Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D · G · REGINA · 1994 ·

Reverse: The Canadian Vickers Vedette flying boat in flight. Portrait of Wilfrid Thomas Reid in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC.
Engraver: Robert R. Carmichael.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.

Wilfrid Thomas Reid
Wilfrid Thomas Reid (4 March 1887 - 5 April 1968) was an English aircraft designer and considered one of the pioneers of the Canadian aircraft industry.
Reid was born on 4 March 1887 in Battersea, Surrey. He died in Newton Abbot, Devon on 5 April 1968 of heart failure. He was married with two children.




Aviation career

United Kingdom
Reid was educated at Bedford Modern School before taking up an apprenticeship from 1 June 1903 to 1 June 1908 at the Queen's Engineering Works of W. H. Allen, Son & Co. Ltd located in Queens Park, Bedford, England. His father, James Reid, was a manager at the Works. Reid then worked as a marine engineer with the Fairfield Shipyards on the River Clyde in Glasgow, Scotland. In the course of his work at the company, he travelled across the Atlantic several times.
  During the initial stages of the First World War, Reid worked at the Royal Aircraft Factory. In 1916, Reid started working for the Bristol Aeroplane Company (then known as the British and Colonial Aeroplane Company) assisting Frank Barnwell, working on aircraft such as the Bristol M.R.1, the Braemar bomber, M.1D and Bristol Ten-seater, .
  In October 1921 Barnwell left the company to emigrate to Australia and Reid took over the role as chief designer, designing the Bristol Racer, Bloodhound and Berkeley. Barnwell subsequently returned in 1923 and displaced Reid as chief designer. This caused Reid to leave the company.

Canada

Canadian Vickers Limited
In 1924, Canadian Vickers Limited hired Reid to be their chief aircraft designer. The company was located in Montreal, Canada. Reid was given the plans for an aircraft started by R. K. Pierson who worked for Vickers Limited, the British parent company of Canadian Vickers Limited.
  Reid, together with a man named Newall, developed the design into the aircraft known as the Vedette. "The design and production of the Canadian Vickers Vedette marked the true beginning of the Canadian aircraft industry."
Reid Aircraft Company
Reid founded the Reid Aircraft Company in February 1928. The company was based at what was to become known as the Cartierville Airport. The objective of the company was to design and produce a light training aircraft initially called the Reid Rambler. but subsequently became known as the Curtiss-Reid Rambler
Curtiss-Reid Aircraft Company
In December 1928, the Curtiss Aeroplane and Motor Company bought the Reid Aircraft Company. The company was renamed to the Curtiss-Reid Aircraft Company. Curtiss-Reid went bankrupt in 1931 and was sold to a new company called Montreal Aircraft Industries. Reid was not part of the new company.
Crude Oil Engine and Engineering Co.
Several years after he sold Reid Aircraft, he bought a diesel engine sales agency, the Crude Oil Engine Co. (which he renamed the Crude Oil Engine and Engineering Co.). It supplied engines for marine use and other purposes.

Honours
Inducted into The Québec Air and Space Hall of Fame on 6 April 2006.
Elected Associate Fellow of the Royal Aeronautical Society on 19 April 1917, then to the rank of Fellow (FRAeS) on 10 November 1925.
Associate Member of the Institution of Mechanical Engineers.
In 1994, the Royal Canadian Mint issued a $20 coin honouring Wilfrid Reid and the Vickers Vedette.

Canadian Vickers Vedette
The Canadian Vickers Vedette was the first aircraft in Canada designed and built to meet a Canadian specification for Canadian conditions. It was a single engine flying boat purchased to meet a RCAF specification for an aircraft suitable for forestry survey and fire protection control work. The type went on to have a long and distinguished career in civil operations with the RCAF. Five versions of the Vedette were produced, including two amphibious versions and one with an enclosed cabin on an all-metal hull. With the exception of these major changes however most of the remaining differences between versions were relatively minor and not externally visible. Each version was produced with a range of optional engine types.
  In RCAF service, the aircraft proved popular and versatile. It was able to perform photographic and forestry patrols satisfactorily and provided a backbone for RCAF flying operations through the difficult depression years. They lasted even until the outbreak of war. Most of the topographical maps in use in Canada today are based on photos taken from these aircraft.

Design and development
Based on a preliminary design in early 1924 for a "flying boat" by R.K.Pierson of the home company, Vickers (UK), the Canadian Vickers Vedette was a two/three-seat single-engine pusher aircraft. The design was passed over to the Canadian Vickers Limited of Longueuil, Quebec (formed in 1911) where Wilfrid Thomas Reid served as Chief Engineer.
  The prototype Vedette I was first flown on 4 November 1924, powered by a 200 hp Rolls-Royce Falcon III. It was subsequently fitted with 210 hp Wolseley Viper, 200 hp Wright J-4 and 215 hp Armstrong Siddeley Lynx engines for testing. Several versions of the Vedette were produced, including two amphibious versions and one with an enclosed cabin on an all-metal hull. With the exception of these major changes, most of the remaining differences between versions were relatively minor and not externally visible. Each version was produced with a range of optional engine types.

Operational history
The first production example was provided to Fairchild Aerial Surveys (c/n 31 G-CAFF) before they started designing their own survey aircraft. The majority of the production run was purchased by the RCAF where the aircraft proved popular and versatile, if somewhat temperamental due to leaky hulls that required constant maintenance (a problem afflicting all wooden hulled flying boats). The Vedette undertook photographic and forestry patrols satisfactorily and provided a backbone for RCAF flying operations through the lean peacetime years. Vedettes started a coast-to-coast photographic survey that was needed to map out the large areas of the country still unmapped. These missions lasted until the outbreak of the Second World War, and would be completed after the war with newer types. Vedettes stationed on both coasts were also used for fishing and smuggling patrols, both with the RCAF and with Western Canada Airways.
  The Vedette featured prominently in a number of mercy missions, while some airmen discovered it was nearly ideal for aerial goose hunting, at least until a pilot was hit by a goose. The first Canadian to join the Caterpillar Club by using a parachute to escape from an aircraft did so from RCAF Vedette "ZF" on 17 May 1929. The pilot, C.S. (Jack) Caldwell, while testing the aircraft at the Canadian Vickers factory, entered an uncontrollable spin after the engine failed and bailed out successfully over the St. Lawrence River.
  The RCAF acquired one Wright J-4 engined Vedette I in 1925 and 18 Armstrong-Siddeley Lynx IV (210 hp) engined Vedette IIs from 1926 onwards; all of these were out of service before the Second World War began. Starting in 1929, the RCAF acquired 13 Vedette Vs with higher gross weight, and 11 Vedette VAs featuring Handley Page wing slots. The single Vedette VI, with Wright J-6 engine, featured a metal hull and an enclosed cockpit. A mark V was refurbished by the factory and as the sole Vam was given a new metal hull, as well as a new serial number (the last), but it retained its RCAF call sign as "ZD." Seven Vedette VAs and the Mk VI survived into wartime service, flying with No 4(BR) Squadron and the Seaplane and Bomber Reconnaissance Training School (later No 13 OT Sqn) in Vancouver, BC until May 1941.
  In addition to the RCAF, The Ontario, Manitoba and Saskatchewan governments used Vedettes extensively for scouting out forest fires in the heavily wooded areas of those provinces.
  The company exported six Wright J-5 powered Vedette Vs to Chile, where they were based at Puerto Montt (which is on an inlet off the Pacific coast) with the Escuadrilla de Anfibios N° 1 (now known as the Grupo de Aviación N° 5). They were used to forge an air link between there and the capital Santiago, 569 miles (916 km) up the coast. At least one of the Vedettes, and possibly all six were lost due to hurricane force winds, which also caused the loss of two lives when one of the aircraft overturned while on the water.

AIRCRAFT SPECIFICATIONS

Manufacturer:         Canadian Vickers
Crew / Passengers:crew of three: one pilot and 2 passengers
Power Plant(s):  one 200 hp Wolseley Viper , Rolls Royce Falcon or Wright J4 or 185 hp Armstrong Siddeley Lynx IVB radial engines
Performance:          Max Speed: 95 mph ( 153 km/h) Cruising Speed: 87 mph ( 140 km/h)
Service Ceiling:       13,000 ft (3,962 m)
Weights:  Empty: 2,140 lb ( 972 kg) Gross: 3,155 lb ( 1,432 kg)
Dimensions:  Upper Span: 42 ft 0 in ( 12.8 m) Length: 32 ft 10 in ( 10.0 m)
Height:                    11 ft 9 in ( 3.58 m) Wing Area: 496 sq ft (46.04 sq m)

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1994 ·

Reverse: Curtiss HS-2L Flying Boat on aerial patrol. Portrait of Stuart Graham in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC.
Engraver: John Mardon.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.


Curtiss HS-2L Flying Boat
Curtiss HS-2L Flying Boat - One of the earliest fire patrol aircraft, the H-Boat, as it was called, provided fire observers, (who sat in the open cockpit at the forward end), with a panoramic view of the land below. It was a large wood and canvas flying boat used widely for aerial detection patrols from 1919 to the early 1930s. The H-boat had serious drawbacks: it was not reliable, and it was not easy to handle.

Stuart Graham
Stuart Graham, aviator (b at Boston, Mass 2 Sept 1896; d at Port Charlotte, Fla 16 July 1976). Raised and educated in NS, he served in the Royal Naval Air Service, patrolling shipping lanes in flying boats. He was Canada's first professional peacetime pilot and his forestry patrol near Grand-Mère is regarded as the beginning of BUSH FLYING in Canada. He was decorated by Emperor Haile Selassie for organizing civil aviation in Ethiopia.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1995 ·

Reverse: de Havilland DHC-1 Chipmunk Aerobatics. Portrait of Russell Bannock in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC.
Engraver: Robert Bradford.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.


Russell Bannock
Russell "Russ" Bannock (born November 1, 1919), was a Second World War ace and chief test pilot for de Havilland Canada, Toronto, Ontario, Canada.

Bannock was born in Edmonton in 1919, and worked as a commercial pilot before the Second World War, obtaining his private pilot's license in 1938 and his commercial pilot's license in 1939.

Second World War
After entering the Royal Canadian Air Force, Bannock received his pilot's wings in 1940 and was appointed as an instructor at Trenton, Ontario. Later he was posted to Royal Air Force Ferry Command from June to August 1942. In September 1942, Bannock became chief instructor with the Flying Instructor School at Arnprior in Ontario. Bannock's request for overseas service was granted in 1944 and he joined 60 OTU based in High Ercall, England.
  In June 1944, Bannock was then transferred to No. 418 Squadron RCAF, flying intruder missions over Europe with the de Havilland Mosquito Mk. VI fighter-bomber. He quickly proved adept at this type of operation and achieved his first victories. In October 1944, he was promoted to Wing Commander and took command of the squadron. Bannock also flew 'Diver' operations against the German V-1 "flying bombs" launched against London and southern England. On one mission he shot down four V-1s in one hour. A bar to his Distinguished Flying Cross was added for his missions against the V-1s.
  Bannock was transferred to No. 406 Squadron RCAF in November 1944 as commanding officer, and was awarded the Distinguished Service Order. By April 1945, Bannock had destroyed 11 enemy aircraft (including 2 on the ground), 4 damaged in the air and 19.5 V-1's destroyed. Bannock became Director of Operations, RCAF Overseas Headquarters, in London in May 1945 until September 1945 when he attended the Royal Air Force Staff College.

