more than 500 were sold as airliners.
He turned his marketing skills to redefining the commuter and regional airline industry by encouraging DHC to design, develop and build purpose-built aircraft for the market. While the Twin Otter was the original 19-seat commuter, it was still a fairly basic airplane. Unpressurized, strutted, and with fixed gear, it was also noisy, with limited range and relatively slow speed. But as a market developer, it fit the bill for the time. The Twin Otter established the baseline for the next generation of regional airliner, and this was the defining moment in the eventual domination of de Havilland airplanes in the worldwide regional airliner market.
Mclntyre's intensive and thorough market research showed the need for a modern, quiet, pressurized airliner. This was a bold venture, since DHC's next product, the innovative DASH 7, would carry a price tag five times that of the Twin Otter it was meant to replace. As an example of his determination to spread the word about the potential of short haul regional airliners, in one three-week period he visited airline and government officials in 14 countries, from Scotland to Australia.
With design definition of the DASH 7 formed by Mclntyre's team, DHC produced the world's first four-engine, pressurized, two-crew aircraft, one specifically designed to move the regional airline industry into its second phase. Certificated in 1976, the 50-passenger, quiet, short haul DASH 7 airliner alerted the world to the possibility of immense profitability in the commuter/regional market. Regional carriers today have become so valuable to the transportation infrastructure in North America and abroad that most are affiliated with, or owned outright by, the major airlines themselves.
Although he had officially retired from DHC in 1978, Mclntyre remained active as a full-time consultant, with his final and most impressive assignment ahead of him: the advanced design definition of the world's most successful regional turboprop carrier - the DHC-8. The DASH 8 was launched in 1980 and came into service in 1983.
Mclntyre traveled the world conducting market research with airlines to ensure that the DASH 8 would meet their needs in passenger appeal, economics, speed, strength and reliability.
It is to the credit of Mclntyre and his team of market researchers and designers that over 20 years later, the DASH 8 remaind in full production. When Bombardier Aerospace acquired the rights to produce the DASH 8, they renamed it the Dash 8/Q Series, with passenger capacities from 36 to 70. The airliner continued to sell strongly as part of Bombardier's Regional Aircraft program, with more than 800 in service or on order. The “Dash 8” was the fore-runner of the "Q-400" series used ‘round the world.
Bob Mclntyre was made a Fellow of the Canadian Aeronautics and Space Institute (CASI) in May, 1976. In 1987 he was named Fellow of the Royal Aeronautical Society, and added to the Hall of Distinction of the Faculty of Applied Science and Engineering, University of Toronto.
He died in Toronto on September 23, 1985, while still active as a consultant with the company he had served and loved since 1942.
Robert Billo Mclntyre was inducted as a Member of Canada's Aviation Hall of Fame at ceremonies held in Montreal on May 27, 2006.
Birthdate: August 30, 1911
Birth Place: Killarney, Manitoba
Death Date: February 24, 2005
Year Inducted: 2002
"His pioneering vision and unswerving determination to fight forest fires from the air, preventing untold loss of property and lives, have been of substantial benefit to Canadians." - Induction citation, 2002
Daniel Erskine Mclvor, C.M. was born on August 30, 1911, in Killarney, Manitoba. In 1925 his family moved from their home in Winnipeg to Fort William, Ontario.
Mclvor began his career in a bank, not a cockpit. Since he could not afford flying lessons, he began flying in a friend's home-built Corben Junior Ace. Using the knowledge gained from a welding course, he decided to build his own Corben Junior Ace. In spite of his father's reservations, the home-built aircraft passed Ministry of Transport inspections.
Mclvor had not quite finished the Corben when he joined the Royal Canadian Air Force in 1939 as a Carpenter Rigger, with a Group B classification, and was posted to Air Navigation School in Trenton, Ontario. Still longing to become a pilot and serve his country, he remustered to pilot training in December 1940, having just received his private pilot's licence.
He moved on to No. 2 Elementary Flying Training School (EFTS) at Fort William, Ontario, where he trained on Tiger Moths. From there, he trained on Harvards at No. 2 Service Flying Training School (SFTS) at Uplands, Ontario. He earned his wings and Sergeant Pilot rank in June 1941. Overseas orders arrived, and from Transit Camp in Iceland, he moved on to Bassingburn, England. Due to illness, he was first grounded, then placed on tower duty and eventually shipped back to Canada in 1942. After a refresher course at Rockcliffe, Ontario, in July 1942, he was posted to No. 8 Bombing and Gunnery School in Lethbridge, Alberta.
After a year as Staff Pilot, he requested a transfer to No. 124 Squadron (Ferry Command) in Ottawa in November 1942. He then returned to Lethbridge as a ferry pilot in 1943. In September of that year he was commissioned as Pilot Officer, and a month later, promoted to Flying Officer. In January 1945 he was discharged, with a rank of Acting Flight Lieutenant.
Immediately after the war, Mclvor worked in a variety of jobs, eventually earning his instructor's rating and becoming a charter pilot in British Columbia. He worked for various airlines in BC, including L & M Air Services at Vernon, Queen Charlotte Airlines, and Central BC Airways, later known as Pacific Western Airlines (PWA) and then as Canadian Airlines International.
In 1954 Mclvor volunteered with five other pilots to fly Beavers, Norsemans and Junkers 34s aircraft in the Arctic during the initial stages of the Distant Early Warning Line (DEW Line) construction. Until 1956 he worked with the British Columbia Forest Service, transporting fire-fighting crews and supplies to fire sites. The idea of fighting forest fires from the air was by now firmly planted in Mclvor's mind.
In 1956 Mclvor began flying a Grumman G-21 Goose for MacMillan Bloedel. When he joined this company he was appointed to a committee composed of representatives of nineteen logging companies and the BC Forest Service. The committee's goal was to develop improved methods for fighting forest fires.
Mclvor began by dropping water-filled bags from M & B's Grumman, the first time that an aircraft was used to extinguish a forest fire in British Columbia. Immediately the BC Forest Service installed rotating tanks on the floats of a de Havilland Beaver owned by Vancouver U Fly, owned by the Michaud Brothers. Realizing that this system did not carry enough water, Mclvor began looking for a larger aircraft that could carry more water. The answer, he believed, was flying boats.
The flying boat had largely outlived its usefulness in commercial service by the late 1950's and few remained at that time. However, in 1959 Mclvor found that four Martin JRM-1 Mars aircraft remained in existence, the "Philippine", "Caroline", "Marianas", and "Hawaii", all located at the San Diego Naval Base. The aircraft were US Navy surplus and destined for the scrap yard when Mclvor discovered them.
MacMillan Bloedel initially turned down Mclvor's recommendation that the surplus Martin Mars aircraft be purchased from the US scrap metal dealer. After a second proposal was submitted, the company finally agreed to purchase and convert the four Mars aircraft. The total purchase price for all four aircraft was $100,000 US. They had been purchased originally by the US Navy for $3.5 million (US) each.
In addition to purchasing the four aircraft, Mclvor also ordered 90 tonnes of spare parts and several aircraft engines, all at bargain prices. Other bargains included forty-four filing cabinets full of maintenance records and drawings.
A consortium of six B.C. forest companies, including MacMillan Bloedel as principal shareholder, was formed to oversee the conversion of the Mars flying boats into water bombers. The new company was named Forest Industries Flying Tankers Limited (FIFT).
A lengthy conversion process then began in British Columbia. The Mars were each equipped with a 6000-gallon (27,276 litres) fibreglass and wooden tank. Two retractable scoops for picking up water were attached on either side of the keel, allowing the aircraft to take on water while 'on the step'. Two dumping hatches were then installed through the nine-foot square freight doors in the sides of the aircraft. The result was a 73,483-kilogram (162,000 Ib.) aircraft capable of carrying 30 tonnes of water.
From 1959 to 1966 Mclvor served as Chief Pilot for FIFT at Sproat Lake, near Port Alberni on the west coast of Vancouver Island. His first task was learning to fight forest fires with the massive water bomber. He developed a communication system that is still used today. Daily patrols are flown by helicopters during hazardous periods. They are used to spot and report new fires and are equipped with bambi buckets to fight small fires. For larger fires, the FIFT Grumman Goose is called in to survey the scene. The Goose then relays information to the Mars crew and guides it to the fire's location. Water 'bombs', consisting of thirty tonnes of water and foam concentrate, are then dropped precisely onto the fire.
In 1966 Mclvor resigned from FIFT to return to commercial aviation. Until 1967 he was Manager of the Visual Flight Rules (VFR) Division of Pacific Western Airlines in Vancouver. He became Director of Hercules Operations for PWA in Edmonton in 1969. Until his retirement in 1973, Mclvor concentrated on promoting the benefits of the Hercules aircraft for transporting large cargoes of goods across the world.
Daniel Erskine McIvor inducted as a member of Canada’s Aviation Hall of Fame in 2002 at a ceremony held in Vancouver, B.C. and was invested as a member of the Order of Canada in 2004.
Birthdate: January 31, 1896
Birth Place: Maxville, Ontario
Death Date: May 16, 1969
Year Inducted: 1974
Awards: O.B.E., The McKee Trophy
”The total commitment of his aeronautical expertise to improving this nations airways and airports, has resulted in outstanding benefit to Canadian, aviation." - Induction citation, 1974
Alexander Daniel (Dan) McLean, O.B.E., was born on January 31, 1896, in Maxville, Ontario, where he began his schooling. In 1907 his family moved to Innisfail, Alberta, where he completed his education. He then attended Normal School in Calgary, Alberta, and became a teacher. He taught school in that province for a short time, and in 1917 he enlisted in the Royal Flying Corps (RFC) After ground training at the School of Military Aeronautics at the University of Toronto in Ontario, he was ordered to England where he graduated as a commissioned pilot. He served as a flying instructor until the war ended in 1918.
While attending the University of Alberta in Edmonton during 1919-20, McLean joined the Canadian Air Force Reserve, attended a refresher course at Camp Borden, Ontario, in 1921 and obtained his Civil Commercial Pilot's Licence. Instead of remaining in aviation, he joined his father in business at Innisfail until the Royal Canadian Air Force (RCAF) called him back into service in 1927. After completing several airmanship courses, he spent two years on aerial photographic missions in Ontario, Quebec, and the Maritimes. On January 28, 1929, he piloted the inaugural airmail flight from Ottawa, Ontario, to St. John, New Brunswick. Two days later he completed the inaugural return flight. Then, for a short period, he was pilot of an experimental airmail service between Halifax, Nova Scotia and St. John, New Brunswick.
The Government of Canada's Department of National Defence hired him in April 1929, as Inspector of Western Airways, with headquarters at Regina, Saskatchewan, under the Controller of Civil Aviation, J.A. Wilson. While stationed there he organized construction of the first airways system on the prairies, from Winnipeg, Manitoba to Calgary, and from Regina to Edmonton, Alberta. This operation saw the construction of a chain of airports between these centres, complete with night-lighting and weather and radio services. He then completed an aerial survey of a southern Rocky Mountain flyway to Vancouver, British Columbia, from Alberta, and selected the route through the Crow's Nest Pass. In 1931 he was transferred to Ottawa to replace J.H. Tudhope as Acting Superintendent of Airways and Airports. In this position he directed construction of all new flightways, from Winnipeg throughout eastern Canada.
