Canoe, Hunt, Fish, and Fly, by Otter

I have recently found some more photos pertaining to one of my posts. I will mark the pictures NEW, and insert them in sequence in the previous post. To see the new photos and re-read the previous post, here is the link:

Bob Polinuk: "To The Rescue" -New Photos!!

(it is amazing what you can accomplish in -30*C weather!)

I remember one time I was doing a Multi "Pilot Proficiency Check" (PPC) on Piper PA-31, C-FBKK, with a Transport Canada Inspector named Art Lashbrook. I had the usual "ride jitters", and figured I had done OK on the ride, but you never know until the end. I did the last emergency procedures, a single-engine flapless approach, and landed, and turned off the runway to taxi to the ramp at Winnipeg International Airport. Art didn't say much, until he asked me "Do you have a lot of 'float' time?" "Yes", I replied, "a lot." Crap, it must show. Maybe my "circuits" weren't square, or some other bad habit was glaring. "Yes, I thought so," Art said. I took the bait. "Why did you ask me that?" I queried. Art's reply was "I have done numerous, numerous PPC rides, in many different types of airplanes. I can always tell when a pilot has a lot of float time, because float pilots have much "smoother" flying skills than other pilots with equivalent time, but with none on floats." Hey, that was a compliment! Unusual coming from a Government Inspector!! I found out later Art himself had lots of float time, lots on Beech 18s! Anyway, from what I have witnessed, it is true, due to the environment you are forced to fly and deal with continually. I passed the ride, and said good-bye to Art. This was many years ago, but I understand Art still does Beech 18 PPC rides on floats to this day in the Red Lake-Kenora-Fort Frances areas!

The reason I wrote the above little "blurb" was just to explain that tremendous skills are learned flying in the bush due to the environment. Pacific Western Airlines used to hire high-time coastal B.C. float pilots to fly the Boeing 737s, and they were known in the industry as "The Cowboys". So, I figure the spectacle you will soon witness must have been perpetrated by a high-time "bush" driver. Anybody that can handle a Boeing 747 in this manner, knows how to fly "by the seat of his pants"!!

VIDEO! -Bush-Flying the Boeing 747!!


Daughter "Monger" (14 yrs. old now) aboard Piper PA-31, C-FBKK, a veteran of many a pilot's hands on her yoke. BKK was the location where Art gave Steve a fine compliment............. 


Beech 18 C-FSFH taxis to the dock on one engine at Little Grand Rapids, Manitoba.......... 


Beech 18 C-FSFH, shut down, gliding to the dock.......... 


A Beech 18 is a beautiful airplane, and a tremendous environment and training tool for pilots who end up with major airlines. Art has lots of time on Beech 18s, and still does check-rides to this day................. 


Top-notch pilot and Aircraft Maintenance Engineer Gary Polinuk emerges from Beech 18 C-FSFH, and is soon swarmed by a mob of adoring females............. 


Mini-airliner on floats, Beech 18 C-FSFH has a striking, beautiful profile.......... 

Canada's National Women's Hockey Team sure was burned this year at the 2005 IIHF World Women's Hockey Championship. Besides not losing a game before the stupid shoot-out in the Final, they went the whole tournament without being scored on in regulation time, and the one OT period. Therefore, get rid of the shoot-out and let them decide "Medal Games" only in "Sudden-Death" overtime!!!

2005 Women's World Championships

Linkoping and Norrkoping, Sweden April 2-9, 2005

Group A
GP W L T GF GA PTS
Canada 3 3 0 0 35 0 6
Sweden 3 2 1 0 8 12 4
Russia 3 0 2 1 3 17 1
Kazakhstan 3 0 2 1 3 20 1

Group B
USA 3 3 0 0 23 3 6
Finland 3 2 1 0 11 10 4
China 3 0 2 1 6 16 1
Germany 3 0 2 1 4 15 1


Semi-finals:
Canada 3, Finland 0
USA 4, Sweden 1

Bronze: Sweden 5, Finland 2

Gold: USA 1, Canada 0 (20 min OT, then Shoot-out)


Qualifying round;
China 3, Kazakhstan 0
Germany 2, Russia 1

5th place
Germany 3, China 0

7th place
Kazakhstan 2, Russia 1

APRIL 29, 1975

Operation Frequent Wind begins. The North Vietnamese were on the outskirts of Saigon, so US Ambassador Graham Martin ordered the start of Frequent Wind. In 19 hours, 81 helicopters carried more than 1000 US nationals and almost 6000 Vietnamese to aircraft carriers offshore. The cue to evacuate was a radio announcement that the temperature in Saigon was "105 degrees and rising," which was followed by Bing Crosby's "White Christmas." At 07:53 AM the next day, the last helicopter lifted off of the roof of the American Embassy and headed out to sea. Later that morning, North Vietnamese tanks crashed through the gates of the Presidential Palace. The Vietnam War was over.

(speakers on!)

VIDEO! -Fall of Saigon! Final Hours!

VIDEO! -Evacuation!

VIDEO! -The Fate of many post-evacuation choppers!

The physical act of flying is not the hardest skill on earth to master, as there are a lot of "idiots" that can fly. Proper decision-making is a much more valuable skill, and a lot of people are lacking it.

Self-Taught "Chopper" Pilot

4:30 AM. Damn. Awake again. My "Bush Pilot alarm clock" had gone off again, but I didn't have to get up that early today. Got up, took a "whizz", had a glass of skim milk, and it was back to the "rack". I had been out with good friends the night previous, and "indulged", and enjoyed myself, but my head was clear. 6:00 AM. Awake again, this time for good. Outside on the ground, "SNOW". Not a lot, but the whole ground is covered. It is still freezing every night. Today I wanted to take our Cessna 185, C-GFVZ across Lake Winnipeg to be put on floats, but it was still snowing and blowing, so I never panicked to go early. I was also to take my friend Rick, who has a C-185, as it was at our hangar in Silver Falls, having been put on floats for him. I spoke with him around 8:00 AM, and I told him I would check weather. I called him later, and told him we would go after lunch, as the forecast was calling for the weather to improve about 1:00 PM. I went to the airport early and prepped the plane and "ran it up".

Rick arrived after lunch, and we were airborne about 1:30 PM. We headed south along Lake Winnipeg, as we would go around the lake, not cross it on wheels. We enjoyed the scenery, when we could see anything for the snow showers, and made Silver Falls. The "hangar boys" were putting Otter C-GBTU on floats, my airplane, and I took some pics. Rick and I headed for the river to find his airplane, and put it in the water. Steve Gaffray was driving the old International "Cornbinder" plane-launcher, and soon C-GULA was in the water.

We chatted and told jokes for an hour, and Rick and I were airborne, with Rick flying. Back into the snow-showers. Old C-GULA ran like a top, and we made it back to Riverton. Rick's landing on the Icelandic River didn't compress my spine, but it was "firm". I'm sure he will be doing "greasers" within no time. Made it home safe and sound, and headed to the town Minor Hockey "windup". Enjoyed myself, and now I type away sucking a "whiskey and water". What a life! (and soon to get busier!!)


C-GFVZ awaits Rick and I to fly her to Silver Falls for float change-over........... 


Poor Piper Aztec C-GOXI. After her maiden "shakedown" this spring, flown by local pilot and owner Craig, her prop touched the ground due to her gear sinking in soft ground, so her prop had to be repaired, and her engine had to come off for inspection......... 


South of Gimli is "Siglavik", an imaginative development on Lake Winnipeg............ 


Arriving in Silver Falls, we are greeted by the "skidder" and Walter turbine Otter C-FIOF........ 


A "skidder" and an "Otter"....... 


Beautiful airplane, ready for the water...... 


Putting BTU on floats........... 


Head-on view............. 


The "hangar boys" at work.......... 


The nose of "Walter" BTU........... 


Launching ULA........... 


Rick handling ULA........... 


The International "plane-launcher", designed and manufactured by mentors and "Skunk Works" wizards Art and Don Gaffray............ 


"Polish" Otter HYB ready for work......... 


Nice angle view of HYB........... 


View of lake Winnipeg on the ride home from C-185 ULA.......... 


Still snow on Hecla Island sand-bar.......... 


View from ULA arriving for landing on the Icelandic River at Riverton, home.......... just another day in my life!!! Till next time,.......... 

The Boeing B-17 Flying Fortress was the most important aircraft used by Bomber Command in WWII to smash the Nazis. Once Germany was "on the ropes", the B-17 kept pummelling them, like a good prize-fighter. I still love the movie 12 O'Clock High starring Gregory Peck as General Savage, and then the series made after with Robert Lansing in the title role. Anyway, the men who crewed the B-17s were "Real Men Flying Real Airplanes". My hat is off to them. They could take a lot of abuse and keep flying!

(Video shot from a German fighter. Damn, I would hate to be the tail-gunner.....!)

Boeing B-17 Flying Fortress Suffering Battle Damage

(and she kept flying, even with all the "parts" abandoning her.....!)

The Boeing B-17G "Flying Fortress"

DESIGNED BY:
Boeing Company, Seattle, Washington

MODEL:
B-17G Flying Fortress

REQUIRED CREW:
Ten; -Pilot, Co-pilot, Navigator, Bombardier, Flight Engineer (top turret gunner), Radio Operator, 2 Waist Gunners, Tail Gunner and Ball Turret Gunner

POWER:
The B-17G is powered by four 1,200-horsepower Wright Cyclone Model R-1820-97 engines. These engines are nine cylinder, radial, air-cooled type with a 16:9 gear ratio. The propellers are three-bladed Hamilton Standard propellers, 11 feet, 7 inches in diameter.

WEIGHTS:
Basic Empty Weight 34,000 lbs.
Gross Weight (Wartime) 65,500 lbs.

FUEL CAPACITY:
1,700 gallons

RANGE:
1,850 miles. Range could be extended when equipped with "Tokyo Tanks" which provided a total capacity of 3,630 gallons.

WING SPAN:
103 feet, 9 inches

LENGTH:
74 feet, 4 inches

HEIGHT:
19 feet, 1 inch

SERVICE CEILING:
35,600 feet

ARMAMENT:
Thirteen Browning M-2 .50 caliber machine guns. Fire rate approximately 13 rounds per second. No gun on a B-17 carried more than one minute's supply of ammunition.