Post-Second World War
Retiring from the RCAF in 1946, Bannock joined the de Havilland Canada Aircraft Company as chief test pilot, flying prototypes like the Beaver and various short take-off and landing aircraft. In 1950 Bannock became Director of Military Sales and later Vice President and President from 1976 to 1978. In 1968 he formed his own consulting business, Bannock Aerospace Ltd.
  In 1956 Bannock was appointed an associate fellow of the Canadian Aeronautical Institute. He was also chairman of the Canadian Aerospace Industries Association’s Export Committee 1964-1968, and was a director from 1976-1977. Bannock was also President of the Canadian Fighter Pilots Association, Director of the Canadian Industrial Preparedness Association, and the Canadian Exporters Association.
  In the late 1990s, his wartime navigator, Robert Bruce, recorded his Symphony in B flat, dedicated to Bannock and in part inspired by the night sorties they flew together. In 2011 he was made a member of the Order of Ontario "for his contributions to the aerospace industry".

de Havilland Canada DHC-1 Chipmunk
The de Havilland Canada DHC-1 Chipmunk is a tandem, two-seat, single-engined primary trainer aircraft which was the standard primary trainer for the Royal Canadian Air Force, Royal Air Force and several other air forces through much of the post-Second World War years. The de Havilland Chipmunk was the first postwar aviation project of de Havilland Canada.
Today, over 500 DHC-1 Chipmunk airframes remain airworthy with more being rebuilt every year.

Design and development
The Chipmunk was designed to succeed the de Havilland Tiger Moth biplane trainer that was widely used during the Second World War. Wsiewołod Jakimiuk, a Polish prewar engineer, created the first indigenous design of the aircraft at de Havilland Aircraft of Canada Ltd. It is an all-metal, low wing, tandem two-place, single-engined aircraft with a conventional tailwheel landing gear and fabric-covered control surfaces. The wing is also fabric-covered aft of the spar. A clear perspex canopy covers the pilot/student (front) and instructor/passenger (rear) positions. CF-DIO-X, the Chipmunk prototype, flew for the first time at Downsview, Toronto on 22 May 1946 with Pat Fillingham, test pilot from the parent de Havilland company, at the controls. The production version of the Chipmunk was powered by a 145 hp (108 kW) inline de Havilland Gipsy Major 8 engine while the prototype was powered by a 145 hp (108 kW) de Havilland Gipsy Major 1C.
  Two Chipmunk aircraft were evaluated by the Aeroplane and Armament Experimental Establishment (A&AEE) at RAF Boscombe Down. As a result, the fully aerobatic Chipmunk was ordered as an ab initio trainer for the Royal Air Force (Prince Philip took his first flying lesson in one in 1952). The Royal Canadian Air Force also adopted the Chipmunk as their primary trainer.
  British-built and early Canadian-built Chipmunks are notably different from the later Canadian-built RCAF/Lebanese versions. The later Canadian-built aircraft have a bubble canopy, while early Canadian, and all Portuguese and British examples have the multi-panelled sliding canopy, the rearmost panels of which are bulged for better instructor visibility.
  From the 1950s onward, the Chipmunk also became a popular civilian aircraft, being used for training, aerobatics and crop spraying. Most civilian aircraft are ex-military.
  A cabin development of the Chipmunk with side-by-side seating was designed as the DHC-2, but not built.

Canada
The RCAF accepted its first DHC-1 Chipmunks in 1948, as the first of a long production run of the 217 Chipmunks made in Canada. The Chipmunk was the first Canadian-designed aircraft to be made abroad under licence, with the majority of the home-grown production destined for the RCAF, but Canadian Chipmunks were also sent to Egypt, Lebanon and Thailand.
  Of the 113 in RCAF service, 79 Chipmunks were assigned as ab initio trainers with 34 assigned to flying clubs for use in refresher training for RCAF Reserve pilots. The last example remained in service as a CF trainer until 1972, three years after unification in 1968. The Chipmunk's long service was due, in part, to its fully aerobatic capabilities and superb flying characteristics, which made it a delight to fly. It is also a mechanically sound aircraft and, consequently, many ex-RCAF Chipmunks are still operational around the world.
  Landing his Chipmunk at Pearson International Airport in Toronto, Ontario, Canada, on 2 June 2015, retired de Havilland Canada test pilot George Neal set the world record for oldest active licensed pilot at the age of 96 years 194 days.

Production
Downsview built 217 Chipmunks, the last in 1956. A total of 1,000 were built in Britain initially at Hatfield Aerodrome and then later at Hawarden Aerodrome. A further 66 Chipmunks were licence-manufactured by OGMA (Oficinas Gerais de Material Aeronáutico), at Alverca from 1955 to 1961 in Portugal for the Portuguese Air Force.

Specifications (DHC-1 Chipmunk)
General characteristics

Crew: 2, student & instructor
Length: 25 ft 5 in (7.75 m)
Wingspan: 34 ft 4 in (10.47 m)
Height: 7 ft in (2.1 m)
Wing area: 172 ft² (16.0 m²)
Empty weight: 1,517 lb (646 kg)
Loaded weight: 2,014 lb (953 kg)
Max. takeoff weight: 2,200 lb (998 kg)
Powerplant: 1 × de Havilland Gipsy Major 1C, 145 hp (108 kW)
Performance

Maximum speed: 120 kn, 138 mph at sea level (140 mph is also given) (222 km/h)
Cruise speed: 90 kn
Range: 225 NM (445 km)
Service ceiling: 15,800 ft (5200 m)
Rate of climb: 900 ft/min (274 m/min)
Wing loading: 11.709 lb/ft² (57.82 kg/m²)
Power/mass: .072 hp/lb (.113 kW/kg)

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1995 ·

Reverse: Fleet 80 Canuck at flight. Portrait of J. Omer (Bob) Noury in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC.
Engraver: Robert Bradford.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.


Fleet Model 80 Canuck
The Fleet Model 80 Canuck is a Canadian light aircraft featuring two seats in side-by-side configuration. The Canuck was designed for the flight training, personal use and light commercial roles. A total of 225 Canucks were built by two manufacturers during its thirteen-year production run, with the majority being built by Fleet Aircraft between 1945 and 1947.

Design and development
The Canuck originated with the Noury N-75, designed by Bob Noury which first flew in 1944 at Mount Hope, Ontario. The "home-built" N-75 was a conventional high-wing monoplane design with a welded-steel fuselage and tail surfaces with fabric covering, looking not unlike a Piper Cub. However, the side-by-side seating in the original design was unusual for aircraft of its time even though it was a far better arrangement for instruction. Noury also experimented with a tandem-seat arrangement on a following prototype but had only built three aircraft when he sold the Noury N-75 rights to the Fleet Aircraft Company in 1945.
  Fleet undertook some minor design changes, principally relocating the fuel tank, adding a skylight above the cabin, lowering the front fuselage profile and replacing the original Continental C-75 with a slightly more powerful C-85 engine. The Noury N-75 was tested in its new configuration; it first flew on 26 September 1945 with Fleet Test Pilot Tommy Williams at the controls. Following modifications to the fin to increase its size, the prototype, newly renamed, emerged as the Fleet Model 80 Canuck, and entered production.

Operational history
Although the aircraft were well built, strong performers and versatile; able to be flown with floats or skis to increase its utility, after a spurt in sales, they did not sell well. In trying to market the Fleet Canuck as either a private aircraft or a trainer, there were several obstacles:
 - In the immediate postwar period, surplus ex-military aircraft were cheaply available in large numbers
 - Ex-serviceman and civilians were more interested in careers and families than luxury items
 - Training aircraft were not in demand since thousands of ex-military pilots were out of work.
After initial sales to flying clubs, charter companies and private owners began to falter, Fleet ran into financial problems. In 1947, Canuck production by Fleet was terminated. Over the next ten years a number of aircraft were built up from components by Leavens Brothers in Toronto with total series production finishing at 224 in 1958. Several have been re-engined with the 100 hp (75 kW) Continental O-200.
  In September 2010 there were 77 Canucks registered in Canada with Transport Canada.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1996 ·

Reverse: Avro Canada CF-100 Canuck. Portrait of Janusz Żurakowski in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC
Engraver: Jim Bruce.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.


Avro Canada CF-100 Canuck
The Avro Canada CF-100 Canuck (affectionately known as the "Clunk") was a Canadian jet interceptor/fighter serving during the Cold War both in NATO bases in Europe and as part of NORAD. The CF-100 was the only Canadian-designed fighter to enter mass production, serving primarily with the RCAF/CAF and in small numbers in Belgium. For its day, the CF-100 featured a short takeoff run and high climb rate, making it well suited to its role as an interceptor.

Design and development
In the early 1950s, Canada needed an all-weather interceptor (fighter) able to patrol the vast areas of Canada's north and operate in all weather conditions. The two-seat fighter crewed by a pilot and navigator was designed with two powerful engines and an advanced radar and fire control system housed in its nose that enabled it to fly in all-weather or night conditions.
  Design of the XC-100 to meet a Royal Canadian Air Force (RCAF) specification for an all-weather fighter was initiated at Avro Canada in October 1946. Chief Engineer Edgar Atkin's work on the CF-100 was subsequently passed to John Frost (formerly of de Havilland) who, along with Avro's Chief Aerodynamacist Jim Chamberlin, reworked the original fuselage design. The CF-100 Mark 1 prototype, "18101," emerged from the factory, painted gloss black overall with white lightning bolts running down the fuselage and engines. The CF-100 prototype flew its maiden flight on 19 January 1950 with Gloster Aircraft Company Chief Test Pilot Squadron Leader Bill Waterton (on loan from Gloster, then also part of the Hawker Siddeley group) at the controls. The Mark 1 was powered by two Rolls-Royce Avon RA 3 turbojets with 28.9 kN (2,950 kgp / 6,500 lbf) thrust each.
  The second prototype, serial number 18102, was also powered by Rolls-Royce Avons, although subsequent pre-production and production series aircraft used the Avro Orenda turbojet. Five pre-production Mk 2 test aircraft (serial numbers 18103-18107) were produced, all fitted with Orenda 2 engines; one was fitted with dual controls and designated a Mk 2T trainer. The first production version, designated Mk 3, incorporated the APG-33 radar and was armed with eight .50 in (13 mm) Browning M3 machine guns. The Mk 3CT and Mk 3DT were again dual control versions supplied to operational training units.
  A CF-100 arrived at Eglin AFB, Florida, in mid-January 1955 for cold-weather tests in the climatic hangar. A seven-man RCAF team, headed by Flight Lieutenant B. D. Darling, which had previously conducted tests at Namao Air Base, Alberta, were part of the climatic detachment of Central Experimental and Proving Establishment. Tests were to begin in February.
  In March 1956, four CF-100 Canucks were sent to Eglin AFB for comparative armament trials, and flown by USAF crews. The operational suitability tests, dubbed Project Banana Belt, were carried out by the 3241st Test Group (Interceptor) of the APGC's Air Force Operational Test Center, in conjunction with a project team from the Royal Canadian Air Force.

