CANADA AVIATION MUSEUM EXHIBIT

DE HAVILLAND CANADA CS2F / CP-121 TRACKER RCN / CAF SERIAL 1587 / 12187

IN THE ROYAL CANADIAN NAVY Introduction The predecessor to the Canadian CS2F Tracker, the S2F, was conceived in 1950 by the Grumman Aircraft Company in response to a United States Navy (USN) Bureau of Aeronautics requirement for a twin engine, carrier-borne Anti-Submarine Warfare (ASW) aircraft. An interesting stipulation in the original (USN) specifications was that the aircraft must be small enough, with the wings folded, to operate from a relatively small CVE-105 (USN) class aircraft carrier. These smaller aircraft carriers were normally equipped with aircraft elevators located inboard on the flight deck centerline, one forward and the other aft. The dimensions of these elevators governed the size of aircraft that could be moved up and down from the hangar deck below. This elevator configuration and the respective dimensions were almost identical to those of the British built Majestic class aircraft carriers of which the Canadian aircraft carrier Her Majesty’s Canadian Ship (HMCS) Bonaventure was a derivative. This design feature was probably the single most important reason for selecting this aircraft for use in the Royal Canadian Navy (RCN). Cover Photo Caption: CS2F-3 Tracker, RCN serial 1587 of VS 880, prepares to trap aboard HMCS Bonaventure (CVL 22) during exercises in 1968. Sadly the Royal Canadian Navy ceased to exist in February of that year with the forced integration of all services into the newly designated Canadian Armed Forces, and the CS2F became the CP-121. (CF Photo PCN68-500)

A formation of four Royal Canadian Navy CS2F-2 Trackers of VS 880 assigned to HMCS Bonaventure. (Bill Upton Collection)

Development History The Tracker (initially called Sentinel) was designed and built by the Grumman Aircraft Corporation in Bethpage, Long Island, N.Y., as Model number G-89 towards a US Navy contract for a search and attack (“hunter-killer”) anti-submarine mission aircraft. This acquisition program would see replacement of the venerable Grumman-built TBM Avengers, which first saw duty with the US Navy in the Pacific during the Second World War, and Grumman AF-2 Guardians then in use. Assigned the US Navy designation XS2F-1, the first of two prototypes (USN BuNo 129137) performed its premier flight on 4 December 1952. Smaller, extendable AN/APS-38 radar units replaced the fixed, bulbous radomes associated with the Avenger and Guardian. The aircraft, configured with shoulder-mounted wings, was powered by two Wright R-1820 Cyclone radial engines, and was equipped with a rugged tricycle undercarriage. The design incorporated numerous advanced features to solve control problems previously associated with the operation of twin-engine aircraft aboard aircraft carriers and to provide sufficient space for a crew of four. It was large for a carrier borne aircraft in the sense that it could house a generous quantity of ASW detection equipment and anti-submarine weapons within an airframe small enough for operations aboard USN aircraft carriers and Majestic class escort aircraft carriers of the Royal Canadian Navy. Because of the foregoing, the USN S2F (informally called Stoof by its crews) became the RCN’s first choice as early as 1954, only two years after it had first flown. There was initial talk of a quantity order directly from the Grumman Aircraft assembly line, but a predisposition existed within the Canadian political community that they be built and manufactured under licence in Canada. Meetings between Canada’s Department of Defence Production (DDP) and several competing manufacturers served to establish a national plan for the production of 100 of these aircraft in Canada. Subsequently de Havilland Aircraft of Canada Limited (DHC) was selected as prime contractor and would assume overall responsibility for construction and assembly of the Tracker at a new plant located at Downsview, Ontario.

Shortly after the new DHC plant opened, the overall scope of the manufacturing plan became known. It included the fabrication of components by a wide spectrum of Canadian companies. The wings would be built by Canadian Car and Foundry of Fort William. The rear fuselage, retractable radome, and MAD booms by Canadair Limited, Montreal, and the tail section by Enamel and Heating Products located in Amherst, Nova Scotia. The engine nacelles were to be produced out West by MacDonald Bros. Aircraft in Winnipeg. The undercarriage shock struts were to be made under license by Jarry Hydraulics in Montreal, the nose undercarriage and tail bumper by Dowty Equipment of Ajax and the weapons bay doors, hatches and covers by Fleet Manufacturing of

Fort Erie. As the prime contractor, DHC would build the forward fuselage section and the pilot's compartment, assemble the aircraft, look after the installation of the electronic gear, manage the overall program and finally, test and prepare the aircraft for RCN acceptance. Even the engines were to be manufactured in Canada; in April 1954, the DDP had negotiated the building of 400 Wright Cyclone engines, under license, by Pratt & Whitney Canada (P&WC) at its Longueil, Quebec plant. This defence contract, which amounted to $100 million, was the biggest since the Second World War.

The first rear fuselage section, here labeled as “Unit 1”, built by Canadair Limited, is readied for shipment to DHC in July 1955. (Canadair via Bill Upton Collection)

In the meantime, the RCN purchased a new Grumman-built S2F-1 as a test model and a pattern aircraft to confirm DHC construction jigs and tooling. It arrived at Downsview in November 1954 painted in the standard US Navy Gloss Sea Blue scheme. As a test and evaluation aircraft it was assigned to the RCN’s VX 10 squadron. In 1955 it was painted in RCN colours and markings and assigned serial number 1500 / X500 (‘X’ for Experimental). Another Grumman S2F-1 (USN BuNo 136519) was also obtained, on a one-year loan from the US Navy, and delivered to HMCS Shearwater in September 1956 for equipment trials by VX 10. It retained its USN colours and markings during the course of the trials, then was returned to the US Navy in September 1957. The aircraft built for RCN use were to be called the CS2F-1 and retained the name Tracker. This all-weather, twin-engine, high-wing, anti-submarine aircraft was to employ the most sophisticated electronic gear in the “hunter-killer” role and be capable of carrying a wide variety of weapons. It was to be a formidable ASW aircraft indeed.

Design Features

The Tracker aircraft incorporated many unique design features. Particularly significant, were the measures adopted to permit the aircraft to operate on a single engine in the event of an engine failure on the opposite side. To allow the aircrew to maintain the aircraft in “balanced” flight and permit a single engine carrier approach and landing, the aircraft was equipped with a large vertical stabilizer and rudder, the latter split vertically into two sections. The forward section was hydraulically actuated during take-off and landing and was required during single engine operations to supplement the manually operated rear rudder section. The wing control surfaces included flaps, which spanned over 85% of the trailing edge; circular arc spoilers supplemented the relatively smaller ailerons. Lift was augmented by employing fixed leading edge slats. The multi-spar wings folded asymmetrically above the fuselage employing hydraulic power. This allows the wing span to be reduced from 22m (72ft 7in) with wings spread to just 8.4m (27ft 6in) when folded. Also noteworthy was the use of large under wing nacelles to house the two Wright R-1820 nine-cylinder radial engines and to provide space for the main undercarriage and rear-launched sonobuoys. The pilot/co-pilot cabin located just forward of the wings had superb visibility and the aircraft additionally included two detection systems operators later known as Air Electronic Systems Operators (AESOP). Weapon Systems

Another unique feature of the Tracker was the search radar, powerful enough to detect submarine snorkels, using an antenna small enough to fit into a retractable "dustbin" radome beneath the rear fuselage. This was a big improvement (both in weight and aerodynamics) over the “Guppy” appearance of the RCN’s former carrier-based Grumman Avenger ASW aircraft.

