2003 Netletter #780 Jul 24/03 The NetLetter

#780 Jul 24/03 The NetLetter
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From: Terry Baker < This e-mail address is being protected from spambots. You need JavaScript enabled to view it >
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Subject: [The NetLetter] NetLetter nr 780 Jul 24/03  The NetLetter 
Date: Thu, 24 Jul 2003 16:17:17 -0700
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T H E                    _| TCA |_
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N E T L E T T E R   >  CANADA   <
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( For retirees of the new Air Canada family)

Number 780 July 24th,  2003. We first published in October 1995.
Circulation: 2700+


Chief Pilot - Vesta Stevenson   -      Co-pilot  - Terry Baker


To get in touch with either editor/pilot our  email address is
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. Nice to know.
Air Canada improves Hong Kong schedule to twice daily flights, introduces daily
non-stop service from Hong Kong to Toronto. Air Canada announced significant
improvements for air travellers between Canada and Hong Kong. Effective Dec.1
we will introduce daily non-stop flights from Hong Kong eastbound to Toronto
and a convenient, same plane westbound flight via Vancouver. With the new daily
non-stop flights to Toronto complementing our daily Vancouver flights, we will
offer customers the choice and flexibility of two daily flights linking both
western and eastern Canada with one of Asia’s most important business centres.

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. Star Alliance news -
From 18 November to 3 December 2003, fans of the science of astronomy will
have an exclusive opportunity to take part in a special flight around the
world. The luxury flight has been organised by tour operator Astronomy Travel
and will be made on an Austrian Airlines Airbus A340.

Air New Zealand's first Airbus A320 aircraft entered its natural habitat on a
sunny morning in Toulouse last Friday when it left the factory and took to the
skies with an Airbus crew of two pilots and one flight test engineer who took
the aircraft ZK-OJA on a three hour test flight.

bmi, the UK's second largest full service scheduled airline, is launching the
only direct daily services from London Heathrow to Tenerife for the winter.

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. Air Canada news.
Great food takes flight – Air Canada introduces onboard restaurant service
offering choice, value and flexibility. On Aug. 1, we will enhance the food
service offered on select domestic flights with the introduction of
reasonably-priced, restaurant-quality meals in Hospitality Service. The onboard
restaurant service program, like aircanada.com’s new low domestic fares, has
the potential to expand throughout our North American network and furthers our
business strategy of providing customers with maximum value, simplicity and
choice. The initiative is consistent with similar programs recently introduced
by most U.S. full service carriers. Teaming up with Cara Operations Ltd.’s well
known Canadian restaurants (Swiss Chalet, Montana’s Cookhouse, Milestones and
Kelsey’s), we will offer fresh, tasty, value-priced hot and cold meals and
hearty snacks to replace current complimentary meal and snack service, where it
is offered.

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. Remember when!
July 22nd marks the 60th anniversary of our first Trans-Atlantic flight. On
July 22, 1943 Trans-Canada Air Lines, precursor to Air Canada, launched its
very first trans-atlantic flight, from Montreal to Prestwick, Scotland. The
trans-atlantic service was introduced to assist in the war effort to carry mail
to and from the Canadian armed forces in the British Isles, and Canadian
government officials and members of the Canadian armed forces. The first flight
on a Lancaster aircraft, set a record of 12 hours and 26 minutes, and carried
2,600 pounds of mail and three passengers on government business. In 1946,
after the war, the Company recognized the potential of continuing the service,
and began offering passenger service from Montreal to London through Prestwick.
For information and a heart-warming story about two of our employees and their
special connection to our long-standing service to Scotland, stay tuned to
www.achorizons.ca and the next edition of New Horizons.
(CF-CMS with captain  R.F.George - eds)

