|Canadian Warplanes (8) Prince Edward Island, Summerside, Heritage Aircraft Society
Warplanes in Prince Edward Island,
Summerside, Heritage Aircraft Society
The aim of this website is to locate, identify and document every historical Warplane preserved in Canada. Many contributors have assisted in the hunt for these aircraft to provide and update the data on this website. Photos are by the author unless otherwise credited. Any errors found here are by the author, and any additions, corrections or amendments to this list of Warplanes in Canada would be most welcome and may be e-mailed to the author at email@example.com.
Data current to 8 May 2020.
Former CFB Summerside crest.
Summerside, Heritage Aircraft Society (HAS), Summerside Airport, 173 Victoria Road. Formerly Slemon Park, CFB Summerside.
Canadair CP-107 Argus (Serial No. 10721). 407 Squadron, 1971.
(Mike Freer - Touchdown-aviation Photo)
Canadair CP-107 Argus (Serial No. 10736). 415 Squadron, 1977.
(Rob Schleiffert Photo)
Canadair CP-107 Argus (Serial No. 10736). 415 Squadron, 1981.
(DND Photo via Mike Kaehler)
Canadair CP-107 Argus (Serial No. 10728). 415 Squadron, Summerside, 1974.
Canadair CP-107 Argus (Serial No. 10739). 415 Squadron.
Canadair Argus fleet being scrapped at CFB Summerside, 1981 (DND Photos)
McDonnell CF-101B Voodoo (Serial No. 17477), 1962.
McDonnell CF-101B Voodoo (Serial No. 101009), 429 Sqn, firing a Genie Missile.
McDonnell CF-101B Voodoo (Serial Nos. 101026 & 101059) 409 Nighthawk Squadron. (USN Photo)
McDonnell CF-101B Voodoo (Serial No. 101037), ex-USAF (Serial No. 57-00366).
de Havilland Canada (Grumman) CS2F-1, CP-121 Tracker, ca 1960s. (Library and Archives Canada Photo, MIKAN No. 4951338)
de Havilland Canada CP-121 Tracker, CAF (Serial No. 12168), flying over the CCG Icebreaker Labrador, which was built by Marine Industries of Sorel QC (completed in 1953) for the RCN and was transferred to the Transport Canada/CCG Feb 1958. She served with the CCG from 58 to 1987. (DND Photo via James Craik)
de Havilland Canada CP-121 Tracker, CAF (Serial No. 12185). (DND Photo via James Craik)
de Havilland Canada (Grumman) CS2F-1/CP-121 Tracker (Serial No. 12131), (707B), (1531).
Slemon Park was named for Air Marshall Charles Roy Slemon, CB, CBE, CD,(7 November 1904 – 12 February 1992), was the RCAF's Chief of Staff from 1953 to 1957. In 1957 he was appointed as the first Deputy Commander of NORAD. He is shown here visiting a school on 5 May 1954. (Library and Archives Canada Photo, MIKAN No. 4948401)
Ever wonder how close NORAD came to launching missiles on the former USSR? Sometimes the radar detetion system gets it wrong. Charles Roy Slemon joined the Royal Canadian Air Force in 1922. After an early military career flying Vickers Vedettes, he served as Senior Staff Officer and then as the Commander of Canada's Western Air Command from 1938 to 1941. After a posting to the United Kingdom, Slemon became Senior Air Staff Officer at No. 6 (Canadian) Bomber Group in 1942. During the last year of the Second World War, Slemon was Deputy Air Officer Commander-in-Chief of the RCAF Overseas.
Slemon became Air Officer Commanding Training Command at CFB Trenton in 1949, Chief of the Air Staff in 1953 and Deputy Commander in Chief of NORAD in 1957.
On 5 October 1960, warning lights in Cheyenne Mountain Complex indicated that the BMEWS site in Thule, Greenland was detecting a possible ICBM attack. On the five-position scale, the reports were level three, requiring Cheyenne to contact NORAD headquarters, the US Joint Chiefs of Staff, the Canadian Chiefs of Staff Committee, and Strategic Air Command (SAC). The commander on duty at that time was Colonel Robert Gould, whose first call was to NORAD's commander General Laurence Kuter, who was at that time flying and could not be contacted.
His next call was to NORAD's second-in-command, Slemon, then located in Cheyenne's counterpart at CFB North Bay. While the call was being connected, the alert status went to level 4, and then 5, indicating the BMEWS site was almost positive an attack was underway, and giving Slemon the authority to order the immediate release of SAC's Airborne Alert force for attack on the USSR. By the time the call was connected, Brigadier General Harris Hull, NORAD's chief of intelligence, joined the call. After the situation was explained, Slemon asked where Khrushchev was at that moment. Hull replied that he was in New York City attending the United Nations. Slemon considered it extremely unlikely that an attack would take place that would likely kill Khrushchev, and asked Hull if there were any intelligence indications that such an attack was being prepared. Hull answered no, and Slemon broke protocol to call off further escalation of the now level-5 alert.
Slemon then ordered that the BMEWS based be contacted directly. When they did, it was discovered that the signals were indicating an attack by as many as 1,000 missiles (at that time the Soviets had four ICBMs in service) but there were oddities about the signal. In particular, the signal timing seemed to indicate the targets were at a very long distance, while the computer was reporting they were about 2,200 miles (3,500 km) away. After much confusion, it was discovered that the radar was detecting the rising Moon. On further exploration, it was found that the computer program that reported distances was dropping digits, so only the remainder of the digits were being displayed, leaving what appeared to be a credible measurement.
Slemon retired to Colorado Springs in 1964.
Aviation History related to PEI:
Savoia-Marchetti S.55X flying boat of Marshall Italo Balbo visiting Canada with a Squadron of these aircraft from the Royal Italian Air Force. This particular aircraft carried out an emergency landing near Victoria, PEI, where it is being examined in 1933. (Library and Archives Canada Photo, MIKAN No. 3651011)
This aviation handbook is designed to be used as a quick reference to the classic military heritage aircraft that have been flown by members of the Canadian Air Force, Royal Canadian Air Force, Royal Canadian Navy, Canadian Army and the Canadian Forces. The interested reader will find useful information and a few technical details on most of the military aircraft that have been in service with active Canadian squadrons both at home and overseas. 100 selected photographs have been included to illustrate a few of the major examples in addition to the serial numbers assigned to Canadian service aircraft. For those who like to actually see the aircraft concerned, aviation museum locations, addresses and contact phone numbers have been included, along with a list of aircraft held in each museum's current inventory or on display as gate guardians throughout Canada and overseas. The aircraft presented in this edition are listed alphabetically by manufacturer, number and type. Although many of Canada's heritage warplanes have completely disappeared, a few have been carefully collected, restored and preserved, and some have even been restored to flying condition. This guide-book should help you to find and view Canada's Warplane survivors.
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