Grumman Tracker 1500 / X500 over the DHC plant. The bipolar AN/APA-69 Airborne Direction Finding Antenna set over the cabin was not used on the DHC-built aircraft. (CAvM Photo 28477)

Non-acoustic submarine detection equipment included an Electronic Counter Measures (ECM) suite, which could detect any surface radio transmissions initiated by ships or submarines operating on the ocean surface. Later, wingtip UPD-501 radar emission detector “cans” would be installed to much of the fleet. A retractable "stinger", the AN/ASQ-8 Magnetic Anomaly Detection (MAD) boom allowed the aircraft to “fix” a submarine’s underwater position by measuring the variations in the earth’s magnetic field caused by large underwater metal objects. A steerable, 70-million candlepower AN/AVQ-2A searchlight to aid

in illuminating nighttime targets was installed in a fairing beneath the outer section of the starboard wing.

CS2F-2 Tracker 1581 lets it all hang out during this flyby. Assigned to HMCS Bonaventure (as seen by the tail stripes) ‘581 has the weapons bay doors open, the “dustbin” radome deployed, and the MAD “stinger” extended at the rear. (CF Photo SWC69-1383 via CAvM)

A view of the underside of CP-121 12183 during a flyby shows the open weapons bay with a long-range auxiliary fuel tank and, immediately aft of that, the deployed search radar antenna radome. Three weapons pylons are visible under each wing. (Bill Upton Photo)

Retro ejectors for sonobuoys and marine markers were located in a housing at the rear of the engine nacelles. The aircraft was also fitted with a dispenser for Practice Depth Charges (PDCs) which provided the underwater sound source for the JULIE and later the JEZEBEL detection systems, along with the ability to carry a wide variety of acoustic sensors. Two homing torpedoes or depth charges could be carried in the small weapons bay and six underwing attachment points were available for a variety of torpedoes, depth charges or rockets. These included different combinations of Mark (Mk) 41, 43, and Mk 34 anti-submarine homing torpedoes, the Mk 54 depth charges, and mines. In November 1962, the CS2F-2

Tracker became the first RCN aircraft readied for the nuclear ASW role. The larger Lockheed P2V-7 Neptune of the RCAF technically become nuclear capable in December 1962.

The CP-121 Tracker’s brilliant searchlight is even seen to be blinding in the daylight hours. (Bill Upton Photo)

A CP-121 Tracker, assigned to AETE, fires rockets from the wings’ pylons. (Photo via Dave Tate)

Towards tracking and prosecuting suspect civilian surface vessels the Tracker can be configured for maritime reconnaissance missions with a photographic surveillance pod (seen here on the innermost weapons pylon) and up to five rocket pods on the remaining pylons, one seen here outboard. (CAvM Photo 20450)

Three six-shot CRV-7 HVAR rocket pods are seen on the starboard stores pylons under the wing of CAF Tracker 12173 in 1986. The East and West Coast Tracker units concentrated their primary mission on the round-the-clock surveillance and protection of Canada’s vast 200 nautical mile economic zone. (Bill Upton Photo)

Aircraft Specifications

Power Plant: Two 1,525 HP Wright R-1820-82WA Cyclone nine-cylinder, air-cooled radial engines, driving three-blade constant speed metal propellers.

Dimensions: Wing Span: 22.1 m (72 ft 7 in) Width Folded: 8.4 m (27 ft 6 in) Length: 13.3 m (43 ft 6 in) Height: 5.3 m (17 ft 6 in)

Wheel Track: 5.6 m (18 ft 6 in) Wing Area: 45.1 m² (486 ft²) Weights: Empty: 8,308 kg (18,315 lbs) Max. Takeoff: 11,860 kg (26,147 lbs) Max. Landing: 10,630 kg (23,435 lbs) Performance: Max. Speed (SL) 244 knots (451 km/h / 280 mph) Patrol Speed: 130 knots (241 km/h / 150 mph) Service Ceiling: 6,706 m (22,000 ft)

Range: 2,173 km (1,350 mi) Endurance: 9 hours Min. T.O. Run: 339 m (1,112 ft)

Models of the CS2F Employed in Canadian Naval Aviation

The anti-submarine warfare versions of the Tracker employed by the RCN between 1954 and 1990 were of three major variants, the CS2F-1, the CS2F-2 and the CS2F-3. All used the same airframe but were different with respect to the anti-submarine and over-water navigation systems installed. Following the collapse of the Soviet Union a fourth version was developed to accommodate new national priorities such as coastal fisheries patrols, and pollution surveillance. On occasion they were also employed to provide aid to the civil power in monitoring potential offshore drug activity. This latter version of the Tracker became known as the CP-121. Later, some of these RCN aircraft were modified by civilian agencies to fight forest fires. All variants of this aircraft are described briefly following.

The CS2F-1

As previously noted the Canadian manufactured CS2F-1 was a version of the purchased USN Grumman-built S2F-1 model. This aircraft originally and uniquely numbered X500, and bearing interim serial number 1500, was used as a pattern aircraft to verify DHC tooling jigs and assembly processes. Then it was later flown on an extensive test and evaluation program by the pilots of VX 10 and NAE. In November 1956, it was upgraded to the Canadian CS2F-1 standard and was assigned the RCN serial number 1501. A production run of forty-two CS2F-1 aircraft, bearing RCN serial numbers 1502 to 1543, were built in the Downsview plant.

The final line at Downsview with early CS2F-1 Trackers ready to preflight prior to delivery to the RCN. Only the Canadian fin flash has been applied to the tails. Another part of the assembly line is visible in the right background showing aircraft in the final stages of assembly and awaiting installation of engines. (de Havilland via Bill Upton Collection)

CS2F-1 RCN 1503 was the first of the Canadian-built Trackers to fly, doing so from Downsview on 31 May 1956. All were painted in an overall RCN standard colour scheme of Light Grey with Dark Grey upper surfaces. Only solid overhead ditching hatches were installed for the first few CS2F aircraft, transparent units were added later. (Bill Upton Collection)

The Canadian version differed from its USN counterpart mainly by adding JULIE / JEZEBEL acoustic anti-submarine search equipment. On 13 October 1956, during official ceremonies held at HMCS Shearwater, Nova Scotia, Tracker 1502 was the first Canadian-built production aircraft to be delivered to the RCN. This aircraft also had the distinction to be the first RCN fixed wing aircraft to land aboard HMCS Bonaventure during deck-landing trials held in the English Channel in April 1957. The CS2F-1 was formally accepted for service with ASW squadron VS 881 of the Royal Canadian Navy on 7 February 1957. Subsequently, during 1960 and 1961, seventeen CS2F-1 model aircraft were transferred to the Netherlands Marine Luchtvaart Dienst (MLD) for service aboard the carrier HRMS Karel Doorman R 81. Two others, 1534 and 1540, were later modified by Fairey Aviation as Carrier Onboard Delivery (COD) transports in 1964. The COD configured aircraft were stripped of all ASW equipment to reduce weight and included additional seats, which allowed it to carry a crew of two along with six passengers. Other modifications included a strengthened floor with tie-down points for cargo and litters. For increased range, an additional fuel tank was installed in the weapons bay. These versatile conversions allowed mail, cargo and staff to be transported to and from HMCS Bonaventure and facilitated early movement of ship’s company ashore for compassionate reasons.