BOMB LOAD:
Depending on types of bombs, maximum normal load could go to 8,000 lbs. If B-17 was fitted with special external racks, maximum normal short-range bomb load could go as high as 17,600 lbs.

NUMBER BUILT:
12,732. Production peaked at 16 airplanes a day in April 1944. Today there are about a dozen B-17's still flying.

SPEEDS:
Maximum 300 mph. at 30,000 ft.
Maximum continuous 263 mph. at 25,000 ft.
Cruising speed 170 mph.
Landing 74 mph.
Rate of Climb 37 minutes to 20,000 ft


A little known fact is that the "Polish Otter" is powered by a Pezetel M18 1820 CI radial engine, which is actually a copy of the Wright 1820 CI Cyclone engine, the engines on the B-17, and is made under license in Poland and Russia to this day.......  

Well, today I am off to see the "Vet" in Winnipeg for my 6 month medical as well as an EKG. Everything should go well, I feel better than I have in years, not that I ever felt poorly. I have always had extreme good health all my life, which is so much more valuable than wealth. Anyway, here is today's video. It is a crash, and there was loss of life. But hey, that is life, in every industry. You never know when your card will get pulled from the "deck of life".

Serious C-130 Hercules Fire Tanker Malfunction

I'm ready to sign off for the day, but before I go, for all you guys that like machinery, airplanes, boats, and the like, here are some awesome pictures!!

Things You Won't See On CNN! Enjoy!
(Power Point Presentation)

You may have seen this Power Point presentation before, but it is still a good one. The waste has been obscene, and it seems "no one is accountable". Unbelievable! I did an earlier post, Firearms Act and Gun Registry: Absolute Folly, that detailed how some of the missing money could have been spent. Maybe with the extra cash there would have been more Officers, or Roszko might have been in jail already, and the 4 young RCMP Officers wouldn't have been ambushed and murdered. Anyways, it is mine and your money, and the politicians in Ottawa are blowing it!

Who Is Accountable For The Billions?
(Power Point Presentation)

Read my post below from Sunday, April 24, entitled Where's "Waldo"?, then come back and watch this clip. Not exactly the way "Waldo" went under the bridge, but I'm sure if he had the opportunity, he would try it. The guy in the clip has "big balls", notice how close he comes to the edge of the road "inverted"!

"Waldo" Wannabe Flies Under The Bridge

(speakers on, watch full-screen)

Remember as a kid you would lie down in the snow, wave your arms and legs, and make a "snow angel"? Well, a Lockheed C-130 Hercules can make it's own version of an "angel" in it's own element, the sky!

Lockheed C-130 Hercules Dropping Counter-Measures!

"Waldo" was a fellow by the name of Dave I flew with when I worked for Northway Aviation in the early 90s. He got his nickname from 2 other pilots, nicknamed "Oly" and "Jad". He was basically a good sort, and a hard-worker, but there was some tension between him and the other pilots with roughly equivalent time and experience. If Dave had a problem, it was knowing when to draw the line. If he took a large load off of the water, next time he would think he could take more, or if someone did a "buzz job", Dave would, too, but his would be a little lower. You know the type.

One day I was loading the Otter, C-FUKN, and Dave was flying Cessna 206, C-GWAZ. Dave had taxied away from the dock, and because the wind was out of the south, he had to taxi down-river and then turn around and take-off towards town into wind. I hadn't seen exactly how big Dave's load was. He taxied down-river, turned around, and started his take-off run. I was still inside C-FUKN loading, but I listened to Dave's take-off. I can tell from the difference in engine noises how the aircraft is transitioning to flight. For example, as the aircraft gets "on the step" and accelerates, the engine and prop sound change as the propeller becomes more efficient. I had heard Dave get "on the step" and accelerate. As he got closer to the dock, the sound increased. I listened to hear him become airborne, but I didn't hear it. The noise got louder and louder! What is he doing? I jumped out of the Otter and onto the dock. Dave came by the dock on the step. I figured he was about to "chop the power". Wrong! He lifted one float, and continued. My knees got weak! He was headed straight for town! He continued, then lifted the other float and was airborne! The aircraft hung on the prop and STOL kit and wallowed along the river. The 30' walking-bridge loomed. Dave cleared it with only "feet" to spare. He continued to meander along the river through town, hanging on the STOL kit and prop, engine at full power! He was just higher than the roofs of the houses lining the river. Dave continued for about a mile until air speed increased, and he could make a turn. I ran for the VHF radio and proceeded to give him some serious "verbal abuse". He had 3 passengers and gear with him, and I am sure he had "scared the shit" out of them. I talked to one of the passengers later, and he stated that as they wallowed up the river, he could see inside the houses they went by! Dave was given a warning, and instructed that safety was paramount, and to make better decisions when managing risk.

Jump to about a month later, and Dave had "kept his nose clean". There was a trip to transport 4 Manitoba Hydro employees from one of the local Indian Reserves down to Selkirk. We would need to use 2 aircraft, the Otter and Cessna 185, C-FZZP. I was flying the Otter, and I would pick-up 1 Hydro employee and load all their gear into the Otter, and Dave would transport the remaining 3 "walk-on" passengers, and this is what we did. We flew to Selkirk and unloaded, with me arriving first. I was leaving to return to Riverton as Dave and C-FZZP arrived. He said his trip was uneventful.

Fast-forward a couple of days. Jim Johnson, my boss and Northway Aviation owner called me into his office. "Did you witness anything with Dave the other day?" he asked me. "No", I replied, "we were staged about 10 minutes apart, with Dave following me". I wondered what Jim was getting at. "Well, I got a call from a Senior Supervisor at "Hydro" and it seems the other day Dave flew "under the bridge" that crosses the Red River before arriving at Selkirk," Jim said. I couldn't believe it! Crazy "Waldo"! "I am going to fire Dave," Jim said. "Hydro is demanding it, and they said if we don't, they will never charter us again. This coupled with the "206" episode on the river basically means that Dave is not considering safety as the #1 concern when undertaking flights." I totally concurred. I told Jim I would go get Dave and tell him Jim wanted a meeting with him, which I did. Dave was at the float base, and when I told him, I'm sure he knew "his jig was up".

Anyway, Jim fired Dave, and then Transport Canada got involved. They did an investigation, and Dave received a fine and a 3 month License suspension, so he wouldn't have been able to work anyways. I did a little investigating myself, and found out exactly what happened, by talking to the Hydro employees Dave was flying. Apparently the flight had been uneventful and safe right up to the last 5 minutes. As they followed the Red River on their approach to Selkirk, they came upon the "Bridge to Nowhere", as it is called, which crosses "The Red" and links highways 9 and 59. Dave looked over at the passenger in the front seat and asked; "Have you ever flown under a bridge before?" "No", was the reply. "Would you like to?" Dave continued. "It is up to you," the passenger stated. Down went the nose of the aircraft, and they headed for the bridge. As they prepared to fly under the bridge, they saw.........."the BOAT!" Dave had to continue, as now they were too close to pull up and go over. They made it under the bridge, and just avoided the boat, which was cabin-cruiser size. I asked Dave later how much he figured he missed the boat by, and he stated, "I don't know, 10 feet?" TEN FEET!! Doing 130 mph in an airplane! I also found out it was the people on the boat who reported the incident to Transport Canada, who in turn contacted Hydro. The Hydro employees on board Dave's airplane had been stand-up guys, and had not "ratted" him out.

Dave left our company, served his suspension, got a Multi-Instrument Rating and worked for another air carrier in northern Manitoba. I heard he also received "punitive measures" for flying overweight for them.

Today, I think back, and have to chuckle. Everybody does stupid things in life, Dave just did more than his share. He was a good guy, and he was good to work with. He would just have these "lapses". He reminded me of the small, mild-mannered scientist in the Bugs Bunny cartoon who drinks "the potion", and occasionally turns into a giant, slobbering, incoherent monster, and then a short time later, turns back. Yes, that was Dave. I haven't heard from Dave in years, but every once in awhile I have to think;

WHERE'S "WALDO"?????

(speakers on, need Macromedia Flash Player 7)


The "Bridge To Nowhere" over the Red River, the scene of Waldo's escapade. The bridge never again did find "Waldo"....... 


Having survived the "under the bridge" episode, C-FZZP never again did find "Waldo"....... 


Taking to the skies and flying a grid pattern in last Otter made, CF-VQD, S/N 466, Kaitlan and Shane could not find "Waldo"...... 


A call was made to B.C., and even brother Mike, employing high-powered rifle, canoe, and 4x4, could not find "Waldo"......Where's "WALDO"? 

North America entered the commercial "jet age" July 15, 1954, when the Boeing 707 made it's maiden flight in Seattle. The 707 was Boeing's answer to British aircraft builders deHavilland, who had already produced the world's first jet-liner, the Comet. The pilot for this maiden flight was A. M. "Tex" Johnston. He was called "Tex" because he always wore cowboy boots, even when flying. He was a real "cowboy", as you will soon see. I published a post previously about Tex flying the B-52 Stratofortress prototype.

Anyway, 1 year passed. August 7, 1955. The Boeing 707 had passed all her trials and tests, and Boeing President William Allen had gathered together potential customers who might purchase the 707 at the Seafair Gold Cup hydroplane race on Lake Washington. Tex Johnston was to do a fly-by. As I said, "Tex" was a real "cowboy", and he flew by, all right. The customers were amazed, and orders poured in for the 707.

See how "Tex" Johnston Sells the Boeing 707!!!!!!!

(I love non-conformists!)

Following is my "solution" to the "punk gang" problem in North America, as this is how it was dealt with in Fallujah. (just kidding)

F-16 vs. "The Insurgents"

(speakers on, full-screen)

Reggie Leach, the "Riverton Rifle". A man who can still to this day, in his 50's, cross the blue-line full-stride, and let a shot go, and pick the "top corner", 9 times out of 10. I have seen it, I played against him in an Alumni game last year. Anyway, Reggie never made the "NHL Hall of Fame", though he still should, hopefully. Reggie's career was cut short due to his personal actions due to alcohol abuse. He has since climbed out of that "bottomless chasm", and is a shining example of a recovered addict, and instead of staying in the shadows, publicly relates his story to children, and tells them of the dangers of alcohol and drugs. He is not a hero, because "hero" is a sacred, but often overused word, especially when dealing with sports figures, but his decision to expose children to the "bumps in the highway" he experienced is laudable. Reggie Leach, born into poverty, adopted, Stanley Cup winner, Conn Smythe Trophy winner, 50+ goal-scorer twice.