During July 1935, McLean was in charge of a 7,000 mile (11,300 km) survey flight in the Mackenzie River, Great Bear Lake, Yukon and Northern British Columbia areas. Leaving the South Cooking Lake float base near Edmonton, the party stopped at Fort McMurray, then at all points down the the Mackenzie River to Aklavik, and back through Yukon and northern British Columbia to Prince Rupert, for the purpose of checking landing and other facilities connected with air traffic. The pilot on this historic flight was 'Punch' Dickins, flying a Canadian Airways' Fairchild.
A move to rejoin the RCAF in his rank of Squadron Leader at the outbreak of World War Two was prevented by a government order freezing him in his civil position. For the duration of the conflict, he was made responsible for the selection, surveying and development of all airports provided for the British Commonwealth Air Training Plan (BCATP). For his work in establishing Canada's airport system, he was awarded the Trans-Canada (McKee) Trophy for 1941. McLean was appointed Director of Civil Aviation in 1941, and assumed the additional responsibility for the civil administration and maintenance of the country's principal airports. For his wartime service he was named an Officer of the Order of the British Empire (O.B.E., Military).
McLean was appointed to the Air Transport Board in 1950, a position he held until 1962. In 1954 he headed a government negotiating team for air agreements in Australia, and later that year, he was sent to Japan to negotiate bi-lateral air transport agreements. In 1958 he attended air agreement talks in Switzerland. He retired in 1962 and died in Ottawa on May 16, 1969.
Alexander Daniel (Dan) McLean was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
Birthdate: September 28, 1920
Birth Place: Verdun, Quebec
Death Date: January 5, 2004
Year Inducted: 2003
Awards: Distinguished Service Medal (U.S.FAA), FCASI, The C.D. Howe Award
"His contributions to the military as an aeronautical engineer, and his many years of outstanding leadership in civil aviation administration have been of lasting benefit to Canadian aviation." - Induction citation, 2003
Walter McDonald McLeish, C.D., B.Eng., M.Eng., was born on September 28, 1920 at Verdun, Quebec. His interest in aviation began early - he was seven years old when Charles Lindbergh made his solo flight across the Atlantic Ocean to Paris, and the following year he won a free plane ride as a prize in a model aircraft contest.
He did not give up on his dreams of aviation during the depression years, even though he had to leave school at age sixteen to take a full-time job. He attended evening high school and spent weekends at the local airfield washing airplanes and sweeping the hangar floor.
After World War II began, McLeish worked at an aircraft factory and was encouraged to attend night technical school classes in aeronautical engineering. He attended a British Air Commission course to train as an aircraft inspector of military aircraft being produced in North America for the Royal Air Force (RAF). A year later he was released to join the Royal Canadian Air Force (RCAF), graduating six months later as Pilot Officer with his pilot wings. By mid-1944 he was transferred to an Operational Training Unit (OTU), becoming a fully qualified de Havilland Mosquito pilot before being sent to England. But while waiting to join a Squadron, the war in Europe ended (V-E Day, May 8, 1945), and the war with Japan ended (August 14, 1945) before his group could join a Mosquito Squadron in the Far East.
When he returned to Canada in 1945, he attended McGill University in Montreal (B.Eng., 1950), and the University of Michigan (M.Eng., 1952). He then returned to the RCAF, which posted him to the Central Experimental Proving Establishment at Rockcliffe, Ontario, as the Chief of Airworthiness with the rank of Squadron Leader. Here he spent the next decade on research and development projects covering ejection seats, fighter aircraft runway arrester gear, autopilots and other projects to enhance flight performance. Another project involved the conversion of the rear seat of a T33 to hold a caged cat fitted with medical sensors to measure its reaction and balance under the influence of zero gravity, as part of Canada's contribution to the US space program.
McLeish was promoted to Wing Commander, but resigned from the military on the eve of a promotion to Group Captain (Colonel) in the midst of a NATO (North Atlantic Treaty Organization) tour in West Germany at the Fourth Allied Tactical Airforce Headquarters, to work in civil aviation.
In 1964 he was appointed to the Canadian Department of Transport, Civil Aviation, as the Chief Aeronautical Engineer responsible for Airworthiness and Aircraft Certification. Over the next 18 years with the Department, his responsibilities increased dramatically. He became Director of Civil Aviation in 1970, Director General of Civil Aeronautics in 1972, and was appointed Administrator of the Canadian Air Transportation Administration (CATA) in 1976, a position he held until his retirement in 1982.
The administrative demands during this time were enormous. Major issues arose from all sides and had to be resolved: the aviation community's needs for consultation, the newly created public service unions' demands to be heard, Parliament's new policies on bilingualism and minority rights, the advent of domestic and global hijackings causing an urgent need for a national security policy, and general public demand for aircraft noise abatement.
McLeish decided to undertake several studies - many of which resulted in changes being implemented - to explore the concept of divesting federal airports to cities and regions, the need for a national airspace systems plan, the need for a comprehensive appeal process for licence and operating certificate denials, and the delegation on a national basis of findings of regulatory compliance. He also engaged consultants to explore concepts and organizational issues to streamline CATA operations.
The federal airport divestiture study became the airport authority concept which materialized in the mid-1980's. The appeal arrangement began as a review process by the Administrator and eventually became the Civil Aviation Tribunal. The national airspace system plan was initiated and eventually transferred to NAV Canada in 1996.
McLeish launched a review of the Aeronautics Act, and established the CATA review process for Canadian Aviation Documents and major aircraft accidents. In 1979 Justice Dubin's inquiry into aviation safety resulted in a comprehensive report in 1981. Dubin's recommendations on accident investigation led to the creation of the Canadian Aviation Safety Board. McLeish was a member of the Minister's Advisory Committee on the Dubin recommendations and assisted with drafting the legislation.
The Air Traffic Control (ATC) bilingualism crisis during the early 1970's until the early 1980's was a demanding national issue which polarized into two sides: those who supported the use of English as the only language of communication by ATC world-wide, and those advocating the use of French/English in certain areas. McLeish conducted a two-year en route and terminal simulator exercise that showed that a bilingual system could be operated safely.
Throughout his Transport Canada service he developed a close liaison with the U.S. Federal Aviation Administration (FAA). This was particularly important in the areas of security and air traffic control. Upon his retirement in 1982, he was presented with the FAA's Distinguished Service Medal.
McLeish was recognized by the Canadian Aeronautics and Space Institute (CASI) for his many accomplishments. He was named a Fellow of the Institute in 1965, and received the C.D. Howe Award in 1980 for his achievements in the fields of planning and policy making and overall leadership in Canadian Aeronautics and Space activities.
After he retired, he worked as an independent consultant to governments, airlines, and the aerospace industry. He founded Aerodevco Consultants Ltd., which offers technological assistance globally. He died in Baltimore, Maryland, U.S.A. on January 5, 2004.
Walter McDonald McLeish was inducted as a Member of Canada's Aviation Hall of Fame in 2003at a ceremony held in Halifax, Nova Scotia.
Birthdate: April 20, 1899
Birth Place: Stonewall, Manitoba
Death Date: November 6, 1918
Year Inducted: 1974
"His winning of the Victoria Cross in aerial combat must be regarded as one of the most outstanding contributions possible to the military aspect of Canadian aviation." - Induction citation, 1974
Alan Arnett McLeod, V.C., was born in Stonewall, Manitoba, on April 20, 1899. He received his education there and enlisted in the Royal Flying Corps (RFC), which had established training bases in Canada. In August 1917, having completed his Canadian training, he sailed for England where he underwent his operational training and joined No. 51 Squadron, RFC, as a Lieutenant on home defence duties. In November 1917, he was assigned to No. 2 Squadron, RFC, on the Western Front as pilot of a two-seater bomber on photographic, spotting and bombing missions.
He was honoured with a Mention in Despatches for a daring operation on January 14, 1918, when he and his observer, Lieutenant Reginald Key, attacked and brought down a heavily-defended observation balloon. They were set upon by three German fighters. However, Lieutenant McLeod, by skillful flying, placed his machine in a position to permit his observer full range of his gun to send one of the enemy aircraft down.
The action for which Lieutenant McLeod was awarded the Victoria Cross came on March 27, 1918, shortly after the opening of the greatest German offensive that threatened to break the Allied lines. With six other planes from No. 2 Squadron, Lieutenant McLeod, flying an Armstrong-Whitworth FK reconnaissance aircraft, and his observer, Lieutenant A. W. Hammond, M.C., took off from their aerodrome in the morning for a bombing and strafing attack on German troop concentrations at Bray-sur-Somme, near Albert, France. Bad weather forced them near the ground where their aircraft was damaged by concentrated ground fire. Lieutenant McLeod returned across Allied lines, landed at No. 43 Squadron's field for repairs and took off again, reaching the target area shortly thereafter.
The London Gazette of May 1, 1918, announced the award of the Victoria Cross (V.C.) to Lieutenant McLeod with the following citation: "While flying with his observer, Lieutenant A.W. Hammond, M.C., attacking hostile formations by bombs and machine gun fire, he was assailed by eight enemy triplanes which dived at him from all directions, firing from their front guns. By skillful manoeuvering, he enabled his observer to fire bursts at each machine in turn, shooting three of them down, out of control. By this time Lieutenant McLeod had received five wounds and while continuing the engagement a bullet penetrated his petrol tank and set the machine on fire. He then climbed onto the left bottom plane (lower wing), controlling the machine from the side of the fuselage, and by sideslipping steeply kept the flames to one side, thus enabling the observer to continue firing until the ground was reached. "The observer had been wounded six times when the machine crashed in 'No Man's Land', and Lieutenant McLeod, notwithstanding his own wounds, dragged him away from the burning wreckage at great personal risk under heavy machine gun fire from enemy lines. This very gallant pilot was again wounded by a bomb while engaged in this act of rescue, but he persevered until he had placed Lieutenant Hammond in comparative safety, before falling himself from exhaustion and loss of blood." Lieutenant Hammond received a Bar to his M.C. for his part in the action.
Lieutenant McLeod spent many months in hospital. His father, Dr. A.N. McLeod, went to England to be at his son's side during his convalescence, and accompanied him to Buckingham Palace when he received his Victoria Cross from King George V. In September 1918, father and son returned to Canada. In late October, his lungs weakened by smoke and flames, young McLeod contracted influenza and died in Winnipeg, Manitoba, on November 6, 1918.
Alan Arnett McLeod was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
Birthdate: October 3, 1904
Birth Place: Dryden, Ontario
Death Date: March 4, 1991
Year Inducted: 1974
"He has made outstanding contributions to Canadian aviation by the unselfish application of his exceptional skills as a pilot and navigator, despite adversity, and was instrumental in designing new operational procedures in northern Canada that have benefited this nation's growth." - Induction citation, 1974
Stanley Ransom (Stan) McMillan was born in Dryden, Ontario, on October 3, 1904, and moved to Edmonton, Alberta, where he learned to fly with the Royal Canadian Air Force (RCAF) Reserve in 1925. He left a university engineering course to join the RCAF in 1927 and flew on northern Canadian operations for two years, until he was granted leave from the service to join Dominion Explorers Limited (Domex) as a pilot, exploring the unmapped Arctic and sub-Arctic regions.