Grumman CS2F-1 Tracker 1501 (formerly 1500/X500) on static outdoor display at the Shearwater Aviation Museum, Nova Scotia in September 1989. (Bill Upton Photo)

CS2F-2 The last 57 Canadian built Trackers were fitted with Litton Industries tactical navigation equipment and were designated CS2F-2s. Previously, tactical navigation was provided by the co-pilot using a manual plotting board. The inclusion of this first generation automated navigation equipment provided an enhanced level of accuracy over large open ocean areas by providing automatic computations of “present position” when the aircraft was actively “prosecuting” underwater submarines. The retractable AN/APN-59 antenna and radar system replaced the former AN/APS-38 units and the new AS-133/APX ECM antenna radome was fitted above the cockpit. As a footnote to the evolutionary

upgrades to the CS2F-2 and follow-on CS2F-3 versions, most of the research and testing was performed by Experimental Squadron Ten (VX 10). CS2F-3

The CS2F-3 designation was given to forty-three CS2F-2s, which were modernized to a common standard with a second generation AN/ASN-501 tactical navigation computer system, Marconi AN/APN-503 Doppler radar, and the Sperry Company stable platform. It also included an updated JULIE / JEZEBEL equipment suite. At the same time numerous other systems were upgraded or replaced. The development, testing and evaluation of the AN/ASN-501 (called the Anti-Submarine Warfare Tactical Navigation System or ASWTNS) was carried out in 1959 by VX 10 using CS2F-1 Tracker 1507. CP-121

During 1970, all surviving CS2F aircraft were redesignated CP-121 and re-serialled in the Canadian Armed Forces 121** range where the last two digits followed from the original RCN serial number. When the new Canadian military aircraft designation system was adopted, the CS2F-1s, 2s, and 3s became respectively CP-121 Mk.1s, Mk.2s and Mk.3s. At that time, the RCN serial numbers 1501 to 1600, with the exception of the seventeen examples that had been transferred to the MLD, aircraft that had been written off in accidents, and others removed from service were replaced by CAF serial numbers. Between 1974 and 1981 a number of Trackers were either disposed of, or placed in storage, and of the twenty that remained, all were stripped of their ASW equipment and arrester gear. VS 880

retained most of these aircraft, the remainder were allocated to VU 32 at Canadian Forces Base (CFB) Shearwater) VU 33 at CFB Comox and 420 Air Reserve (AR) Squadron also at CFB Shearwater. The crew complement was reduced to three, consisting of two pilots and an electronic sensor operator. The aircraft were modified to carry either 6 x 36 HVAR rocket pods underwing for use in the sea surveillance role or a day/night photographic pod beneath the starboard wing for pollution detection and fishery patrol.

CP-121 Mk 3 Tracker CAF 12144 began its career as the first production CS2F-2 for the RCN. Here, with CAF markings, it is seen during cold weather trials and sports the CEPE/AETE Climatic Detachment’s Polar Bear badge on the tail. (CF Photo SW73-1786 via Bill Upton Collection)

Taxiing aboard Bonnie, CS2F-2 Tracker 1581 sports the White Ensign and Bonaventure’s triple blue/gold stripes on the tail. (V.R. “Butch” Miller Photo)

CS2F Naval Air Squadrons

The CS2F Tracker was the mainstay of five fixed-wing Canadian Naval Air Squadrons over the life of the aircraft. These Squadrons and their function are outlined below.

VX 10 Squadron As earlier noted VX 10 was responsible for ensuring that modifications and upgrades to the aircraft were appropriately evaluated and tested. The Squadron was staffed by RCN pilots the majority of whom had completed either one of three advanced technical courses: the USN Patuxent River Test Pilots Course, the UK equivalent, the Empire Test Pilots School in Farnborough, England or the Aerospace Systems Course. The first Trackers to be evaluated by VX 10 were the Grumman-built S2F-1s (1500 / X500 and BuNo 136519), from the spring of 1954 to September 1957. In April 1957, two CS2F aircraft from VX 10 had taken part in deck trials while the Bonaventure was in England. From this

date until VX 10 was disbanded in 1970 at least three Trackers remained on the VX 10 Unit Establishment for test and development projects. The first six Canadian built aircraft (1502 to 1507) were accepted and delivered to VX 10 at HMCS Shearwater starting in October 1956 through to May 1957.

VS 880 and VS 881 Squadrons

VS 880 and VS 881 Squadrons were the two operational squadrons. VS 880 received the first allocation of aircraft in May 1957 and VS 881 converted to Trackers a short time later. VS 881 Squadron was the first RCN Squadron to operate from HMCS Bonaventure in September 1957. These two squadrons shared the responsibility for providing detachments of Tracker aircraft aboard HMCS Bonaventure. Trackers attached to 880 sported the letter ‘A’ on the tail above the fin flash while those of 881 wore

the letter ‘B’. This continued until VS 881 amalgamated with VS 880 in July 1959. Following amalgamation, VS 880 provided CS2F detachments aboard the aircraft carrier until the last aircraft was launched in Bedford Basin, Nova Scotia on 12 December 1969. Subsequently, HMCS Bonaventure was decommissioned and disposed of four months later, the end of the glorious Canadian aircraft carrier era.

HMCS Bonaventure with a complement of twelve CS2S Trackers of VS 880 (letter ‘A’ on tails) lined up along the angled deck. (DND Photo via CAvM)

CS2F-1 Trackers of VS 880 ‘A’ Squadron unfold wings on HMCS Bonaventure. (CAvM Photo 16430)

RCN CS2F-1 Trackers 1514 ‘B7’ and 1511 ‘B4’ of VS 881 Squadron. (CAvM Photo 28647)

VS 880 continued to fly ASW, pollution, surveillance and fishery patrol operations from CFB Shearwater during the early 1970's. However, with the collapse of the Soviet Union, anti-submarine warfare played a progressively lesser role in Tracker operations until it was phased out by 1974. In 1975, VS 880 was re-designated Maritime Reconnaissance MR 880 reflecting it’s changed role. In March 1981, MR 880 Squadron was moved to CFB Summerside, Prince Edward Island where the primary missions of the Trackers remained maritime surveillance and fishery patrol. VU 32 Squadron

Throughout the life of the Canadian Navy Tracker, utility squadron VU 32 was tasked with ensuring a comprehensive training program to supply aircrew to the operational squadrons. This included initial and refresher pilot training as well as extensive ASW sensor operator training. The training function continued until the Squadron’s roles were changed in August 1974. VU 32 had received its first three Trackers in the spring of 1958. In 1965, the squadron began flying the Trackers in the carrier onboard delivery (COD) role, delivering passengers and cargo until the untimely retirement of HMCS Bonaventure in December 1969. VU-32 had a unit establishment of four aircraft, which could be augmented in

the event of a heavy training program. The Trackers of VU 32 were transferred out to VT 406 in 1971. VU-33 Squadron

VU-33 Utility Squadron was established at Patricia (Pat) Bay Naval Air Facility, British Columbia to support air requirements of West Coast ships of the Royal Canadian Navy. Three Trackers were retained on unit establishment in addition to two Canadair T-33 Silver Star jets used for drogue towing for ships’ gunnery purposes. In 1974, the Squadron was relocated north on Vancouver Island to CFB Comox, British Columbia, where the Trackers continued to operate from that location in order to enforce Canada’s new sovereignty protection role. Coupled with the East Coast Tracker squadrons, patrol tasks included detailed observations of fishing vessels, tracking pollution and ice flow movements. New

radar, navigation and communications equipment were retrofitted to the remaining aircraft along with the capability to support up to 36 CRV-7 rockets in six underwing pods or a combination of CRV-7 rocket pods and a day/night photo surveillance pod towards enforcement of surface vessel operations.

