The 'Halibag' Newsletter
March '99
Click on the pictures for a larger view.

"Jeff" Jeffery, President of the Halifax Aircraft
Association, during the recovery of NA337.

In the absence of our Editor, Deryck Brown, this months Newsletter has been prepared by Bill Tytula, Restoration Project Manager.

It has been two full years since we began Restoration of Halifax NA337 in a meaningful way. The project is proceeding better than our wildest dreams. We have had tremendous support from so many people and so many other organizations.

We are especially pleased with all the new Life Members that have joined the Halifax Aircraft Association in the recent months. There is strength in numbers. They have asked that we include them on our Newsletter list. Early in the program we would print 25 copies, for Team members only. We now produce 500.

This newsletter will go back in time to 1995 (when our part of the project started), for the benefit of you who have just recently joined.

To all new members……WELCOME ABOARD.


Lt. Doug Rutley, leader of the Aircraft Recovery Team, had worked much of August/September 1995 disassembling and preparing Halifax NA337 for the eventual trip home. He did well and completed his program in September 1995. Here are some of the things that happened after that.

12 September 1995….The first section, the tail end of the aircraft technically known as the "Rear Bay" arrived from Norway via RAF Lyneham at 1500 hrs. today aboard Hercules 308.

19 September 1995….Col. Ken Kees, Director of the RCAF Memorial Museum, Jeff Jeffrey, President of the Halifax Aircraft Association and myself, recently unemployed ex-manager of Field Aviation, Trenton, had met for the first time. In this short but productive meeting it was decided that the Halifax Aircraft Association would carry the responsibility for the restoration of the Halli; that the RCAF Memorial Museum would provide some space and facilities during restoration but would be the final home of the aircraft. I had it easy; put a team together and rebuild it.

The HALIFAX RESTORATION TEAM was formally born that day.

12 December 1995….Three Hercules loads of our aircraft arrived today. All of this and the previous loads of Tail Section were moved into #7 Hangar. It was an unbelievable sight; all in crates, plastic wrappings and cardboard containers. The Hangar had heat and light…but little else. It now resembled a warehouse.

14 December 1995….Grant MacDonald and I could no longer contain our curiosity. He commandered a forklift, I some bars and claws. By the end of the day the remains of the aircraft were laid out on the hangar floor…like an Accident Investigation scene.

Then they came, first; the Curator, then a few Generals, Colonels, newspaper and television reporters and others. Word spread like wildfire.

January 1996….We had barely settled into our new space when we were asked to leave. The Hangar was assigned to the New Parachute Training Group. (These guys wear Army Boots.)

We would take some of the Halli home and other places and work on it there.

Dennis Tugwood took the Rear Gun Turret home to his garage. I did the same with as much as would fit into the garage if the car were left out. Harry Mills took the machine guns home. We would have to find a new home by the end of the month.

25 January 1996….We would have one last fling before we left. So many friends, relatives and even strangers, wanted to see the Halli before we took it away. This could probably be the last time it would be laid out like that. We held an impromptu Open-House this afternoon. They came again; over 600 people on this cold and wintery day.

26 January 1996….An equally cold and miserable day but Bruce Marshall, Manager of Sears Catalogue Division in Belleville had offered us warehouse space for a year. By the end of the day Halifax NA337 was stacked in the warehouse amongst ladies clothing and other catalogue items. Secure and ware…but out of our reach.

30 May 1996….We were offered a Sprung Shelter, the king of soft walled super-tent used to grow cucumbers in Newfoundland. We accepted and over the next week spent agonizing days trying to erect it.

12 June 1996….We brought the airplaine home. Laid it out in the Sprung Sheleter…and again they came.

26 October 1996….The RCAF Memorial Museum was completing the construction of a 120 foot addition to the museum for our use. We were allowed access to it before it was totally finished. The First Nations Technical Institute of Deseronto had offered us the indefinite loan of some of their surplus Aircraft Trade Training equipment. Today we headed to Deseronto with vans, trucks and trailers and came home with lathes, drill presses, brakes, shears etc. While at that end, we did not have forklifts or cranes to load the stuff. A mohawk tow-truck operator simply backed his truck to the machine, hooked it up and winched it high enough for us to drive our trucks and trailers under. The tow-truck cost for the day ….$10.00.

