| 26" x 20" | "The Big Bellanca" Robert Bradford Countersigned Edition Size: 850 |
$145.00 (Cdn) |
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"The Bellanca Aircruiser CF-AWR is prepared for flight as it rests on the frozen surface of Cameron Bay, Great Bear Lake, N.W.T. during the winter of 1937-38. Aviation Hall of Fame bush pilot Stan McMillan checks the ice condition on the bay as the engine cover is removed from the 660 HP Cyclone engine and the ore concentrate bags are loaded into the cabin. One of the most unusual aircraft to appear in Canadian skies was the big Bellanca, sometimes affectionately known as the flying "W". Five of these huge single-engine cargo aircraft were imported into Canada by operators attracted by their load-carrying capacity, reliability and performance. By the early 1930's, Sicilian born Guiseppe Mario (or "Joe") Bellanca had already proven his design skills with his highly successful single-engine cabin monoplanes that quickly established international endurance and long distance records. His CH-300 Pacemaker series had also made a name for itself as an efficient and dependable light transport or "bushplane" in remote regions. In his efforts to produce an even more efficient long-range aircraft capable of carrying even greater loads, Bellanca created a larger machine employing "lifting surface wing" struts of considerable size. These designs evolved into the Bellanca P-100 Airbus prototype that appeared at the 1930 Cleveland Air Races. The Airbus caught the interest of the United States Army and by 1933, four of the eight Airbuses then constructed were being flown by that service. The U.S. Army then ordered ten more of the machines modified to be equipped with a more powerful engine and incorporating other changes that allowed a 2000 lb. increase in the all-up weight of the aircraft. In this form it received the U.S. Army designation C-27A but it was generally known as the Bellanca Aircruiser.  Twenty-three examples of the Airbus/Aircruiser type were built before the design was phased out in 1938. Here in Canada the need for an aircraft of this performance was recognized by the pioneer northern flier Leigh Brintnell who formed Mackenzie Air Services in 1932. He had known "Joe" Bellanca since the mid-1920s and was impressed by Bellanca's famous Pacemaker series that had served so well in the Canadian wilderness. He later met some of the U.S. Army pilots who were flying C-27A's and their comments convinced him that the Aircruiser would be ideally suited for his contract with Eldorado Gold Mines Ltd. for their operation located on Great Bear Lake in the Northwest Territories. Eldorado's requirement was for a large aircraft to carry uranium ore concentrates the 875 miles to Edmonton for shipment to the Eastern refinery. In Leigh Brintnell's mind, the Aircruiser was the answer.As a result of this decision, the Bellanca 66-70 Aircruiser construction number 719, registered CF-AWR, was purchased from the Bellanca Company and flown to Canada in March 1935. The aircraft was christened with the impressive title "Eldorado Radium Silver Express". During the period 1936-1939 she was flown on the Eldorado operation by the well known bush pilot, Stan McMillan. After service in Canada for twelve years CF-AWR met its end in 1947 on the shores of Upturned Root Lake, 200 miles northeast of Sioux Lookout, Ontario. In 1973, the wreckage was recovered by the Western Canada Aviation Museum in Winnipeg. The museum plans to restore the aircraft using some components from the remains of another Aircruiser CF-BKV that had struck trees and crashed at Smoky Lake, Manitoba on the 6th of October 1949. The three other Canadian Aircruisers were CF-BTW, CF-BLT and CF-BBJ. (BBJ was actually a P-200A Airbus.) Canada's sole surviving airworthy Aircruiser is CF-BTW owned by Barney Lamm, owner of Ontario Central Airlines. The flying "W's" have indeed served Canada well. S.R. "Stan" McMillan, depicted in the print when he was Chief Pilot of MacKenzie Air Services flying the "Big Bellanca" to Great Bear Lake, took flying training under an early R.C.A.F. University Recruiting Plan. One of two students selected from the University of Alberta in 1925, he spent the next two summers learning to fly and "parachute jump". (The latter "training" resulting in a broken leg.) One of his 1928 postings saw him flying dynamite and personnel helping to build the railway to Churchill Bay as well as the new harbour port. There he was "loaned" (leave without pay) to Dominion Explorers and worked for their president Colonel C.D. McAlpine delivering mail, miners and supplies as well as aerial mapping in the north. He was on the famous McAlpine expedition of 1929, which was forced down in bad weather 80 miles from Cambridge Bay, N.W.T., triggering the most extensive search in Canada up to that time. Finally, thanks to the saving help of the local Inuit at Dease Bay, the entire party managed to get to Cambridge Bay after being given up as lost. Missing for 54 days, the expedition was the subject of countless headlines and was the focal point of the nation, not to mention the families of the 8 men.During the fall of 1932, Leigh Brintnell formed Mackenzie Air Services and Stan and Matt Berry were the first two pilots hired in March of 1935. Leigh and his wife delivered the brand new Bellanca CF-AWR to Edmonton and Stan became it's main pilot on it's northern runs between Edmonton and Great Bear Lake from 1936-39. Recalled by the R.C.A.F. in 1939, he commanded various coastal, convoy and anti-submarine units flying Catalina and Sunderland Flying Boats. He also ferried Catalinas to Scotland from Bermuda, operated patrols up the Gulf of St. Lawrence with Catalinas and Hudsons, and served in Ceylon and Northern Ireland. Returning to Edmonton, he found that Leigh Brintnell had sold Mackenzie Air Services to C.P.A. and was building Bellanca Skyrockets (with northern modifications) in Edmonton. Stan test flew the new Bellancas, did some flying for local commercial operators, demonstrated the new DeHavilland Beavers, and even tried his hand at an ill-fated Studebaker Dealership. In 1956, he joined P.W.A. and for the next 9 years worked once again in Canada's North. Now retired, he resides in his "hometown" of Edmonton with his gracious wife Dorothy, enjoying their 61st year of marriage. He is one of the few with over a half century of experience in his log books. He was there during the rudimentary beginnings of both military and commercial aviation in Canada, through WWII, the Post War "Golden Age", and on to today's computerized Mega-Carriers and Supersonic Jets. He has survived hardships, experienced all forms of climate and known what it means to be cold, hot, tired or hungry. The warm computerized comfort of the flight deck of today's modern aircraft is far removed from the cold, noisy, vibrating cockpits which Stan grew up in. Still cheerful and modest, he insists it was all in a day's work and for the most part very enjoyable.He remains keenly interested in aviation and its continuing impact on Canada's development. Faster, more efficient aircraft are constantly expanding services, shrinking distances and reducing relative costs. Canada's aviation pioneers proved the worth of their aircraft back in the 20's, 30's and 40's. Today, the love affair continues.
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