"Success is not the result of spontaneous combustion; you must set yourself on fire first." -Reggie Leach

Read About Reggie Leach

#27, Reggie Leach

More "Reggie"

The most important "cog" in any flying machine is the pilot, and far too often they get little recognition, unless being blamed for an accident. Watch what happens when you take the pilot out of the equation.

Airbus Auto-Land; World's Largest Tree-Pruner

APRIL 22, 1938.

First Flight of the Douglas XBT-2 prototype for the SBD Dauntless dive-bomber. The Dauntless led American naval aircraft in the "Battle of Midway", knocking out 4 aircraft carriers, which was the "beginning of the end" for the Japanese in WW11.

SPECIFICATIONS: (SBD-6):

Engine: One 1,350-hp Wright R-1820-66 Cyclone 9-cylinder radial piston engine
Weight: Empty 6,535 lbs., Max Takeoff 9,519 lbs.
Wing Span: 41ft. 6in.
Length: 33ft. 0in.
Height: 12ft. 11in.

Performance:

Maximum Speed: 255 mph
Cruising Speed: 185 mph
Ceiling: 25,200 ft.
Range: 773 miles

Armament:

Two forward firing 12.7-mm (0.5-inch) machine guns;
Two 7.62-mm (0.3-inch) machine guns on flexible mounts;
Under-fuselage mountings for up to 1,600 pounds of bombs;
Wing hardpoints for up to 650 pounds of bombs.

Number Built: 5,936

Number Still Airworthy: 3


Douglas SBD "Dauntless" Info

More "Dauntless" Info!!

"Dauntless" Images

The Merlin was developed in England in 1936 and used in a prototype Spitfire F39/34. The Merlin family of engines powered such famous aircraft such as the Spitfire, Hawker Hurricane, de Havilland Mosquito, Mustang and Lancaster Bomber. In early 1941, Rolls Royce licensed Packard Motors to build Merlin engines. By 1943, the Mustang P51B & C (R.A.F. Mustang III) had 1520 hp V1650-3 Packard Merlin engines performing much better than their previous Allison engines. In Canada the Packard Merlins were designated Merlin 28 and 29. When all was said and done, 160,000 Merlins had been produced, 60,000 of them made by Packard! Amazing!

Rolls-Royce Merlin Info

Rolls-Royce Merlin Photo

AUDIO -Rolls-Royce Merlin Fly-By! (Merlin-powered Spitfire!)

I have told you previous about my thoughts on the Martin Mars "Flying Boat". Read my previous story, Martin Mars!! Steve's Favourite Flying Boat of all Time!!. Then come back and watch the video. She is a pure flying boat, having no wheel gear. "One helluva' boat"!!!

See The "Martin Mars" In Action!

(speakers on, watch full-screen!)

APRIL 21, 1918

By the spring of 1918 the "Red Baron", German Air Ace Manfred von Richthofen, had shot down 80 Allied airplanes. His luck was about to run out. On April 21 he chased what would have been kill number 81, good Canadian boy Wilfred "Wop" May, born in Carberry, Manitoba, far behind the British lines. The grim ballet between hunter and hunted brought both planes closer and closer to the ground. With his quarry firmly in his sights, the Red Baron was suddenly felled by a single bullet coming from the guns of May's Flight Commander, good Canadian boy Arthur "Roy" Brown, born in Carleton Place, Ontario. Manfred von Richthofen crashed into a field alongside the road from Corbie to Bray. His body was recovered by British forces, and he was buried with full military honours. Gotta' love those "Canadian Pilots"!!

Richthofen's airplane; Fokker DR.-I Triplane

Brown's and May's airplane; Sopwith Camel

Explore Competing Theories: WHO KILLED THE "RED BARON"?

(Brown was given "Official Credit" and retains it to this day.)

I had to drop off my headset today at Skyline Maintenance and Avionics in Gimli to have it repaired. While there, I encountered some more sure signs "Spring" has gained a foothold across the land.


Beaver C-GDCJ receives a new Pratt and Whitney R-985 to prepare for the rigours of the "float season"........ 


C-46 Curtiss Commando C-GIBX has her 18 cylinder Pratt and Whitney R-2800 engines fine-tuned for the freight season.....

C-46 Commando SPECIFICATIONS

Primary Function: Transport
Contractor: Curtiss-Wright company
Crew: Four [+40 passengers](freight only nowadays)
Unit Cost: $233,000 originally

POWERPLANT

Two Pratt & Whitney R-2800-34 radial engines rated at 2,100 hp each

DIMENSIONS

Length: 76 ft 4 in (23.26 m)
Wingspan: 108 ft (32.91 m)
Height: 21 ft 9 in (6.62 m)

WEIGHTS

Empty: 29,300 lb
Maximum Takeoff: 51,000 lb

PERFORMANCE

Speed: 245 mph (394 km/h)
Ceiling: 27,600 feet (8,412 m)
Range: 1,800 miles (2,900 km)

 


Massive engine and prop!! 


Side view of a fantastic "piece of iron"..... 


It must be spring. Manitoba Government Air Division Canadair CL-215 at the Gimli airport, standing by for the threat of fires.......

Canadair CL 215
Specifications

Speed 175 mph (150 knots) Cruise
143 mph (125 knots) Drop
Length 65 feet
Wingspan 93 feet 10 inches
Height 29 feet 3 inches

Retardant Capacity

(2 separate compartments) 1200 gallons or 5455 litres
(each compartment holds
600 gallons or 2728 litres)
Foam Tank 150 gallons

Twin-multi engine

Pratt & Whitney (R2800) 2100 HP/engine
Operational Endurance 4.0 hrs


 


The CL-215s have the same engines as the Curtiss C-46 Commando, R-2800s......... 


Beautiful shot of the lines of the "hull"........ 


CL-215 cockpit........ 


The view rear-ward from the CL-215 cockpit..... 


Open water at Silver Harbour, on Lake Winnipeg..... 


The "Blackhawk" on shore at Hnausa Harbour........ 


The lake freighter "Goldfield". This ship still plies the lake to this day supplying fishing stations with fuel and groceries, and returning with "the catch"...... 


Lake Winnipeg is wide open, and the last of the ice retreats inside the breakwater at Hnausa harbour. Yes, folks, I think it is safe to say "it's spring"!!! 

Rush hour traffic was never like this!

VIDEO - 405 -Granny Flips The Bird!!

(speakers on loud, this one is good! Watch full-screen!)

APRIL 20, 1978. A Korean Air Lines Boeing 707 was force-landed in northwestern Russia on a frozen lake. Flight 007 was fired on by a Soviet interceptor after entering Soviet airspace. Two passengers were killed. (5 years later there would be another KAL 007 incident on Sept. 1, 1983, with a much more tragic ending.)

KAL 007 1978 Incident

Boeing 707

707 SPECIFICATIONS

367-80 Prototype (1954)

Wingspan 130 feet (39.6 m)
Length 128 feet (39 m)
Wing Area 2,402 square feet (223 m2)
Gross Weight 160,000 pounds (86,184 kg)
Cruising Speed 550 mph (885 km/h)
Range 3,530 miles with reserves (5,681 km)
Service Ceiling 43,000 feet (13,106 m)
Power Four Pratt & Whitney JT3 turbojets of 10,000 pounds thrust each
Note: No standard passenger accommodation in the prototype.

Advanced 707-320B

Wingspan 145 feet 9 inches (44.42 m)
Length 152 feet 11 inches (46.6 m)
Wing Area 3,010 square feet (280 m2)
Gross Weight 336,000 pounds (152,400 kg)
Cruising Speed 607 mph (977 km/h)
Range 6,160 miles (9,913 km)
Service Ceiling 36,000 feet (10,973 m)
Power Four Pratt & Whitney JT3D turbofans of 18,000 pounds thrust each
Passenger Cabin 141 passengers mixed class or a maximum of 189 all economy
-------------------------------------------------------------------------------------

APRIL 20, 1972. Apollo 16 lands safely on the moon after a 7 hour engine malfunction crisis.

Apollo 16 Mission Overview

Apollo 16 Images (love that "moon rover")

The R-1340 was in production from 1925 - 1960. Almost 35,000 were produced.

POWER

Wasp C-1: 420 hp (313 kW)
R-1340-16: 550 hp (410 kW)
R-1340-27: 500 hp (373 kW)
R-1340-51: 600 hp (447 kW)
R-1340-57: 600 hp (447 kW)

PLANE, MANUFACTURER

N-2-C, Amphibions
C-5, Atlantic
H-12 Bell
L-11 Skyrocker, Bellanca
AT-15BL, Bellanca
JE-1, Bellanca
At-15BO Crewmaker, Boeing
P-26, Boeing
P-29, Boeing
C-73, Model 247, Boeing
F2B, Boeing
F3B, Boeing
F4B, Boeing
Model 40 A, Boeing
Model 100 SP, Boeing
Model 204, Boeing
CA-6W, Buhl
C-64 Norseman, Canadian Car & Foundry
C-106A, Cessna
XPG-4, Chase
Wirraway, Commonwealth of Australia
YBC-3, Vultee
XA-4, Curtiss Wright
XO-12 Falcon, Curtiss Wright
P-3A Hawk, Curtiss Wright
O-52 Owl, Curtiss Wright
SOC Seagull, Curtiss Wright
A6A, Curtiss Wright
Model 6000A, Curtiss Wright
C-23 Altair, Detroit
C-25 Altair, Detroit
DHC-3, U-1 Otter, DeHavilland
C-29 Dolphin 8, Douglas
Model EJ-2, Douglas
Model 25-2, Douglas
BT-2, Douglas
C-29, Douglas
O-32, Douglas
RD-1, 2, 3, 4, Eastern
F-1 Model 71, Fairchild
FB-3, Fairchild
C-96 Model 71, Fairchild
AT-13 Yankee Doodle, Fairchild
FC-2W, Fairchild
G-49, Fiat
F-10A, Fokker
F-22, Fokker
S-13, Fokker
C-4, Ford
5AT, Ford
F-1 Safari, Frye
K & M Ships, Goodyear
G-73 Mallard, Grumman
H-45, Hamiliton
JU-52, Junkers
HOK-1, 2, Kaman
LC-RW-450, Laird
C-12 Vega, Lockheed
C-17 Vega, Lockheed
10, UC-36B Electra, Lockheed
UC-85 Orion, Lockheed
C-101 Vega, Lockheed
Altair, Lockheed
Air Express 3, Lockheed
Executive, Lockheed
MB-323, Macchi
AT-15MC Crewmaker, McDonnell
Flamingo, Metal
SON-1, N.A.F.
AT-6 Harvard, Noorduyn
C-64 Norseman, Noorduyn
AT-6 (SNJ) Texan, Harvard, North American
BC-1, 2, North American
Y1BT-10, North American
Super Iniversal, Fokker
NJ-1 Yale, North American
NA-16, North American
A-17AS Nomad, Northrop
C-19, Northrop
Pioneer, Northrop
Delta, Northrop
P-150, Piaggoio
HRP-1, 2 Rescuer, Piasecki
B-7, Ryan
C-6, Sikorsky
S-38, Sikorsky
S-55 (HO4S), Sikorsky
Model 4E, Stearman
Alpha 4A, Stearman
YOSS-1, Stearman
SM-6B, Stinson
XP-13A, Thomas Morse
O-19, Thomas Morse
O-22, Thomas Morse
OSU-1, Vought
XF2U-1, Vought
O2U Corsair, Vought
O3U Corsair, Vought
Z-6-A Corsair, Zenith