In March and April of 1929 he shared with another pilot, Charles Sutton, the distinction of being the first airmen to penetrate the vastness of the Barren Lands, in a 4,000 mile (6,400 km) trip from Winnipeg, Manitoba, to north of the Arctic Circle in winter. Col. MacAlpine, Domex President and mining engineer, contracted the trip, the purpose of which was to check on supplies and fuel caches at Domex bases. They stopped at Tavani, about 250 miles (400 km) north of Fort Churchill, and beyond Baker Lake, but any hoped-for explorations were curtailed by winter storms, and the group returned to Winnipeg.
Following this significant accomplishment, Col MacAlpine planned an autumn expedition to .inspect company activities. McMillan, flying Fairchild CF-AAO, and Tommy Thompson, flying a Fokker Super Universal, G-CASK, on charter from Western Canada Airways, piloted this two-plane expedition carrying their air engineers and a four-man geological team. The party left Winnipeg on August 24, 1929, with plans to investigate mineral deposits across the Barren Lands and along the Arctic coast. They were beset by mechanical difficulties and unusually bad weather from the beginning. They were last seen at Baker Lake on September 8th, when they headed towards the Arctic coast. Bad weather and low fuel supplies forced a decision to land when they saw the first signs of habitation. The three Eskimos (Inuit) could not speak English, but with the arrival of other Inuit, the party knew that they could survive until they reached the nearest outpost, Cambridge Bay on Victoria Island, about 80 miles (130 km) across the Dease Strait. Without fuel, the aircraft were abandoned. With no means of communication, the party was lost to civilization for six weeks. They lived on the tundra, sheltered and fed by the Inuit, and waited until the ocean waters froze sufficiently to carry their weight.
When conditions were right, they followed their Inuit friends as they began the trek across the channel to Cambridge Bay and reached the safety of that isolated outpost two days later, on November 3rd, fifty-six days after they had last been seen. It took another month for rescuers to be able to bring them out to Winnipeg. Their desperate plight had captured the headlines of the international press for three months, and triggered the largest aerial search in Canadian history.
In 1931 McMillan was employed by Commercial Airways, a company formed by W.R. 'Wop' May, which was soon absorbed by Canadian Airways Limited. His assignment took him throughout northern Alberta and British Columbia, as well as the Yukon and Northwest Territories, flying mail, passengers and freight. One outstanding three week aerial operation resulted in the salvage of the crashed aircraft used by the ill-fated Burke expedition into the mountains of northern British Columbia. The following year he was based at Carcross, Yukon, and flew the first airmail from there to Atlin, British Columbia.
Leigh Brintnell hired McMillan in 1932 to fly for his company, Mackenzie Air Service, at Edmonton, Alberta. For the next seven years McMillan completed a number of exceptionally difficult flights. In 1933 he delivered eight prospectors and their summer supplies, in relay flights, 1,000 miles (1,600 km) north of Edmonton to the headwaters of the upper Liard River, over unmapped territory, and during winter storms. As Chief Pilot in 1935 he made the first commercial link with Alaskan Airlines by flying over the mountains to Whitehorse, Yukon. During his flying career, he had flown on numerous searches for lost companions and completed a number of mercy flights. In 1936 he piloted a relief flight to Letty Harbour on the Arctic Ocean in mid-winter, without radio or navigational aids, to rescue three seaman who had been marooned for eight months. In the fall of 1936 he devoted six weeks to flying the Barren Lands with other bush pilots on a search for two missing RCAF aircrew, F/L Coleman and L/A Fortey, who were eventually found by Matt Berry.
McMillan's leave from the RCAF ended in September 1939, when he was recalled for service as a Flight Lieutenant. He was able to use his exceptional long range navigational skills as an operational pilot and commander on anti-submarine patrols out of Newfoundland and Nova Scotia, and ferrying flying boats from Bermuda to the United Kingdom. He also served on operational duties in Ceylon and Northern Ireland, leading three squadrons from 1943 until war's end, with the rank of Wing Commander. For exceptional services he was honoured with a Mention in Dispatches.
For two years after the war he flew aerial photographic surveys for Arctic Airlines, then formed Air Surveys Limited with a partner and continued survey flights for the Government of Canada until 1952. Four years later he joined Pacific Western Airlines (PWA) as Chief Pilot, Operations Manager, and then was named Co-Divisional Manager. His years of experience in cold weather aircraft operations were considered essential to PWA's safe flying procedures during the construction of the Distant Early Warning (DEW) Line radar bases along the rim of the Arctic Ocean in the mid-1950's.
When PWA sold their bush flying operations to Northward Aviation in 1966, he was named General Manager of the new company. In 1970 he formed Wraymac Sales at Edmonton, becoming an aircraft broker and parts supplier to the industry.
McMillan served as President of the International Northwest Aviation Council in 1963. He was named to their Aviation Roll of Honour in 1976. On November 13, 1981 a Wardair DC-10 with the call letters C-GFHX and the name S.R. “Stan” McMillan left Toronto on it’s inaugural flight to Quebec City with Stan and many of the early pilots and/or their families on board. He died in Edmonton on March 4, 1991.
Stanley Ransom (Stan) McMillan was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
Birthdate: July 29, 1906
Birth Place: Gilbert Plains, Manitoba
Death Date: June 13, 1983
Year Inducted: 1974
"His quest for perfection as an Arctic airman, despite adversity, helped make the term 'bush pilot' synonymous with resourcefulness and has been of outstanding benefit to Canadian aviation," - Induction citation, 1974
Archibald Major (Archie) McMullen was born on July 29, 1906, in Gilbert Plains, Manitoba. He moved to Nanton, Alberta, as a child and was educated in Alberta. He worked as a mechanic in Calgary, Alberta, until 1927, when he joined World War I 'ace', Freddie McCall as a mechanic. This move resulted in the formation of Great Western Airways at Calgary in June 1928, involving himself, McCall, Jock Palmer and two other aviators. They started operations with one Stinson Detroiter.
The firm acquired the distributorship for de Havilland aircraft, and several DH Moths were shipped from Toronto, assembled in Calgary and sold. The company then formed a flying school, and after obtaining an Air Engineer's Licence, McMullen earned both his Private and Commercial Pilot's Licences by March of 1929. During that summer, he barnstormed extensively throughout western Canada.
In September 1929, he joined 'Wop' May as a pilot for a newly formed company, Commercial Airways, at Edmonton, Alberta, which had a government contract to carry mail to northern communities. On December 9, 1929, McMullen, along with May and air engineer Tim Sims, and three others, left Fort McMurray with the first mail to be flown down the Mackenzie River. He was credited with the portion of the inaugural airmail flight to Fort Chipewyan, Alberta. The following year he flew the first airmail between Fort Providence and Fort Simpson in the Northwest Territories. Due to the large accumulation of mail, all company aircraft were carrying mail and cargo to all the posts and settlements along the Mackenzie River as far as Aklavik.
Commercial Airways was absorbed by Canadian Airways Limited in 1931. McMullen made his first trip to Echo Bay on Great Bear Lake in August 1931. The mining rush into that area was going on. During the next three years he completed a number of additional inaugural airmail flights. After flying the last seasonal mail down the Mackenzie River to Aklavik on floats in 1933, skis were put on his plane and he completed a difficult mercy flight to Shingle Point on the Arctic coast, where the Mission had burned and four patients had to be brought to hospital. He carried out several more emergency flights into the north that winter.
In 1937 he joined Mackenzie Air Service, and in the fall of that year was called upon to assist in an extensive search for Russian aviator Sigismund Levanevsky and his crew, missing on a flight over the Arctic Ocean to Alaska. McMullen took over from Herbert Hollick-Kenyon as pilot for searchmaster, Sir Hubert Wilkins. They made several intensive search flights between Aklavik and Edmonton, but the Russian crew was never found.
Through the next few years, McMullen flew what he called routine trips, flying mail, freight, passengers, and emergency flights, throughout northern Canada, aiding new areas of development and habitation.
In December 1940, McMullen began to work with the Department of Munitions and Supply as a test pilot for repaired aircraft used by the British Commonwealth Air Training Plan (BCATP). He was then assigned to Consolidated Aircraft Company at San Diego, California, to test fly several types of aircraft, among them the four-engined B-24 Liberator bomber and twin-engined PBY flying boats. When he returned to Edmonton, he was test pilot on rebuilt military aircraft.
In 1945 he joined Canadian Pacific Airlines (CPA), which had acquired Canadian Airways Limited. He served as a check pilot for CPA, supervising all of the company's pilots in the Edmonton district, as well as those on air operations during the construction of the Distant Early Warning (DEW) Line radar bases along the Arctic Ocean, until 1956. He retired from aviation in 1963, following a 30-year career during which he logged 22,000 hours as pilot-in-command on 38 types of aircraft. McMullen died on June 13, 1983.
Archibald Major (Archie) McMullen was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held in Edmonton, Alberta.
Birthdate: May 15, 1919
Birth Place: Springhill, Nova Scotia
Death Date: January 15, 1971
Year Inducted: 1990
Awards: D.S.O., D.F.C.**, C.D.*, The Croix de Guerre with Palm Leaf and the Chevalier of the Legion of Honour (France), Africa Star, Defense Medal, Korean War Medal, UN Korean War Medal, Canadian Volunteer Service Medal
"His leadership, courage, dedication and his indomitable will to survive were manifestations of contribution to Canadian aviation." - Induction citation, 1990
Robert Wendell (Buck) McNair, D.S.O., D.F.C.**, C.D.*, was born in Springhill, Nova Scotia, on May 15, 1919, and grew up in North Battleford, Saskatchewan. During the summers of 1937 to 1940 he worked for Canadian Airways Ltd. as a ground wireless operator, relaying weather and other information necessary for the safety of bush pilots operating in the north.
He joined the Royal Canadian Air Force (RCAF) in June 1940, and graduated as a Sergeant-pilot in March 1941. He was transferred to No. 411 Squadron in England in June 1941. His first victories came while flying a Spitfire in September and October, when he downed a Messerschmitt Me 109 and damaged two other enemy aircraft.
McNair was transferred to No. 249 Squadron in Malta in March 1942, a posting which included a flight from the deck of aircraft carrier HMS Eagle delivering new pilots and aircraft into Malta. This was a difficult exercise since the Eagle was not a large carrier, and the Spitfire was not designed for this type of operation. Also, the distance was beyond the Spitfire's normal range, and each aircraft had to carry a supply of parts. The addition of a belly fuel tank extended its range. Increased lift for take-off was accomplished by inserting small wooden wedges between the flaps and the underside of the wings. When the aircraft was taking off, the wedges held the flaps in a slightly open position to provide additional lift. When the flaps were retracted, the wedges were released.
The delivery of aircraft to Malta was successful and during the balance of his four-month tour McNair destroyed five enemy aircraft and damaged eight others. He was awarded the Distinguished Flying Cross (D.F.C.) and promoted to Flight Lieutenant. He rejoined No. 411 Fighter Squadron in the U.K. in July of 1942 and damaged several more enemy aircraft during a fierce air battle over Dieppe, France, on August 19, 1942.