Production
In September 1950, the RCAF ordered 124 Mk 3s, the first entering service in 1953. These were armed with eight .50-caliber machine guns. The definitive rocket-armed Mk 4A was based on the prototype Mk 4 (a modified Mk 3), which first flew on 11 October 1952. The nose housed the much larger APG-40 radar with wingtip pods, each containing up to 29 Mk 4/Mk 40 "Mighty Mouse" Folding-Fin Aerial Rocket in addition to the guns. As the last 54 of an order for the Mk 3 were changed into the Mk 4 in 1954, total orders for the Mk.4 rose to 510. The Mk 4B version had more powerful Orenda 11s.
  Five versions, or marks, were produced, ending, from 1955 onwards, with the high-altitude Mk 5 that featured a 1.06 m (3 ft 6 in)-longer wingtip and enlarged tailplane, along with removal of the machine guns. The proposed Mk 6 was to have mounted Sparrow II missiles and been powered by afterburning Orenda 11IR engines in an effort to provide an "interim" fighter prior to the introduction of the Avro Canada CF-105 Arrow. A projected transonic swept-wing CF-103 was built in mock-up form in 1951, but was considered obsolescent even before the CF-100's demonstrated ability to exceed the speed of sound in a dive. On 18 December 1952, Squadron Leader Janusz Żurakowski, the Avro company chief development test pilot, took the CF-100 Mk 4 prototype to Mach 1.0 in a dive from 30,000 ft (9,100 m), the first straight-winged jet aircraft to achieve controlled supersonic flight.

Operational history
The Canuck was affectionately known in the RCAF as the "Clunk" because of the noise the front landing gear made as it retracted into its well after takeoff. Its less-attractive nickname was the "Lead Sled", a reference to its heavy controls and general lack of maneuverability, a nickname it shared with a number of other 1950s aircraft. Others included CF-Zero, the Zilch, the Beast, all references to an aircraft many pilots considered less glamourous than RCAF day fighters like the Canadair Sabre.
  The aircraft operated under the US/Canadian North American Air Defense Command (NORAD) to protect North American airspace from Soviet intruders such as nuclear-armed bombers. Additionally, as part of the North Atlantic Treaty Organization (NATO), four Canuck squadrons were based in Europe with 1 Air Division from 1956–1962, and were for some time the only NATO fighters capable of operating in zero visibility and poor weather conditions.
  When the Korean War started, the USAF was in urgent need of a jet-propelled, all-weather, interdiction/surveillance aircraft. The urgency was so great that the USAF was willing to consider two foreign designs: the CF-100 and the English Electric Canberra. The CF-100 was rejected because of insufficient range and payload. The English Electric design was selected and developed into the Martin B-57 Canberra.
  The CF-100 served with nine RCAF squadrons at its peak in the mid-1950s. Four of these squadrons were deployed to Europe from late 1956–1962 under the NIMBLE BAT ferry program, replacing some NATO RCAF squadrons equipped with Canadair Sabre day fighters to provide all-weather defense against Soviet intruders. Canucks flying at home retained natural metal finish, but those flying overseas were given a British-style disruptive camouflage scheme: dark sea gray and green on top, light sea gray on the bottom.
  During his Avro Canada years, the Chief Development Pilot, S/L Żurakowski, continued to fly as an aerobatic display pilot, with spectacular results, especially at the 1955 Farnborough Airshow where he displayed the CF-100 in a "falling-leaf." He was acclaimed again as the "Great Żura" by many aviation and industry observers who could not believe a large, all-weather fighter could be put through its paces so spectacularly. His performance led to Belgium purchasing the CF-100.
  In its lifetime, 692 CF-100s of different variants were produced, including 53 aircraft delivered to the Belgian Air Force. Although originally designed for only 2,000 hours, it was found that the Canuck's airframe could serve for over 20,000 hours before retirement. Consequently, though it was replaced in its front line role by the CF-101 Voodoo, the Canuck served with 414 Squadron of the Canadian Forces at CFB North Bay, Ontario, until 1981, in reconnaissance, training and electronic warfare roles. After the CF-100 was retired, a number of aircraft still remain across Canada (and elsewhere) as static displays.
  Its planned successor, the CF-105 Arrow along with the sophisticated Orenda Iroquois engine, both Canadian-designed, were cancelled in 1959 in a controversial decision by the Canadian government.

Specifications (CF-100 Mk 5)
General characteristics

Crew: 2, pilot and navigator
Length: 16.5 m (54 ft 2 in)
Wingspan: 17.4 m (57 ft 2 in)
Height: 4.4 m (14 ft 6 in)
Wing area: 54.9 m² (591 ft²)
Empty weight: 10,500 kg (23,100 lb)
Loaded weight: 15,170 kg (33,450 lb)
Max. takeoff weight: 16,329 kg (36,000 lb)
Powerplant: 2 × Avro Canada Orenda 11 turbojets, 32.5 kN (7,300 lbf) each
Performance

Maximum speed: 888 km/h (552 mph)
Range: 3,200km (2,000mi)
Service ceiling: 13,700 m (45,000 ft)
Rate of climb: 44.5 m/s (8,750 ft/min)
Thrust/weight: 0.44
Armament
Rockets: 2 wingtip pods of 29 x 70-mm (2.75 in) "Mighty Mouse" fin-folding aerial rockets

Janusz Żurakowski
Janusz Żurakowski (12 September 1914 – 9 February 2004) was a Polish fighter and test pilot, who, at various times, lived and worked in Poland, the United Kingdom, and Canada.

  Żurakowski was born to Polish parents in 1914 in Ryzawka, which had been a city of the Russian Empire since 1793 when it was removed from Poland in the Second Partition. In 1921, following the Polish-Soviet War, the Treaty of Riga established the frontier between Soviet Russia and the Second Polish Republic. The new border placed Ryzawka in Soviet territory and the Żurakowski family left their home and escaped into the newly established Polish Republic.
  Żurakowski was educated in Lublin and at high school, he learned to fly gliders. In 1934, Żurakowski joined the Polish Air Force and entered the Polish Air Force Officers' School. After learning to fly powered aircraft in 1935, and graduating as a Sub-Lieutenant, he went on to serve as a fighter pilot posted to 161 Fighter Squadron in Lwów, and later, in 1939, as a flying instructor at Dęblin.

Second World War
In September 1939, "Black September", Żurakowski had his combat debut in an outmoded PZL P.7 trainer against a flight of seven German Dornier 17s attacking Deblin on 2 September. He managed to damage a Do 17 but was forced to break off combat when his guns jammed.
  Following the defeat of Poland, Żurakowski made his way to England via Romania and France. Like many of his compatriots, he was smuggled out of the war zone with false documents and a new identity as a forester. Thousands of the Polish Air Force pilots who had made their way to France fought against Luftwaffe forces in the Battle of France. Żurakowski was originally posted to a fighter unit in France before he was selected to train as a bomber pilot in England. Once he arrived in England, the RAF changed its mind and sent him and the first group of Poles to fighter squadrons which were rapidly being deployed in anticipation of an attack on Britain in 1940.
  Żurakowski was first posted as a Pilot Officer to 152 Squadron before joining No 234 Squadron initially stationed at RAF St Eval, Cornwall, a town named after the patron saint of flight testing. The squadron was moved forward to RAF Middle Wallop on 13 August 1940. He flew the Supermarine Spitfire Mk. 1 against the Luftwaffe shooting down a Messerschmitt Bf-110 over the Isle of Wight on 15 August 1940. After being shot down nine days later, he returned to duty, shooting down two Messerschmitt Bf 109Es on the 12th and 13th day after that. Near the conclusion of the Battle of Britain, he scored a "probable" over a Bf 110C on 29 September 1940. Following the decimation of 234 Squadron and its transfer to the north, Żurakowski asked for a transfer to No. 609 Squadron RAF, a Spitfire unit still in the front lines. From there, he was reposted as a flight instructor to a succession of Flight Training Units where he passed on his knowledge of combat flying to a new group of fighter pilots.
  In 1942, now Flying Officer Żurakowski flew again with his countrymen on Spitfire IIs in No 315 Squadron rising to the post of Squadron Leader of No 316 Polish Fighter Squadron and Deputy Wing leader of Polish No 1 Fighter Wing stationed at RAF Northolt, often escorting USAAF bombers on daylight bombing raids. Żurakowski scored a probable over a Messerschmitt Bf 109G on 17 May 1943 while acting as the Wing Gunnery Officer. He was awarded the Virtuti Militari, the Polish equivalent of the Victoria Cross in 1943. Other awards included the Polish Cross of Valor (Krzyż Walecznych) and Bar (1941) and Second Bar (1943).

Postwar
After the war, Poland's Soviet-imposed communist government exiled all of the Polish fighter pilots who had flown with the RAF as part of a ploy to downplay Polish patriotism. As a result, S/L Żurakowski, among many other Polish war heroes, chose to stay in Britain. In 1944, he was posted to the Empire Test Pilots' School, graduating from No. 2 Course on 5 January 1945. From 1945 to 1947 Żurakowski worked as a test pilot with "C" Squadron of the Aeroplane and Armament Experimental Establishment (A&AEE) at RAF Boscombe Down, testing naval aircraft for the Air Ministry. Never having landed an aircraft on a carrier before, he practised landing on a deck painted on a runway at Naval Air Station East Haven. Following a brief training period, he proceeded to land the Supermarine Seafire, a navalised Spitfire, on the deck of HMS Ravager without incident.
  "Zura" at work: Gloster Meteor London-Copenhagen-London record flight 1950
While still at Boscombe Down, Żurakowski also flew, among over 30 different types, the Vampire, the de Havilland Hornet, and the Gloster Meteor never letting pass, "an opportunity to give the staff a display that included single engine aerobatics." Acknowledged as one of the best aerobatic pilots in the UK, he gave a spectacular display at the Farnborough Airshow in June 1946, with the Martin-Baker MB 5, a piston-engined fighter designed too late to enter production.
  Retiring from the RAF as Squadron Leader in 1947, Żurakowski was employed as Chief Experimental Test Pilot for Gloster Aircraft Company under Chief Test Pilot Bill Waterton, and when Waterton was away in Canada on assignment, assumed the role of Acting Chief Test Pilot. "Zura" (as he came to be known) tested the many experimental versions of the Gloster Meteor, Javelin, and Gloster E.1/44 fighters. He set an international speed record: London-Copenhagen-London, 4–5 April 1950. The attempt was organised by Gloster to sell the Meteor IV to the Danish Air Force and succeeded.
  At the 1951 Farnborough Airshow, Żurakowski demonstrated a new aerobatics manoeuvre, the "Zurabatic Cartwheel", in which he suspended the Gloster Meteor G-7-1 prototype he was flying, in a vertical cartwheel. "This jet manoeuvre was the first new aerobatic in 20 years." The cartwheel used the dangerously asymmetric behaviour the Meteor had with one engine throttled back. The manoeuvre started with a vertical climb to 4,000 ft by which point the aircraft had slowed to only 80 mph. Cutting the power of one engine caused the Meteor to pivot. When the nose was pointing downwards, the second engine was throttled back and the aircraft continued to rotate through a further 360 degrees on momentum alone having lost nearly all vertical velocity. Carrying out the cartwheel and recovering from it without entering an inverted spin (which the Meteor could not be brought out of) required great skill.
  In April 1952, Żurakowski and his family left for Canada where he became a test pilot for A.V. Roe Canada, concentrating on experimental testing. He broke the sound barrier on 18 December 1952, diving the CF-100 fighter, the first straight-winged jet aircraft to achieve this feat. While testing an experimental rocket pack on 23 August 1954, Zura survived an explosion that killed his observer, John Hiebert.
  The most famous aircraft associated with Żurakowski was the Avro Canada CF-105 Arrow.
  During the Avro Canada years, Żurakowski continued to fly as an aerobatic display pilot, with spectacular results, especially at the 1955 Farnborough Airshow where he displayed the CF-100 in a "falling-leaf". He was acclaimed again as the "Great Zura" by many aviation and industry observers. In 1958, he was chosen as the chief development test pilot of the new CF-105 Avro Arrow program. On 25 March 1958, with Żurakowski at the controls, Arrow RL 25201 took off from Malton, Ontario for its first flight. The flight lasted 35 minutes and was problem-free. Żurakowski continued in the flight test program. He flew Arrows RL 201, 202, and 203, over a total of 21 flights, 23.75 hours, reaching speeds of Mach 1.89 and an altitude of 50,000 feet.
  After flying Arrow 203 on 26 September 1958, Żurakowski decided to give up test flying for good, fulfilling a promise he had made to his wife to stop experimental flying once he reached the age of 40, although he had already exceeded that age.