Pratt and Whitney R-1340 Info

Pratt and Whitney R-1340 Photo

AUDIO - R-1340 Fly-By!!!!! Standard Otter, of course!
(speakers on)

Fishermen, remember, now that it is break-up, it is a privilege for you to utilize the bodies of water that are the domain of the float pilot, and whatever you do, never piss off the "Cat" driver!! Ha!

(watch full-screen, SPEAKERS on!)

VIDEO - Two Fishing Buddies Meet a "Cat"

Whenever I come across a good aviation web-site with a lot of good, quality links, I make sure I save it. Here are 2 extremely good sites I have been introduced to recently, and they both have a lot of good links.

Canada's Aviation Hall Of Fame


Thirty Thousand Feet Aviation Directory

Both are very good sites. Surf is up!

APRIL 19, 1967. F-105F Thunderchief pilot, Major Leo K. Thorsness fights a heavy duel with North Vietnamese SAM sites and downs a MIG, earning the Congressional Medal of Honor (America's highest military award). Only 11 days later he was shot down over North Vietnam and held prisoner for nearly six years. Following his release, Major Thorsness received this highest decoration for valor from President Richard M. Nixon at the White House Oct. 15, 1973.

Major Leo K. Thorsness - Medal Of Honor

Medal Of Honor - Web-Site

Republic F-105 Thunderchief Info

Republic F-105 Thunderchief Photos

SPECIFICATIONS - F-105 "Thunderchief"

Wing Span 34 feet 11 inches
Length 67 feet
Height 20 feet, 2 inches
Weight 54,580 lbs.
Armament One M6-1 20mm Vulcan cannon plus 14,000 lbs. of ordinance including conventional bombs, rocket packs, missiles, and internally or externally carried special weapons.
Engine One Pratt & Whitney J75 jet engine with 26,500 lbs. of thrust
Cost $2,237,000
Maximum speed 831 mph
Cruising speed 596 mph
Range 1,500 miles
Service Ceiling 50,000 feet

I published a story Dec.10, 2004 entitled "Pauingassi Snares Two Victims". I have recently come across a number of photos regarding the incident in question, so I thought I would post them. So, here they are!! Read the story from Dec.10, "Pauingassi Snares Two Victims", then come back to the photos.


The site. Rescuing SGK....... 


1953 Cessna 180 C-FHDL used as a support aircraft to rescue Britten Norman Islander C-GSGK.......... 


As you can see, the "snowbank" won.......... 


Frontal view of poor Britten Norman Islander, C-GSGK, crippled and frozen, with a broken leg, in Pauingassi......... 


First order of business, remove the engine........ 


Notice we have pulled the gear-leg forward after engine removal........ 


SGK slowly rises from the ice....... 


The gear-leg straightens with a little persuasion......... 


Just about upright........ 


Slow progress...... 


Success!! Back standing..... 


SGK upright. Securing the gear-leg so the aircraft can be moved.......... 


Quite a bit of damage....... 


Poor girl....... 


Bracing the leg..... 


Jim Johnson, owner of Northway Aviation, thoroughly "impressed" with the whole situation. If "looks could kill"........ SGK was moved, and soon after trucked south. Just another day in my life and aviation......!! 

SGK never flew again, but she became an "organ donour", so today she still lives on, and flogs the skies, albeit in a different number of Islanders!!!

APRIL 18, 1942. Lieutenant Colonel James H. Doolittle leads raid on Japan by B-25 Mitchell bombers launched from the aircraft carrier USS Hornet.

General James H. Doolittle, USAF, (1896-1993)

The North American B-25 Mitchell

SPECIFICATIONS
Span: 67 ft. 7 in.
Length: 52 ft. 11 in.
Height: 15 ft. 9 in.
Weight: 28,460 lbs. loaded
Armament: Five .50-cal. machine guns; 5,000 lbs. of bombs
Engine: Two Wright R-2600s of 1,700 hp. ea.
Cost: $96,000

PERFORMANCE
Maximum speed: 275 mph.
Cruising speed: 230 mph.
Range: 1,200 miles
Service Ceiling: 25,000 ft.

B-25 Mitchell Images

USS Hornet
USS Hornet Photo

USS Hornet (CV 8)
Vital Statistics
Commissioned: 20 October 1941
Displacement: 23,507 tons (25,484 full load)
Length: 824' 9" oa, 770' wl, Beam: 83'3" wl, 109'6" extreme
Armament (1942): eight 5"/38 (8x1), sixteen 1.1" (4x4), 23 20mm
Performance: 32.5 knots maximum

Aircraft: 85 (various combinations of
Wildcat, Avenger, Dauntless, and Devastator)
Complement: 306 officers, 2,613 enlisted

SUNK - October 27, 1942

-------------------------------------------------------------------------------------

APRIL 18, 1943. P-38 Lightnings intercept Japanese aircraft and down two Mitsubishi G4M "Betty" bombers killing Admiral Isoroku Yamamoto, Japan's leading military strategist. Very ironic it happened exactly one year to the day after the "Doolittle Raid".

Admiral Isoroku Yamamoto

Lockheed P-38 Lightning Info

Lockheed P-38 Lightning Images

SPECIFICATIONS:
Lockheed P-38L Lightning
Dimensions:
Wing span: 52 ft. 0 in (15.84 m)
Length: 37 ft. 10 in. (11.53 m)
Height: 12 ft. 10 in. (3.91 m)
Weights:
Empty: 14,100 lb. (6,395 kg)
Operational: 17,500 lb. (7,937 kg)
Performance:
Maximum Speed: 390 mph (627 km/h) @ 15,000 ft. (4,572 m)
Service Ceiling: 40,000 ft. (12,192 m)
Range: 900 miles (1,448 km) @ 30,000 ft. (9,144 m)
Powerplant:
Two Allison V-1710-111/113 , liquid cooled engines. Engine power
developed 1,425 hp (1,062 kw) @ sea level and 26,500 ft. (8,077 m).
Under war emergency conditions 1,600 hp (1,193 kw) was available.
Armament:
One 20 mm. Hispano AN-M2C cannon. and four .50 calibre Browing machine guns.
External bomb load of 4,000 lbs. or ten 5 in. rockets.

Mitsubishi G4M "Betty" Photos and Info

SPECIFICATIONS For Mitsubishi G4M3 Model 34 Type: Long Range Bomber
Allied Codename: Betty

Crew: Seven
Powerplant:
Type: Two Mitsubishi MK4T Kasei 25 Radial
Horsepower: 1,825

Dimensions:
Wing Span: 25.00m (82 ft. 0.25 in.)
Length: 19.50m (63 ft. 11.75 in.)
Height: 6.00m (19 ft. 8.25 in.)
Wing Area: 78.13 m² (841.01 sq ft.)

Weight:
Empty: 8350kg (18,049 lb.)
Max. Take-Off: 12500kg (27,558 lb.)

Performance:
Max. Speed: 470 km/h (292 mph) at 5150m (16,895 ft.)
Service Ceiling: 9220m (30,250 ft.)
Max. Range: 4335 km (2,694 miles)

Armament:
Four 20-mm cannon
Two 7.7-mm (0.303-in) machine guns
Plus
One 800 kg (1,764 lb) Torpedo or
1000 kg (2,205 lb.) of bombs

April 17, 2005. TODAY!! ISS Expedition 11 safely docked with the ISS (International Space Station).

Space Station Crew Greets Replacements

International Space Station Images

Wilbur Wright was born near Millville, Indiana, on April 16, 1867. You know who he and his brother were. Tremendous bicycle mechanics!!

Wright Brother's History: The Tale Of The Airplane

The first Otter I flew in my aviation career was Northway Aviation Flagship CF-UKN. I knew of her for years, and personally came to know her intimately in May of 1990. She is a 1966 DHC-3, Serial # 456, and deHavilland Canada only made 10 more of these aircraft until production was ended. She was delivered to original owner, Sherritt Gordon Mines, on 08/03/1966. She was sold to second owner, Northway Aviation Ltd., during the 1980's, and they still operate the aircraft to this day.

CF-UKN and I shared some very memorable times together. I remember the time the top cylinder on her Pratt and Whitney R-1340 engine blew as I was heading to Red Willow Lake with 6 American fishermen on board. We managed to splash down in a small lake. "Buddy", our top engineer, was flown in, and he sat on the prop, changed the cylinder, and we flew out the same day! Or the time I was coming back from Sasaginnigak Lodge with 8 Texans and another cylinder blew when I was by Black Island, on Lake Winnipeg. Yes, you guessed it. Buddy to the rescue again, and we flew out the same day.

I flew old CF-UKN for about 3500 hrs. on floats, wheels, and skis, and we both lived to tell about it! She was also the platform for the testing and certification of the DHC-3 BARON/STOL Kit, for which I did all the test and certification flying for. We went 203 MPH in a descent on floats, and there wasn't a shake or a quiver out of her! All in all folks, she is a grand old girl, and has thousands of hours left in her airframe! Long may she ply the skies!!