For the coastal maritime reconnaissance role missions, there were made available a choice of specialized day/night photographic surveillance pods (a streamlined variant seen here on a weapons pylon). Some, powered by a ram air turbine, carried oblique and vertical cameras and flash heads. (Robert St-Pierre Photo)

CP-121 Tracker 12183 carries the Light Weight Survival Kit Air Droppable (LW SKAD) pod to perform its secondary mission of coastal search and rescue. For the active rescue role, the Tracker’s LW SKAD pod, containing life rafts and survival gear, is dropped to the target via a large parachute. (CAvM Photo 20330)

The Tracker as a Forest Fire Fighter

In October 1970, the Ontario Ministry of Natural Resources acquired a surplus CP-121 Tracker from the Federal Government’s Crown Assets Disposal Corporation and had it modified to evaluate the aircraft in the forest fire-fighting role. The major modification to the airframe consisted of removing the original weapons bay area and replacing it with a large semi-recessed chemical retardant tank compartment employing two forward and two aft drop doors. A larger mainwheel configuration was also adopted. Successful

trials led to the modification of a number of additional surplus CS2F-1 and CS2F-2s as aerial tankers for use in Ontario (seen here at Toronto Island Airport is Ontario’s proof-of-concept conversion, number “59” CF-OPZ, formerly CS2F-2 Tracker RCN serial 1558) and for the Government of Saskatchewan. The next Tracker conversion undertaken in Canada was made by Conair Aviation of Abbottsford, British Columbia, which, in 1978, first flew the prototype of it's Turbo Firecat fitted with P&WC PT6A-67AF turboprop engines. Subsequently, Conair converted more than thirty ex-USN S2Fs and ex-Canadian CS2Fs as air tankers for their own use or for sale to Saskatchewan and the French Sécurité Civile. The Tracker in the Nuclear Age The Tracker was capable of carrying a single Mk 101 Lulu, Mk 57 or Mk 105 Hotpoint in the weapons

bay. Several aircraft were modified for this role with Tracker 1545 of VX 10 conducting drop trials at the Kirkland AFB special weapons test range in Albuquerque, New Mexico in December 1961. At left, the author’s photo taken at the National Air Force Museum at Trenton in June 2015, shows a somewhat worse for wear looking ‘545 displayed outside. Its poor cosmetic condition was due mainly to long-term unrelenting exposure to the solar radiation and not as a result of any kind of short-term nuclear radiation accrued during the Kirkland AFB tests.

The Museum’s Aircraft Tracker 1587 / 12187 Exercises Conducted in HMCS Bonaventure 1960 - 1969 The Early Years 1960 - 1963 Built in Downsview bearing the DHC construction number DHC-86, Royal Canadian Navy CS2F-2 Tracker serial number 1587 was accepted on 4th April 1960 and taken on RCN strength a month later in this the 50th year of the Naval Service in Canada. It was subsequently flown to Canadian Naval Air Station Shearwater where it was declared Operational and stored on Reserve status until 6 November 1961. At that time 1587 was allocated to HMCS Bonaventure with VS 880 Squadron. Tracker 1587's first deployment at sea was on Exercise "FALLEX" in southern waters and entailed visits to Bermuda, Charleston, North Carolina and Quonset Point, Rhode Island. The aircraft also saw service for the 1962 spring cruise aboard HMCS Bonaventure, commencing mid-January. Tracker 1587 participated in almost a month of heavy flying activity until February 5th when a heavy landing onboard the carrier and some associated "moderate" damage (starboard wing and engine) curtailed further flying activities. Tracker 1587 required three months of work and was sent to the Fairey Aviation overhaul facility in Eastern Passage, Nova Scotia to have the damage repaired. The aircraft was placed into stored reserve until once again re-allocated to VS 880 in August 1962. Routine shore based exercises and work-ups were part of Tracker 1587's schedule until embarked aboard HMCS Bonaventure en route to Rotterdam, on 17 September. While in transit to Europe, Tracker 1587 was employed in an unscheduled emergency when HMCS Bonaventure and all her aircraft became involved in a search for possible survivors of a ditched Flying Tiger Line Lockheed L-1049H Super Constellation airliner. This aircraft, en route to Germany from the USA with 76 servicemen and their dependents, was forced to ditch in mid-Atlantic after an in-flight failure of three of the four engines. A merchant vessel in the area rescued forty-eight survivors and four of these were transferred by Bonaventure’s “PEDRO” rescue helicopter to the aircraft carrier. The remainder of the trip to Rotterdam was uneventful and after a short stay HMCS Bonaventure sailed for Exercise "SHARP SQUALL V1". During this exercise VS 880 kept five Trackers continually airborne for 96 hours. Not a record but a pretty good average. On completion of the exercise, HMCS Bonaventure and accompanying ships tied up at Portsmouth, England until 23 October when President Kennedy's broadcast heralded the onset of the Cuban Missile Crisis. All ships sailed almost immediately for Halifax, Nova Scotia where they were refueled and armed. The fleet was in the process of moving to a support position North of the island of Cuba as participants in the initial “quarantine” of the island. When tensions eased HMCS Bonaventure, with Tracker 1587 on board, was no longer required and returned to Halifax. In early January 1963, while HMCS Bonaventure commenced a three-month refit in St. John, New Brunswick, Tracker 1587 operated out of HMCS Shearwater carrying out various crew training exercises including weapons, ASW and instrument training until rejoining HMCS Bonaventure in May. After a few weeks “shakedown”, including pilot carrier qualifications (CARQUALS), HMCS Bonaventure sailed for southern waters. The first port of call was Charleston, North Carolina from 6-20 May, then to Bermuda for ASW exercises and more operational tactical training. During this exercise series, while doing a MAD trap at very low level over the sea, Tracker 1584 caught a wing tip in the ocean and cartwheeled into the water. The co-pilot and one operator managed to evacuate the aircraft however the pilot and the other operator both perished. After returning to Halifax Tracker 1587 was allocated to the Air Maintenance Depot for the first 600-hour inspection, returning to VS 880 on 22 August.

On 25 September, HMCS Bonaventure with Tracker 1587 onboard sailed for Europe. After completing carrier qualifications and carrying out other work-up exercises, the aircraft carrier arrived off the North East Coast of Scotland ready to commence Exercise "SHARP SQUALL". This exercise, the seventh in a series of such NATO exercises, involved 40 ships including 2 aircraft carriers. The setting was the Greenland, Iceland, United Kingdom (GIUK) gap where weapons training and tactical ASW phases took place from 3-25 October. In spite of poor weather the Trackers were able to locate all seven "enemy” submarines using, for the first time, JEZEBEL relay, a detection system developed by the RCN. This success was much to the chagrin of one Royal Navy Flag Officer who thought the positions of the submarine had been identified to the aircrew beforehand. On completion of the exercise the ship sailed to Bergen, Norway for a few days and then to Portsmouth, England arriving there on the 5 November. On the 21 November, HMCS Bonaventure sailed from Portsmouth, in the teeth of a gale, en route to Quonset Point, Rhode Island. However, because of the severity of the weather, which included waves breaking high over the flight deck of the aircraft carrier, several Trackers received some damage and severe salt water soaking. Rather than accept the risk of further damage to the aircraft, HMCS Bonaventure diverted to Halifax and disembarked the affected aircraft for inspection. VS 880 finished the year conducting CARQUALS from 6-12 December for those pilots who had not made the cruise. The Middle Years 1964 - 1966 On 16 January, Exercise "GOOEY DUCK" brought HMCS Bonaventure and 14 Trackers into the waters off Bermuda to exercise with other Canadian ships and two Royal Navy submarines. During this exercise the carrier was visited by the then Minister of National Defence, Paul Hellyer. During his stay they carried out a "Jack-Stay" transfer of Mr. Hellyer from HMCS Bonaventure to an accompanying destroyer. They did not actually “dunk” him but may have got him wet as he later requested that he be transferred to HMCS Bonaventure by helicopter rather than take a chance on another “Jack Stay” transfer! This could have been but one of the factors leading to his unpopular dramatic reorganization of Canada’s military in early 1968. From Bermuda the ship proceeded to the Mediterranean arriving at Gibraltar on 6 February then on to Toulon, France. On 18 February, Exercise "MAGIC LANTERN" commenced and on completion of this exercise the carrier returned to Halifax arriving on 13 March. The ship immediately commenced loading 95 army soldiers, 54 vehicles and 160 tons of equipment for United Nations peacekeeping duties in Cyprus. Twelve Trackers and the ship’s rescue helicopter, “PEDRO”, were also embarked. The ship departed for Cyprus 18 March arriving in Famagusta on 30 March. On 1 April 1964, the Bonaventure weighed anchor and, after short stays in Malta and Gibralter, arrived in Norfolk, Virginia on 22 April and embarked two US Navy A-4E Skyhawk fighters of VF-43. These small but accomplished Douglas-designed jet aircraft were flown during flight trials from 1 to 4 May by their USN pilots from the short deck of the aircraft carrier as part of an evaluation leading to the replacement of the RCN’s F2H-3 Banshee. On completion of these trials, and with the twelve Trackers aboard, Exercise "SILEX" commenced using 18 NATO submarines as the “enemy”. During this exercise four to six Trackers were airborne continuously for five days. Following the conclusion of “SILEX”, the flotilla arrived back in Halifax on 14 May. Tracker 1587 left the squadron at that time to go into Operational Reserve until allocated to VU 32 on 14 May. Tracker 1587 remained with VU 32 until 16 September 1964 when the aircraft was once again taken on strength by VS 880.