Later life
Żurakowski retired from active test flying in November 1958 but continued with the Avro Aircraft company as an engineer in the Flight Test Office. On 20 February 1959, the infamous "Black Friday", Żurakowski, along with the approximately 15,000 employees of Avro and Orenda plants learned that the Diefenbaker government had precipitously cancelled the Avro Arrow program and its Orenda Iroquois engine. The five flying examples and the newly constructed RL-206 (slated for a run at World Air Speed and Altitude records) along with all the assorted factory jigs and tools were broken up. Only the nose of Arrow 206 and sections of other Arrows now exist, on display at the Canada Aviation Museum in Ottawa.
  After deciding to leave the aviation world altogether, Żurakowski and his family moved to Barry's Bay, Ontario to build Kartuzy Lodge, a small tourist lodge and resort which he and his family operated for over 40 years. During this period, he resorted to his engineering background when he "tinkered" with a number of sailboat, catamaran and ice-boats, of his own design and construction. Two of his hydrofoil boats are still used by Kartuzy Lodge renters.
  Following a lingering battle with myelodysplasia, Żurakowski died at Kartuzy Lodge on 9 February 2004.

Honours
In recognition of his contributions to Canadian aviation, Żurakowski was inducted into Canada's Aviation Hall of Fame in 1973. He was further honoured in 1996 by the Royal Canadian Mint's release of a commemorative coin, the Avro Canada CF-100 Canuck which featured an insert of Janusz Żurakowski. In 1997, he was inducted into the Western Canada Aviation Museum "Pioneers of Canadian Aviation" annals, as well as being profiled in the following year in the documentary film, "Straight Arrow". On 23 July 1999, CFB Cold Lake (Alberta) Aerospace Engineering Test Establishment named its new facility, the "Żurakowski Building", and in September 2000, he became an Honorary Fellow of the Society of Experimental Test pilots, joining the ranks of Charles Lindbergh, Neil Armstrong, and Igor Sikorsky, among numerous other luminaries.
  Żurakowski received the Commander's Cross of the Order of Merit of the Republic of Poland in 1999.
  His adopted hometown built Żurakowski Park in 2003, recognizing his contributions to the community, as well as the world. Two imposing statues, of Janusz Żurakowski and his beloved Avro Arrow, dominate the arrow-shaped Żurakowski Park (an elongated triangle evocative of the Avro Arrow's profile) at the crossroads of two main streets in Barry's Bay, Ontario. A future museum and visitor's commemorative centre consisting of a gazebo and display area will be located at Żurakowski Park.
  The former Gloster Aircraft company airfield at Hucclecote has become a residential division in Gloucester, UK and features Zura Avenue.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1996 ·

Reverse: Avro Canada CF-105 Arrow. Portrait of Jim Chamberlin in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC
Engraver: Jim Bruce.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.


Avro Canada CF-105 Arrow
The Avro Canada CF-105 Arrow was a delta-winged interceptor aircraft designed and built by Avro Canada. The Arrow is considered to have been an advanced technical and aerodynamic achievement for the Canadian aviation industry. The CF-105 (Mark 2) held the promise of near-Mach 2 speeds at altitudes of 50,000 feet (15,000 m) and was intended to serve as the Royal Canadian Air Force's (RCAF) primary interceptor in the 1960s and beyond.
  The Arrow was the culmination of a series of design studies begun in 1953 examining improved versions of the Avro Canada CF-100 Canuck. After considerable study, the RCAF selected a dramatically more powerful design, and serious development began in March 1955. Intended to be built directly from the production line, skipping the traditional hand-built prototype phase, the first Arrow Mk. I, RL-201, was rolled out to the public on 4 October 1957, the same day as the launch of Sputnik I. Flight testing began with RL-201 on 25 March 1958, and the design quickly demonstrated excellent handling and overall performance, reaching Mach 1.98. Powered by the Pratt & Whitney J75, another three Mk. Is were completed, RL-202 through -204. The lighter and more powerful Orenda Iroquois engine was soon ready for testing, and the first Mk.II with the Iroquois, RL-206, was ready for taxi testing in preparation for flight and acceptance tests by RCAF pilots by early 1959.
  On 20 February 1959, the development of the Arrow (and its Iroquois engines) was abruptly halted before the project review had taken place. Two months later, the assembly line, tooling, plans and existing airframes and engines were ordered to be destroyed. The cancellation was the topic of considerable political controversy at the time, and the subsequent destruction of the aircraft in production remains a topic for debate among historians and industry pundits. "This action effectively put Avro out of business and its highly skilled engineering and production personnel scattered...."

Jim Chamberlin
James A. "Jim" Chamberlin (May 23, 1915 – March 8, 1981) was a Canadian aerodynamicist who contributed to the design of the Canadian Avro Arrow, NASA's Gemini spacecraft and the Apollo program. In addition to his pioneering air and space efforts, he is often cited as an example of Canadian brain drain to the U.S. In the early 1960s, he was one of the key people that proposed and moved that Lunar Orbit Rendezvous (LOR) was the best option for landing a crew on the Moon, the method eventually used on Apollo lunar landing missions. He left NASA in 1970 and worked for McDonnell Douglas, in their Houston offices, until his death in 1981.

James Arthur Chamberlin was born in Kamloops, British Columbia on May 23, 1915. Having maintained a keen interest in model aircraft during high school at the University of Toronto Schools, he took mechanical engineering degrees at the University of Toronto (1936) and Imperial College London (1939).

Career
Chamberlin began his engineering career with the British aircraft company (and later ejection seat manufacturers) Martin-Baker before returning to Canada. He worked on the production of the British Avro Anson at Federal Aircraft Ltd. in Montreal (1940–1941), and later, on training and anti-submarine aircraft as chief engineer at Clarke Ruse Aircraft in Dartmouth, Nova Scotia (1941–1942). His longest tenure began as a research engineer (1942–1945) at Noorduyn Aircraft in Montreal, working on the Norseman and serving in this position until the end of the Second World War.
Avro Canada
In February 1946, Chamberlin joined Avro Aircraft Ltd. in Toronto, the Canadian subsidiary of the British Avro, itself part of the Hawker Siddeley Group, where Chamberlin was chief aerodynamicist on the C102 Jetliner and CF-100 Canuck jet interceptor. Later, as chief of technical design for the CF-105 Avro Arrow jet interceptor, he generated many of the ideas that would make the design famous.
NASA
Following the Canadian government's cancellation of the Avro Arrow project in 1959, Chamberlin led a team of 25 engineers from Avro who joined NASA's Space Task Group. This group eventually grew to 32 former Avro engineers, collectively known as the "Avro Group", who joined NASA and become emblematic of what many Canadians viewed as a brain drain to the United States.
  As head of engineering for Project Mercury, chief designer and NASA's first Project Manager for the Gemini spacecraft built by McDonnell Aircraft, and then troubleshooter on Apollo, Chamberlin played an instrumental role in creating and implementing the first three generations of American crewed spacecraft.
  While designing the Gemini spacecraft in 1961, Chamberlin proposed that Gemini be paired with a “bug” that would land a single astronaut on the Moon. Chamberlin had been impressed with NASA engineer John Houbolt’s advocacy of Lunar orbit rendezvous as the method to go to the Moon. Although Chamberlin’s idea of flying Gemini to the Moon was rejected, it helped lead NASA to its decision in 1962 to use Lunar Orbit Rendezvous in the Apollo program, which involved using the Lunar Module (LM) to descend to the lunar surface.
  Chamberlin was described by space historian David Baker as “probably one of the most brilliant men ever to work for NASA.” Chamberlin left NASA in 1970 to join McDonnell Douglas Astronautics, where he prepared an ultimately unsuccessful space shuttle bid before becoming technical director for the company's facility at the Johnson Space Center in Houston, a position he held until his death on March 8, 1981. He and his wife had a son and a daughter.

Honours
NASA awarded Chamberlin its Exceptional Scientific Achievement, Exceptional Service and Exceptional Engineering Achievement medals. Chamberlin was a Professional Engineer of the Province of Ontario, a member of the Institute of Aeronautical Scientists and an Associate Fellow of the Canadian Aeronautical Institute. In 2001, he was inducted into Canada's Aviation Hall of Fame.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1997 ·

Reverse: The Canadair CT-114 Tutor & Snowbirds Logo and RCAF Snowbirds Canadair CT-114 Tutor's in a classic Formation in the background. This coin is enhanced with a 24-karat gold cameo representing a former vice president of Canadair, Edward Higgins.
Lettering: CANADA 20 DOLLARS RRC
Engraver: Ross Buckland.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.

SNOWBIRDS
With their aerial acrobatics of loops, rolls and awe-inspiring formations, the Canadian Forces Snowbirds are arguably the world's pre-eminent aerial demonstration squadron. Their nine distinctive red and white aircraft often flying with wing tips about four feet (1.2 metres) apart - dazzle millions ofspectators each year with their displays of perfection in formation aerobatic flight.
  The only team in North America to fly with nine jets in close formation, the Snowbirds perform more than 50 different dynamic, precise and exciting formations during their acclaimed shows, including the Canada Goose, the Maple Leaf and the Double Diamond, which is the tightest flown, fastest rolled, and most agile formation in the Snowbirds' repertoire. Around the world, the Snowbirds' precision, agility and expertise in these remarkable aerobatic manoeuvres are legendary and have captivated spectators and inspired millions the world over.
Canadair CT-114 Tutor
The Canadair CT-114 Tutor (company model CL-41) was the Royal Canadian Air Force (RCAF), and later Canadian Forces, standard jet trainer, between the early 1960s and 2000. Designed and built by Canadair, it was ordered in September 1961.
  The Tutor served as the Canadian Forces primary jet trainer until it was replaced by the CT-155 Hawk and CT-156 Harvard II in 2000. The CL-41G model supplied to Malaysia was built as a ground-attack aircraft. The Tutor is currently still used by the Snowbirds aerobatics team.
Design and development
The CL-41 design was the product of the Canadair Preliminary Design department. The design incorporated a turbojet-powered, low-wing aircraft with a tricycle undercarriage and a T-type tail assembly. The flying controls are manual with spring tabs. The cabin, fitted with a rear-hinged canopy for both crew members, can be pressurized to a differential of 3 psi (20 kPa), the equivalent of about 2,000 m of altitude. It was designed to be a side-by-side trainer for providing elementary jet flight training and other training to an advanced level. The prototype first flew on 13 January 1960.
  One critical area of design was the positioning of the vertical stabilizer (fin). The CL-41 was intended to demonstrate spin recovery. If the fin is too far forward, a spin cannot be initiated, but if it is too far aft, recovery becomes impossible. Model tests were done to find the optimum position. The original Tutor wind-tunnel model had a cruciform tail, which was revised to the T-tail design by removing the portion above the horizontal stabilizer.
Operational history
In September 1961 the Canadian government ordered 190 examples of the production variant, CL-41A for the RCAF as the CT-114 Tutor. The Tutor served for over thirty years as a primary trainer. In 1976, the Canadian Forces modified 113 remaining aircraft with upgraded avionics and provisions for two belly-mounted 41 US gal (155 l) external fuel tanks.
  Canadair also developed an armament training and light attack variant, the CL-41G, with an uprated engine and underwing hard points to allow the carriage of external stores (up to 4,000 lb (1814 kg) of weapons) and drop tanks. In March 1966, the Royal Malaysian Air Force ordered twenty (serials M-22-01 to M22-11) examples of the CL-41G-5 Tebuan (which means Wasp in the Malay language) aircraft as counterinsurgency (COIN) aircraft. The Tebuan entered service in Malaysia in 1967, serving for over twenty years, before being phased out in June 1986 and replaced by the Aermacchi MB-339A.
  One other variant was developed, the CL-41R which was fitted with an F-104 Starfighter nose as a proposed electronic systems trainer for future RCAF CF-104 pilots. The R model never went into production.
Aerobatics
In 1967, ten Tutors were modified for use as a formation aerobatic aircraft by the RCAF (and later the unified Canadian Forces) display team, the Golden Centennaires to celebrate Canada's centennial year. The display team was disbanded after the 1967 season. In 1971 a formation team was formed at 2CFFTS (Two Canadian Forces Flying Training School) at CFB Moose Jaw. In 1972 the name "Snowbirds," was chosen and in 1978 the team gained squadron status as 431 Air Demonstration Squadron, who continue to perform at air shows and special events including the annual flypast on Canada Day over the capital city, Ottawa.
  Modifications for the Snowbirds include: a smoke generating system, a unique paint scheme for added crowd appeal, and a highly tuned engine to enhance engine response in low level flying.