MEMORIES OF UKN


Myself and faithful mount, CF-UKN. Two fine aviation specimens! ( It was hard holding in my gut! ) 


Kody, child # 2, trying on CF-UKN's cockpit for size. 


Shane, child # 4, in the driver's seat. Will aviation be in his future? Beautiful angle shot. Notice the propeller reduction gear-box and exhaust augmentor tubes! 


Two fine girls..... 


CF-UKN, berthed at home on the Icelandic River, awaiting a load..... 


.......And the load arrives! Loading commenced....... 


Paint Point Lake. Lumber unloaded, CF-UKN takes a breather. 


CF-UKN resting against the shore, with friends Buddy and Hudley in the background........Paint Point Lake. 


UKN at rest on old Cabin 5 dock at Sasaginnigak Lake on a beautiful, glassy water day...... 


CF-UKN and Beech 18 CF-SFH share the dock...... 


UKN with 2 external tie-ons, preparing to transport canoers...... 




Tieing a boat onto UKN. "Bam Bam" and "Waldo" helping........ 


UKN dropping Rob Stewart's moose hunting crew off on the Pigeon River. Notice the two beautiful wooden, hand-made canoes...... 


UKN disgorges all her freight in Pauingassi..... 


UKN powers up on the Icelandic River.........(pre-STOL kit) 


600 horsepower fills the air......... 


UKN climbs onto "the step"............ 


Water flying, UKN accelerates....... 


After a hard day, myself, Kody, and UKN relax and fish at Sasaginnigak Lake...... 


UKN accelerates at Sasaginnigak Lake.......(pre-STOL kit) 


One float out, UKN strains..... 


UKN just about airborne...... 


A fine display of talent by pilot and plane..... 


A fine "visual" of the "one float takeoff" technique......... 


Airborne!!! 


Icelandic River take-off! (post-STOL kit) 


Powering up..... 


Beautiful shot!!! 


UKN off to do what Otters do best, and that is "flog the bush" .........!!! 

PHOTO - CF-UKN today with new paint and interior

SPECIAL NOTE: Congratulations to Dave Barron from AOG Air Support Inc. for all his dedication, vision, and modifications regarding deHavilland products!!

I love water, I have made it plain and clear. I've got Multi Time, Turbine Time, Ski Time, Wheel Time, Taildragger Time, but the most enjoyable and fulfilling flying I have ever done has been on floats. I love early spring when the ice just leaves the lakes and the water is cold and clear, and the fishing is second-to-none. I love the fall, and hauling moose hunters into and out of stretches of river a helicopter would have a hard time using. Anyway, I love floatplanes and flying boats, so I just thought I would post info on a ship that has one minute of flying time, and never went higher than 70 ASL while flying! She has been repaired and has a new home, and continues to and will be a major attraction for years to come. She was a ship decades ahead of her time, and too late to contribute to WW11. Some considered her a strange man's folly, and everyone has their own opinion. She still has the longest wingspan of any aircraft ever built, 320', 30' longer than the AN-225 Cossack! She is an eight radial piston-engined aircraft made of white birch, she is;

The "SPRUCE GOOSE"

Cargo Aircraft Prototype

Largest wingspan: 319 feet, 11 inches with a wing area that covers 11,430 square feet

Features full cantilever wing and tail surfaces

Tallest aircraft: 79 feet, 3 3/8 inches

Length: 218 fee 6 ¼ inches

Largest seaplane

Largest wooden aircraft: the entire airframe is composed of laminated wood

Primary control surfaces, except the flaps, are fabric-covered

Power: Eight Pratt & Whitney R-4360, 3,000 horsepower engines

Propellers: Eight, 17 feet, 2 inch diameter

Weight, Empty: 300,000 pounds

Weight, Loaded: 400,000 pounds (maximum take-off weight)

Capacity: 750 troops or two Sherman tanks

Normal Crew: 18

First And Only Flight: November 2, 1947

The most reciprocating horsepower ever installed in an aircraft

Estimated Performance:

Cruise Speed: 141 to 150 miles per hour at 5,000 feet

Top Speed: 227 to 231 miles per hour at 5,000 feet

Range: 2,975 miles with 12,500 gallons of fuel

Spruce Goose - Introduction

Spruce Goose - Move To Oregon

Spruce Goose - Description

Spruce Goose - Home, Engine Installation, and Interior Slide-Show

Google Spruce Goose Images

What a behemoth!!! Could you even begin to fathom the sound 24,000 HP would make coming from radial piston engines composed of 224 cylinders? I would love to hear it!!

April 15, 1952. The prototype of that stalwart, venerable Cold Warrior, the Boeing B-52 Stratofortress, makes it's maiden flight.

Boeing B-52 Stratofortress Story

Boeing B-52 First Flight

Tex Johnston was the test pilot, and in three years would become famous for barrell-rolling the Boeing 707 prototype.

Boeing B-52 Time-Line

B-52 Stratofortress Images

B-52 vs Terrorist Coin-Toss!

More B-52 Info!!

-------------------------------------------------------------------------------------

April 15, 2005. TODAY!! A Soyuz rocket topped with a Soyuz TMA-6 spacecraft launches Italian astronaut Roberto Vittori, ISS Expedition 11 commander Sergei Krikalev and flight engineer John Phillips into space (0046 April 15 GMT) from Baikonur Cosmodrome, Kazakhstan where the local time was 6:46 a.m.

ISS Expedition 11 Information

ISS Expedition 11 Information and Launch Video

Congratulations to the Russians for being able to maintain their Space Program. I wish NASA would get off of their collective butts and get back in the air. The Columbia and Challenger accidents were tragic, but that is the cost of exploration. I salute the fallen astronauts and would never try to diminish their dedication and contribution to mankind. I just think it takes NASA far too long to recover!!!

April 14,1981. America's first space shuttle, Columbia, returns to Earth, completing it's maiden voyage.

Space Shuttle Columbia First Flight Story

April 14,1986. President Reagan orders U.S. planes to attack Libyan "terrorist centers".

Raid On Libya Story

Raid On Libya Story (in Reagan's own words)


After stealthily sneaking in under Libyan radar, the American pilot attempts a re-start! 


After being chased to the top of Uhuru Peak on Mt. Kilimanjaro in Tanzania by rebellious forces, Colonel Muammar Abu Minyar "Clancy" al-Qadhafi flails his arms and threatens: "You infidels will pay for this!"
 

April 13, 1970. Apollo 13, four-fifths of the way to the moon, was crippled when a tank containing liquid oxygen exploded.

Apollo 13 Story

April 13, 1931. The first Boeing monoplane bomber, the B-9 (Model 215), makes its first flight.

Boeing B-9 Bomber Story

It seems to me that the suicide bombings in Iraq have decreased somewhat in the last 6 weeks, and this bodes well for the Coalition troops stationed there, as well as the Iraqi Police and civilians also targeted. Suicide bombings are designed to strike terror against their opponents, and sometimes do just such, but they are an indication of a failed ideology. Don't believe me?

Kamikaze- 'Divine Wind' (wind of the Gods). In 1274, the Mongol ruler Kublai Khan invaded Japan, on the island of Kyushu. The Mongol fleet was hit by a hurricane, and lost 200 ships and 13,000 men. They retreat.

Kublai Khan was furious. He vowed to punish Japan severely. More than 3,500 extra ships were built to carry another invasion force of 140,000 men. In 1281 he tried again. You guessed it, they were caught in a hurricane again, and lost 4,000 ships and 100,000 men. They never tried to invade Japan again. Japan had been saved by the "Divine Wind", but it was the luck of nature, not God protecting their society.

1944. Japan's idea of world conquest is coming to an end. After the Battle of Midway, the Japanese knew they would be beat. They came up with an idea to pack aircraft with explosives, and fly them into ships, killing the pilot, many on board, and disabling the ship. This was a desperation measure, but if it worked Japan would once again be saved by the Divine Wind, hence the name for the young pilots and their aircraft.

The name of the operation was Kamikaze, and the first Kamikaze flight came on October 25, 1944, off the Philippine island of Leyte. Twenty-six Mitsubishi Zeros were split into four groups to attack shipping, and five of these were able to hit the carrier USS St. Lo with their load of 250kg of explosives, and sank her. Others hit and damaged several other carriers, and a submarine attack added to the confusion.

This success was followed by an immediate expansion of the program, and over the next few months over 2,000 planes made such attacks. This included new types of attacks, including purpose-built Yokosuka MXY7 Ohka rocket-bombs, small boats packed with explosives, and manned torpedoes.

Their "high-point" came during the Battle of Okinawa when waves of planes made hundreds of attacks. The effort included a one-way mission by the battleship Yamato, which failed to get anywhere near the fight after being set upon by US fighters several hundred miles away. Starting with destroyers on "picket duty" and then moving on to the carriers in the middle of the fleet, the Kamikaze aircraft attacks created enough havoc to threaten the Allied mission. By the end of the battle just under 30 ships had been sunk, and over 160 more damaged, expending 1,465 planes in the process. The Japanese had casualties of over 100,000, the Americans had 49,500 casualties, and there were about 100,000 civilian casualties..

The fighting at and around Okinawa was so fierce, and the Kamikaze attacks such a factor, that the American High Command now was concerned about the resistance they would meet once they invaded the Japanese homeland. The fierce Battle of Okinawa was a major factor in the decision to drop the Atomic Bomb on Japan, so as to save American casualties.

Japan surrendered, and with Allied help, went from a feudal society to a modern, prosperous, industrial state in 30 years. The Islamofascists will fail also, let us make sure it is sooner, rather than later.

So you see, suicide bombers are not a new phenomena, but they are an indication of a failed society and ideology, as indicated by the cowardly "Kamikaze" attack on 9/11, and are destined for the "scrap-heap" of history.

Kamikaze!!

Mitsubishi "Zero"

Yokosuka MXY7 Ohka rocket-bombs

USS St. Lo hit by Kamikaze plane off Leyte

USS St Lo

Atomic Bomb

Little Boy

Fat Man

Enola Gay


Funny how some societies miss the whole point of life. Basically the following quote sums it up for me.

"We hold these truths to be self evident: that all men are created equal; that they are endowed by their Creator with certain unalienable rights; that among these are life, liberty, and the pursuit of happiness." - Thomas Jefferson


Warily scanning the horizon for the "Kamikaze" threat, Katey slips back into port! 


After patrolling the skies in Piper Navajo C-FBKK, the "crew" returns from another successful mission! 