In September of 1942 McNair, now a Flight Commander, was sent on a six-month coast-to-coast promotion of Canada War Bonds. He returned to England in early 1943 and became Squadron Leader, first of 416 and then 421 Squadrons. In a short period, he added eight more victories and received two Bars to his D.F.C.
On July 20, 1943, as he was leading a patrol along the Dutch coast, his Spitfire's engine began to lose power. He left the squadron and turned for home accompanied by his wing man. Twelve miles from the French coast his engine burst into flames and his aircraft dived out of control. At 5,000 feet (1,520 m) he struggled free, and with his face badly burned, bailed out of the aircraft. The parachute was partially burned, but he freed himself from the jammed harness and landed in the water, supported only by his Mae West life preserver. He was rescued within a few hours, and was flying again within three weeks.
In October of 1943 he became Wing Commander of 126 RCAF Wing, the leading Fighter Wing in the Second Tactical Air Force. In April 1944, he was awarded the Distinguished Service Order (D.S.O.) with the citation noting that: "Throughout, Wing Commander McNair has set a magnificent example by his fine fighting spirit, courage and devotion to duty both in the air and on the ground. He has inspired his pilots with confidence and enthusiasm."
When his combat days were over, he had destroyed at least sixteen enemy aircraft and damaged many others. He became the RCAF's second-ranking ace of World War II and one of its most successful wing leaders.
McNair served as Commander of No. 17 Sector in 1944. He attended the first post-war course at Royal Air Force (RAF) Staff College, and on completion of the Empire Central Flying School course in April 1946, he was sent to Fakenham, Norfolk, to fly the first British operational jet aircraft, the Gloster Meteor. In 1947 he was awarded the French Croix de Guerre with Palm Leaf and the Chevalier of the Legion of Honour.
In the post war years, Colonel McNair served in staff positions at Washington, DC, U.S.A., Quebec, and finally, in Tokyo during the Korean conflict. He was frequently called upon to fly and evaluate the latest jet aircraft.
In January 1956, he was promoted to Group Captain and commanded No. 4 Fighter Wing in Baden-Soellingen and in 1961 was assigned to North American Air Defence (NORAD) Region Headquarters at St. Hubert, Quebec. He was appointed Deputy Commander of NORAD's Duluth sector in 1964 and in 1968 became Senior Air Liaison with the Canadian Joint Staff in London. He died there on January 15, 1971.
In 2007 Buck McNair was honoured when No. 4 Wing Cold Lake Airfield was renamed the “G/C R.W. McNair Airfield”.
Robert Wendell (Buck) McNair was inducted as a Member of Canada's Aviation Hall of Fame in 1990 at a ceremony held at Edmonton, Alberta.
"Buck McNair: Canadian Spitfire Ace" - Noman Franks (2001)
Birthdate: May 21, 1923
Birth Place: Vermillion, Alberta
Death Date: March 8, 2011
Year Inducted: 1974
"His record can be matched only by those airmen of high endeavour and professional calling, who have devoted their lives and skills to the benefit of the free world despite adversity, and whose contributions have substantially benefited Canadian aviation." - Induction citation, 1974
Bert William Mead, C.D.*, was born on May 21, 1923, in Vermilion, Alberta. He attended school there and at the University of Alberta until 1942 when he joined the United States Public Roads Administration as an engineer's assistant on the surveying of the Alaska Highway route. The following year he enlisted in the Royal Canadian Air Force (RCAF), trained at several bases, graduated as a commissioned pilot in 1944 and was posted to instructional duties in Canada.
Mead wanted to serve in combat, so he resigned from the RCAF in 1945 and enrolled in the Royal Navy as a pilot with the rank of Sub-Lieutenant. The war in Europe ended shortly after he completed operational training, so he transferred to the Royal Canadian Navy (RCN). During the next two years he completed several advanced training courses. He returned to No. 883 Squadron, RCN, at Dartmouth, Nova Scotia, and served at sea for a year aboard the aircraft carrier HMCS Magnificent as Deck Landing Control Officer.
In 1949 he was posted to HMCS Shearwater as maintenance test pilot and then to the RCAF's Winter Experimental Establishment at Edmonton, Alberta. There he was instrumental in developing new techniques for sophisticated aircraft, flying as many as six types in a single day. In 1953 he was sent to England to attend the Empire Test Pilot's Course, following which he was promoted to Lieutenant Commander.
Because of his extensive experience in all aspects of heavier-than-air flight, Mead was appointed to VX-10 Squadron, RCN, in 1954 as a special projects officer. His prime responsibility was flight testing one of the world's first successful automatic take-off and landing systems for aircraft. The project was designed to permit military aircraft to depart from or land on an aircraft carrier in any weather, in any type of sea. His skills as a pilot contributed to the perfection of the system and modified versions were put to use on modern passenger jet and military aircraft. Mead spent eight years with VX-10, accepting command of the unit from J.C. Sloan in 1959.
In 1962 Mead was moved to Naval Headquarters in Ottawa. Three years later he was named to head a group of military experts as Flying Evaluator in the testing and reporting on the selection of aircraft for all Canadian Forces. A recurring medical problem caused by an earlier crash resulted in his early retirement from the service in 1967.
In 1967 he helped found Hoverwork Canada Limited to bring into Canada the first commercial Air Cushion Vehicle (ACV), or hovercraft, and undertook an extensive course of instruction in England. The hovercraft had been invented by Sir Christopher Cockerell, whose original concept arose from an attempt to improve a boat's performance by reducing hydrodynamic drag.
During the winter of 1967-68, Mead directed cold weather trials of the hovercraft over Hudson Bay, out of Port Churchill, Manitoba. He then worked with the Ministry of Transport (MOT) to develop an ACV Search and Rescue Unit at Vancouver, British Columbia, selecting and training all personnel to hovercraft standards, and devising the operating procedures. He commanded this unit, which conducted over 230 rescue missions at sea. He was then transferred to Ottawa and named senior ACV captain, assigned to test and develop new vehicles and assist in the writing of regulations governing their operations.
In 1972 Mead joined Northern Transportation Limited at Edmonton to take command of their ACV test program of the Canadian-made Voyageur. As the most punishing test he could devise, it was flown, under his command, the full length of the Mackenzie River in mid-winter.
From 1973 to 1977 he was Director of ACV Operations for Northern Transportation. The ACV's were used to transport personnel to offshore rigs on artificial islands on the Beaufort Sea, supporting the oil drilling programs of several companies. After these operations ceased, Mead negotiated the sale of the ACV's to the Coast Guard for use in Search and Rescue work on the west coast of Canada. He retired from Northern Transportation Co. Ltd. in 1979.
As a military test pilot for almost two decades, he flew more than 100 types, from trainers through super-sonic jet fighters and four-engine bombers. As the nation's first certified ACV pilot, he logged some 1,500 hours on ten types, all of which were designated as airplanes by the MOT.
Bert Mead died in Port Moody, B.C. on March 8, 2011.
Bert William Mead was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held at Edmonton, Alberta.
Birthdate: March 9, 1914
Birth Place: New Westminster, British Columbia
Death Date: October 20, 1998
Year Inducted: 1993
Awards: Canadian Centennial Medal
"His insistence on operational integrity and service as well as his organizational skills in both charter and scheduled airlines along with his dedication to safety in the industry has shaped the country's policy and been of considerable benefit to Canadian aviation." - Induction citation, 1993
Almer Leonard (Al) Michaud was born on March 19, 1914, in New Westminster, British Columbia, and was educated in the Langley area. His brother Lloyd, a partner in Gilbert's Flying Service, taught him how to fly prior to World War II. He joined the Royal Canadian Air Force (RCAF) in 1941 and served as staff pilot at No. 2 Air Observers School (AOS) in Edmonton, Alberta, and No. 5 AOS in Winnipeg, Manitoba.
In 1942 Al Michaud and his brother Lloyd bought the remaining shares in Gilbert's Flying Service, but wartime restrictions suspended all operations of the company. In 1945 the Michaud brothers returned from wartime flying duties and resumed operations as a new company, Vancouver U Fly, with Al Michaud holding the position of President and Chief Executive Officer. Their company developed into one of the most successful flying schools ever formed in western Canada.
They became distributors of Cessna aircraft in 1946 and also received an Air Transport Board licence to operate land and sea air charter services from their base in Vancouver. British Columbia's rugged coastline and costs of building roads caused companies engaged in lumbering, mining and fishing to rely to a large extent on air travel, which made up the bulk of the charter business. The charter service was such a success that by 1955 the company's name was changed to West Coast Air Services, which seemed to describe the scope of operations more appropriately.
After the federal government took over the Vancouver Airport from its former owner, the City of Vancouver, plans for future use and development of the airport began to emerge. By 1964 operational restrictions imposed at Vancouver International Airport limited its use to licenced pilots only, and therefore, initial flight training was moved to a nearby airport, Pitt Meadows. The one aspect of West Coast Air Services business most affected by the new ruling was their flying school. They decided to phase out pre-licence pilot training and concentrate on the senior phases of training, such as commercial, instructor and instrument ratings.
Al Michaud served as a Director of the British Columbia Aviation Council from 1947 to 1967, when he became President of the Council. He also served as Chairman of the Air Transport Association of Canada (ATAC) at this time. During his tenure as Chairman, he directed the preparation of the draft of the Regional Air Carrier Policy for the Minister of Transport, the Honourable J.W. Pickersgill. This policy continues to provide the main frame-work for air transport in Canada.
In 1967 West Coast Air Services Ltd. purchased the Class 4B charter service of Pacific Western Airlines at Vancouver, Kamloops, and Nelson, which included contract work for the British Columbia Department of Lands and Forests for patrols and fire suppression. In that year, Al Michaud was awarded the Canadian Centennial Medal.
From 1981 to 1982 Michaud was appointed a member of the Justice Dubin Commission and Advisory to the Minister of Transport on Air Safety and other related matters. From 1984 to 1991 he served as Chairman of Time Air Inc., which was formed in Lethbridge, Alberta. He was one of the principal shareholders in this company. In 1986 he was honoured by the International Northwest Aviation Council (INAC) by being named to their Honour Roll for his promotion of the field of aviation. He died in Vancouver on October 20, 1998.
Almer Leonard (Al) Michaud was inducted as a Member of Canada's Aviation Hall of Fame in 1993 at a ceremony held in Edmonton, Alberta.
Birthdate: May 5, 1912
Birth Place: Fort Francis, Ontario
Death Date: March 24, 1970
Year Inducted: 1989
"His broad experience gained in thirty-five years of civil and military aviation has been passed on for the outstanding benefit of Canadian aviation." - Induction citation, 1989
Robert Bruce Middleton, A.F.C., was born on May 5, 1912, in Fort Francis, Ontario. The family moved to Australia in 1920 but returned to Canada two years later, to live in Winnipeg, Manitoba. He obtained his Private Pilot's Licence in October of 1932, and shortly after, his Commercial Licence. Unable to find a flying job in Canada, he boarded a cattle boat to England with the intention of joining the Royal Air Force (RAF). Upon arrival he was informed that they could not take applications for six months, so he returned to Canada, penniless.