After sailing on 8 September the ship remained in local waters to re-qualify Tracker aircrew for day and night operations, then set sail for Portsmouth on 14 September. Enroute to Portsmouth a 48-hour period of sustained operations was carried out and after some minor training exercises the ship entered Portsmouth harbor for a nine-day visit. The aircraft carrier then proceeded to Plymouth for briefings on NATO Exercise "TOTEM POLE". On October 4, she sailed well into the Atlantic, turned around and headed back to Portsmouth, carrying out a convoy exercise enroute. The “enemy” consisted of a number of submarines, hovercraft and aircraft. It was most successful in that it proved the professionalism of the Tracker crews while operating under abominable weather conditions. Following several days’ rest the carrier set sail for Halifax via Bermuda arriving 19 November 1964. Tracker 1587 spent the remainder of 1964 and most of 1965 back at CNAS Shearwater in reserve. 1966 On 12 January, HMCS Bonaventure set sail for South America as the flagship for the largest Canadian task group ever to visit this area of the world. The first port of call was Trinidad, arriving on 21 January and sailing again on 26 January. They remained at sea, exercising 16 hours a day during the period, until arriving at Rio de Janeiro on 7 February. Leaving Rio on 12 February, visits were made to Montevideo, Bahai (Salvador) Brazil and San Juan, Puerto Rico before returning to Halifax on 25 March. Tracker 1587 flew ashore and one month later HMCS Bonaventure left for Lauzon, Quebec for a mid-life refit. Tracker 1587 remained at Shearwater, with VS 880, until 25 October, when it was taken on strength by VU 32. After a month the aircraft was sent to Fairey Aviation in Nova Scotia to be modified to the CS2F-3 configuration. This modification consisted of the installation of the AN/ASN-501 tactical computer/navigational system, the APN-503 Doppler radar and improved JULIE / JEZEBEL anti-submarine warfare sensors. The Later Years 1967 - 1969 Re-configured as a CS2F-3, Tracker 1587 was allocated to the Aircraft Maintenance Depot in January 1967 and subsequently, on 19 October, was returned to VS 880. With HMCS Bonaventure back from refit it was once again carrier qualification time for the Tracker pilots. After a period of ASW work-up flying there was a short cruise to Bermuda and then back to Halifax on 8 December.

HMCS Bonaventure and HMCS Fraser (DDH 233) at sea on 19 November 1967. Trackers and Sea Kings are spotted aft on the carrier while Sea King 25 can be seen deployed on Fraser’s deck. (CF Photo BV67-46 via Robert St-Pierre Collection)

1968

With the pilot’s ditching hatches open, and the nose gear raised up off the deck, Tracker ‘587 is ready for its imminent launch from the carrier, sometime in February 1968. (via Robert St-Pierre Collection)

HMCS Bonaventure with five Trackers, the HO4S-3 rescue helicopter, and crew arranged up on deck arrives for a visit to New Orleans in March 1968. (CF Photo HSC68-541 via Robert St-Pierre Collection)

On 15 January, HMCS Bonaventure set course for warm Bermuda waters for the last part of the month. The 31st of January brought some sad news when the new Canadian Forces Unification Act was passed into law. Accordingly, the beloved Royal Canadian Navy ceased to exist (except in the hearts and minds of those who proudly served in it). The 9th February found the ship in the beautiful harbor of San Juan, Puerto Rico. Shortly thereafter the Trackers participated in the annual "MAPLE SPRING" exercise and upon completion of this exercise the aircraft carrier and her accompanying destroyers sailed to New Orleans, Louisiana for several days. Following this relaxing public relations visit the Bonaventure and her wards participated in several short Caribbean exercises before returning to Halifax on 17 March.

Titled “Turning Final”, this commissioned Geoff Bennett painting depicts Lt. Richard Ouellette, RCN, on his last flight with 880 Squadron, piloting Tracker 1587 near Halifax to his final trap aboard HMCS Bonaventure on 25 March 1968. (Geoff Bennett via Robert St-Pierre Collection)

Two months later found HMCS Bonaventure at sea for CARQUALS for some new crews and refreshers for the old hands. A short stay in New York followed and at the beginning of June the carrier and her aircraft became part of Task Group (TG) 26.4 as part of a covering force for Exercise "RACER RUN". Sustained Operations (SUSTOPS) with four aircraft continually airborne for 24 hours a day, 7 days a week was the order of the day until 23 June when all were treated to a much needed break in Fort Lauderdale, then back to Halifax on 3 July. On 28 August, Exercise "SHOPWINDOW" was held in an attempt to impress a number of Parliamentarians who embarked for a day. After suitably impressing the dignitaries, the carrier returned to Halifax to offload them and to take on the necessary provisions for the forthcoming European cruise. On 4 September, HMCS Bonaventure departed for Europe and came alongside at Belfast, Ireland on 12 September. They sailed for NATO Exercise "SILVER TOWER" on 16 September and after a most successful ASW exercise dropped anchor in the Firth of Forth, Scotland on 28 September. On 1 October, HMCS Bonaventure sailed for Copenhagen, Denmark where she remained until 10 October. She then sailed for Portsmouth and subsequently left for Halifax on 22 October.

HMCS Bonaventure is docked in Belfast, Ireland during October 1968. In the distance can be seen the Harland & Wolfe Shipyard, the birthplace of this last RCN carrier. In this view of the Bonnie’s aft deck, Sea King ‘015 and Tracker ‘587 are seen parked front and center on static public display for visitors and family. (Brian Lapierre via Robert St-Pierre Collection) Rather than a steady diet of ASW, a little variation was injected into the aircraft flying program by scheduling a number of rocket, bombing, and Carrier Controlled Approaches. Controller exercises were also carried out in transit to Halifax when the ship arrived on 30 October 1968.

1969 In January it was once off again to Southern waters and another "MAPLE SPRING" exercise off Puerto Rico. It was after the second visit to San Juan, from 9-14 February, that a Tracker, number 1592, received a "cold shot" catapult shot because of a bridle snapping. After the aircraft hit the water all the crew escaped but the pilot, who remained standing up in the hatch. He was thrown clear when the carrier hit the aircraft and was carried under the carrier from bow to stern. The pilot was rescued by "PEDRO", the rescue helicopter, but only after losing a leg when passing through the ship’s propellers while coming to the surface.

After a stop in the West Indies, another "SHOPWINDOW" exercise, and a short visit to Trinidad, the ship sailed for Halifax. During some rough weather, Tracker 1572, on a "bolter", hit a parked aircraft, lost four feet of its right wing and after approximately thirty minutes of flight under very difficult circumstances had to ditch, at night, into the sea. The full crew was rescued unhurt by the plane guard Destroyer. The Bonaventure arrived in Halifax harbor on 31 March.