Another coastal patrol in deHavilland Otter C-FUKN complete, Shane smiles down at the "bevy of females" awaiting his return!! 

Glenn L. Martin was a great aircraft designer, and his imagination and skills sure came through in the Martin Mars. Originally conceived as a bomber for long range missions and patrols, the production aircraft were redesigned and classified for long-range general transport because of the demonstrated heavy-lift capability of the prototype. There were a total of 7 of these behemoths built. The original, the "Old Lady", then the first "Hawaii Mars", lost in an accident in Chesapeake Bay on 5 August 1945, and then 5 more: the "Philippine Mars", the "Marianas Mars", the "Marshall Mars", a second "Hawaii Mars", and the single JRM-2, the "Caroline Mars". The "Marshall Mars" was lost on 5 May 1950, off Diamond Head in Hawaii. The remaining "Big Four" were retired in 1956, and sold for scrap in 1959. End of story? I don't think so. A British Columbia water-bomber pilot named Dan McIvor had a great vision.

McIvor acquired all 4 aircraft for $100,000, and they were flown to B.C.. The "Caroline Mars" was pressed into service for training, while the "Marianas Mars" was being converted into a water bomber. The "Marianas Mars" was wrecked while battling a fire, and "Caroline Mars" was destroyed in a storm. That left the "Philippine Mars" and the "Hawaii Mars". They were both converted to water-bombers and entered service in 1963, and remain in service to this day operating from Sproat Lake, B.C.!!! Absolutely amazing!

History Of The "Martin Mars"

"Martin Mars" Origins

Flying Tankers Inc. Web-Site

Beautiful Photos of the 2 remaining "Martin Mars"

Martin Mars 1

Martin Mars 2

Martin Mars 3 (bombing)

Martin Mars 4 (both of them!)

Martin Mars 5 (bombing)

Martin Mars 6 (bombing)

More Google Martin Mars Images

Martin Mars Video 1

Martin Mars Video 2

Martin Mars Video 3

I don't think Glenn L. Martin envisioned what the future would hold for his Mars Flying Boats, but I am sure he would be proud!! I can just imagine the sound on take off of 4 radial piston engines producing 10,000 HP!!

Specifications

Manufacturer: Glenn L. Martin Company

Powerplant: Four Wright Cyclone R3350-24WA
engines @ 2500h.p. each (1865 kw)

Curtiss Electric 4-blade propellers with a
blade diameter of 15 ft. 2 in. (5 m)
(Inner props are reversible)

Overall Length: 120 ft. (36m)

Height: 48 ft. (14.63 m)

Hull Beam: 13.5 ft. (4.12 m)

Hull Draft: 5.5 ft. (1.68 m)

Wing Span: 200 ft. (61 m)

Gross Weight: 162,000 lbs. (73,483 kg)

Water/Foam Load: 60,000 lbs. (27,216 kg)

Cruising Speed to Fire: 190 mph (305 kmh)

Drop Speed: 138 mph (220 kmh)

Landing Approach Speed: 115 mph (185 kmh)

Touchdown Speed: 92 mph (148 kmh)

Fuel Consumption (Cruise): 420 US gal/h (1590 lph)

Fuel Consumption (Operations): 780 US gal/h (2,955 lph)

Fuel Capacity

Hawaii Mars: 6,485 US gal (24,550 Litres)

Philippine Mars: 13,200 US gal (49,962 Litres)

Operations Duration (normal): 5 1/2 hours

Area Covered, single drop: 3 to 4 acres (1.2 to 1.6 ha)

Drop Height: 150 to 200 ft. (45m to 61m)

Full Tank Load: 7,200 US gal (27,276 Litres)

I decided today I would look for an old friend, to see where she is nowadays. We are close to the same age, she born in 1959, I in 1961. We were intimate and worked together from 1986 to 1990. I figured she would still be earning a hard living somewhere, but what I found shows she was a lot smarter than me, because, to this day, she is down in California soaking up the sun, and has changed her name. I would like to meet up with her again, re-live some of the times we had in the past, and discover the details of the route that she took to be a sun-bather in California, while I am still flogging the bush in Manitoba. I would like to gaze at her "shapely figure" and remember the experiences we had together.

I have very fond memories of the "intimacy" we shared, and I wish this fine "lady" well in all her future endeavours, wherever they may lead her. She was one "helluva' girl"!

I have some info and two photos regarding my old "friend", and the link is below.



A Fine Lady I Used To Know

c/n 1398

58-2066 N83125 58-2066 N87860* C-GJJG

N101CB*

• Delivered 10/11/59
• 58-2066 US ARMY • # 1946 • L-20 No: 947 • Command A-16
• N83125 no details
• Reported as back to 58-2066
• N87860 still on 1995 USCAR as blank entry • Regd 09/77 • Canx 09/03/79
• Imported to Canada 1981
• C-GJJG Forth Smith Air in 1981
* Fishing-Family Lake Air Service and Trace Air, Little Grand Rapids, MB 1986-1989
• Little Grand Rapids Air Service, Little Grand Rapids, MB • Regd 10/08/89 & 06/11/95
• N101CB Car Pat LLC., Englewood, CO • Regd 23/09/97
• Legend Airways of Colorado LLC., Morrison, CO • Regd 21/09/00
• Active •

There has been a presentation floating around for some time now as to what really happened at the Pentagon Sept. 11, 2001. I personally don't believe the theory, but I will let you be objective. I will link you to the presentation, and also link you to some info that might shed some light on some of the questions the conspiracy theory raises.

9/11 Pentagon Conspiracy Theory

(speakers on)

As you have seen, the presentation is well done, and raises questions. Maybe the following links will answer some of them.

9/11: Debunking The Myths

As you can see, a very objective reasoning backed up with facts and science to counter the "conspiracy theorists".

Photos Of Flight 77 Wreckage Inside The Pentagon

Another interesting link, and the photos sure look like aircraft pieces to me. With the force that the aircraft hit the steel-reinforced concrete building, and the fuel on board, it isn't hard to see why there wasn't much left. Anyways, the conspiracy theory will continue, and I just thought I would post this to show some info from both sides. What do you think???

(by the way, I just found out the CIA killed Jimmi Hendrix, Elvis was murdered because he knew too much, Amelia Earhart is still alive, and President Nixon was cloned!!! Ha ha!!)

I first heard of "Leisure Suit" Larry from my brother "Gene, Recessive" (Corey). Corey was flying a helicopter during freeze-ups and break-ups in the Island Lake area for a number of years in the mid-1990s. In conversation he kept chuckling about a float pilot, that was employed by one of the local air services in the Island Lake area, and had dubbed him "Leisure Suit Larry". I had never met the man, so I couldn't comment on the name.

Fast-forward to the turn of the century, and I am flying for Blue Water Aviation Services Ltd. in Pine Falls, Manitoba. Blue Water Aviation's affiliate, Winnipeg River Aircraft, was the contract maintenance organization for Waasagomach Air, located in the Island Lake area. They had a turbo-charged Cessna 206 that they operated commercially, and guess who the pilot was? You guessed it, "Leisure Suit Larry".

I first met Larry in the spring when he came to pick up the Turbo 206, C-GGGD. My first impression of Larry was one of amusement. He was wearing a beige wind-breaker, cotton dress pants, expensive-looking golf shirt, and leather slip-on rigid moccasins. You know, the ones with the leather-lace bows on top on the front of the shoe. Anyway, suffice it to say, the name "Leisure Suit Larry" couldn't have been more appropriate, as I have never seen any pilot dress in this manner while "flogging the bush".

I ran into Larry numerous times over the next few years, as he would come through Silver Falls quite often. And you know what? He was a very nice person. Easy-going and relaxed, with not a harsh word for anyone. I liked Larry.

Float season came in 2003, and Larry picked up C-GGGD and headed north. We were busy all summer, and so was Larry. I would see him a number of times that summer as he came through Silver Falls.

Fall came, and we ran our moose hunt out of Bissett. The float season was slowly drawing to a close. Larry was still up at Waasagomach with C-GGGD, as in typical fashion, the Native people waited until the weather got cold and shitty, and then wanted an amount of flying done right before freeze-up. This caused Larry to be north with a floatplane when it should have been south and removed from the water already. Late in the season, Larry had had enough, and with his trainee Gabe on board, headed south. It was freezing, and there were already amounts of snow on the ground.

Larry never made it to Silver Falls in C-GGGD. With a couple thousand foot ceiling, Larry was in the Poplar River area, southwest of Apisko Lake, when the Continental TSIO-520 engine failed. Gravity had ahold of Larry and Gabe.

Larry established radio communication with another aircraft, so his position would be known. Then he and Gabe braced for the inevitable. The floats hit the tops of 50' evergreens, which bent and cushioned him as they descended, then they hit some poplars which arrested their movement forward, and they slid downward, the aircraft coming to rest right-side-up, at about a 45* angle nose-high. Larry had a large "fer a cheval" up his arse. Search and Rescue was alerted, and a C-130 Lockheed Hercules was dispatched to the location. At the crash-site, a parachute-jump was made by the SAR Techs, and because of imminent darkness, they checked Larry and Gabe, then set up a camp, as they would have to spend the night. Larry and Gabe were a little banged-up, but otherwise OK. It was a long night.

The next day, Larry, Gabe, and the SAR Techs were choppered out of the bush and returned to civilization, having spent a somewhat cramped, uncomfortable night in a tent. The cold goes right through a "leisure suit".

Within a number of days, my phone rang. It was Edward. "Hey, Steve, do you want to help me salvage an airplane from the bush?" "Oh no, another adventure with Edward", I murmured to myself. I agreed to go, as actually these adventures are usually very interesting affairs, and this one would be no different. The aircraft to be salvaged was C-GGGD, as the Insurance company wanted it out of the bush as soon as possible, before we got more snow and colder weather. John Friesen, a fellow employee and pilot, would also accompany us. Arrangements were made, and Edward would pick us up in Riverton in our Cessna 185, C-GFVZ, fly to the crash scene, find the airplane, land at Little Grand Rapids, and then be helicoptered as close to the site as possible.

We found the local area on the Poplar River where the crash occurred, but couldn't spot the airplane. It had snowed again, and the snow was hanging heavy on the evergreen branches, obscuring anything below. We headed for Little Grand Rapids to land on the runway and meet the helicopter, which was about 30 miles away.