Unable to find work, he lived with his family, and among other things, did some barnstorming. In December he returned to London, England, by the now familiar cattle boat and was accepted by the RAF, but was told he was not needed , immediately. He returned home once more. In March 1934, he finally received word of his commission and crossed the Atlantic for a fifth time to commence flying training in Scotland. He received his RAF pilot wings in August.
During a period of leave in 1935, Middleton returned home to Canada and was married. After a short period in Scotland, he was posted to Malta with No. 22 Flying Boat Squadron which was protecting British interests there during the period of tension when Italy invaded Ethiopia.
In 1936 Middleton applied in London to fly for Imperial Airways, and in 1937, with a newly acquired Civil Air Navigator's Licence, he began flying for them on the London-Paris route. In March he returned to Canada, and began flying for Canadian Airways Limited in northern Manitoba, Ontario and Quebec.
In October 1937, he went to work for the fledgling Trans-Canada Airlines and was on the first test run of the twin engine Lockheed Electra from Winnipeg to Vancouver, British Columbia. In December he became one of the founding members of the Canadian Air Line Pilot's Association (CALPA, Belt of Orion 1988). In 1938 he captained the first TCA airmail flight from Vancouver to Winnipeg and a year later, the inaugural passenger flight on that route.
In May of 1939, he returned to Imperial Airways and flew the London-Frankfurt-Budapest route. He landed in Frankfurt, Germany on September 3rd, 1939, the day that World War II was declared, and after some difficulty, was allowed to continue his flight back to London. Middleton completed 45 passenger flights over Europe before returning to Canada.
Middleton returned to the RCAF, which he had joined as a Reserve Officer while he flew for TCA, and was posted to Bermuda. From there he made five aircraft deliveries across the Atlantic for Ferry Command. In July 1941, he was posted to No. 116 Bomber Squadron at Dartmouth, Nova Scotia, and flew one of the Lockheed Hudson aircraft taking the Duke of Kent on a tour of the British Commonwealth Air Training Plan (BCATP) facilities. In October he was test-flying a Bell Aircobra fighter and was severely injured when it crashed in the Gatineau Hills in Quebec. On January 1, 1943 he was promoted to Wing Commander and awarded the Air Force Cross (A.F.C.). That same month he was posted to 164 Squadron in Moncton, New Brunswick. This group, under the direction of Group Captain Z.L. Leigh, was organized to speed delivery of materials and personnel for the construction of the Goose Bay, Labrador, airport, which was used as a fuel stop in the Atlantic Ferry operation.
In October 1943, Middleton was placed in command of No. 168 (Mail) Squadron, responsible for carrying mail overseas, and in December he piloted the first flight of airmail to the United Kingdom and the Middle East. In March of 1944, he was placed in charge of the Overseas Wing of RCAF Transport Command.
After demobilization in 1945, Middleton flew for Argentine Airlines from Buenos Aires to New York and London. He returned to Canada a year later and was persuaded by T.M. ‘Pat' Reid to join Imperial Oil Limited. In 1946 he began flying for Imperial Oil as Chief Pilot, and became Manager of Flight Operations, a position he held for 21 years. Under his management, the air transport arm of Imperial Oil grew from one to eight aircraft, becoming one of the largest corporate fleets in Canada. During this period he was also a Director of the Toronto Flying Club, and a member of the advisory board of the Canadian Business Aircraft Association. He retired in 1968 with 15,000 hours of air time logged. He died in Mexico on March 24, 1970.
Robert Bruce Middleton was inducted as a Member of Canada's Aviation Hall of Fame in 1989 at a ceremony held in Edmonton, Alberta.
Birthdate: October 30, 1943
Birth Place: Haileybury, Ontario
Year Inducted: 2004
"As one of Canada's foremost aviation historians and one of the most successful and influential publishers of Canadian aviation history, he has made a significant and prodigious contribution to the recording of Canada's aviation history, meticulously documenting with photographs the role that aviation has played in the development of Canada." - Induction citation, 2004
Lawrence Joseph Milberry, BA, M.Ed., was born on October 30, 1943 in Haileybury, Ontario, the son of a mine supervisor. As a young child he was fascinated by the seaplanes operating from nearby Mud Lake at Belleterre, Quebec. His family moved to Toronto when he was five, and he attended De La Salle College. Throughout his teen years he was an enthusiastic Air Cadet, participating in many of the citizenship and technical training programs sponsored by the Air Cadet League of Canada.
After graduating from High School he attended Normal School, and in 1961, at the age of eighteen, he accepted a teaching position in Toronto. In the evenings he took advantage of the University of Toronto's extension programmes, and obtained a Bachelor of Arts degree in 1968. To that he added a Masters Degree in Education in 1970.
Milberry's magazine articles began to appear in publications. He is an avid photographer, and his photos also were being published in the 1950's. His focus was aviation, and over the years he found that researching and writing about the aviation world required more and more of his time. He needed to do more research, take more photographs, travel to more aviation related events, interview more people.
His first book, Aviation in Canada, was completed in 1979 and published by McGraw Hill. He resigned from his teaching position in 1979 to take up full time writing, leaving behind the security of his full time career.
Following the success with his first book, Milberry decided that not only would he continue to write books on aviation, he would publish them himself. With little background in book production other than the experience he gained by working with McGraw Hill, he established his own publishing company, CANAV Books, in 1981. This decision took considerable courage. As a single parent of four young children, his resources were limited, and the publication of his first book was financed by a mortgage on his home. Indeed, the process of mortgaging his home has been repeated several times since then, but the result is a company now famous worldwide for quality in aviation publishing.
Milberry has been an active member of the Canadian Aviation Historical Society since its inception in 1962. His goals as a publisher, to research, record and disseminate the history of aviation in Canada, are similar to those of that Society. He is known for the thoroughness of his research, whether his topic is the achievements of: Canadian aviators, the impact of Canadian aviation technology or Canada at war. This task has taken him to all parts of Canada as well as to many other countries.
Milberry's books effectively combine his soundly researched narrative, technical data, and first hand anecdotal accounts. The latter are obtained not only from the famous but from lesser known aviation personalities whom he has taken the trouble to locate and interview. He is well aware of the importance of photographs, and he chooses these with extreme care. His knack for unearthing rare pictures can be attributed to his determination and hard work. In addition, he uses many of his own photographs in his work.
The histories of de Havilland Canada, written by Fred Hotson (Hall of Fame, 1998), and of Canadair, which Milberry co-authored with Ron Pickler, are considered the definitive sources on these two companies. His aircraft monographs on such aircraft as the Canadair North Star, the Avro CF-100 and the Canadair F-86 Sabre are outstanding. The latter was described by a reviewer for the Journal of American Aviation Historical Society as "possibly the best of its kind, a bench mark for writers of similar works".
His massive two-volume Air Transport in Canada is an outstanding source of information on the history of Canadian civil aviation. Equally comprehensive are the four volumes of Canada's Air Force, which document the RCAF and CAF in a similar manner.
In addition to books he has written, Milberry has published works by other notable Canadian aviation historians, as well as several he has co-authored with other distinguished researchers.
Milberry is universally respected among members of the aviation community, at all levels. Indicative of this is his recognition by the Canadian Aeronautics and Space Institute which appointed him Honourary Fellow in 2002.
No other Canadian writer or publisher has done more to make Canadians aware of our flying history. CANAV books have sold well in Canada, but they have also enjoyed substantial international sales. Milberry has thus been responsible for acquainting many non-Canadians with our country's aeronautical achievements. He lives in Toronto, Ontario.
Lawrence Milberry was inducted as a member of Canada’s Aviation Hall of Fame at a ceremony held in Mississauga, Ontario in 2004.
Below is a listing of books in which Larry Milberry has been involved:
A. Written by Larry Milberry, published by McGraw-Hill Ryerson:
1979 - Aviation in Canada
B. Written by Larry Milberry and published by Milberry/CANAV Books:
1981 - The Avro CF-100
1982 - The Canadair North Star
1985 - Austin Airways
1986 - The Canadair Sabre
1987 - Canada's Air Force Today
1994 - AIRCOM: Canada's Air Force
1994 - Sixty Years: The RCAF and CF Air Command, 1924-1984
1997 - Air Transport in Canada, Vol. 1 and 2
2000 - Canada's Air Force at War and Peace, Vol. 1 and 2
2001 - Canada's Air force at War and Peace, Vol. 3
2003 - Canada's Air Force at War and Peace, Vol. 4
2004 - Fighter Squadron: 441 Squadron from Hurricanes to Hornets
C. Written by Larry Milberry - collaboration with other writers, published by Milberry/CANAV Books:
1989 - Power: The Pratt & Whitney Canada Story, K.H. Sullivan and L. Milberry
1989 - Propulsion: L'Histoire de Pratt & Whitney Canada (HC), K.H.Sullivan and L. Milberry
1990 - The RCAF at War 1939-1945, L. Milberry and H.A. Halliday
1995 - Canadair: The First 50 Years, R. Pickler and L. Milberry
1995 - Canadair: Cinquante Ans d'Histoire, R. Pickler and L. Milberry
D. Books published by Milberry/CANAV Books:
1983 - The De Havilland Canada Story, F.W. Hotson
1985 - And I Shall Fly, Z.L. (Lewie) Leigh
1987 - A Formidable Hero: The Story of Lt. R. Hampton Gray, V.C., D.S.C., S.E. Soward
1987 - Woody: A Fighter Pilot's Album, H.A. Halliday
1985 - Helicopters: The British Columbia Story, P. Corley-Smith and D.N. Parker
1988 - The Bremen, F.W. Hotson
1992 - Typhoon and Tempest, The Canadian Story, H.A. Halliday
1999 - De Havilland in Canada, F.W. Hotson
2004 - The Grumman Mallard, F.W. Hotson and M. Rodina
Since Larry Milberry was inducted as a member of Canada's Aviation Hall of Fame at a ceremony held in Mississauga, Ontario in 2004 he has continued his exceptional; quest for history in Canadian aviation, and put this information into print along with his excellent photographs. Some of the books he has written and published since 2004 include:
2005 - 441 Squadron from Hurricanes to Hornets
2005 - The Leslie Corness Propliner Collection
2006 - The Wilf White Propliner Collection
2007 - Canada’s Air Forces on Exchange
2008 - Aviation in Canada - Volume 1 - The Pioneer Decades
2009 - Aviation in Canada - Volume 2 - The Formative Years
2010 - Aviation in Canada - Volume 3 - Evolution of the Air Force
2011 - Aviation in Canada - Volume 4 - Bombing and Coastal Operations Overseas 1939-1945
2013 - Aviation in Canada - The Noorduyn Norseman - Volume 1 (with Hugh A. Halliday)
2013 - Aviation in Canada - The Noorduyn Norseman - Volume 2
CAN-AV Books publishes books by other authors, including this recent offering: le Te Plumeria (2012) by Marc-Andre Vailquette - the history of one of the greatest RCAF fighting units, the 425 “Alouette” Squadron.