General characteristics
Crew: two
Length: 32 ft 0 in (9.75 m)
Wingspan: 36 ft 4 in (11.07 m)
Height: 9 ft 4.5 in (2.86 m)
Wing area: 220 sq ft (20.44 sq m)
Empty weight: 4,840 lb (2,195 kg)
Loaded weight: 7,348 lb (3,333 kg)
Max. takeoff weight: 11,000 lb (5,000 kg)
Powerplant: 1 × Orenda J85-CAN-40 turbojet, 2,650 lbf (11.8 kN)
Performance

Maximum speed: 486 mph (782 km/h)
Range: 944 miles (1,520 km)
Service ceiling: 44,500 ft (13,560 m)
Rate of climb: 4,220 ft/min (21.4 m/s)
Armament
CL114 carry external fuel tanks

Snowbirds
Officially known as the Canadian Forces 431 Air Demonstration Squadron, the Snowbirds are Canada's military aerobatics or air show flight demonstration team whose purpose is to "demonstrate the skill, professionalism, and teamwork of Canadian Forces personnel". The squadron is based at 15 Wing, near Moose Jaw, Saskatchewan. The Snowbirds are the first Canadian air demonstration team to be designated as a squadron.
  The show team flies 11 CT-114 Tutors—nine for aerobatic performances, including two solo aircraft, and two as spares, flown by the team coordinators. Approximately 80 Canadian Forces personnel work with the squadron full-time; 24 personnel are in the show team that travels during the show season. The Snowbirds are the only major military aerobatics team that operates without a support aircraft.
  The Snowbirds continue the flying demonstration tradition of previous Canadian air force aerobatic teams, which include the Siskins, the Blue Devils, the Golden Hawks, and the Golden Centennaires.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II  D · G · REGINA · 1997 ·

Reverse: Canadair F-86 Sabre & RCAF Golden Hawks Logo and RCAF Golden Hawks air demonstration team in the background. Portrait of Fern Villeneuve in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC
Engraver: Ross Buckland.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.
Canadair F-86 Sabre
The Canadair Sabre was a jet fighter aircraft built by Canadair under licence from North American Aviation. A variant of the North American F-86 Sabre, it was produced until 1958 and used primarily by the Royal Canadian Air Force (RCAF) until replaced with the Canadair CF-104 in 1962. Several other air forces also operated the aircraft.

North American F-86 Sabre
The North American F-86 Sabre, sometimes called the Sabrejet, was a transonic jet fighter aircraft. Produced by North American Aviation, the Sabre is best known as the United States' first swept wing fighter that could counter the similarly-winged Soviet MiG-15 in high-speed dogfights over the skies of the Korean War (1950–1953). Considered one of the best and most important fighter aircraft in that war, the F-86 is also rated highly in comparison with fighters of other eras. Although it was developed in the late 1940s and was outdated by the end of the '50s, the Sabre proved versatile and adaptable, and continued as a front-line fighter in numerous air forces until the last active operational examples were retired by the Bolivian Air Force in 1994.
  Its success led to an extended production run of more than 7,800 aircraft between 1949 and 1956, in the United States, Japan and Italy. Variants were built in Canada and Australia. The Canadair Sabre added another 1,815 airframes, and the significantly redesigned CAC Sabre (sometimes known as the Avon Sabre or CAC CA-27), had a production run of 112. The Sabre was by far the most-produced Western jet fighter, with total production of all variants at 9,860 units.

Fern Villeneuve
Lt. Col (Ret.) Joseph Armand Gerard Fernand "Fern" Villeneuve was born 2 July 1927 in Buckingham, Quebec, Canada. He joined the Royal Canadian Air Force (RCAF) in 1950 and was the first leader of the RCAF's Golden Hawks aerobatic team. He flew for 32 years as a military jet fighter pilot Villeneuve was inducted into the Canadian Aviation Hall of Fame in 2006.

Aviation career
Villeneuve learned to fly as a civilian in a Piper J-3 Cub. In 1946 he obtained his Canadian Private Pilot Licence, and in 1948, he went on to acquire his Canadian Commercial Pilot Licence. In 1950, Villeneuve joined the RCAF in which he had a long and distinguished career as a fighter pilot. He flew the Harvard propeller trainer, the North American P-51 Mustang Second World War piston fighter, and several fighter jets over the decades: Canadair CT-133 Silver Star, de Havilland DH.100 Vampire, Canadair Sabre, Avro Canada CF-100 Canuck, McDonnell CF-101 Voodoo, and the Mach 2+ Canadair CF-104 Starfighter. Villeneuve was a squadron leader three different times, on the CF-104 and the T-33 and CF-101. Villeneuve retired as a Lieutenant-Colonel in 1982. He has logged more than 13,000 hours.

Golden Hawks
The "Golden Hawks" were a Canadian military aerobatic flying team established in 1959 to celebrate the 35th anniversary or the Royal Canadian Air Force (RCAF) and the "Golden" 50th anniversary of Canadian flight. Initially a six-plane team was envisioned as performing for only one year with the Canadair Sabre 5, but the Golden Hawks were so popular after their 1959 show season that the team was re-established for 1960, under the command of LCol Jack Allan with Villeneuve flying as the lead pilot with the team. The Golden Hawks continued performing for three more seasons, changing to the Mk 6 in 1961, until they were disbanded on 7 February 1964, having flown a total of 317 shows across North America.

  Villeneuve was the first leader of the RCAF Golden Hawks jet fighter aerobatic demonstration team in 1959, and then again in 1960. S/L Villeneuve was with the Hawks from the beginning in 1959 as leader of the team, moving to flying the lead position when F/L Jim McCombe became the leader. He had to leave the team when he became married, under the Hawks rule of only two years for married men.  He then went on to Training Command. Villeneuve was awarded the rare RCAF Air Force Cross for his skillful piloting of a disabled F-86 Sabre in 1960.
  Villeneuve is an advisor on the "Hawk One" F-86 Sabre project at Vintage Wings of Canada in Gatineau, Quebec. In 2012 he was still flying his civilian Globe Swift with the registration C-GLYN, 66 years after he first soloed in 1946.

Honours and recognition
Villeneuve was awarded the RCAF Air Force Cross on 20 May 1961 for an engine-out landing of an Canadair F-86 Sabre. In 1997 he became one of two living people to have their image on Canadian coins, the other being the Queen. Villeneuve was inducted into the Canadian Aviation Hall of Fame in 2006, he was appointed as Honorary Colonel of 8 Air Maintenance Squadron in Trenton, Ontario, from 2008 to 2012.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1998 ·

Reverse: Canadair (Bombardier) CL-215 Waterbomber. The Canadair CL-215 was the first aircraft ever designed specifically for Water Bombing. Portrait of Paul Gagnon in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC
Engraver: Peter Mossman.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.

Canadair (Bombardier) CL-215 Waterbomber
The Canadair CL-215 (Scooper) was the first model in a series of firefighting flying boat amphibious aircraft built by Canadair and later Bombardier. The CL-215 is a twin-engine, high-wing aircraft designed to operate well at low speeds and in gust-loading circumstances, as are found over forest fires. It is also able to land and take off from short, unpaved airstrips.
Design and development
The CL-215 can be traced back to two early projects by Canadair, the CL-43 and CL-204. The CL-43 was conceived as a logistics aircraft and was based on the design of the Canadian Vickers-built 369 Canso (a variant of the Consolidated PBY Catalina). Arising from an earlier 1960s research study at the company, the original concept was for a twin-engined floatplane transport, that was altered into a "firefighter" as a result of a request by forestry officials in the Quebec Service Aérien (Quebec Government Air Service) for a more effective way of delivering water to forest fires. The 1962 preliminary design, the CL-204, was a purpose-designed water bomber that evolved into an amphibian flying boat configuration, powered by two shoulder-mounted 2,100 hp (1,566 kW) Pratt & Whitney R-2800 piston engines. The definitive design known as the CL-215 received a program go-ahead in February 1966 with its maiden flight on 23 October 1967. The first delivery was to the French civil protection agency (Sécurité Civile, then known as Protection Civile) in June 1969. Production of CL-215s progressed through five series ending in 1990.
Variants
In 1987, the CL-215T was announced, with improvements in handling brought about by design changes to the wings and empennage, and more powerful Pratt & Whitney turboprop engines. Originally the follow-up CL-215T was to be a simple turboprop-powered development of the CL-215, and Canadair converted two aircraft in 1989 to act as development aircraft. The first of these flew on 8 June 1989. Retrofit kits for CL-215s to the new standard are offered, but Canadair elected not to build new CL-215Ts and instead developed the CL-415.
  Cascade Aerospace, Canada, offers CL-215 to CL-215T engine retrofits using the Bombardier kit and Pratt & Whitney Canada PW123AF engines and is currently the only conversion kit installer in the world.

General characteristics
Crew: two pilots
Capacity: 18 passengers (utility version)
Payload: 5,346 litres (1,176 Imp gal) of water or 5,444 kg (12,000 lb) of chemicals
Length: 19.82 m (65 ft 0½ in)
Wingspan: 28.60 m (93 ft 10 in)
Height: 8.98 m (29 ft 6 in)
Wing area: 100.3 m² (1,080 ft²)
Empty weight: 12,065 kg (26,600 lb)
Max. takeoff weight:
From water: 17,100 kg (37,700 lb)
From land: 19,730 kg (43,500 lb)
Powerplant: 2 × Pratt & Whitney R-2800-83AM 18-cylinder radial engines, 2,100 hp (1,566 kW) each
Performance

Cruise speed: 291 km/h (157 knots, 181 mph) (max recommended power)
Stall speed: 123 km/h (66 knots, 76 mph)
Range: 2,260 km (1,220 nm, 1,405 mi)
Service ceiling: 14,600 ft (4,450 m)
Rate of climb: 5 m/s (1,000 ft/min)

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II  D · G · REGINA · 1998 ·

Reverse: RCAF's Canadair CP-107 Argus Maritime Patrol Bomber shown over Submarine 518. Portrait of William S. Longhurst in 24-karat gold-plated cameo, denomination below.
Lettering: CANADA 20 DOLLARS RRC
Engraver: Peter Mossman.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.