14 November 1996….Over the next weeks we scrounged tools, machines, shelving and furnishings. Then we moved the components that would be restored first, into the new shop. Restoration of Halifax NA337 had now begun.

23 November 1996….On this date we took time to contemplate and celebrate. We had an open house party for the Team. At this time we had about 50 members.
They were better behaved than I had known them to be. We had two kegs of beer brewed for that day…they only drank one.

Things were quiet until after the Christmas season, then it took off.

During the past three years we have done much. We’ve moved many times, erected a Sprung Shelter and created a workshop and program that is producing an outstanding restoration. Here is the latest summary of the actual aircraft work accomplished.

Guns and Turrets . . .Most of you are aware that we have manufactured 13 Browning, .303 machine guns by CAD/CAM. We copied the dimensions of one gun that we borrowed for "Canadian War Plane Heritage" in Hamilton. While technically correct, they are not operable. We didn’t drill the barrels all the way through.

The turret is nearing completion and has the guns already mounted. It will be semi-functional. It won’t shoot but it will do everything else.

Rear Bay . . .This is mostly rebuilt and connected to the next forward section. We need an Elsen Bucket for sentimental reasons. The rear bay is totally refinished in original colors and markings. NA337 appears on both sides…Halli now has an identity.

Rear fuselage . . .This section is the area where the aircraft broke in two. Much was lost, but some regained with the find of a section in Scotland that was used as a Chicken Coop.

The coop is well integrated into our section; the floor and bomb bay section installed, and many frame sections completed. Looks impressive.

Center-Wing/Center-Fuselage . . .This is the biggest section of all and is nearing completion. We are presently building a massive frame-jig arrangement that will allow all three sections to be connected together into a huge T shape 55 feet long and 29 feet across. Had to buy a used engine hoist today to lift the rear spar into place.

Engines . . .We now have three engines that are fairly complete. We are still missing some components for the fourth…gear-case, prop, shafts etc. We have a want-list that includes this case and gears, oil pumps, spark plugs etc. We’re getting close.

Propellers . . .The propeller from number 4 engine has been restored and 12 blades have been built using epoxy saturated wood instead of aluminum. (We couldn’t afford $25000.00 for solid metal)

We are still looking for original blades and will only use the wooden replicas until the real things come along. We expect finding three hubs and domes will also be difficult.

Of interest, the propellers were built by DeHavilland but are really "Hamilton Standards" built under license. The dome on our restored prop came off a C47 Dakota.

Fins and Rudders . . .The complete port fin and rudder were lost in the ditching. The starboard fin is nearing completion while a port fin is doing the same having being built from scratch by copying the starboard fin. Both rudders have been completed this week and are in storage at our Annex Airport at Mountainview. (This is the site of #6 Bombing and Gunnery School for any of you that may have done you training there.)

Trailing Edges . . .Spar Aerospace and Bombardier each restored a set of trailing edges. They will require minor finishing then should be ready to install.

Control Surfaces . . .One aileron and one set of flaps have been rebuild and recovered by the Air Cadet Glider Maintenance group at Mountainview. They will complete the remainder after we finish doing the metal repairs needed.

Tail Plane . . .This item, known as the horizontal stab to some of us younger guys, needs a lot of work. It was badly damaged in the ditching but enough of it remains intact to allow us to rebuilt it without drawings. The elevator is in the same grim condition…It also needs a lot of work.

Wheels and Undercarriages . . .Both wheel assemblies were lost in the recovery. We acquired two Lancaster wheels and tires here in Canada…they are identical to those on the Halifax. The inner tubes were purchased from a Dunlop Tire Dealer in Scotland through our Team contacts there.