Birthdate: October 10, 1935
Birth Place: Montreal, Quebec
Year Inducted: 2015
Awards: OMM, CD
“Recognized as an outstanding leader and pilot, George Miller served 35 years with the RCAF, including team leader of the Snowbirds aerobatic team. Following air force service he organized air shows, served as manager of the Langley Regional Airport during its expansion, and formed the Fraser Blues aircraft formation team.” - Induction citation, 2015
Born in Montréal, on October 6, 1935 to parents Harold and Neta, George Edward Miller was the middle child to an older brother, Harold, and a younger sister, Carol. After completing grade two, George and his family moved to St. John’s, Newfoundland, when his father’s work as a construction superintendent took him there to work on the building of a U.S. Army hospital. At 15, George moved with his family to Ottawa, where construction work had taken his father.
George completed high school at Nepean High School, then enlisted at age 18 in the RCAF in Ottawa as a pilot trainee on November 28, 1953. He began training on Harvards at RCAF Station Penhold in Alberta in January 1954. By agreeing to join the church choir on the base, George’s instructor accelerated his instrument training and George graduated with his pilot’s wings six weeks early in November, 1954.
In December, George began flying the T-33 Silver Star jet trainer at the Advanced Flying School at RCAF Station Portage la Prairie in Manitoba, followed by training at No. 1 Pilot Weapons School at RCAF Station MacDonald, Manitoba. Six months later, he was transferred to Chatham, New Brunswick to train on the F-86 Sabre jet.
At 19, George became one of the youngest Canadian pilots of 12 squadrons to serve a tour of duty overseas during the Cold War, when he was posted to 434 Squadron in Zweibrücken, West Germany. There he met his future wife, Christel, and they were married on December 8, 1956. By then, Flying Officer Miller was recognized as a top fighter pilot. A year later he returned to Canada as an Air Intercept Controller with Air Defence Command, guarding against attack on North America from the north using a series of radar station lines across the United States and Canada during the Cold War.
While in Canada, George won a flying competition to join the RCAF Golden Hawks flight demonstration team as a solo pilot for the 1962 season and was promoted to Flight Lieutenant. Returning to 434 Squadron in Zweibrücken in 1964, George flew the CF-104 Starfighter for two years. His next posting was to Sardinia as a weapons officer instructing in nuclear weapons training, and during that time he established the Tactical Sea Survival Training School.
Posted back to Canada, in 1969 George attended the Canadian Land Forces Command and Staff College in Kingston, Ontario, was promoted to Major and assigned as executive assistant to the commander of the Canadian Army for two years, before returning to Europe. While stationed with RCAF 421 Squadron in Zweibrücken, again flying the CF-104, in 1973 George was invited to return to Canada to lead Canada’s new air demonstration team, the Snowbirds. He jumped at the chance!
His influence with the Snowbirds was immediate. George began nine-plane formation aerobatics, implemented formation changes during aerobatic manoeuvres, and an annual preseason deployment to Comox, British Columbia to promote team performance. He introduced new team uniforms and social dress for air and ground crews, and a new paint scheme for the Snowbirds’ Canadair CT-114 Tutor jet aircraft.
Following the 1974 season of Snowbird performances, George was promoted to Lieutenant Colonel and appointed commandant of No. 2 Canadian Forces Flying Training School at CFB Moose Jaw, Saskatchewan, and was responsible for training military pilots. In 1977 he returned to Staff College in Kingston as an instructor and in 1980 was appointed as dean of the College.
In 1981, promotion to Colonel was followed by posting as Military Attaché to Egypt and Sudan, a diplomatic role he filled until 1985 when he returned to Canada as Base Commander of CFB Moose Jaw, and in July 1988, George retired from the air force at 52, having served 35 years in uniform, but his association with aviation did not end there. Soon after, George was recruited by Spar Aerospace Limited and spent two years marketing Spar products from Brazil in Canada, focusing on the Embraer 312 Tucano, a two-seater turboprop trainer aircraft, as countertrade for Spar’s marketing of its satellites to Brazil.
However, George never left the field of aerobatic performance flying. Before leaving Spar to form his own air show company in 1990, George produced the first National Capital Air Show in Ottawa. He coordinated the unprecedented appearance in Canada of two MIG-29 Fulcrum aircraft from the Mikoyan Design Bureau in Moscow, which had flown 20,000 kilometers to appear.
The Miller family then moved to British Columbia, the only province in which they had not lived. In 1991 George was hired as manager for the Langley Regional Airport. He changed the airport focus by guiding its growth and development from general aviation to an industrial aviation facility. There, 31 of 48 companies operating from the airport are helicopter-related businesses, making Langley the centre of helicopter operations in Canada. His experience with air shows has been put to use in drawing large crowds for aviation and community events at the airport.
Continuing to apply his experience in formation flying, in 1996 George formed and led the Langley Flypast Group, later renamed the The Fraser Blues. After originally doing flypasts for Remembrance Day services, The Fraser Blues have performed at up to 30 air displays a year in western Canada and the northwest United States. The team still flies five individually owned Navion L17 aircraft, and George likes to fly his Navion at least twice a week. Besides flying for business and recreational visits, he and Christel flew the Navion across Canada in 2014 from Langley to Chatham, New Brunswick, stopping at 31 community airports. He has over 8,300 hours in his log books for 17 types of aircraft he has flown.
From 1997 to 2009, George was a member of the British Columbia Aviation Council, serving as chairman for five years. His service to aviation has been recognized with several awards. Before retiring from the air force, he was invested in the Order of Military Merit as an Officer of Military Merit (OMM) on May 31, 1978. In 2000 he was honoured by the British Columbia Aviation Council (BCAC) with the BCAC Airport Management Award for his work with Langley Airport. In 2007 the BCAC presented George with its Lifetime Achievement Award in Aviation. In 2010 he was given the Ed Batchelor Award from the Langley Aero Club in appreciation for his contributions to the Langley Airport.
Still active as a pilot more than 60 years after starting to fly with the RCAF, George lives with Christel in Abbotsford, British Columbia. They are parents to their daughter Eve, son Guy, and have six grandchildren.
"A Tradition of Excellence: Canada's Airshow Team Heritage" Dan Dempsey, 2002
"Snowbirds: Behind the Scenes With Canada's Air Demonstration Team" - Mike Sroka - 2006
Birthdate: August 13, 1905
Birth Place: Maniwaki, Quebec
Death Date: April 26, 1977
Year Inducted: 1974
"His contributions as an airman in converting wilderness areas into habitable communities, and his pioneering night airmail flights to improve the nation's communications system, despite adversity, have been of outstanding benefit to Canadian aviation.” - Induction citation, 1974
Jack Moar, B.Sc., B.Eng. (Mech.), was born in Maniwaki, Quebec, on August 13, 1905, and attended school at Semans and Moose Jaw, Saskatchewan. He learned to fly with the Royal Canadian Air Force (RCAF) in 1924 while attending the University of Saskatchewan, from where he graduated with a B.Sc. in 1926. The RCAF offered him a permanent commission, and he was given leave to study at McGill University in Montreal, Quebec, where he obtained his degree in mechanical engineering in 1929.
Moar flew forestry patrols for the RCAF in northern Saskatchewan and Manitoba. The engineering disciplines he had acquired led him to press for the establishment of sub-bases and fuel caches in the wilderness areas of these provinces. In 1929, after a tour of duty as test pilot, Moar resigned from the RCAF to join H.A. 'Doc' Oaks as a pilot for Western Canada Airways. Based at Cranberry Portage, Manitoba, he learned the secrets of sub-zero flight and aircraft maintenance.
In 1930, with Norm Forester, Moar was assigned to spray Stanley Park, Vancouver, British Columbia, to destroy a caterpillar infestation. That summer, he flew across Canada's unmapped north to deliver a spare aircraft engine to Walter Gilbert, who was pilot for the Major L.T. Burwash expedition. Gilbert was waiting at Coppermine for the repairs to Fokker Super Universal G-CASK, which had been left on the Arctic coast the previous year when the MacAlpine party had to abandon their aircraft due to lack of fuel.
When Western Canada Airways instituted the night airmail service across the prairie provinces, Moar piloted the inaugural eastbound flight through Lethbridge, Alberta, and remained with the operation until it was cancelled by the government in 1932. Gold was then revalued and a major mining boom in Canada's north strained the facilities of Western Canada Airways, which through a merger, became Canadian Airways. He was appointed flying Traffic Manager of this new company.
In 1934 Moar and F. Roy Brown and two fellow pilots formed Wings Limited, an air-freighting company with headquarters at Winnipeg, Manitoba. By freeze-up, they had ten aircraft at work. One of the first junior pilots he hired was H.W. Seagrim. To put the Berens River gold mines into production, they flew the components for an entire sawmill, mining plant and hydro-electric plant across 200 miles (320 km) of wilderness, about half way up the east side of Lake Winnipeg. In 1936 he and air engineer J. McGinnis flew to the Barren Lands, and set up operations at Eskimo Point, 500 miles (805 km) from the nearest supporting aircraft and beyond radio range. From ports on the west coast of Hudson Bay, Moar transported freight and passengers to inland Hudson's Bay Company posts and other settlements, and brought out furs, for two successful seasons.
In 1937, with several other pilots, he formed Skylines Express Limited, and hired H. Hollick-Kenyon and T.F. Williams as pilots. The company scheduled air service between Toronto, Ontario, and Winnipeg, to service mining communities, but the Canadian government removed their operating licence to pave the way for Trans-Canada Air Lines.
Moar went to Edmonton, Alberta, in 1938 when he was hired as Operations Manager of Yukon Southern Air Transport by Grant McConachie. That summer he helped the Department of Transport select landing fields between Fort St. John, British Columbia, and Whitehorse, Yukon. These sites would later become the Northwest Staging Route, so valuable to the Allies during WW II.
Moar flew many mercy flights in the north. A particularly difficult one was when a critically-ill patient at Cameron Bay, on Great Bear Lake, required immediate hospitalization during the spring break-up. It was not safe to fly aircraft on skis or floats, but the mining crew blasted a channel through the ice with dynamite and Moar flew the man to Yellowknife, Northwest Territories, safely.
During World War II, Moar joined Aircraft Repair Limited at Edmonton, working with Harry Hayter to maintain Canada's military aircraft. In 1942, when Northwest Airlines designed their Edmonton to Fairbanks, Alaska route, it was Moar's aeronautical skills they sought to guide the inaugural flight.
At war's end he returned to flying the Mackenzie River route until 1949, when he retired after logging over 10,000 hours in the cruelest of geographic areas. Moar died in Victoria, British Columbia, on April 26, 1977.
Jack Moar was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held at Edmonton, Alberta.
Birthdate: November 26, 1928
Birth Place: Victoria, British Columbia
Year Inducted: 2014
Fred Moore served the Royal Canadian Air Force as a pilot and test pilot, with responsibility for testing and acceptance of RCAF aircraft and development of flight simulators. Leaving military service as a Squadron Leader, he continued in aviation as a senior manager in civil aviation and the helicopter industry - Induction citation, 2014
Born in Victoria, British Columbia, on November 26, 1928, Frederick Alexander McCully Moore was the only son of parents, Alex and Bennie, followed by six sisters: Cynthia, Sylvia, Marsha, Martha, Pamela and Alexis. Raised in Trail, British Columbia, Fred's first service in uniform was as an air cadet. Following high school graduation in 1947, Fred was selected for entry into the first Air Force class at Royal Roads Military College in Victoria.
