JUST WINGIN’ IT
To the west went the Discovery Air Hawk One Sabre, the Robillard Brothers Mustang IV and the Warrant Officer Harry Hannah Stearman. To the east went the four Yellow Wings aircraft – the Finch, Tiger Moth, Harvard and Cornell. These seven aircraft have done yeoman service throughout the summer, telling the stories of Canada's heroes and recruiting new Vintage Wingers from British Columbia to Prince Edward Island. With the Vintage Wings of Canada flying season in full swing and the hangar more roomy, it was time to put maximum effort into the restoration projects on the hangar floor. All available hands, both staff and volunteers, were pressed into service to speed up the Hawker Hurricane XII project while work continued unabated on the Supermarine Spitfire IX wing rebuild. As well the Roseland Spitfire team in Comox made huge strides on the fuselage in their new expanded facility. Things are beginning to turn around on all fronts.
We thought you would like to see what is happening down on the hangar floor while the deployed aircraft are flying overhead this great land.
The Flying Officer William McKnight Hawker Hurricane XII
Sadly, this summer, the warbird restoration legend Harry Whereatt passed away in Saskatchewan. Our Hurricane XII was purchased from Harry five years ago and it would have been a wonderful thing for him to see it fly again. For these past years, work on the project has been stop and go as labour has been focused on our flying aircraft and other restorations such as the Fairchild Cornell and the Westland Lysander. Despite the lurching forward, progress has been made and this summer, the empennage, engine mounts, landing gear and centre section came together. Last year, the wings that Harry had built came back to us after major repair work was completed by Steve Martin in Southern Ontario, readying the wings for further work here in Gatineau.
Vintage Wings of Canada will add some reinforcement to these wings to accommodate additional fuel tanks and associated plumbing. In the meantime, the wings were hoisted into place and attached to the centre section to test fit and alignment. Everything was perfect!
Now, work continues on the Hurricane and our long term goal is to roll out the finished Hurricane at next year's Wings over Gatineau-Ottawa en vol air show. Stand by for more updates throughout the year as we get closer to this historic flight.
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The Flight Lieutenant Arnold Roseland Supermarine Spitfire IX
We thought we would be much, much further ahead on our Roseland Spitfire project by now, but from the outset, we have been plagued by problems and challenged by two major setbacks that killed forward progress for many months, if not for years. The first delay of major consequence was that much of the fuselage work and tail assembly work that had been done before we took responsibility for the project was either improperly done or undocumented. This required more than a year of work to address and only this winter did we get back to the point we thought we were when responsibility fell to us – square one. But since then, the experienced Vintage Wings team at Comox, in its newly expanded facility, has made significant headway on the project and has turned it around.
In addition, theY2-K project, as it was then known, had begun a relationship with British metal fabrication company and Spitfire “experts” Hull Aero to build a pair of Mark IX wings. We thought it would be best if we continued with the relationship with Hull to keep things running smoothly as we had a lot of public relations issues to deal with at the outset of our stewardship of this project. That was our biggest mistake.
Over the next 18 to 24 months, every effort was made to work with this contractor to ensure our work was on track. We believed and trusted that they were the experts and as such we wanted to show them the utmost in respect – as we do with all our contractors. But after repeated attempts to speak with Hull, visit their facility and review the progress of the work were met with stonewalling, avoidance and a total lack of communication, we knew something was seriously wrong.
Finally we reached the point where we demanded our wings be returned. It was upon receipt and detailed inspection of those wings that our worst fears were confirmed. There was a total disconnect between the funds paid and the progress made, and in fact, much of the “progress” was not progress at all. One wing was about 75% complete, while the other was 25% finished. Regardless of the degree of completion, the wings were dead wrong. Opening up the wings we discovered that the spars were not for a Mark IX but rather a Mark I, and that considerable work had been done to force-fit interior structural components to make it work for a Mark IX. The spars themselves were originally drilled out for Mark I standards. Our landing gear components would not even line up with the holes that were drilled. If we drilled even more holes to make them fit the structure would have been compromised. In addition, there were other holes drilled in the main spars that did not fit any of our equipment and rendered the spars scrap metal as per Supermarine's strict structural recommendations. There were components which were made from steel when they should have been aluminum. The work was unacceptable.
What to do? Thanks to respected Spitfire structural expert Ian Ward of VMI Engineering Services, who came over from England to execute a detailed assessment of the shoddy work done on the wings, we were able to make a plan to move forward, which unfortunately involved some big steps backward.
The first thing we did was purchase another set of Spitfire wing spars in England and have them shipped here as we no longer trusted Hull to do the work properly. If we were to rebuild a set of Mark IX wings, it would be smart to start with the proper foundation –something Hull did not think to do. The spars were loaded onto a ship which got almost halfway across the Atlantic when engine problems forced it back to Antwerp for repairs. Weeks later, with the problems solved, the ship then ran up against a dock workers strike in the Belgian port. Our star-crossed wings were stranded for yet another week or so. By this time we were pulling our hair out back in Gatineau.
Finally, they arrived in the spring and much measuring was done before the first hole was drilled in these rare and very costly structural members. Since then, master metals specialist and fabricator Ken Wood and fellow Vintage Wings technicians have been working, steadily trying to undo the damage done by these “experts”. Wood says that the wing that was 75% complete was far more time consuming to rebuild as he had increased work trying to remove, repair, rebuild and re-install components that were part of the abortion created in the name of restoration. The wing which was 25% complete has proceeded at a more rapid pace, thanks to the fact that we had less damage to repair.
Take a look now at the work being done on the wings at Gatineau, where pride of workmanship and reputation are foremost.
The Prince of Wales de Havilland DH-83 Fox Moth
While we are not actually building, rebuilding, restoring or even overhauling anything on the Fox Moth, it is interesting to see how we moved her from her temporary home at the Ottawa International Airport back to the Vintage wings hangar where she will remain for the near future. the Fox Moth is now owned by Blake Reid, one of our pilots, who will continue to operate this historic aircraft at Gatineau. What follows is a photographic record of what it takes to move a historic aircraft without the aid of flight.