A wheel with some undercarriage components, (axle) has been donated to us by the Griffon Trust, Ellesmere Port, South Wirral, England. It is now at RAF Station Leuchars, Scotland awaiting pick-up by one of our Hercs. This will help us enormously; we are missing a lot of the undercarriage.

Ian Foster and Rescue 57 in Scotland . . .had recently recovered undercarriage parts from a crash site over there. They were badly corroded also, but some items can be used.

The Yorkshire Air Museum . . .during their restoration of Halifax,"Friday the 13th, replicated the undercarriage arches in fibreglass. Ian Robinson was managing the program at that time and was good enough to send us the moulds. We will probably do our undercarriage in the same manner. The arches have been cast and are awaiting the hardware.

Instruments, Radio and Electrical . . .are also progressing well. We have much of the Radio installation in hand. Al Deon has supplied the 1154 Transmitter and the 1155 Receiver. Tony Southern, from the Cotswald Aircraft Restoration Group provided a Wireless Operator’s Seat.

Most of the Instrument and electrical equipment was lost during the Ditching. We have nearly all of the items necessary to outfit the 5 crew positions…some purchased, some donated and several items restored.

The Aircraft Restoration work is proceeding better than expected. We have had a full compliment of volunteers throughout the winter. Here are some other things that have happened since our last newsletter.

Fred Papple of Adelaide , South Australia sent me a package of forms…"You Who Served With the Halifax", a comprehensive listing of members of 644 Squadron. He was kind enough to also send a copy of his book, "Seventy Five Percent Luck". Tom Riley of Belleville, a team member was a part of that crew. He was surprised when I gave him the copy to read. The data that Fred included clearly shows the huge and successful role the Australians played with the Halifax.

Dick Barton of Yorks, England had written a number of agencies in an attempt to identify an item found at a Halifax crash site. I believe he tried a letter to the Editor of Flypast, a letter to several other English and German agencies. Then finally a letter to the Canadian High Commission in London who forwarded it to the Managing Director of Air Force Magazine who sent it to us. It was a small bit of intricate hardware that was made of brass, had several stamps and other marks… and weighed about 9 ounces. They asked if our wizards could identify it. It took about three minutes. Guy Cuerrier and Stu Thow left with the print and the description and returned in several minutes with the derelict auto pilot of NA337 in their hands. It did look a lot like the rotating gyro component. I was pleased to have sent a note back to all of the parties and will shortly be sending a photograph to dick Barton to help him confirm our findings. Like Fred Papple said in his book…Seventy Five Percent Luck.

Peter Lloyd has written a new book on our Halifax. The title is "They ditched in Lake Mjosa". He had done extensive research at the public records office at Kew; he had contacted many relatives and he also interviewed Tomm Weightman, the survivor. We have an initial order of several dozen. They are being reserved for team members.

Sandy Barr has published one also; WWII, 644 Squadron, Through the Eyes of a Canadian.

Sandy has relied on his excellent memory and extracts from Forms 540 and 541’s to give a more personalized account of the activities of No 644 Squadron. We do not have copies as of yet but will be after some soon.

Todd and Kim Sager visited from San Jose California. Over the past several years Todd has been researching the Halli and has completed a framed print of 2P-X alias NA337.

He resently presented this to us. We had a great afternoon touring them around the facility. Todd’s mother, Mrs. Carol Watson and her husband Hugh, reside in Belleville.

Goronwy Anman Bassett, the missing Flight Engineer has a sister, Nesta Williams residing in Anmanford, South Wales. We have been corresponding recently and she has made it known that she would appreciate some part of the aircraft as a souvenir. We have taken an instrument from the engineer’s panel and restored it. A friend is travelling to Wales in April and has offered to deliver it to Nesta personally.

Jacquiline Barstable, a daughter of F/L Mitchell, the Navigator on our Halli, visited the museum and the aircraft on the 10th of March. She was accompanied by her husband, Robert. She was presented with an appropriate momento of the aircraft. We restored the navigator’s compass indicator and had it suitably mounted and engraved for her.