Graduating from Royal Roads in 1949, he joined the Royal Canadian Air Force on May 1, 1949 and was selected for pilot training on Harvard and Expediter aircraft. In April 1950 he earned his wings upon graduation at No. 1 Flying Training School at RCAF Station Centralia and was commissioned with the rank of Pilot Officer. His first posting was to the RCAF's Winter Experimental Establishment in Edmonton, where he flew the famed P-51 Mustang.
At 23, in 1952 he was the youngest person to be accepted into the United States Air Force Experimental Test Pilot School at Edwards Air Force Base in California, and graduated as a Qualified Test Pilot. Promoted to Flight Lieutenant, Fred returned to Canada and was assigned the responsibility for flight testing and acceptance of aircraft for the RCAF, together with the challenges facing the industry converting to jet aircraft. In 1953 he was transferred to Canadair in Montreal to take command of the RCAF Central Experimental and Proving Establishment (CEPE) unit with a staff of three to eight pilots for flight testing and acceptance of the Canadair T-33 Silver Star and the F-86 Sabre aircraft.
In 1954 Fred was called to assist in development of F-86 simulators and given responsibility for their acceptance. Also in 1954 he was transferred to Avro and de Havilland in Toronto with the same responsibilities as at Canadair, with a staff of five to 12 aircrew for flight testing of the Avro CF-100, as well as the Vampire, Chipmunk and Otter aircraft at de Havilland. This included assessing changes involved in development of the CF-100 types and flight testing of the aircraft's advanced weapons fire control system. Fred had a pivotal role in ensuring that 3,164 aircraft and 25 simulators met RCAF specifications. From 1955 to 1958, he was in charge of accepting 18 different types from eight Canadian aircraft companies and flew 564 acceptance test flights himself.
In 1955 Fred was transferred to CEPE headquarters in Ottawa to assume the new role of Officer Commanding Aircraft Acceptance and Factory Development, with a staff of 19 officers. In 1955 he was also assigned to Canadian Aviation Electronics Ltd. (CAE) in Montreal for RCAF assistance to CAE in developing simulators for CF-100 aircraft. The RCAF led the way in developing and employing flight simulators. In 1952, Redifon in the U.K. was contracted to produce F-86 flight simulators.
However, the prototype was unacceptable, and Fred Moore was assigned to assist Redifon in producing a satisfactory F-86 Sabre simulator in 1954. In 1952, CAE was contracted to produce flight simulators for the CF-100, but in September 1955 their prototype was a failure, so Fred was assigned that project as well. Over the next 17 months he had a decisive role in developing a virtually new simulator. CAE's new CF-100 simulator was a high performance flight and tactics trainer. Its success transformed the RCAF's training policies into employing simulators that were safer, more efficient, completely realistic and versatile - and CAE survived.
In September 1958, at Air Force Headquarters in Ottawa, Fred Moore became the RCAF Design Authority Project Officer for flight simulators. He was responsible for preparing design objectives, specifications for new simulators and acting as the design authority for contractors. As such, he produced the "blueprint" for the outstanding CF-104/F-104 simulator for the RCAF and the German, Netherlands, Belgium, and Italian air forces.
From September 1962 until graduation in July 1963, Fred attended RCAF Staff College in Toronto, in a course for officers being considered for promotion. On October 9, 1963 he took his release from the RCAF, leaving with the rank of Squadron Leader, accepting a position with Northwest Industries (NWI) in Edmonton, Alberta. The company had been acquired by CAE and was involved in the repair and overhaul of RCAF aircraft. His new responsibilities were to spearhead the company's diversification into industrial products, and later into civil aviation. By 1968 he was Vice-President of Marketing and Contracts, with responsibility for civilian aircraft sales and service, including a full-line Cessna dealership.
A new opportunity arose in September 1970, when Fred moved to Richmond B.C. as Marketing Manager of Okanagan Helicopters Ltd. (OHL) to expand the company's air services across Canada and into world markets. In 1972 he was promoted to Vice President Marketing and by 1981 had seen revenues increase tenfold. In 1981 he was promoted to Senior Vice President with responsibility for development of new business, joint ventures, partnerships, and the drafting and execution of all major contracts. Fred was responsible for the company's growth in the international offshore oil support market.
In 1981 he was solely responsible for OHL, along with a U.K. firm, to be the first to establish civil air services in China, in partnership with the Civil Aviation Authority of China. By then, OHL operated across Canada and in 12 foreign countries. OHL flew the first civil helicopter across the Atlantic and was first in operating helicopters under Instrument Flight Rules. The company flew helicopters across the Arctic in winter, and routinely ferried helicopters from Canada to and from India, Thailand and China, via Europe. In 1987 the company was sold to become part of the new Canadian Helicopters Corporation, later CHC Helicopter Corporation (CHC) with Moore remaining as Senior Vice-President. At that time, CHC operated 256 helicopters, the largest charter air carrier in Canada and the second largest fleet of civil helicopters in the world.
In January 1991 Fred retired from CHC, remaining in aviation with his own small consulting business until 2000. In a career of half a century as a senior RCAF officer and as a senior executive in the aviation industry, Fred Moore was well respected in Canadian and international aviation fraternities in both fixed wing and rotary wing industries. He and his wife, Michaeline, were married on April 4, 1959. They live in Delta, British Columbia, and have four sons - Alien, Michael, David and Roderick - and five grandchildren.
Fred Moore was inducted as a Member of Canada’s Aviation Hall of Fame on May 30, 2014 at a ceremony held in Calgary, Alberta.
Birthdate: April 22, 1919
Birth Place: Toronto, Ontario
Death Date: June 30, 2003
Year Inducted: 1989
Awards: Paul Tissandier Diploma (France), C.D. Howe Award, AFCASI
"His dedication to the betterment of the Air Transport Industry has been of outstanding benefit to Canadian aviation." - Induction citation, 1989
Angus Curran Morrison was born in Toronto on April 22, 1919, and educated at Upper Canada and Bishop's Colleges. He served in the Royal Canadian Armoured Corps in the United Kingdom, North Africa, and Italy, and became a pilot before demobilization. He founded and operated his own firm. Atlas Aviation Ltd., in 1947 in Ottawa, Ontario, with bases extending as far as the Quebec North Shore. He was appointed Executive Secretary of the Air Industries and Transport Association of Canada (AITA) in 1951.
In 1962 AITA experienced a change in its organizational structure, with the operators forming their own organization, the Air Transport Association of Canada (ATAC), which at that time represented 95 percent of Canadian air carriers, fixed base operators and helicopter operators. Morrison was appointed Executive Director, and later President and Chief Executive Officer of ATAC. He thus became a full-time officer associated with all undertakings of ATAC.
As Past President of ATAC, he was recognized for his contribution to the development of the aviation industry. Many examples of the results of his efforts could be cited regarding lasting improvements for all members, enhancing all aspects of Canadian air transportation. For government, he championed integrity and air safety within member air operators, service organizations and manufacturers. For the industry, he lobbied for more liberal government regulations. His endeavors over the years resulted in duty-free treatment of aircraft, engines, and parts when a type or size was not made in Canada, saving the commercial operators very large sums of money. He worked hard for an agreement with the Department of Labour to allow operators to average hours of work over a 52-week period, thereby making it possible to comply with the standard labour code. Aviation training was enhanced due to his influence in the establishment of Instructor Refresher Courses which were jointly developed by the Royal Canadian Flying Clubs Association (RCFCA) and ATAC.
In 1977 ATAC received the Diploma of Honour from the Federation Aeronautique Internationale (FAI) in Paris for the Association's contribution to the air transport industry under Morrison's leadership. He personally was awarded the Federation's Paul Tissandier Diploma, "Pour son importante contribution depuis 1947 a la promotion et a 1'accroissement des activites aeriennes."
Morrison retired from the Air Transport Association of Canada in 1985 and was made an honorary life member at that time. In 1986 he was awarded the C.D. Howe Award by the Canadian Aeronautics and Space Institute (CASI), "For achievement in the field of planning, policy-making and leadership in aeronautics and space."
In 1987, at an Aviation in Transition Recognition Dinner held in Winnipeg, Manitoba, the Aero Space Museum Association presented him with a trophy which read: "To Angus Morrison, an aviation pioneer whose contribution to the industry has added immeasurably to its development." He was named an Associate Fellow of the Canadian Aeronautics and Space Institute in July 1987 and died at Almonte, Ontario on June 30, 2003.
Angus Curran Morrison was inducted as a Member of Canada's Aviation Hall of Fame in 1989 at a ceremony held in Edmonton, Alberta.
Birthdate: August 11, 1886
Birth Place: Winnipeg, Manitoba
Death Date: January 23, 1966
Year Inducted: 2010
Awards: C.B.E., D.S.O.*, Legion of Honour (France)
"In the First World War, he served the Royal Naval Air Service and was both the first Canadian and first RNAS member to become an ace fighter pilot. Recognized for his leadership qualities as well as his skill, he displayed 'indefatigable zeal and energy/with increased responsibility as the highest ranking Canadian airman in the war, and later continued his association with military and civil aviation." - Induction citation, 2010
Redford Henry "Red" Mulock, CBE, DSO* was born on August 11, 1886 in Winnipeg, Manitoba, to parents William Redford Mulock, K.C., and Lillian Lucia Cummins, both descendants of Irish stock.
After graduating from McGill University in Montreal in 1909 with a Bachelor of Science degree in engineering, he worked as an electrical engineer. Red's first service in uniform was as a lieutenant in the militia, serving with the Canadian Field Artillery, in which he enlisted in 1911.
In 1914 he gave up his commission as an officer to enlist as a corporal in the first contingent of the Canadian Expeditionary Force, a move that would see him sent overseas to serve in the First World War. Following training with the Canadian Field Artillery at Valcartier, Quebec, he shipped out for England in October 1914.
At the age of 28, in January 1915 he transferred to the Royal Naval Air Service, which began as a naval wing of the Royal Flying Corps. Red soon qualified as a pilot, earning his pilot's certificate on March 9 of that year at the Royal Naval Flying School at Eastchurch, England. Mulock was commissioned again, this time as a Flight Sub-Lieutenant in the RNAS.
In July 1915, Red Mulock was posted to No. 1 Aeroplane Wing at St. Pol Airfield in Dunkirk. Flying Nieuport type 10 and 11 aircraft, he carried out fighter patrols, bombing missions, photo reconnaissance flights and directed naval gunfire. As well, he pioneered the use of parachute flares to spot for artillery at night. On September 6 he became the first Canadian to attack a submarine when he dropped five 20-pound bombs on a U-boat. Later that month he made a lone bombing raid through cloud and mist to attack zeppelin sheds near Brussels.
By the end of 1915, Mulock had been Mentioned in Dispatches (MID) for gallantry or otherwise commendable service. He had scored his first victory, sending down an enemy aircraft on December 30. In January 1916 he downed two more and by March was promoted to Flight Commander and received another MID. On May 21, he scored a double victory and became both the first Canadian ace to destroy Five enemy aircraft, as well as the first RNAS pilot to achieve that distinction.
For his outstanding performance, in June 1916 Red Mulock was awarded the Distinguished Service Order (DSO). Both his skill as a pilot and his leadership qualities were recognized. In 1917 Red was appointed Commanding Officer of No. 3 Naval Squadron and the Admiralty loaned the army five squadrons for Royal Flying Corps support on the Western Front at a time when German fighter squadrons ruled the air.