On the 3rd of April, Canadian Prime Minister Pierre Trudeau announced a new defence policy of a "phased reduction" of Canada’s contribution to NATO. Although not specified in this "new defence policy" many suspected that HMCS Bonaventure could well be a part of this reduction. Later in the year these suspicions became fact and in essence the death knell for Canadian naval fixed wing aviation was sounded on the above mentioned date. Because of this possibility the next set of CARQUALS were the most extensive and intensive ever carried out on Bonaventure or, for that matter, any Canadian aircraft carrier during peacetime. Accordingly, it was decided that every pilot in VS 880 (and some other old "sweats" as well) should be given the opportunity to be re-CARQUALED or, for first tour copilots, CARQUALED for the first time. Between 21-26 August thirty-six crews completed in excess of 72 sets of CARQUALS. With the enthusiastic support of Captain Jim Cutts, HMCS Bonaventure’s Commanding Officer, the impossible was accomplished. This feat encompassed 1,224 arrested deck landings and a multitude of catapult launches including a large number of “touch and go” landings. Furthermore, this was all accomplished without a major incident and every VS 880 Squadron pilot, including the first army pilot and the first air force Crew Commander, were successfully day qualified. Following this event all Crew Commanders completed their night qualifications. Subsequently, HMCS Bonaventure set sail for Europe on 8 September with quick Exercise "SHOPWINDOW" performed for another group of Parliamentarians on the 9th. Upon arriving off the West Coast of Ireland, she commenced participation in the NATO Exercise “PEACEKEEPER”.

Tracker 1587 is seen spotted forward on the deck of the Bonnie during the MAPLE SPRING 69 exercise. (CF Photo BVC69-72 via Robert St. Pierre Collection)

‘587 leads the queue during CARQUALS. (Photo courtesy P. O’Reilly via Robert St-Pierre)

On the night of 20 September, during a SUSTOP (sustained operations) in the middle of Exercise "PEACEKEEPER", the Commander Air and the Squadron Commanding Officer were in the operations room anxiously awaiting news of the arrival of four aircraft at RNAS Lossiemouth, Scotland. These aircraft had been diverted because of weather conditions in the operating area, which had gone below landing limits. Shortly after hearing that the aircraft had landed safely at Lossiemouth, the joy and relief of this news was quickly replaced by the devastating news heard on the CBC short wave service. HMCS Bonaventure was to be decommissioned and scrapped; VS 880 was to be shore based and slated for disbandment. This was a blow to everyone, who had been working like Trojans around the clock. It was now obvious that the end of an era was emerging on the horizon, much to the dismay of everyone connected with naval aviation. However, in the usual professional, efficient and successful fashion HMCS Bonaventure and 880 Squadron completed exercise "PEACEKEEPER" with only one minor accident during the entire exercise. On completion of this exercise a visit was made to Rotterdam between 25-29 September. It was during this period that the Squadron received official news of the impending disbandment and the Squadron C.O. informed all Squadron members. Further to the first phase of this politically proposed disbandment was to be a one-third reduction in unit strength. In spite of this bad news the flying did not suffer as everyone settled in to relish their last few trips off the carrier. Prior to sailing for home HMCS Bonaventure made a couple of quick trips to Oslo, Norway and Portsmouth. On 28 October, shortly before arriving in Halifax, the last operational night landing was carried out by Tracker 1596. All aircraft, including Tracker 1587, flew ashore on 29 October and the aircraft carrier came alongside in dockyard to remain there for the month of November. At the beginning of December the aircraft carrier carried out a short Christmas cruise to Boston, Massachusetts and returned on 12 December. The Finale As HMCS Bonaventure approached Halifax, early that morning, a final number of touch and go landings were carried out. Fourteen Tracker aircraft, including Tracker 1587 participated in a "daisy chain" type circuit carrying out touch and go landings for the best part of an hour. Included in this "exercise" was Admiral O'Brien riding as co-pilot with the Squadron CO. On completion of this session ten Trackers proceeded to Shearwater, two recovered on board and two remained in the circuit. In one aircraft was Commander Shel Rowell and Captain “Pop ”Fotheringham (“Pop” was the first RCN pilot to land on board HMCS Bonaventure following initial commissioning). Admiral O'Brien and Commander David Tate were in the second aircraft. The plan was that the two aircraft would do a few more touch and go landings. After the Admiral and Tate "trapped", Fotheringham and Rowell would make the final arrested landing. This took place as planned and the last landing by Fotheringham was duly recorded as number 20,590. On completion of the final landing Bonnie proceeded towards Halifax harbor. As she sailed up the harbor the four Trackers remaining on board would spread and then fold their port wings in a symbolic salute to Admiral O'Brien who had previously flown ashore and was awaiting the sail past at the reviewing stand. The Trackers were then to be catapulted from the ship in the vicinity of Georges' Island and join up with sixteen other orbiting Trackers for a fly past. However, due to a catapult unserviceability, these plans had to be adjusted. There remained two alternatives to launching the four remaining Trackers from HMCS Bonaventure. They could be craned off and moved by barge or they could be flown off by a using a "free deck" launch. Captain Cutts, recognizing the importance and significance of the occasion, proposed they be launched in Bedford Basin, quite a novel idea. Accordingly, "cranking" up all the knots he could, while circling within the confines of Bedford Basin, Captain Cutts was able to obtain sufficient "wind across the deck" to launch one aircraft each time the ship settled, briefly, on a predetermined launch course.

After the fourth circle around Bedford Basin the last free launch of an aircraft from an RCN carrier became history. It was a performance never before accomplished and never again to be attempted. This was the "Grand Finale" for HMCS Bonaventure and RCN fixed-wing carrier operations which had been accomplished with pride, dedication and professionalism over 23 years. Such performance would never have been possible without the devoted and skilled efforts of all who sailed in this magnificent ship. However, a very special tribute must be made to all the men who kept the aircraft flying, the air maintenance trades, and those who took care of them on the flight deck, the aircraft handlers. As an epilogue and a tribute to carrier aviation the following words, written by an unknown aviator, can best sum up the feelings of all those who participated:

Shore Based Operations 1970 - 1990 1970 - 1974 With the carrier gone and the government announcement that VS 880 would be disbanded it appeared that Tracker 1587 and the squadron’s days were numbered. However, 880 Squadron would not roll over and play dead as everyone on the squadron, plus some other "believers" at CFB Shearwater and MARCOM, knew that the Tracker could play a useful and important shore based role. Accordingly, with a squadron of superbly trained, dedicated and competent aircrew and ground crew, the squadron embarked on a campaign to convince the decision-makers that 880 and its Trackers could still make a meaningful and essential contribution to MARCOM’s roles. Through a variety of public relations maneuvers, submission of staff papers and countless briefings to anyone who would listen, VS 880 set about to prove that the Tracker remained a useful and versatile vehicle in many roles. To name a few: coastal surveillance, sovereignty protection, ice patrols, fisheries protection as well as inshore ASW. These efforts were successful and the decision to retire the Tracker fleet was rescinded in 1970. This decision was further reflected in the 1971 White Paper when VS 880’s primary tasking became coastal surveillance and fisheries protection. Prior to this decision, however, Tracker 1587 left VS 880 in January 1970 and became part of the VU 33 Unit Establishment at Patricia Bay on the West Coast, performing tasks similar to those of VS 880 at CFB Shearwater. In June 1970, Tracker 1587 was now re-designated as a CP-121, with a subsequent change to its serial number reflected as CAF 12187. Subsequently, the aircraft provided support to the Pacific Coast Fleet as well as support of underwater weapons trials at the Nanoose, B.C. underwater acoustic range, police support, spotting for firefighters and search and rescue. 1974 - 1978 In April 1974, Tracker 12187 left VU 33 and once again took up residence, for a few months, at CFB Shearwater on the Unit Establishment of VS 880 (subsequently renamed MR 880 in early 1975) performing similar Maritime Reconnaissance (MR) tasks as those on the Pacific Coast. Tracker 12187 remained with MR 880 until February 1976, when she was then allocated to Air Reserve Squadron (ARS) 420. In June 1976, along with a number of other Trackers, ‘187 underwent some upgrade modifications for its new roles. These included removal of the tactical navigation system (ASWTNS), the arrester gear and the MAD boom, new radar, upgraded communication and navigation systems, and a day/night photo reconnaissance capability. During the 1974-1978 period, this aircraft paid visits to the Base Technical Branch and IMP for periodic inspections and modifications. In October 1978, the aircraft was returned to MR 880 Squadron.