More Good News

Many of you have seen the news article in a recent "Globe and Mail", where you see Jeff Jeffrey holding one of our machine guns. A number of corporations responded to that article. We are reaping some of the benefits now.

Diversified Brands….A Sherwin-Williams company has offered to supply the project with paint products.

We received our first shipment of primers, paints, spray bombs etc. this last week. The cost savings to the project will be significant.

Alcan….The Halli is made of about 16 tons of metal, mostly aluminum. Robert Kearns, a member of the Board of Directors of the Halifax Aircraft Association, will be approaching the people who have lots of it, in the hopes of liberating some. I have been giving Robert a hard time about trying to take over my main job…scrounging.

Norton Abrasive….This company is one of the largest in the world and have offered to provide sponsorship. They sent a catalogue of their products, we sent a wish list. We are waiting to see if we get lucky again.

We also owe our thanks to these guys.

Greg Manko….for providing the core-box and pattern for the manufacturing of new engine intake manifolds. (Induction belts if you’re British)

Colin King of Ash Photographics International….for supplying the film used by Dave Jackson for recording the restoration progress.

NOTE: Dave has taken over 3000 photographs, in black and white mostly, of the work we have been doing. It will be an impressive collection by the time we have finished.

Bracebridge Photo and Graphics….for the discount they have given us on the developing of Dave'’ photos.

T.J. Manufacturing….of Oshawa for the supply of soft vice jaws and material for the engine exhaust flanges.

Glenn Willey of Alfast Fastening Systems, City of Industry, Californis and Sig Schrattner of DeHavilland, Toronto….for finding and donating a whole lot of the longest rivets you have ever seen.

An MS20470AD 5-20 rivet is 5/32" in diameter and 20/16" long. They don’t make them like that anymore. We could not complete the center wing section without them.

Harry Savile, Lincoln Johnston and Gary Roberts….Harry and Lincoln are members of our ice boating club. They visited from Hamilton recently and noticed we needed some steel rolled into shape for the engine cowlings. Gary Roberts owns an Ornamental iron Business in Hamilton and is a friend of both of these guys. It turns out that Harry bought and donated he metal, Gary’s shop rolled it; Lincoln just watched.

What else could you expect from an ex Halli tail-gunner.

To summarize….the project is going well; it’s still fun.

Again, I welcome those of you HAA members that will be getting your first restoration team Newsletter. They are not all this long.

There are some team members that have not sent me their yearly $10.00 subscription dues. My record keeping system is not the best…so I’ll send newsletters anyway.

A special thanks to the Halifax Aircraft Association. They have been putting in a lot of hours lately. But they still take the time to visit Trenton and offer support, encouragement and the odd beer to us on the Team.

        Bill Tytula

We recently received the following e-mail.

  I am the son of warrant officer, air gunner (halifax) John Merkel of 462 squadron. I have a story, Return Trip to Essen, which he wrote in 1963. It is the story of a mission and its precarious finale. Can you help?
       Regards, John Merkel (jr).

Thank you John, for sharing your Father's story.

Return Trip to Essen

Contributed by John Merkel jr.

It was the night of October 20th, 1944. Our Halifax completed a wide S turn outside the target area over Essen by the Rhine. We were now on course, and Leo our pilot said his usual "God bless you all" into the intercom, and in we went.

Our Job – to mark the target with hanging flares so that it could be readily identified by the main force of a thousand heavily laden bombers lumbering ten thousand feet above us in Space, and thirty seconds behind us in Time.

Imperturbable under fire, Leo inspired confidence. It was not a pose. He seemed not to know that such a thing as Fear existed. He joked that he lived to fly. What endeared him to his crew was that he also flew to live.

Now Archie, our bomb aimer, lay flat on his belly in the nose of the aircraft. Arch was a grazier from Victoria. Tall, round shouldered, his eyes held that indefinable serenity which is so typical of men whose lives have been lived in the sanity of the open air. He loved to drink lots of weak English beer and sing "Waltzing Matilda" or recite "The Man from Snowy River" at anyone who would listen to him. For that matter he didn’t care greatly whether anyone listened or not. Now he had his eye to a bombsight and viewed a scene that was far from serene. He issued staccato directions to Leo:

"Straight and level Skipper – left a whisker – hold her there – Right – Steady – Steady."