Mulock's No. 3 Squadron was equipped with now aging, but agile Sopwith Pup aircraft. Under Red's command his pilots, half of whom were Canadians, claimed 80 successful combats with the loss of nine Pups. Again Mulock earned the praise of his superiors for his knowledge and handling of men and machines.
The London Gazette of June 1916 reported, "Flight Lieutenant (Acting Flight Commander) Redford Henry Mulock. R.N.A.S. In recognition of his services as a pilot at Dunkirk. This Officer has been constantly employed at Dunkirk since July, 1915, and has displayed indefatigable zeal and energy. He has on seven occasions engaged hostile aeroplanes and seaplanes, and attack submarines, and has carried out attacks on enemy air stations, and made long-distance reconnaissances."
In 1917 No. 3 Squadron was returned to the Navy, and in September of that year Mulock left the squadron to become Senior Officer of the RNAS Depot at Dunkirk. While there, his bravery in rescuing a man from a blazing ammunition train and searching for others, his action was rewarded with another MID and the French government appointed him as a Chevalier of the Legion of Honour. For service from 1915-18 the British government awarded a Bar to his DSO for "brilliant leadership and skill and bravery." On January 1 of 1918 he was promoted to Wing Commander.
In 1918, with the joining of the RNAS and the RFC to form the new Royal Air Force, Mulock was called upon to form a new Bomber Wing. The objective of his 82nd Wing was to attack the industrial heartland of northwest Germany. In July, he was promoted to Colonel and given charge to establish and train 27 Group, a special force consisting of two wings of the huge four-engine Handley Page VI 500 bomber, designed to strike deep into Germany from bases in the British Midlands. By November, Mulock had one of his squadrons ready to bomb Berlin, but the war ended and the mission was scrubbed.
In 1919, due to delays in demobilization after the war, unrest built among airmen anxious to return home. Strikes began happening at aerodromes in England and Col. Mulock was given authority to settle problems. He resolved those difficulties and for that action, together with outstanding wartime service, he was appointed a Commander of the British Empire (CBE), the only Canadian airman to receive that honour. In June 1919, Red returned to his home town of Winnipeg, bringing with him his first wife, Edythe Goodman, whom he married in England. Unfortunately, Edythe died in England in 1923 while she and Red Mulock were visiting her parents.
When Mulock left the air force he become involved in peacetime aircraft industry. Nevertheless, he entered the Royal Canadian Air Force Reserve and rose to the rank of Air Commodore, becoming an Honourary Aide de Camp to two Governors-General. By 1930, Red had joined the new Canadian Airways Limited in Quebec as assistant to the president and worked with founder James A. Richardson to coordinate mail service with a number of small companies.
Red Mulock died in Montreal on January 23, 1961, survived by his second wife, Marion Blaiklock, whom he married in 1933.
Redford Henry Mulock was inducted as a Member of Canada’s Aviation Hall of Fame on June 10, 2010 at a ceremony held in Vancouver, B.C..
Birthdate: July 14, 1921
Birth Place: Montreal, Quebec
Death Date: May 29, 1994
Year Inducted: 1974
"He has consistently displayed a dogged persistence in overcoming every aeronautical challenge facing him, and despite adversity has made outstanding contributions to Canadian aviation in several areas of fight" - Induction citation, 1974
Raymond Alan Munro, C.M., was born in Montreal, Quebec, on July 14, 1921, and was educated in Canada and the United States. He commenced flying at Toronto, Ontario, in 1937 and joined the Royal Canadian Air Force (RCAF) in 1940. He was posted to No. 145 Squadron of the Royal Air Force (RAF) under Squadron Leader P.S. Turner, and became a Spitfire pilot. He survived three major crashes and was returned to Canada and medically discharged in March of 1942. He then became adjutant of the RCAF's Repatriation Depot at Ottawa, Ontario.
Munro was hired as a cub reporter by the Toronto Daily Star in 1942, and thus began a 17-year career in journalism. He learned court reporting, story-writing, and the art of news photography, and soon became a senior reporter, available wherever news was breaking. He spent a few months as a pilot and crime reporter for the Globe and Mail, then moved to Vancouver, British Columbia, and began working for the Vancouver Sum as a pilot, photographer, and investigative reporter.
He left the Sun and was offered a job at the Vancouver Province in 1948 after his aerial photo reports of the Fraser River flood were published. He received a provincial government commendation for his air delivery of strategic supplies, and the rescue of marooned persons. He had piloted an aircraft from dawn to dusk for 14 consecutive days, often in unfavourable weather.
In 1949, after a week-long patrol of the weather-shrouded Rocky Mountains, Munro located two fliers who had crashed in a spring snow storm. Then, despite deteriorating weather, he lcd an RCAF aircraft back to the isolated location from which they were eventually rescued by military parachutists. The following year, during a severe storm, he flew a shipment of vitally-needed blood and plasma to an isolated coastal community. For this mission, which resulted in the saving of human life, he was awarded a Canadian Red Cross Society commendation for heroism, matching another he had received earlier for the winter rescue of a drowning victim.
While with the Province, Munro exposed the corruption within the Vancouver Police Department, then left to try charter flying into the northern areas of British Columbia, Yukon and Alaska. In 1956 he moved back to Ontario and worked as a reporter for the Chatham News, soon becoming Editor-in-Chief. In 1957 he took a leave to cover the Arab-Israeli war, and reported on activities there.
In 1958 he ended his newspaper career to follow flying adventures and take up parachuting. In 1962 he taught parachuting to the U.S. military. He made hundreds of descents, becoming one of Canada's most avid parachutists.
Selected as Canada's Expo '67 Polar Ambassador, he and geophysicist Ivan Christopher flew a specially designed single-engine aircraft, a Cessna 180, on a 26-day goodwill flight over Canada's far north. They travelled over 8,500 miles (13,680 km) in mid-winter through the high Arctic to honour Canada's pioneer bush pilots and prospectors who helped open the north.
In early 1969 he arranged to make his final parachute jump, his 528th, onto the Polar ice cap. He contracted with W. 'Weldy' Phipps (Hall of Fame 1974) to fly him over the North Pole area for the jump, which he made from 10,000 feet (3,048 m), onto a small ice floe, where Phipps landed to take him back to his Arctic base at Resolute Bay.
Munro's interests turned to ballooning in 1969. He ordered three balloons from the Raven Balloon Works and began to research aerostatics, the science related to piloting a balloon. On November 24, 1969, he lifted 'Canada 1' to an altitude of 17,943.86 feet (5,469.29 m) from Russell, Ontario. On December 17, 1969, he reached a height of 25,407 feet (7,743.69 m), which gave Canada an official world altitude record, recognized by the Federation Aeronautique Internationale (FAI). In 1971, using 'Canada 2,' he became the first person to pilot a balloon across the Irish Sea from southern Ireland to northern England.
Munro was appointed a Member of the Order of Canada (C.M.) in December of 1974. In 1978 he worked for several months as Chief Administrator of the Halton Regional Police Force, in Halton, Ontario. He wrote a book about his life's experiences, titled The Sky's No Limit, published in 1985.
He was honoured by governments, societies and groups with honorary citizenships, citations, and achievement medals, in addition to his many photo-journalism awards. Munro died on May 29, 1994 at Toronto, Ontario.
Raymond Alan Munro was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held at Edmonton, Alberta.
"The Sky's No Limit" - Ray Munro (1985) - ISBN-13: 978-0919493698
Birthdate: October 14, 1916
Birth Place: Winnipeg, Manitoba
Death Date: June 12, 1944
Year Inducted: 1974
"His winning of the Victoria Cross in aerial combat must be regarded as one of the most outstanding contributions possible to the military aspect of Canadian aviation." - Induction citation, 1974
Andrew Charles (Andy) Mynarski, VC, was born in Winnipeg, Manitoba, on October 14, 1916. He attended King Edward and Isaac Newton Schools, and St. John's Technical School. He was employed as a leather worker. He enlisted in the Winnipeg Rifles in 1940 and transferred to the Royal Canadian Air Force (RCAF) the following year. In 1942 he graduated from training as an air gunner and was sent to active duty in England.
On completion of operational training he was posted to No. 9 Squadron, Royal Air Force (RAF), and in 1944 joined No. 419 Squadron, RCAF, where he completed 12 operational flights and was promoted to Pilot Officer on June 11. The following night Mynarski took his position as mid-upper gunner of an Avro Lancaster bomber. The aircraft never returned to base.
When the war ended and the prisoners of war were liberated, some outstanding acts of bravery previously unknown were revealed. Among them was one which brought a posthumous Victoria Cross to Pilot Officer Andrew Charles Mynarski. The six survivors of Mynarski's crew who were liberated from German prisoner-of-war camps told the story of the events of that night.
The citation accompanying the honour tells the complete story: "Pilot Officer Mynarski was mid-upper gunner of a Lancaster bomber, detailed to attack a target at Cambrai in France on the night of June 12, 1944. The aircraft was attacked from below and astern by an enemy fighter and ultimately came down in flames. As an immediate result of the attack, both port engines failed. Fire broke out between the mid-upper turret and the rear turret, as well as in the port wing. The flames soon became too fierce and the captain ordered the crew to abandon the aircraft. Pilot Officer Mynarski left his turret and went towards the escape hatch. He then saw that the rear gunner was still in the turret and apparently unable to leave it. The turret was, in fact, immovable, since the hydraulic gear had been put out of action when the port engines failed, and the manual gear had been broken by the gunner in his attempt to escape. Without hesitation Pilot Officer Mynarski made his way through the flames in an endeavor to reach the rear turret and release the gunner. Whilst doing so, his parachute and his clothing, up to his waist, were set afire. All his efforts to move the turret and free the gunner were in vain. Eventually the rear gunner clearly indicated to him that there was nothing more that he could do and that he should try and save his own life. Pilot Officer Mynarski reluctantly went back through the flames to the escape hatch. There, as a last gesture to the trapped gunner, he stood to attention in his flaming clothing and saluted, before he jumped out of the aircraft. Pilot Officer Mynarski's descent was seen by French people on the ground. Both his parachute and his clothes were on fire. He was found eventually by the French, but so severely burned that he died from his injuries. The rear gunner had a miraculous escape when the aircraft crashed. He subsequently testified that had Pilot Officer Mynarski not attempted to save his comrade's life, he could have left the aircraft in safety and would, doubtless, have escaped death. Pilot Officer Mynarski must have been fully aware that in trying to free the rear gunner he was almost certain to lose his life. Despite this, with outstanding courage and complete disregard for his own safety, he went to the rescue. Willingly accepting the danger, Pilot Officer Mynarski lost his life by a most conspicuous act of heroism which called for valour of the highest order."
The Victoria Cross which was awarded to Pilot Officer Andrew Mynarski in 1946 was the last award of its kind presented after the Second World War to a Canadian airman.
Andrew Charles (Andy) Mynarski was inducted as a Member of Canada's Aviation Hall of Fame in 1974 at a ceremony held at Edmonton, Alberta.
“Mynarski’s Lanc” - Bette Page (1997)
“Victoria Cross Battles of the Second World War” - Lucas Phillips (1973)