"It gave us moments of fear and loneliness, kinship and challenge, joy and sorrow, pride, tragedy and triumph. It became part of us then and is part of us now. It will be with us til the end of our days----THE CARRIER EXPERIENCE."

The 1980’s In June 1981, the squadron re-located to CFB Summerside, Prince Edward Island, performing identical roles to those conducted previously at CFB Shearwater. The Tracker fleet underwent the application of a new paint and markings scheme during 1983 and 1984 with the aircraft now painted in an overall dark grey tactical finish with darker grey markings and anti-glare panel. This paint scheme replaced the previous overall light grey version (which frequently looked to be a light blue when the aircraft was outside on a clear day) with black anti-glare panel and standard high visibility red markings. CAF Tracker 12187 remained at CFB Summerside with MR 880 Squadron until it was officially withdrawn from use and struck off strength there on 30 March 1990.

CP-121 Tracker 12187 reposes on display with its wings folded at the rainy London International Air Show in June 1982. (Bill Upton Photo)

In the light grey and full-colour markings scheme, 12187 of MR 880 Squadron is seen at CFB Trenton in September 1982. (Bill Upton Photo)

Tracker 12187 inflight with the radome deployed is seen in the tactical dark grey lo-viz paint and markings scheme sometime during the mid-1980s. (CAvM Photo 23810)

National Aviation Museum 1990 Canadian Armed Forces CP-121 Tracker 12187 was formally donated to the National Aviation Museum and flown from CFB Summerside P.E.I. to Ottawa’s Rockcliffe Airport and the Museum’s facilities where a group of special visitors anxiously awaited its arrival on 2 April 1990. On its final flight, it was piloted by a crew from VS 880 Squadron, Canadian Armed Forces Captains Al Wongkee and Tom Kolesnik with Sgt. Jim Astles assigned as the Air Electronic Systems Officer (AESOP).

After beating up the Rockcliffe field in a series of final flypasts, Tracker 12187 landed for the final time and taxied in with the overhead ditching hatches open to be received by the reviewing dignitaries in front of the Museum’s main hangar. (CAvM Photo 23166)

Following the official hand over ceremonies it was time for the obligatory “happy snaps” next to the parked aircraft. Seen here L-R are: A.J. Shortt, Captain Al Wongkee (pilot), Ed Patton, Captain Tom Kolesnik (pilot), and Christopher Terry. (CAvM Photo 23168)

The flight crew of Tracker 12187 unfolds its wings following its arrival for the formal presentation to the welcoming party of the National Aviation Museum. A similar display was performed on subsequent Canada Day celebrations. (CAvM Photos)

Until 1998, the aircraft remained in flying condition, having its Wright Cyclone engines run and the wings were spread once a year during the Museum’s annual “Open House” days. Because of the excessive maintenance and manpower requirements necessary to be able to perform these operations the yearly run-up was eventually discontinued. CAF Tracker 12187 undergoes starboard engine maintenance in the Museum’s hangar following its arrival there in 1990. (Bill Upton Photo)

The de Havilland Canada-built CP-121 Tracker, c/n DHC-86, RCN serial number 1587 / CAF serial 12187 remains one of the Museum’s most cherished possessions.

Appendix A Grumman (de Havilland built) CS2F-2 / CS2F-3 / CP121 Tracker History

Aircraft Identification Construction Number: DHC 86 RCN / CAF Serial Numbers: 1587 / 12187 Aircraft Side Numbers: 587 / 187

RCN / CAF Service History Accepted: 04 Apr 1960 Taken On Strength (TOS): 02 May 1960

Squadrons HMCS Shearwater VS 880: 01 Dec 1961 to 28 Mar 1962 09 Nov 1962 to 14 Nov 1962 14 Dec 1962 to 27 May 1963 02 Aug 1963 to 04 Dec 1963 17 Sep 1964 to 28 Sep 1964 (Temp UE) 28 Sep 1964 to 24 Mar 1965 (UE) 17 Sep 1965 to 25 Oct 1966 19 Oct 1967 to 25 Mar 1969 15 Jan 1974 to 23 Apr 1974 CFB Shearwater 29 Apr 1974 to 18 Oct 1974 18 Oct 1974 to 01 Mar 1975 880 MR: 01 Mar 1975 to 28 Jun 1975 27 Oct 1978 to 18 Jun 1981 CFB Summerside 18 Jun 1981 to 06 Jun 1983 15 Dec 1983 to 18 Nov 1987 18 Nov 1987 to 30 Mar 1990 VU 32: 20 May 1964 to 17 Sep 1964 25 Oct 1966 to 02 Dec 1966 NAF Patricia Bay VU 33: 09 Jan 1970 to 03 Feb 1970 03 Feb 1970 to 27 Aug 1970 27 Aug 1970 to 15 Jan 1974 CFB Shearwater VT 406: 28 Jun 1976 to 15 Feb 1977 HMCS Bonaventure (CVL-22): 06 Nov 1961 to 13 Dec 1961

15 Jan 1962 to 16 Mar 1962 17 Sep 1962 to 12 Nov 1962 02 May 1963 to 09 Jun 1963 25 Sep 1963 to 13 Dec 1963 13 Jan 1964 to 13 Mar 1964 18 Mar 1964 to 14 May 1964 12 Jan 1966 to 25 Mar 1966 18 Oct 1967 to 08 Dec 1967 15 Jan 1968 to 17 Mar 1968 27 Aug 1968 to 30 Oct 1968 14 Jan 1969 to 22 Mar 1969 08 Sep 1969 to 29 Oct 1969

Maintenance and Modification History Fairey Aviation at Eastern Passage, N.S.: 10 Apr 1962 to 26 Oct 19621 24 Mar 1965 to 20 Jul 1965

25 Nov 1966 to 12 Sep 1967 (MLMP and ASN 501 installation)

19 Mar 1969 to 24 Nov 1969 (GHARS installation) 06 Jun 1969 (DLRO, Painting and Modifications) International Marine Products (IMP) at Halifax International Airport, Halifax, N.S.: 27 Aug 1970 (Standardization) 18 Oct 1974 (DLRO)

28 Jun 1976 (TACAN installation, modifications of ASW equipment)

27 Oct 1978 (DLIR and Painting) 06 Jun 1983 to 15 Dec 1983 (DLIR and Painting) 18 Nov 1987 (DLIR) HMCS Shearwater: 23 Apr 1974 to 29 Sep 1974 Canadian Naval Air Station Maintenance Reserve: 18 Oct 1961 to 21 Nov 1961 Operational: 02 May 1960 to 04 Jul 1960 Operational Reserve: 21 Nov 1961 to 01 Dec 1961 Storage Reserve: 04 Jul 1960 to 18 Oct 1961 Air Maintenance Depot Maintenance Reserve: 28 Mar 1962 to 10 Apr 1962 (Survey) 27 May 1963 to 02 Aug 1963 (600-hr Inspection) 04 Dec 1963 to 07 May 1964 20 Jul 1965 to 14 Sep 1965 Operational Reserve: 14 Nov 1962 to 14 Dec 1962 14 Sep 1965 to 17 Sep 1965 Storage Reserve: 26 Oct 1962 to 09 Nov 1962 Base Technical Branch Maintenance Reserve: 12 Sep 1967 to 19 Oct 1967 25 Mar 1969 to 26 Mar 1969 24 Nov 1969 to 09 Jan 1970 Struck Off Strength (SOS): 30 Mar 1990 CFB Summerside Disposal: 02 Apr 1990 To National Aviation Museum

Rockcliffe, Ontario for static public display. Acronyms: DLIR Depot Level Inspection and Repair DLRO Depot Level Repair and Overhaul GHARS Gyro Heading and Reference System MLMP Mid-Life Modification Program Temp UE Temporary Unit Establishment

Compiled by Lieutenant-Commander RCN (Ret’d) Bob Murray

1 On 05 Feb 1962, Tracker 1587 suffered a heavy landing accident aboard HMCS Bonaventure. The starboard wing and engine were damaged. The aircraft was sent to Fairey Aviation for repairs.