Canadair CP-107 Argus
The Canadair CP-107 Argus (CL-28) was a marine reconnaissance aircraft designed and manufactured by Canadair for the Royal Canadian Air Force (RCAF) and Canadian Forces (CF). In its early years, the Argus was reputedly the finest anti-submarine patrol bomber in the world. The Argus served throughout the Cold War in the RCAF's Maritime Air Command and later the CF's Maritime Air Group and Air Command.
Design and development
Canadair began work on the CL-28 in April 1954 and at the time it was the largest aircraft built in Canada. The hybrid design, initially referred to as the 'Britannia Maritime Reconnaissance', or 'Britannia MR', was derived from the Bristol Britannia transport, having the same wings, tail surfaces and landing gear except for being "Americanized"– meaning that it used the same general design, but changed the British materials and standard parts for North American ones.
  The fuselage was completely redesigned by Canadair, going from the pressure cabin of the Britannia to an unpressurised one with bomb bays fore and aft of the wings. The powerplant was also changed from the Bristol Proteus turboprop engines to Wright R-3350 compound (piston) engines, which had lower fuel consumption necessary for extended missions at low level. At the design stage the other possible engine was the Napier Nomad, another turbo compound engine, although the Nomad was later cancelled.
Operational history
The Argus replaced the RCAF Lancaster and Lockheed P-2 Neptune aircraft types previously flown in the maritime roles. One of the most effective anti-submarine warfare (ASW) aircraft of its day, the Argus was a mainstay for the RCAF. A large amount of equipment was carried, including: search radar, sonobuoys, electronic counter measures (ECM), explosive echo ranging (EER) and magnetic anomaly detector (MAD). Up to 8,000 lb (3,632 kg) of weapons could be carried in the bomb bays, including torpedoes, bombs, mines and depth charges.
  A flight crew of 15 consisting of three pilots, three navigators (Observer Long range), two flight engineers and six radio officers (observer rad) until the early 1960s when the crew included both commissioned officers (tactical navigator/radio navigator and non commissioned officers (observers), the number of which was dependent on the mission. Four crew bunks and a galley were provided to extend the efficiency of the crew on long patrols (average 18 hrs). The CL-28 had an endurance of approximately 26½ hours with full armament. An Argus flown by 407 Maritime Patrol Squadron held the Canadian military record of slightly over 31 hours for the longest flight by an unrefuelled aircraft.
  The principal difference between the Mark I and Mark II was primarily in the different navigation, communication and tactical electronic equipment fitted internally. Externally, the Mk II exhibited a redesigned smaller nose radome and additional ECM antenna above the fuselage.
  The Argus flew its last service mission on 24 July 1981, and was replaced by the Lockheed CP-140 Aurora.

General characteristics
Crew: 15
Length: 128 ft 9.5in (39.26 m)
Wingspan: 142 ft 3.5in (43.37 m)
Height: 38 ft 8 in (11.79 m)
Wing area: 2,075 sq ft (192.77 m²)
Empty weight: 81,000 lb (36,741 kg)
Max. takeoff weight: 157,000 lb (71,214 kg)
Powerplant: 4 × Wright R-3350 TC18EA1 Turbo-Compound engines, 3,700 shp (2,535 kW) each

Performance
Maximum speed: 315 mph (507 km/h)
Cruise speed: 207 mph (333 km/h)
Range: 5,900 mi (9,495 km)
Service ceiling: 25,000 ft (7,620 m)
Armament

Max 8,000 lb bombs, depth charges, torpedoes, mines and 3,800 lb air-to-surface missiles and free-fall weapons on underwing hardpoints

William S. Longhurst
William S. 'Bill' Longhurst AFC 1919-1990. Born in Saskatchewan, Bill Longhurst became interested in aviation at a very young age, receiving early training in Toronto in the 1930’s. When WWII started, Longhurst sought an interview with Air Marshall W.A. “Billy” Bishop, who was in charge of recruiting pilots. Bishop told Longhurst to forget about this idea, as he would never make it as a pilot! Determined, Longhurst embarqued for England where he was accepted by the RAF. He did two operationnal tours with RAF Coastal Command before transferring to Ferry Command. On July 1st, 1943, Longhurst successfully achieved a ferry flight between Montréal (Qc) and Prestwick (UK) in command of a C-47... towing a Waco CG-4A glider overseas! For this unusual achievement, Longhurst and the gilder crew received the Air Force Cross. In May 1945, Longhurst transferred to the RCAF. Postwar, Longhurst worked at St.Jovite (Qc) as a bush pilot for Wheeler Airlines. In 1948, he became a test pilot for Canadair in Montreal. When Al Lilly retired in 1953, Longhurst was appointed chief test pilot. Until 1971, he made most first flights of Canadair’s aircraft, including: CL13 (Sabre 2, 3, 5, 6), CL30 (T-33AN production Silver Star), CL28 (CP-107 Argus Mk1), CL-66C (Canadair 540), CL44-6 (CC-106 Yukon), CL-44D4 (“Swing-tail”), CL-226, also the revolutionary tilt-wing CL-84 and the famous CL-215 Water Bomber. Longhurst was recognized as a very talented pilot, expert in prototype development. Not the flamboyant or self-centered type, he directed for two decades the Canadair flight test program with an iron hand and skilled determination that earned him the respect of the other company pilots. To underline his contribution to the CL-28 Argus development, a twenty-dollar coin was issued in 1998 by the Royal Canadian Mint displaying a cameo of Longhurst. Retiring from Canadair in 1971, he returned to bush flying in St.Jovite and also did fire patrols for a while. He went back to school at Concordia University, earning at the age of 61 a major degree in biology and a minor degree in computer science. He then engaged in cancer research.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1999 ·

Reverse: de Havilland Canada DHC-6 Twin Otter in flight. Portrait of George Arthur Neal in 24-karat gold-plated cameo, denomination below.

Lettering: CANADA 20 DOLLARS RRC
Engraver: Peter Mossman.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.

de Havilland Canada DHC-6 Twin Otter
The de Havilland Canada DHC-6 Twin Otter is a Canadian 19-passenger STOL (Short Takeoff and Landing) utility aircraft developed by de Havilland Canada and currently produced by Viking Air. The aircraft's fixed tricycle undercarriage, STOL abilities and high rate of climb have made it a successful cargo, regional passenger airliner and Medevac aircraft. In addition, the Twin Otter has been popular with commercial skydiving operations, and is used by the United States Army Parachute Team and the United States Air Force's 98th Flying Training Squadron.

Design and development
Development of the aircraft began in 1964, with the first flight on May 20, 1965. A twin-engine replacement for the single-engine DHC-3 Otter retaining DHC's renowned STOL qualities, design features included double-slotted trailing edge flaps and ailerons that work in unison with the flaps to boost STOL performance. The availability of the 550 shp (410 kW) Pratt & Whitney Canada PT6A-20 turboprop in the early 1960s made the concept of a twin more feasible. To bush operators, the improved reliability of turboprop power and the improved performance of a twin-engine configuration made it an immediately popular alternative to the piston-powered Otter which had been flying since 1951.
  The first six aircraft produced were designated Series 1, indicating that they were prototype aircraft. The initial production run consisted of Series 100 aircraft, serial number seven to 115 inclusive. In 1968, Series 200 production began with serial number 116. Changes made at the beginning of Series 200 production included improving the STOL performance, adding a longer nose that was equipped with a larger baggage compartment (except for aircraft fitted with floats) and fitting a larger door to the rear baggage compartment. All Series 1, 100 and 200 aircraft and their variants (110, 210) were fitted with the 550 shaft-horsepower PT6A-20 engines.
  In 1969, the Series 300 was introduced, beginning with serial number 231. Both aircraft performance and payload were improved by fitting more powerful PT6A-27 engines. This was a 680 hp (510 kW) engine that was flat-rated to 620 hp (460 kW) for use in the Series 300 Twin Otter. The Series 300 proved to be the most successful variant by far, with 614 Series 300 aircraft and their sub-variants (Series 310 for United Kingdom operators, Series 320 for Australian operators, etc.) sold before production in Toronto by de Havilland Canada ended in 1988.

New production
After Series 300 production ended, the remaining tooling was purchased by Viking Air of Victoria, British Columbia, who manufacture replacement parts for all of the out-of-production de Havilland Canada aircraft. On February 24, 2006, Viking purchased the type certificates from Bombardier Aerospace for all the out-of-production de Havilland DHC-1 through DHC-7 aircraft. The ownership of the certificates gives Viking the exclusive right to manufacture new aircraft.
  On July 17, 2006, at the Farnborough Air Show, Viking Air announced its intention to offer a Series 400 Twin Otter. On April 2, 2007, Viking announced that with 27 orders and options in hand, it was restarting production of the Twin Otter, equipped with a more powerful Pratt & Whitney Canada PT6A-34 engine. As of November 2007, 40 firm orders and 10 options had been taken and a new final assembly plant established in Calgary, Alberta. Zimex Aviation of Switzerland received the first new production aircraft, serial number 845, in July 2010. By mid 2014, Viking had built 55 new aircraft at their Calgary facility surpassing serial number 900. The production rate as of summer 2014 was approximately 24 aircraft per year. In April 2015, Viking announced a reduction of the production rate to 18 aircraft per year. On June 17, 2015 Viking further announced a partnership with a Chinese firm, Reignwood Aviation Group. The group will purchase 50 airplanes and become the exclusive representatives for new Series 400 Twin Otters in China.
  Major changes introduced with the Series 400 include Honeywell Primus Apex fully integrated avionics, deletion of the AC electrical system, deletion of the beta backup system, modernization of the electrical and lighting system, and use of composites for non-load-bearing structures such as doors.