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. More stories about Porquis Junction -
This one from Murray Wallace -
Reading today's NetLetter reminded me of the summer of 1947. TCA started
flying the Great Lakes Route
to Winnipeg, leaving North Bay and Kapuskasing without air service. They then
started a Flight from Toronto, North Bay, Porquis Junction to Kapuskasing,
using our last operating Lockheed Lodestar. Kenny Forsythe and myself
"volunteered" to operate this flight that summer and it turned into a very
enjoyable experience. Once we left Toronto we had our own little airline. The
flight operated northbound on Monday, Wednesday and Friday, and returned the
following day, so we had from Saturday noon until Monday afternoon off.
We used the first two male flight attendants to operate domestically (Harry
Lane and Harold Latrimoule) and they and the F/O (me)
had to load and unload the baggage.
At that time Porky was a grass field with no runways. The Indians used to pick
blueberries on the field and we frequently had to do a low pass to chase them
off. We would phone North Bay to find out the boarding load southbound and then
fill the empty seats with baskets of berries with the seat belt to hold them
in!
We laid over each night at the Kapuskasing Inn, which at that time was owned
and operated by the Spruce Falls Paper Company, who pretty well owned the town.

Ken left late in the summer to move to YWG and was succeeded by Bill Peters. At
about that same time we lost our beloved Lodestar and used a DC-3 for the rest
of the season. I left in September to move to Montreal and fly the new North
Star on the Trans-Atlantic service, thus ending a really enjoyable part of my
career.
I'm a little hazy on names, but George Fox was the Manager in North Bay, Ken
Esselmont in Porky and Doug Calder in KAP.
Leo Clermont was the mechanic in KAP.
Murray Wallace

and another one this time from E. R. T. (Ellie) Park

I came to TCA in July 1946 right after 5 years RCAF, and retired 4 years
early in 1976. My ID shows 29 years, 11 months and 30 days. If that isn't
thirty years I don't know what is; but the computer says otherwise. It was
a happier airline before computers took over in place of brains. TCA was on
it's way up and so were those who worked for the airline. I'm in my 27th
year of retirement and Maisie (who says she never retired) and I are well
settled in Westbank, B.C. with our side-by-each computers, a few fruit trees
and many friends.
I remember Porquis Junction very well with its sand landing area and
blueberries. Loads of manure (not from Ottawa) were sent there each year to
promote grass growth on said landing area. I don't remember much about the
grass growth on the field but the blueberries thrived on the manure and
there was always fresh cream in board the DC3. It was a while before we got
a Stewardess on board, via Toronto, Porkie to Kap. but large, blonde,
hairy-armed Dirk Banes (Baines) could handle any emergency in the passenger
cabin and sling baggage with the best. His hands were large enough to
conceal two cups of coffee when he brought them forward. We missed the
scent of perfume; but Dirk was a happy, smiling individual and welcome in
the north country where we got to know many of the passengers by name,
especially the regulars into and out of Kap. I still have a friend in this
area who hails from Kap. and knew those who I knew. I was flying the DC3
(C47) when we started flying into Timmins in 1955. To those of us who flew
the aircraft during part of the war years, it was known as the Dakota (Dak.)
on Transport Command and other places. It towed gliders, dropped Paratroops
and other essentials when and where needed. There never will be an aircraft
like it. The Dak. and the north country suited me just fine. If TCA hadn't
gone upitty to become Air Canada and modernized to Jets, I could have gladly
stayed where I was until retiring, but they sold the DC3 and I had to move.

and yet another one -
Well, nothing special about that. I used to fly that route regularely on DC3
from Toronto and Montreal in 1954. We would then go on to Kap. ...flat out at
2000 ft and 120 MPH..bouncing all over the sky in thermal turbulence.....Great
old days......Give them back to me anytime. I knew Capt Jean Gilbert well.
Greetings from Val Morin, QC Capt. Pierre Guy Charbonneau,(Ret) TCA, AC
1953-1986

(Good job the stories are about a small airport like Porquis Junction - what
would happen if the stories had been about YYZ or YUL? - eds)

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. Brian Dunn who authors the 'YYZNEWS' sent us this story -
Here's an interesting story.  It deals with the retirment of one of our
airline's (First Air) 727-100s, which happened today, 14Jul.  Until it's
withdrawl, it was the oldest flying passenger aircraft still flying in Canada,
and possibly, North America.

Here's a recount of the day's event:

Today marked the official retirement of our eldest 727 in the fleet, C-GFRB.
It's final resting place in the Carp airport, YRP.  I was fortunate enough to
be at work today to watch it land.  Unfortunately, I forgot to bring my camera
along (the only sad note for me, besides the retirement itself).  