With little risk of fighter interception in the flak over the target, Timmy in the rear turret and myself at the guns in the mid-upper were free to admire the reception the Third Reich had prepared for us, with no little assistance from Bomber Command.

Two waves had been in ahead, so the target was lit up like the proverbial Christmas tree. The medium flak guns were ranging on us now and the familiar pattern of black smoke-balls appeared in the sky around us. Soon the puffs would join to form a charcoal and lace carpet. We knew the black puffs to be harmless. You never see the one that gets you.

"The natives are not very friendly tonight, are they" called Timmy.

Unnecessary use of the intercom was forbidden and Timmy knew it. Short, stout, irrepressibly cheerful, Tim was good for edgy nerves. An excellent, if reckless companion in the Mess, he was a level-headed asset to any crew in action. Leave, with Tim, was more hair-raising than Berlin. After all, as he said, they only shot at you there.

Archie’s voice came again: "Steady Skipper – Right – Steady – Steady" and then "Bombs gone!"

"Course 063" from Blue, our Navigator.

"The hell out of here!" from Timmy.

Our red target markers swayed and danced in the air behind us like fiends rejoicing over the burning city. Above, a thousand bomb-aimers were lining those dervishes up in the crosswires of their sights.

Now the holocaust began. The heavy flak was in amongst the main force. Canisters or incendiaries hurtling down spread their flaming contents to kindle ten thousand more fires and make a different kind of carpet on the tortured city below. High explosives added to the inferno. Waves of superheated air rose up and tossed the aircraft like leaves in an Autumn wind. From the perimeter blinding white magnesium fighter flares drifted down and crisscross streams of tracer wove weird patterns under the bomber’ moon. Searchlights swayed, probed uncertainly and then stood still while murderous lumps of flak hurtled up the beam of light. Stricken blazing aircraft spun earthwards while our dancing target markers blinked and spluttered and died. In thirty seconds someone would drop some more. Another wave of bombers would be close behind.

Looking back on that scene from the vantage point of 1961, I wonder whether there is not some collective conscience that has outraged; some collective responsibility on the part of us all for the horrors men inflicted on each other in the monumental insanity of War.

We left Essen blazing behind us and set course for Base. Blue would guide us out of the Ruhr Valley and over the French coast across the Channel to England. If now we could evade the night fighters, the inquisitive flak gunners at the coast, and the intruder fighters over England, we could be sure of bacon and eggs for breakfast. That was the extent of our thoughts on War.

Blue gave a correction in course to Leo. Blue was a mathematician in civilian life. A worker in certainties, not probabilities, he had faith in his computers and calculations and nothing else. He expected Life to be as clear and reasonable as a mathematical exercise and was confused when it was not so. One night something went wrong with his calculations and he lost us south of Munich near the Swiss border. On being told that there were car headlights and peacefully illuminated towns below he refused to believe that information. When prevailed upon to look down for himself, he said he felt much like the Cockney woman when she was confronted by a giraffe – "There ain’t so such animal!"

Timmy and I settled to our routine sky search. He kept his guns vertical. I could then tell from their position what section of the sky he was searching. As his guns moved to Starboard I rotated my turret to Port. We know that Paddy, our Flight Engineer, would be searching the sky ahead and above. We gave enemy fighters as little chance of jumping us as possible.

Archie’s voice on the intercom was tense. "Skipper, my panel shows a flare hung up – Port side for’ard." A pause and Leo replied: It may be faulty wiring. Paddy, open the hatch and do a visual check."

I saw Paddy’s head disappear from its perspex bubble and a few moments later he reported "She’s there all right Skipper. Large as life and twice as ugly!"

"Is it fused Arch?" asked Leo.