Operational history
Twin Otters could be delivered directly from the factory with floats, skis or tricycle landing gear fittings, making them adaptable bush planes for remote and northern areas. Areas including Canada and the United States, (specifically Alaska) saw much of the demand. Many Twin Otters still serve in the far north, but they can also be found in Africa, Australia, Asia, Antarctica and other regions where bush planes are the optimum means of travel. Their versatility and maneuverability have made them popular in areas with difficult flying environments such as Papua New Guinea. In Norway, the Twin Otter paved the way for the network of short-field airports, connecting rural areas with larger towns. The Twin Otter showed outstanding reliability, and remained in service until 2000 on certain routes. Widerøe of Norway was, at one time, the world's largest operator of Twin Otters. During one period of its tenure in Norway, the Twin Otter fleet achieved over 96,000 cycles (takeoff, flight and landing) per year.
  A number of commuter airlines in the United States got their start by operating Twin Otters in scheduled passenger operations. Houston Metro Airlines (which later changed its name to Metro Airlines) constructed their own STOLport airstrip with a passenger terminal and maintenance hangar in Clear Lake City, Texas near the NASA Johnson Space Center. The Clear Lake City STOLport was specifically designed for Twin Otter operations. According to the February 1976 edition of the Official Airline Guide (OAG), Houston Metro operated 22 round-trip flights every weekday at this time between Clear Lake City (CLC) and Houston Intercontinental Airport (IAH, now Houston George Bush Intercontinental Airport) in a scheduled passenger airline shuttle operation. Houston Metro had agreements in place for connecting passenger feed services with Continental Airlines and Eastern Airlines at Houston Intercontinental, with this major airport having a dedicated STOL landing area at the time specifically for Twin Otter flight operations. The Clear Lake City STOLport is no longer in existence.
  The Walt Disney World resort in Florida was also served with scheduled airline flights operated with Twin Otter aircraft. The Walt Disney World Airport (WDS), also known as the Lake Buena Vista STOLport, was a private airfield constructed by the Walt Disney Company with Twin Otter operations in mind. In the early 1970s, Shawnee Airlines operated scheduled Twin Otter flights between the Disney resort and nearby Orlando Jetport (MCO, now Orlando International Airport) as well as to Tampa International Airport (TPA). This service by Shawnee Airlines is mentioned in the "Air Commuter Section" of the Sept, 6, 1972 Eastern Air Lines system timetable as a connecting service to and from Eastern flights. This STOL airfield is no longer in use.
  Another commuter airline in the U.S., Rocky Mountain Airways, operated Twin Otters from the Lake County Airport in Leadville, CO. At an elevation of 9,927 feet above mean sea level, this airport is the highest airfield in the U.S. ever to have received scheduled passenger airline service, thus demonstrating the wide ranging flight capabilities exhibited by the Twin Otter. Rocky Mountain Airways went on to become the worldwide launch customer for the larger, four-engine de Havilland Canada DHC-7 Dash 7 STOL turboprop but continued to operate the Twin Otter as well.
  Larger airlines in the U.S. and Canada also flew Twin Otters. Alaska Airlines, the original Frontier Airlines (1950-1986) and Wien Air Alaska as well as Canada's First Air were air carriers that flew Boeing 727 jetliners as well as earlier versions of the Boeing 737 jetliner at the time. All four airlines also operated Twin Otter aircraft. Ozark Air Lines was primarily a McDonnell Douglas DC-9 jetliner operator that also flew Twin Otters. South Pacific Island Airways flew Twin Otters as well as Boeing 707 jets. In addition, the Canadian air carriers; Pacific Western Airlines (PWA) and Transair, (which operated Boeing 737s), both flew Twin Otter aircraft as well. Two other Canadian airlines that flew Twin Otters; Time Air and Norcanair, also operated Fokker F28 Fellowship passenger jets. Twin Otter aircraft were also operated by commuter or regional airlines and painted in the liveries of such air carriers as Continental Airlines, Eastern Airlines and British Airways have provided connecting feeder service for these respective major airlines in the past. In many cases, the excellent operating economics of the Twin Otter allowed airlines large and small to provide scheduled passenger flights to communities that most likely would otherwise never have received air service.
  Twin Otters are also a staple of Antarctic transportation. Four Twin Otters are employed by the British Antarctic Survey on research and supply flights, and several are employed by the United States Antarctic Program via contract with Kenn Borek Air. On April 24–25, 2001, two Twin Otters performed the only winter flight to Amundsen–Scott South Pole Station to perform a medical evacuation.
  The Argentine Air Force has used the Twin Otter in Antarctica since the 1970s with at least one of them deployed year-round at Marambio Base. The Chilean Air Force has operated the type since 1980, usually having an example based at Presidente Frei Antarctic base of the South Shetland islands.
  As of August 2006, a total of 584 Twin Otter aircraft (all variants) remain in service worldwide. Major operators include: Libyan Arab Airlines (16), Maldivian Air Taxi (22), Trans Maldivian Airways (23), Kenn Borek Air (42) and Scenic Airlines (11). Some 115 airlines operate smaller numbers of the aircraft including Yeti Airlines in Nepal, Malaysia Airlines (which uses the Twin Otter exclusively for passenger and freight transportation to the Kelabit Highlands region in Sarawak), and in the United Kingdom the FlyBe franchise operator Loganair which uses the aircraft to service the island of Barra in the Hebrides islands. This daily scheduled service is unique as the aircraft lands on the beach and the schedule is partly influenced by the tide tables. Trials in Barra with heavier planes than the Twin Otter, like the Short Belfast, failed because they sunk in the sand. The Twin Otter is also used for landing at the world's shortest commercial runway on the Caribbean island of Saba, Netherlands Antilles.
  Ontario's Ministry of Natural Resources is also a long-time operator of the Twin Otter.
  Transport Canada still owns three DHC-6 Twin Otter aircraft, but they now see very limited flying time, as their role in coastal surveillance has been assumed by a fleet of DHC-8s.
  The Twin Otter has been popular with commercial skydiving operations. It can carry up to 22 skydivers to over 13,500 ft (a large load compared to most other aircraft in the industry); presently, the Twin Otter is used in skydiving operations in many countries. The United States Air Force operates three Twin Otters for the United States Air Force Academy's skydiving team.
  On 26 April 2001, the first ever air rescue during polar winter from the South Pole occurred with a ski-equipped Twin Otter operated by Kenn Borek Air.
  On September 25, 2008, the Series 400 Technology Demonstrator achieved "power on" status in advance of an official rollout. First flight of the Series 400 technical demonstrator, C-FDHT, took place October 1, 2008, at Victoria Airport. Two days later, the aircraft departed Victoria for a ferry flight to Orlando, Florida, site of the 2008 National Business Aviation Association (NBAA) Conference and exhibition. The first new build Series 400 Twin Otter (SN 845) made its first flight on February 16, 2010, in Calgary, Alberta. Transport Canada presented Viking Air Limited with an amended DHC-6 Type Certificate including the Series 400 on July 21, 2010.

George Arthur Neal
George Arthur Neal was born in Toronto, Ontario, on November 21, 1918, receiving his education at Dublin Public School, Earl Haig Collegiate and one term at Northern Vocational in Toronto. After serving an apprenticeship from 1933-38, George qualified as a licenced Auto and Aero Engine Mechanic. During 1935 he learned to fly with the Toronto Flying Club. In 1938 George joined de Havilland Aircraft of Canada as an AEM. In 1942 he joined the RCAF and was posted to 10 AOS, serving as Pilot, Flight Commander, Test Pilot and Assistant Maintenance Superintendant until 1945. After his discharge he rejoined DHC in 1946 as an AEM, becoming a Test Pilot in 1947, Chief Test Pilot in 1948, Chief Experimental Pilot, Chief Production Pilot and in February 1975, Manager, Flight Operations.
George has accumulated 13,500 flying hours on over 85 differnet types of landplane, seaplane, skiplane, amphibian, flying boat, single prop, multi prop, turbo prop, jet, helicopter and glider. He has flown in 38 different countries, the furthest north being Thule, Greenland, and the furthest south Punta Arenas, Chile. He has flown the Atlantic four times via Santo Maria and once via Iceland and operated in temperatures from -30°F to +120°F.
George did the Prototype testing on the Chipmunk, Beaver, Turbo Beaver, Otter and Caribou. He carried out the First experimental STOL work on the single engine Otter with blown elevator and rudder, and extra large flap, demonstrating the aircraft at Rockcliffe. He pioneered and demonstrated STOL characteristics in the Beaver, Otter and Caribou to customers from all over the world.

Obverse: Profile portrait of Her Majesty Queen Elizabeth II created in 1990 and notable for the grand jewelled tiara and a beautiful string of pearls, this royal effigy was designed by Canadian artist Dora de Pedery-Hunt.
Lettering: ELIZABETH II D·G·REGINA · 1998 ·

Reverse: Bombardier Dash 8 in flight. Portrait of Robert H. Fowler in 24-karat gold-plated cameo, denomination below. (Robert H. Fowler - Chief Experimental Test Pilot for De Havilland Aircraft of Canada Limited.)
Lettering: CANADA 20 DOLLARS RRC
Engraver: Peter Mossman.
Edge: Reeded & Plain Sections.

Diameter: 38 mm.
Weight: 31.103 g.
Material: Silver.
Fineness: 0.925.
Denomination: 20 Canadian Dollars.
Produced By: Royal Canadian Mint.

Bombardier Dash 8
The Bombardier Dash 8 or Q-Series, previously known as the de Havilland Canada Dash 8 or DHC-8, is a series of twin-engined, medium range, turboprop airliners. Introduced by de Havilland Canada (DHC) in 1984, they are now produced by Bombardier Aerospace. Over 1,000 Dash 8s of all models have been built, with Bombardier forecasting a total production run of 1,192 aircraft of all variants through to 2016.
  The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing (STOL) performance. With the Dash 8, DHC focused on improving cruise performance and lowering operational costs. The engine chosen was the Pratt & Whitney Canada PW100. The aircraft has been delivered in four series. The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to 78 passengers. Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q". Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009.

Obverse: Susanna Blunt’s design of Her Majesty Queen Elizabeth II.
Reverse: Allegorical Figure - Agriculture.

Theme: The Bank of Canada
Denomination: 10 Canadian Dollars.
Diameter: 34 mm.
Weight: 15 g.
Material: Silver.
Fineness: 0.9999.
Finish: Proof.
Quantity Produced: 7500.
Manufacturer: Royal Canadian Mint.

For almost 200 years, Canadian paper money existed in a variety of forms until the first national bank notes were issued on March 11, 1935. Each denomination featured a member of the royal family or former Canadian prime minister on the front with an allegorical figure on the back.

Agriculture was the theme of the 10- and 20-dollar bank notes. Each featured a different interpretation that has been expertly reproduced on these 99.99% pure silver coins - a historical treasure!

Theme:
The Bank of Canada began operating 75 years ago in 1935 and was given responsibility to regulate the country’s money supply and to “promote the economic and financial welfare of Canada.” Accordingly, it was given the exclusive right to issue Canada’s bank notes. On March 11, 1935, the Bank of Canada issued its first series of bank notes.

The inaugural series of 1935 included denominations of $1, $2, $5, $10, $20, $50, $100, $500 and $1000 with a $25 note issued later that year to commemorate the silver jubilee of King George V.

The front of the notes featured a portrait of a member of the royal family or of a former Canadian prime minister while allegorical figures representing Canada’s growing agricultural, industrial and commercial prosperity appeared on the back. Each denomination was available in English or French, a practice that ended with the introduction of bilingual notes in 1937.

The design is a reproduction of the allegory that appeared on the original 1935 $500 bank note; a seated woman holding a sickle surrounded by the fruits of harvest to symbolize fertility. This is the fourth time that the Mint has produced a 5oz gold coin. Previous issues: 2007 - Queen’s 60th Wedding Anniversary, 2008 - 100th Anniversary of the Royal Canadian Mint and 2009 – 150th Anniversary of beginning of Construction of Parliament Buildings.

Theme:
The Bank of Canada began operating 75 years ago in 1935 and was given responsibility to regulate the country’s money supply and to “promote the economic and financial welfare of Canada.” Accordingly, it was given the exclusive right to issue Canada’s bank notes. On March 11, 1935, the Bank of Canada issued its first series of bank notes.

The inaugural series of 1935 included denominations of $1, $2, $5, $10, $20, $50, $100, $500 and $1000 with a $25 note issued later that year to commemorate the silver jubilee of King George V.

The front of the notes featured a portrait of a member of the royal family or of a former Canadian prime minister while allegorical figures representing Canada’s growing agricultural, industrial and commercial prosperity appeared on the back. Each denomination was available in English or French, a practice that ended with the introduction of bilingual notes in 1937.