FRB was built in 1967.  It was scheduled to land this morning at YRP at 0830,
but due to a hydraulic problem with the nose landing gear, it was forced to
return to YOW for repairs.  Nevertheless it made 2 spectacular low fly-bys and
2 near touch-and-gos before heading back to YOW.  At 1200 a second attempt was
made, this time successfully.  The aircraft touched down at YRP at around 1210
on its final flight (1 more than originally planned due to the problem earlier
in the day).  

What made the landing so spectacular is that YRP's runway is a little under
4000ft.  To everyones knowledge, no aircraft the size of a 721 has ever landed
at the airfield before.  All the 7F employees took a time-out to watch the
event and since YRP is a non-secure airport, we were all watching from the
airside.  I personally stood about 35m from the edge of the runway.  A few
brave souls, including one of the company's VPs stood within metres of the
runway as the aircraft was touching down.

The crew made a near-perfect landing, touching just past the numbers, bounced
for a few feet, then used full thrust reverse and and braking.  The landing had
to be flawless as there were no emergency crews standing by.  The old bird came
to a stop in only approximately 2500 feet. As FRB taxied for the last time on
the ramp, we all applauded the capatain, F/O and F/E as well as the fine piece
of machinery as she came to a rest in front of our hangar.

By the time I left work this afternoon at 1630, the number 1 engined had been
removed and the #2 was in the process of being taken off.  This had to be done
rather hastily as the engines are being borrowed off of our sole remaining 721,
C-GVFA.  They need to be re-installed onto VFA before Wednesday morning for our
flight 872/873, YOW-YFB-YRB-YSR-YFB-YOW.

I will always fondly remember FRB as it was the first 7F aircraft I ever flew
on.  The fuselage will eventually be used by the RCMP to help officers train in
anti-terrorism exercises.
Hopefully someone remembered to bring a camera and will post some pics onto
a.net or j.net.
Thanks,

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.  Re: Enquiry, landing gear.
Recently Lucien Guillaume requested information regarding landing gear in
NetLetter nr 775.
His responses are here should you be interested -

I thank you for your assistance in helping me find out information about the
research surrounding the topic of the rotation of tyres prior to landing.
The replies I have received to date follow.
Best regards, Lucien Guillaume

1. Hello Lucien,
From my memory - waaaay baaaack. British European Airways were having problems
with the de Havilland Comet jetliner in that the aircraft was always blowing
tyres upon landing. The thought of rotating wheels prior to landing was
abandoned as loss of control would result. The answer was the maxerate(?)
unitdeveloped by Dunlop Rubber Co. which, when the brakes were applied, did not
lock up the wheels and cause blow-outs. This is as I recall from
conversationswith BEA types during one of the Farnborough air shows. BUT,
having said all that, I will ask the 'troops' your question. We would, of
course, be interested in any information that gets relayed to you.
Terry

2. In NetLetter nr 775, Lucien Guillaume made an enquiry about landing gears -
This research was developed a long time ago. You make a very gentle touchdown .
This uses the "ground cushion effect" to spin the wheels up before there is
actual surface contact.
Gloud Blaikie Retired Pilot  #095033

3. I don't know if this is of any help but I recall that many years ago there
were trials done of tires with fins mounted on the sidewalls. I don't know what
the drawbacks were but the method never went into commercial use.
J.R.Haran

4. Salut Lucien,
I always thought that the idea of getting the tires rotating before landing
was a scrapped idea for the simple reason that when the tires touch the runway
the spooling up of the tire makes a good breaking device and therefore the wear
and tear is considered to be a worthwhile cause.  In the meantime I pass along
my best regards from YUY and if you find out otherwise about the subject, it
would be nice to know.
Len Gauthier   

5. Landing gear tire rotation,
This is an interesting query. I do not think they do- even though I flew as a
navigator/ flight engineer for 30 years.I did think about it of and on but
always figured that the important thing was that the "dunlops should be
dangling" on landing. To have the radial velocity of the tires equal to the
landing speed- say 180 km/hr seems like a good idea for a seamless transition.
However upon landing the main force vector is down and the tires would come to
a screeching halt and then start up again-thus twice the wear. In spite of the
common perception- the firm landings are generally auto pilot controlled. The
ones you experience that seem to be tickled on to the runway are the manual
landings and many pilots develop a real skill in this area.
John Scheffer