Paul Gibson from Provincial Helicopters met us, and he would be flying us to the site in their Eurocopter AS 350 A-Star. We loaded all the tools and we were off! We still had to actually find the crash site, and after arriving at the Poplar River, Paul had a better idea where the crash was, and we located it right away. He dropped us off in a partially frozen, tufted swamp, and would pick us up in the same spot before dark. We were a couple of hundred yards from the crash, but it was in heavier bush. Edward had a hand-held GPS which we would use to guide us to the site. We shouldered all our bags and tools, and headed into the bush. I cursed the whole way, as I was carrying the "bridle", which we would attach to the top of the aircraft for lifting. It is made of steel, and has cables and clevises attached to it, and it kept getting caught in the trees and branches.

Finally I heard Edward call, "Here it is!" We came upon the crash-site, and saw the snow-covered tent the SAR Techs had left behind, and then the aircraft. I couldn't believe how it looked, webbed in amongst the trees, some broken, some standing. We had some work ahead of us. I had taken a video camera, but had brought a tape full of my son's hockey games, so I didn't tape over them. Murphy's Law!

We chopped, and sawed, and sawed, and chopped, all the while taking pains not to damage the aircraft any more. We left a lot of sweat in the bush, that cold November day.

Finally, we decided to hike out and wait for the chopper, as it was getting late. We built a humongous fire in the swamp while we waited, as we weren't too concerned about the provincial "Fire Hazard Rating". The chopper arrived, and we headed for Little Grand Rapids.

We decided to take a room at Little Grand Rapids Lodge, a quiet, comfortable place in winter, for Edward, myself, John Friesen, and John Gibson, Paul's father, and owner of Provincial Helicopters. The food was good, and the accommodations were nice, although the final tab for the room and meals was excessive. We drank all the whisky in the place, and that was the cheapest part of our bill, which is unusual.

The next morning, John Gibson choppered us back to the crash-site in his Bell 204. The swamp was solid and frozen enough to hold his chopper, and because we were just about ready for a lift, he would wait for us, and we would communicate via walkie-talkies when we were ready for him to lift the downed aircraft.

Johnny, Ed, and I went back to work. We had trouble with one poplar tree, but managed to cut and move it, and finally we stood back and surveyed the site. I think we had cut enough logs to build a cabin!! We figured John Gibson could now lift old C-GGGD out of the bush. We secured cargo-nets to C-GGGD's wings to spoil the lift, and I secured the lifting-bridle. We called John to say we were ready, and waited.

WOP! WOP! WOP! WOP! WOP! WOP! The Bell 204 appeared over us with his long-line. The bridle was attached, and John took the slack out of the line. We had a line attached to the aircraft also, so we could arrest any spinning motion if it developed as John made the lift. It was picture-perfect. C-GGGD cleared the trees on either side without touching any. John would drop C-GGGD off on the ramp in Little Grand Rapids, come back and retrieve us, refuel, re-attach to C-GGGD, and sling it to Silver Falls. We would follow in C-GFVZ.

Well, John slung C-GGGD back to Silver Falls, and even beat us back by the time we were all organized and airborne. Slinging external loads in a chopper is a fine skill, I tell you. I would love to do it.

The Insurance company gave the go-ahead to do repairs on C-GGGD, and Edward and his crew started repairing. The work progressed, and then due to some financial mismanagement by the air service that owns C-GGGD, the funds dried up, and C-GGGD to this day remains partially repaired at the hangar in Silver Falls. It wouldn't take much to finish, and I'm sure it will return to the skies, it is just a matter of when. Funny thing about bush-planes, they take a lot of punishment, but always come back for more!!!

I have seen "Larry" a few times since his crash, as he came to Silver Falls a few times to check on C-GGGD, and Edward has been in contact with Larry by telephone numerous times. It sounds like Larry will still be working for Waas Air if they solve their problems and put C-GGGD into the air.

I wonder if Larry's dress from now on will be more appropriate when he is flying the bush, and I hope so, but I'm not sure. Therefore, if you are waiting to fly out to a fishing camp, and a plane arrives at the dock, and a tall man emerges in a "leisure suit", chances are, you are about to meet Larry!!


Cessna Turbo 206 C-GGGD went into the bush by the Poplar River. She was retrieved, and sits partially repaired at Silver Falls. She longs for the skies. 


C-GGGD's fuselage has been repaired, and actually the airplane could be fully re-assembled in a short manner of time with the full crew working on her. 


C-GGGD would rather be in the skies, than between 2 semi-tractors......... 


The floats will be ready for C-GGGD as soon as she is....... 

Having avoided a flood from the river yesterday, today was a beautiful day, so I went on a little road trip to see some signs of spring. So, below are some of "Steve's Signs of Spring".


The Icelandic River subsiding, one day after break-up. 


The small Cutter "Vakta" ready for first open water in Gimli. She will brave Lake Winnipeg all summer. 


The "Whitefish boats" fleet at Gimli yearning to ply Lake Winnipeg. 


My favourite of the boats. It brings to mind Jack London's story of the obsessed, tyrannical, Wolf Larsen, and his battle of wills against Humphrey Van Weyden, aboard the sealing-schooner, "The Ghost". 


The Coast Guard Cutter "Namao", now a research ship, straining at her berth in Gimli Harbour against Lake Winnipeg's departing winter coat of ice. She longs to cut through the swells. 


A beautiful painting of days long past absorbs the sunshine, and proudly displays herself on the Gimli sea-wall. Painting by D.B. MacPherson, Aug.22/98. 


The ramp at Gimli airport is bare and dry, perfect for the Canadian military to conduct parachute training from a C-130 Hercules. 


4-engine behemoth! A great "bush-plane"!! Slap on some floats, and we'd be in business! 


In the distance, something catches my eye....... 


Holy shit! Real planes (albeit this one missing an engine) on the ramp. Actually, it is undergoing an engine-change, and will be serviceable and take to the skies soon. Fine ship C-GTPO, the "China Doll", C-46 Curtiss Commando. 


Another behemoth of an airplane, still showing her scars from years of flying and supplying Reserves and industries across northern Canada. 


Curtiss C-46 Commando C-GIBX stands "bare balls" awaiting new engines, and has "spring fever", and longs to return to the skies.......Serial #: 44-78649
Construction #: 22472
Civil Registration:
N74171
C-GIBX
Model: C-46F
Name: None
Status: Airworthy
Last info: 2005
History:
Pan American World Airways, Sept. 1948-Jan. 1953.
- Registered as N74171.
Westair Transport, 19??.
Ortner Air Services, 19??.
Northland Air Manitoba Ltd, Winnipeg, Manitoba, 1985-1988.
- Registered as C-GIBX.
Air Manitoba Ltd, Winnipeg, Manitoba, 1994.
Commando Air Transport Inc, Gimli, Manitoba, Mar. 07, 1997-2003.
FNT First Nations Transportation Inc, Winnipeg, Manitoba, as of April 7, 2005.
 


These airplanes actually have beautiful lines........ 


C-GTPO, still in "Buffalo" Joe McBryan's Buffalo Airways livery..........Serial #: 44-78733
Construction #: 22556
Civil Registration:
C-GTPO
Model: C-46F
Name: China Doll
Status: Airworthy
Last info: 2005
History:
Manufactured, 1944.
Delivered to USAAF as 44-78733, 1945.
Wings Incorporated, Fairbanks, AK, 19??.
- Registered as ???.
- Leased to Wein Alaska, Fairbanks, AK, Jan. 1957.
-- Damaged when gear inadvertently retracted on ground, 1957.
- Returned to Wings Incorporated, July 7, 1964.
F.A. Conner, Miami, Springs, FL, May 1969.
Shamrock Airlines, USA, Sept. 1970.
Plymouth Leasing Company, Plymouth, MI, 1974.
- Leased to Zantop, 1975.
Trans Continental Airlines, 1976.
Buffalo Airways, Hay River, NT, Canada, 19??-2003.
FNT First Nations Transportation Inc, Winnipeg, Manitoba, as of April 7, 2005.
 


I get a "boner" when I see these airplanes. If the airframes could only talk, or write, imagine the history and stories they could tell............. 


And the final sign of spring? "Tonto", my faithful compatriot (Munchie) follows me everywhere I go! 

So, finally, spring. When a young man's thoughts turn to courtship and women, and my thoughts turn to floatplanes (and women). So, enjoy the weather while you can, folks, only 7 more months until freeze-up!!

I love aircraft and want to know everything about them, as to engine output, payload, take-off distances, STOL performance, and when something goes amiss, what happened, or why they crashed, if they did. There are some good websites on the net, and here are some great pictures and a Power Point Presentation of different types of aircraft from one particular site.

Chinook (the web-site calls it a crash, but where is the crash picture? I have seen demonstrations, and a Chinook can actually fly and pull in the manner seen!)

C-130 crash (1)

C-130 crash (2)

C-130 crash (3)

Airbus A300 Hit by Missile (Power Point presentation)

Doomed Shuttle

Classic Sikorsky S-38

Hughes HK-4 Hercules "Spruce Goose" (actually made from white birch)

"Wet" Beaver (this is why I always have a hatchet in the cockpit flying skis!!)

Junkers JU-52

PBY Catalina (known as "The Cat", or "Canso")

Boeing 307 (love the aluminum)

Lockheed P-2 Neptune

Dornier Do-24

Chinook

Antonov AN-2 (this aircraft uses the same M-18 Pezetel engine as our "Polish Otter". This aircraft also has the tremendous distinction of carrying more refugees escaping to freedom from behind the Iron Curtain than all other types of aircraft combined, due to it's payload, STOL performance, and rugged gear able to operate basically from poor, unprepared surfaces.)

Korabl' Maket KM "Caspian Sea Monster" (here is another link for more info on "The Monster")

Antonov AN-225 "Cossack" (the heaviest lift aircraft on earth. "Cossack" sure suits it!!)

As you can see, if you are an aviation buff, the pictures are outstanding, and there are many, many more, along with other vehicles, peoples, and events. Many hours can be spent involved in this site, and it is called; Strange Dangers!! Surf is up!!!

On a final note, floatplanes and flying boats have always been my first love, as I simply love water. Here is a great story to end off with, "The Rise and Fall of the Seaplane".

I live on a 3 acre piece of land that I own on the Icelandic River in Riverton, Manitoba. The Icelandic River, actually called the White Mud River before the Icelandic immigrants arrived in the late 1800s, is a major spawning river for "walleye" and other important fish species.