Specifications.
Mintage: 200.
Composition: 99.99% pure gold.
Finish: proof.
Weight: 156.5 g.
Diameter: 60.15 mm.
Edge: plain
Face value: 500 Canadian Dollars.
Artist: Royal Canadian Mint engravers (reverse), Susanna Blunt (obverse).
Manufacturer: Royal Canadian Mint.


Canada 500 Dollars Gold Coin 2010 75th Anniversary of the First Bank Notes issued by the Bank of Canada

Canada 10 Dollars Silver Coin 2010 75th Anniversary of the First Bank Notes issued by the Bank of Canada

Canada 20 Dollars Silver Coin 2010 75th Anniversary of the First Bank Notes issued by the Bank of Canada

Canada 50 Dollars Silver Coin 2010 75th Anniversary of the First Bank Notes issued by the Bank of Canada

Canada 5 Dollars Silver Coin 2013 Canadian Bank of Commerce Bank Note

Canada 5 Dollars Silver Coin 2014 Saint George Slaying Dragon, Canadian Bank Note Series

Canada 5 Dollars Silver Coin 2014 Lion on the Mountain, Canadian Bank Note Series

Canada 5 Dollars Silver Coin 2015 Canadian Bank Notes Series

Obverse: Susanna Blunt’s design of Her Majesty Queen Elizabeth II.
Reverse: Winnipeg Jets Logo.

Quantity Produced: 23712
Composition: nickel-plated steel.
Finish: circulation.
Weight: 6.9 g.
Diameter: 27.13 mm.
Edge: serrated.
Face value: 50 Cents.
Artist: William Woodruff (reverse), Susanna Blunt (obverse).
Manufacturer: Royal Canadian Mint.

Celebrate the Jets' triumphant return to Winnipeg
The announcement came in May 2011 — the 2011-12 NHL season will mark the return of the Winnipeg Jets. Excited fans filled the streets in celebration. Even though 15 years had passed since Winnipeg’s last NHL team, the bond between the city and its cherished Jets remains as strong as ever.
  The team’s new logo is an important part of that revival for its 21st century identity. The military jet that has been a visual element of the logo since 1972 has been brought to the forefront to highlight Canada’s rich aviation heritage; its time-honoured character evident in the logo’s strong, graphic lines. Shades of military blue and silver are enhanced with a touch of maple leaf red—a telltale sign this team will soar on the wings of true hockey passion.

Obverse: Susanna Blunt’s design of Her Majesty Queen Elizabeth II.
Reverse: Winnipeg Jets Logo.

Mintage: 15000.
Composition: 99.99% pure silver.
Finish: proof.
Weight: 31.39 g.
Diameter: 38 mm.
Edge: serrated.
Face value: 20 Canadian Dollars.
Artist: William Woodruff (reverse), Susanna Blunt (obverse).
Manufacturer: Royal Canadian Mint.

This fine silver $20 coin is officially licensed by the NHL and contains 99.99% pure silver. It has a diameter of 38 millimetres and a metal weight of 31.39 grams. Its design features the new Winnipeg Jets logo, double dated with the season that marks the team’s triumphant return to the NHL (2011-2012).

Celebrate the Jets' triumphant return to Winnipeg
The announcement came in May 2011—the 2011-12 NHL season will mark the return of the Winnipeg Jets. Excited fans filled the streets in celebration. Even though 15 years had passed since Winnipeg’s last NHL team, the bond between the city and its cherished Jets remains as strong as ever.

The team’s new logo is an important part of that revival for its 21st century identity. The military jet that has been a visual element of the logo since 1972 has been brought to the forefront to highlight Canada’s rich aviation heritage; its time-honoured character evident in the logo’s strong, graphic lines. Shades of military blue and silver are enhanced with a touch of maple leaf red—a telltale sign this team will soar on the wings of true hockey passion.

Packaging: Coin is encapsulated and presented in a maroon clamshell case lined with flock and protected by a customized sleeve.

This 2015 $10 fine silver coin is one of seven in a new series from the Royal Canadian Mint that celebrates the Canadian franchises of the National Hockey League (NHL). Hockey's beloved status in Canada makes it "our game."

The obverse features the effigy of Her Majesty Queen Elizabeth II by Susanna Blunt.
The reverse of the coin pays homage to the Vancouver Canucks, with their logo tucked neatly to the left side of the coin, while a silhouette of an advancing hockey player speeding across the ice towards the viewer is seen on the right. The colours of the Vancouver Canucks are brought to life through the use of advanced "sheer effect" colourization that makes the colours flash fantastically under the light. This coin boasts a reverse-proof finish, with text indicating the face value of "10 DOLLARS", the country "CANADA" and the date "2015" circling the rim.

The coin is struck in a half-ounce of 99.99% fine silver, and boasts an unusually low mintage of only 5,000 pieces. As a pure silver coin struck by the Royal Canadian Mint, this item is GST/HST exempt.

Mintage: 5000
Composition: 99.99% pure silver
Finish: reverse proof
Weight: 15.87 g
Diameter: 34 mm
Edge: serrated
Face value: 10 Canadian Dollars.
Artist: Anderson (reverse), Susanna Blunt (obverse)
Manufacturer: Royal Canadian Mint.

The Vancouver Canucks:
The Vancouver Canucks are based in Vancouver, British Columbia. In its NHL history, the team has advanced to the Stanley Cup Finals three times. The Vancouver Canucks' mascot is an orca whale named Fin Orca or Fin the Whale. He is often seen banging a First Nations drum, or skating around during intermissions firing t-shirts out of a compressed air cannon. On occasion, "smoke" also comes out of the blowhole on his head. Fin has his trademarked chomping where he bites the heads of fans. Notable Hockey Hall of Famers that once played on the Vancouver Canucks are Mats Sundin, Mark Messier and Pavel Bure.

This 2015 $10 fine silver coin is one of seven in a new series from the Royal Canadian Mint that celebrates the Canadian franchises of the National Hockey League (NHL). Hockey's beloved status in Canada makes it "our game."

The obverse features the effigy of Her Majesty Queen Elizabeth II by Susanna Blunt.
The reverse of the coin pays homage to the Ottawa Senators, with their logo tucked neatly to the left side of the coin, while a silhouette of an advancing hockey player speeding across the ice towards the viewer is seen on the right. The colours of the Ottawa Senators are brought to life through the use of advanced "sheer effect" colourization that makes the colours flash fantastically under the light. This coin boasts a reverse-proof finish, with text indicating the face value of "10 DOLLARS", the country "CANADA" and the date "2015" circling the rim.

The coin is struck in a half-ounce of 99.99% fine silver, and boasts an unusually low mintage of only 5,000 pieces. As a pure silver coin struck by the Royal Canadian Mint, this item is GST/HST exempt.

Mintage: 5000
Composition: 99.99% pure silver
Finish: reverse proof
Weight: 15.87 g
Diameter: 34 mm
Edge: serrated
Face value: 10 Canadian Dollars.
Artist: Anderson (reverse), Susanna Blunt (obverse)
Manufacturer: Royal Canadian Mint.

The Ottawa Senators:
The Ottawa Senators are based in Ottawa, Ontario, and play their home games at the 20,500 capacity Canadian Tire Centre. The team is the second NHL franchise to use the Ottawa Senators name. The original Ottawa Senators, founded in 1883, won 11 Stanley Cups and played in the NHL from 1917 until 1934. On December 6, 1990, after a two-year public campaign, the NHL awarded Ottawa a new franchise, which began play in the 1992–93 season. The team has seen success, qualifying for the Stanley Cup playoffs in fourteen of the past seventeen seasons; their achievements have been reflected in game attendance, averaging one of the highest attendance rates in the league. Fans of the Ottawa Senators are known as Sens Army.

This 2015 $10 fine silver coin is one of seven in a new series from the Royal Canadian Mint that celebrates the Canadian franchises of the National Hockey League (NHL). Hockey's beloved status in Canada makes it "our game."

The obverse features the effigy of Her Majesty Queen Elizabeth II by Susanna Blunt.
The reverse of the coin pays homage to the Edmonton Oilers, with their logo tucked neatly to the left side of the coin, while a silhouette of an advancing hockey player speeding across the ice towards the viewer is seen on the right. The colours of the Edmonton Oilers are brought to life through the use of advanced "sheer effect" colourization that makes the colours flash fantastically under the light. This coin boasts a reverse-proof finish, with text indicating the face value of "10 DOLLARS", the country "CANADA" and the date "2015" circling the rim.

The coin is struck in a half-ounce of 99.99% fine silver, and boasts an unusually low mintage of only 5,000 pieces. As a pure silver coin struck by the Royal Canadian Mint, this item is GST/HST exempt.

Mintage: 5000.
Composition: 99.99% pure silver.
Finish: reverse proof.
Weight: 15.87 g.
Diameter: 34 mm.
Edge: serrated.
Face value: 10 Canadian Dollars.
Artist: Anderson (reverse), Susanna Blunt (obverse).
Manufacturer: Royal Canadian Mint.

The Edmonton Oilers:
Founded on November 1, 1971, the team played its first season in 1972. In 1978, the famed hockey legend Wayne Gretzky was acquired as an underage player; Gretzky's accomplishments aided the Oilers in becoming the first team to score 400 goals a season, which they accomplished for five straight years. The Oilers joined the NHL in 1979. After joining, they went on to win the Stanley Cup on five occasions: 1983–84, 1984–85, 1986–87, 1987–88 and 1989–90, in what are known as the Dynasty Years. For this success, the Oilers team of this era has been honoured with dynasty status by the Hockey Hall of Fame. Aside from the notable Wayne Gretzky, the Edmonton Oilers claim several Hockey Hall of Famers amongst their ranks.

This 2015 $10 fine silver coin is one of seven in a new series from the Royal Canadian Mint that celebrates the Canadian franchises of the National Hockey League (NHL). Hockey's beloved status in Canada makes it "our game."

The obverse features the effigy of Her Majesty Queen Elizabeth II by Susanna Blunt.
The reverse of the coin pays homage to the Toronto Maple Leafs, with their logo tucked neatly to the left side of the coin, while a silhouette of an advancing hockey player speeding across the ice towards the viewer is seen on the right. The colours of the Toronto Maple Leafs are brought to life through the use of advanced "sheer effect" colourization that makes the colours flash fantastically under the light. This coin boasts a reverse-proof finish, with text indicating the face value of "10 DOLLARS", the country "CANADA" and the date "2015" circling the rim.

The coin is struck in a half-ounce of 99.99% fine silver, and boasts an unusually low mintage of only 5,000 pieces. As a pure silver coin struck by the Royal Canadian Mint, this item is GST/HST exempt.

Mintage: 5000.
Composition: 99.99% pure silver.
Finish: reverse proof.
Weight: 15.87 g.
Diameter: 34 mm.
Edge: serrated.
Face value: 10 Canadian Dollars.
Artist: Anderson (reverse), Susanna Blunt (obverse).
Manufacturer: Royal Canadian Mint.

The Toronto Maple Leafs:
The franchise was founded in 1917, and in 1919, the NHL transferred the franchise to new owners who dubbed the team the Toronto St. Patricks. The franchise was sold again in 1926, and the name was changed again, to the Toronto Maple Leaf Hockey Club. The Maple Leafs have won thirteen Stanley Cup championships, second only to the twenty-four championships of their primary rival, the Montreal Canadiens. Much to the despair of their large and enthusiastic fanbase, they won their last championship in 1967. The Leafs are the most valuable franchise in the NHL. Notable Hockey Hall of Famers amongst the Leafs are Johnny Bower, Frank Mahovlich, and Darryl Sittler.