6. Spin up devices
I have heard pilots explain a bounce after a bad landing as their method of
reducing tire wear. On the second touchdown when all the weight is on the
wheels the tires  are already up to speed.
I never bought that line.
GWPE Captain retired. Bill Elliott


7. After 35 years of airline flying, the answer I got some years ago was
that to keep the wheels perfectly balanced to prevent high vibration
while the gear was extended, would be much more expensive than the cost
of the wear and tear on the tires. Apparently the tires are good for
more than 20 landings and then are recapped 10 to 20 times. Cheers
Wayne Sands

8. Greetings,
In response to your query about "Driven" landing gear, I would like to point
out the following. Having rotating wheels prior to touch down would not be
practical for the following reasons; The additional weight added to achieve
this would be a liability through all phases of flight, adding to the overall
cost. Furthermore, upon touchdown, the aircraft will possess greater kinetic
energy, and therefore require additional breaking. This of course will be
reflected in increased tire wear (what you gain on the swings you lose on the
roundabout). A crucial aspect of it is that the landing roll will increase,
requiring a longer runway.  
Regards,  Walter J. (Jacyk)

9. Hi Lucien,
Saw you request for information on wheel spin solutions. I remember many years
ago seeing an article where aircraft tires had fins moulded into the sidewall
that allegedly would cause the wheel to spin before touching down. I believe it
was a British idea.
There is a problem with having wheels spin in the air. Out of balance
conditions can sometimes cause  serious vibrations. This is often the case with
nosewheels and there is a friction block to cause the wheel to stop rotating
once it is retracted.
Hope life is treating you fairly.Take care and be well..
Best personal regards     Bill Norberg

10. Hello  Re your thoughts regarding landing gear.  
Many years ago I had a neighbour who was an engineer and Vice President of the
DOWTY Co. in Ajax which was originally an English company.  They are now called
Messier-Dowty and are owned by SNECMA. They manufacture landing gear for
aircraft. I asked him why they didn't spin the wheels before touchdown to save
rubber. He said they didn't do it because they wanted the action of the tires
scrubbing the runway to absorb energy thus slowing the aircraft. I asked
different people thru the years the same question and got the same answer. I've
wondered how much that action slows a 747 weighing several hundred thousand
pounds.
Nice to know you're still alive and kicking, Lucien,
Yours truly,
Dave Bush

11. Hi, As an airline pilot I brought up this subject many years ago early in
my
career. The reply was that as all the tires wear at varying rates depending
on where they are located and the amount of wear the previous landing did to
them, if they could be rotated at landing speed prior to touchdown they
could set up such a vibration that it would be felt thruout the whole
aircraft. One other factor is that if during the previous takeoff the tires
were wet, ice could form on them during the climb and cruise causing even
more imbalance and vibration. Hope you can find more info.
Capt.(Ret) Tony Merry

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Subject: Pioneers in Aviation
Art Kupchanko sends this injformation -
For Western Canada viewers.......
KCTS the PBS station in SEA is rebroadcasting
biographies of aviation leaders William Boeing
and Donald Douglas Monday August fourth at nine PM

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. Terry's travel tips.
ACRA holds its 2003 System Badminton Tournament in Barbados. With birdies and
raquets in hand, all levels of players are welcome to participate in the ACRA
System Tournament in Barbados from Oct. 26 – Oct. 31. The tournament entry fee
for ACRA members is $65 US and $75 US for guest players. For more information
on the designated hotel, prices for non-playing members or guests, or how to
apply, contact Michelle Johnston at (514) 422-2631 or at
This e-mail address is being protected from spambots. You need JavaScript enabled to view it , or Rosemary Farrell in London, England at 0 20
87 50 83 22 or at This e-mail address is being protected from spambots. You need JavaScript enabled to view it . Deadline to participate and
book your hotel is Sept. 6.

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