Each spring the river ice breaks up. Depending on how much snow we had in winter, and how fast the weather warms, there is always the possibility of localized flooding if the ice jams up and creates a dam. The whole town is diked, but it is always interesting in spring when the ice lets go. This year we had a lot of snow, and the soil moisture-content was extremely high, so we were told to expect flooding, although I have lived in this house for 13 years and never experienced any flooding at all. My neighbour even sand-bagged his house.


April 5, 2005. 8 AM. The Icelandic River as seen from the northeast corner of my river-front property. 


My house situated behind the noticeable "dike". 


The northeast corner of my property, and I am looking north and down-river towards the bridge. 


April 5, 2005. 3:30 PM, after returning from my Pauingassi flights. The aerial photo shows mine and my neighbours house along the river at the bottom of the picture. 


April 5, 2005. 5 PM. The water in the ditches is still rising. 


April 5, 2005. 5 PM, river still rising. 


April 5, 2005. 5 PM. The bridge is holding back the ice, creating a partial blockage, and raising the river. 


April 6, 2005. 7 AM. View from the Government dock in Riverton, downstream from my house. 


April 6, 2005. 7 AM. View from the Riverton walking-bridge, downstream from my house. 


April 6, 2005. 9 AM. The river is open upstream from us, by the bridge on Highway 8. Just a few ice-pans remain.  


A view of the Loewen Farm, which escaped any flooding. 


April 6, 2005. 10:30 AM. Upstream from us, my friend Derek surveys his flooded gazebo. It could have been worse, but the trees stopped the ice from destroying his gazebo. 


The river starting to break by my house. 


Large chunks of ice!! 


The power of the river starts to demolish the ice totally. 


All hell breaks loose!! 


The ice bungs up at the bridge. 


The river sounds the final "death knell" to the ice! 


Finally, one channel opens up under the bridge! 


April 6, 2005. 2 PM. Open water in the river. The flood threat is over!! 


SAFE FOR ANOTHER YEAR! Flood threat over, and our house safe again, life continues! 

It was actually quite amazing folks, watching the river break up. It is not a huge river, but "Nature" put on a fine display. We also have the break-up on video, and will watch and reminisce in the years to come. Open water means "floatplanes", so stay tuned for up-to-date pictures and stories. Man, I love digital cameras! Adios!

It seems NASA is going to deep-six the Hubble Telescope. Too bad, she has been a fine ship and the "inter-stellar images" she has sent to earth have been priceless. Is the knowledge garnered from such a tool worth the maintenance costs? I believe so. Space will be our children's, and their children's, frontier. There is an information letter circulating in regards to saving the "Hubble". I hope they succeed!

Hubble Site

Hubble Images

Ed called and informed me there were 2 trips to supply the construction crew at Pauingassi, NDL Construction, with groceries. The winter road into Pauingassi was "toast", and we would use the Cessna 185, C-GFVZ to supply the crew.

I fired off from Riverton early in the morning, after checking the Icelandic River, which my 3 acre property borders. There is a flood watch in effect, but I don't think the water will rise too high (wishful thinking!!). It was 25 minutes to Silver Falls, and I landed on the sodden turf runway. By the time I taxied into the loading area, there was more grass thrown against and stuck to C-GFVZ than there was left on the runway! I hate wet gravel or grass runways.

I loaded up, and fired off north. It was a beautiful sunny day, wind about 15 kts. out of the northeast. It took me an hour to get to Pauingassi, and I stayed low to check out the progress of the melting rivers and creeks. I flew low over a spot on the Gammon River where we insert moose hunters in the fall, and noticed a huge "salt and pepper" wolf on the ice. I circled, but could not find a kill that was visual.

I made Pauingassi and noticed that the lake conditions were landable, but not ideal. There was lots of slush and water still on the lake. Anyways, I landed safely, and the crew came in a 4x4 to unload me. I told them I would be back in 3 hrs, cranked up old C-GFVZ, watched the lake slide by beneath her Fluidyne 3600 wheel-skis, and became airborne. A tailwind had me back south in 42 minutes!

I landed at Silver Falls and bathed C-GFVZ in grass once more. Man, I'll be glad when the runway dries up!

Loaded up, airborne again for Pauingassi, "Garden Spot of Manitoba"! I call it this humourously, as the sanitation practices of the people are "suspect", and in the spring when the snow melts, the community sports a fine "garden" of Pampers, plastic bags, tin cans, 4 liter plastic milk jugs, Pepsi bottles and cans, and whatever else can be thrown into the snowbank from your porch-step. Amazing!

Second load unloaded, I took off and headed for Riverton to check on the river and flood situation. By 4 PM the river had risen, but only slightly. The water was still flowing and rotting the ice. The problem is, when the ice goes quickly, it tumbles and jams against the bridges, creating dams.

I took some pictures of the river and the ice, and I will post them tomorrow. Today was an enjoyable day, flying the bush. I love being in the air, and seeing the huge, robust wolf made my day. I could never work in an office all day long. I would go batty! Until tomorrow, I will go practice my accordion, just to prove General Stormin' Norman Schwarzkopf wrong! (see quote on sidebar)


C-GFVZ at Silver Falls, covered in grass! 


On the ice at Pauingassi, after unloading into the NDL truck. 


Fine shot of C-GFVZ reposing on her Fluidyne 3600 wheel-skis! 


Pauingassi, "Garden Spot of Manitoba", with the CBC repeater tower clearly visible. 


Flying back to Silver Falls, the camera catches the prop in mid-swing, and the frozen expanse of "Family Lake"! 


Back at the yard in Silver Falls, a fine shot of our other Otter, C-GHYB, a fine ship, waiting to be put on floats! 


I just thought I would show you the prop good old C-GHYB swings with her 1,000 HP Pezetel engine. The prop is off of a DC-3! She can create a helluva' lotta' wind! 


Back in Pauingassi, the crew picks up the second load. 


Engine howling and tires spinning, the truck makes it through the water and slush! 

After 2 days of sitting and waiting for the crappy weather to stabilize, Edward, the owner of Blue Water Aviation Services Ltd., and I decided Thursday, March 31, 2005, would be the appropriate day to head south across the border to accomplish some business.

Edward and I would be flying down to Grand Rapids, Minnesota, on the "Mighty Mississippi River". We had been hired to ferry a Cessna 185, C-GEHD, to deliver it to the new owner. It had been purchased by an American fellow, to be used as a private airplane, from a local charter operator in Manitoba. Edward would fly C-GEHD, and I would fly our company Cessna 185, C-GFVZ, and return home with Edward once we delivered C-GEHD.

We left Lac du Bonnet in both airplanes, after numerous maddening calls to U.S. Customs and a Nav Canada Flight Service Station, and headed south at 3500'asl (above sea level). We were heading for Piney Pinecreek Border Airport. It is the only Bi-National airport in the world, as the runway crosses the 49th Parallel, half the runway in the States, half the runway in Canada.

We made Piney Pinecreek in 45 min. and were met by a pleasant U.S. Customs official and his partner. We paid our fees, showed our I.D. and were on our way again, again cruising at 3500' asl. Next stop was Grand Rapids, 168 miles from the border.

We flew southeast and I marveled at the untouched land area in northern Minnesota. Hardwoods, evergreens, swamps, creeks, lakes, rivers, they sure have a lot of undeveloped land. Some of the lakes really impressed me as to their size. Our track took us past the community of Red Lake where the terrible shootings occurred.

On we flew, past Bemidji, across big Lake Winnibigoshish, past Deer River, and finally landing on the 5755' paved runway at Grand Rapids.

We met the purchaser of C-GEHD and introductions were made all around. Paperwork, documents, and the Log Book were inspected to make sure all was in order. We didn't have much time to look around as we still had a number of flying hours left, so I took a few photos. I have to tell you, though, America sure is a tidy place. Everything is neatly laid out and manicured, I am always impressed. Anyways, some more maddening calls to file a flight plan and alert Canada Customs, and we were airborne in C-GFVZ, with me flying, heading north, after saying good-byes to our new-found friends. One interesting thing, we were told by Flight Services not to violate Canadian Airspace before we cleared Customs, as we would be monitored by AWACS (Airborne Warning And Control System) aircraft!!

We cleared at Piney Pinecreek, and headed for Silver Falls, arriving an hour later. I gassed up C-GFVZ and headed for Riverton after dropping off Edward. It was late in the day and the sun was in the west, partially obscured by clouds. It was calm, and I flew low over Lake Winnipeg. The lake looked quite serene, still covered in ice, but I didn't let my guard down. As I gazed over it's expanse, I felt a sense of awe, and always do. It is quite a sight. Anyways, I made it across safely, and landed back at home in Riverton, secured the plane, and waited for the next adventure. Flying down to the States and back and seeing new scenery was a perfect way to spend a nice, sunny day! What a life!! Till next time..........


The community of Red Lake, where the shooting tragedy occurred. Red Lake is a huge lake, surrounded by beautiful unspoiled "real estate". 


A beautiful view from just west of Grand Rapids, Minnesota. You can see the legendary Mississippi River just starting to open up. 


After arriving in Grand Rapids and exiting our aircraft, there she was, waving proudly and welcoming us. Old Glory!! 


At the airport in Grand Rapids, there was a lot of activity, the sign of commerce. One of the projects was this overhaul..... 


C-GEHD, a fine-looking 185, delivered safe and sound by Edward and myself, to it's thankful, and extremely grateful, new owner..... 


C-GFVZ, the company run-about, still with her skis on, as once she returned north across the border, she still had work to do..... 


AirWays Aviation Center would be performing some work on C-GEHD to enable it to be U.S.-registered...... 


I was impressed again by the U.S., and I was impressed by THIS TRUCK!! An old International (Cornbinder) that sounded like a symphony and ran like a Timex!! 


The expanse of Lake Winnipeg always puts me in awe..... 


Sun soon setting in the west, a "giant" lake prepares to sleep for the night..... 


The following morning, 3 of my crew pose with C-GFVZ. 


"Monger", "Munch", and "Boofer" brighten up a photo of Cessna 185, C-GFVZ. 


C-GFVZ with some brethren, Piper Aztec C-GOXI, and Cessna 185 C-GULA, at the Riverton airport. She still has some more flights to do onto Lake Winnipeg...........