Appendix B Commanding Officers of Tracker Squadrons

Name From / To VS 881 Lieutenant Commander H.J.G. Bird Nov. 1956 – Apr. 1959 Commander W.H. Fearon Apr. 1959 – Jul. 1959

VS 880 Commander H.D. Buchanan Sep. 1957 – Feb. 1960 Commander W.H. Walton Feb. 1960 – Aug. 1961 Commander D.M. Macleod Aug. 1961 – Apr. 1963 Commander R.C. Maclean May 1963 – Aug. 1965 Commander R.L. Hughes Aug. 1967 – Jul. 1969 Commander D.H. Tate Jul. 1969 – Jul. 1971 Commander G.E. Forman Jul. 1971 – Jul. 1973 Commander J.M. Stegen Jul. 1973 – Jul. 1975 Lieutenant Colonel R.G. Armstrong Jul. 1975 – Jun. 1977 Lieutenant Colonel R.C. Bennett Jun. 1977 – Jun. 1979 Lieutenant Colonel R.A. Holden Jun. 1979 – Oct. 1981 Lieutenant Colonel C.F. Poirier Oct. 1981 – Sep. 1983 Lieutenant Colonel J.E. Gibbon Sep. 1983 – Jul. 1986 Lieutenant Colonel P.S. Tanton Jul. 1986 – Jul. 1988

VU 32 Lieutenant Commander A.T. Bice Feb. 1957 – Apr. 1959 Lieutenant Commander G.D. Westwood Apr. 1959 – Aug. 1961 Lieutenant Commander S.R. Linquist Aug. 1961 – Aug. 1963 Lieutenant Commander R.H. Williamson Aug. 1963 – Jul. 1965 Commander D. Ross Jul. 1965 – Dec. 1966 Commander R.A. Lyons Dec. 1966 – Dec. 1969

VU 33 Lieutenant Commander R.A. Shimmin Aug. 1956 – Aug. 1958 Lieutenant Commander A.J. Woods Aug. 1958 – Jul. 1961 Lieutenant Commander S.E. Soward Jul. 1961 – Jul. 1963 Lieutenant Commander A.A. Schellinck Aug. 1963 – Aug. 1965 Lieutenant Commander C.A. Borque Aug. 1965 – Apr. 1967 Lieutenant Commander E.A. Myers Apr. 1967 – Jul. 1970 Lieutenant Commander G.D. Westwood Jul. 1970 – Jul. 1973 Major D.R. McNab Jan. 1973 – Jul. 1975 Major J.M. Arnold Jul. 1975 – Jul. 1978 Major J.E. Gibbon Jul. 1978 – Jul. 1981 Major D.R. Purcell Jan. 1981 – Jan. 1983

VX 10 Lieutenant Commander J.C. Sloan Nov. 1956 – Apr. 1959 Lieutenant Commander B.W. Mead Apr. 1959 – Jul. 1962 Commander S.W. Rowell Jul. 1962 – Aug. 1965 Lieutenant Commander R. Heath Aug. 1965 – Jan. 1968 Lieutenant Colonel K.M. Meikle Jan. 1968 – Jun. 1970

Appendix C RCN Naval Aviators Who Flew Tracker 1587 / 12187

Surname Initials Surname Initials Surname Initials Allan Thomas Steele Lambert Thomas Walter Veeneman Gary Anscombe Richard John Linquist Stewart Ross Walker R.B. Arnold John Martin “Stretch” Loney Fredrick Gordon Wallace Donald Arnott John Lott Larry Gordon Walper Kenneth Baiden Paul Lourme Ernest Patrick Washbrook Larry Bailey Thomas Andrew MacLeod Donald Westwood George Barbeau Andre Joseph Maxwell Donald Ernest Willis Frank Bays Rodney Victor McBride Donald Jeffrey Worth W.C. Bennett R.C. McBurney Robert Youngson Francis Beutel Harry Walter McGee John Ernest Bissel Robert Dickson McIntosh Allan St. John Bourret Gilles Roger Mead Bert William Breckenridge William Phillip Millar Kenneth Bruce Brown Robert Campbell Miller Vernon Ralph “Butch” Brygadyr Stanley William Moffat William John Bingham Byrne Thomas Richard More Gerald Arthur Cantlie James Stephen Munro William Donald Cobbold Richard Nash William Hardy Coffen Charles Clayton Neilsen Eric Copeland Thomas Henry Neilson Arthur R. Cowper Raymond Hardie Nichols Al Cramton David O’Connell Cornelius Joseph Dall William Patrick Ouellette Richard H. Davis Richard Bedford Owen Richard Duncan Angus Poirier Charles F.J. Edwards Gordon Lewis Postma Wessel Elder Daniel Pyper Roger Michael Eliason Kenneth Albin Quirt Ronald Earl Field Ambrose Joseph Regan Charles Fischer Hugh Carl Rhode Norman Russel Forman George Edward Robertson Neil Stuart Fox Alexander Edward Ross Douglas Fuoco William John Rowell Sheldon MacDonald Gallant Joseph Isadore Rygh Peter Gibbon James Edward Henry Saunders Gary Rolitt Goodfellow Fredrick William Schellinck Anton Albert Grimson Joseph Leslie Louis Schonberg Lief Guest James Thomas Shepherd Gilbert James Hallas Fredrick J. Skinner James Halliday Anthony James Smith Edward Walter Heath Ron Smith Calvin Albert Holmes Al Sosnkowski Joseph Horner Albert Ralph Stegen James William Horseman Brock Curtis Thoms Charles Robert Hunter Hughes Robin Laughlin Tough James Robert Jarret Albert lloyd Tucker Anthony Terry Jasper Alvin Keith Turner Thomas Wright Kennedy John Kinross Vallee Jacques J.

Works Consulted For the reader interested in all of the unique development and test work performed by VX 10 Squadron it is recommended that “The VX 10 Story” be read as it superbly illustrates the challenges encountered and how they were overcome. Charlton, Peter THE VX-10 STORY - Nobody Told Us It Couldn’t Be

Done, Commodore RCN (Ret’d) Peter Charlton 1993 Clearwater, John M. Canadian Nuclear Weapons, Dundurn Press 1998 Cook, D. Glenn Vignettes of a Canadian Naval Aviator 1955 - 1983,

D. Glenn Cook 2005 Francillon, René Grumman Aircraft since 1929, Naval Institute Press

1989 Hotson, Fred W. de Havilland In Canada, CANAV Books 1999 Martin, Patrick with Pettipas, Leo Royal Canadian Navy Aircraft Finish and Markings 1944-

1968, Patrick Martin 2007 Martin, Patrick Canadian Military Aircraft Finish and Markings 1968-

2004, Patrick Martin 2004 Mills, Carl Banshees in the Royal Canadian Navy, Banshee

Publication 1991 Molson, K. M. and Taylor H. A. Canadian Aircraft since 1909, Canada’s Wings Inc. 1982 Sullivan, H. Kenneth and Milberry, Larry POWER - The Pratt & Whitney Canada Story, CANAV

Books 1988 Rankin-Lowe, Jeff and Cline, Andrew The Aircraft of the Canadian Armed Forces, SIRIUS

Productions 1995 Unpublished Documents Canadian Tracker individual aircraft data sheets compilation Pilot Log Books of Commander Seth Grossmith, RCN Pilot Log Books of Lt. Richard H. Ouellette, RCN

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