"yes" replied Archie.

"Fused for what altitude?"

"Five thousand feet."

"We are cruising at ten thousand." Leo spoke to us all now "So there’s no cause for alarm."

The position was this. Target marking flares are fitted with a fuse which is set to explode at the required altitude. It is fused by the Bomb-aimer just before the run into the target area. Should our aircraft now drop below five thousand feet the flare would destroy us all. On the other hand we could not, for obvious reasons, stay airborne indefinitely.

"Captain to Engineer" called Leo. "Paddy can you get at the damn thing with a stick, or an axe, or something. At this altitude I think it’ll stand a little gentle prodding."

"I’ll do my best Skip" replied Paddy. :Just listen to the bomb-disposal squad’s running commentary."

We waited, we could neither see nor hear what Paddy was doing. He reached into the bomb bay and the interminable seconds crept by. Occasionally we heard a faint metallic clink from Paddy’s microphone and the sound of his quick breathing. Then Paddy spoke. "It’s no use. I can’t budge the blasted thing. I can rock it a little, but I can’t really get at it. It’s stuck fast and we’re stuck with it."

"Thank you Paddy" said Leo. "Now listen all of you. We will proceed at our present altitude to Base. They may be able to offer some advice. We should be over Base in about thirty minutes. At the worst we can always abandon the old kite and bail out."

So for thirty long minutes our eyes roved the sky while our minds wandered down their various paths. It seemed that our parachutes may well be the only way out. I had horrible visions of tall trees, church steeples and the like. A broken leg would be a comparatively easy ending to a night jump over strange country.

Chook, our wireless operator had a unique protective system over a target. He had a theory that if you could not see flak, it would not see you, and so he drew his curtain. I suspect that he turned in to the BBC Light Programme at the same time. I wondered what mental armour he was using against this flare that rode in the belly of our aircraft like a dissolving capsule of poison in the belly of a man.

Over Base at last, having made radio contact we reported our dilemma to the Duty Pilot. He in turn summoned the C.O. to the control tower.

"Wheelright to J for Jig. Commanding Officer speaking. How do you hear me?" came the Group Captain’s voice.

"Jig to Wheelright – loud and clear sir," replied Leo. "Over."

"Suggest Jig, you make every endeavour to clear flare manually. If not successful abandon aircraft. Over."

"Roger! Wilco! Out!" said Leo, which being translated means: "Your message received and understood. Will carry out your instructions. I have nothing more to say."

"A really helpful old buzzard" said Paddy. Leo put the Halifax into a sharp bank to starboard.

"Blue, a course for the North Sea via the Yorkshire Moors please" said Leo.

A short pause and Blue’s voice "026 Skipper" and innocently, "will you require a course for home?"

"I doubt it Blue" replied Leo. Then to Paddy, "how much fuel have we?"

"Fifty five minutes."

"Good" said Leo. "Now listen. We will make another attempt to shift this thing out over the sea. If we have no luck in twenty minutes we will return to Marston Moor where you will all bail out. I shall put ‘George’ (the automatic pilot) in charge, head Jig out over the North Sea and follow you down. All clear?"

"All clear, Skipper" from all of us.

We cruised north in silence. Out over the sea Paddy worked feverishly on the flare. Chook came from his radio gear to help and the pair of them sweated over that obstinate instrument of destruction. Time passed with a desperate slowness until finally Leo ordered them away from the bomb and set course for Marston Moor.

I know we all felt the same sense of treachery to Jig as we flew here in over the coast. She had served us well and deserved a better end than this; to be abandoned and turned loose to find her own watery grave in that icy sea. We had rocketed over targets all over Europe in her and she bore honourable scars on her green and brown camouflage. As men became attached to boats and many inanimate objects, we had endowed Jig with a character and personality of her own. We knew her idiosyncracies and loved her not for them, but in spite of them. Now she was to be destroyed by one of the deadly offspring to whom she had so often given birth.

Suddenly Timmy’s guns belched bright jets of tracer and his voice came sharp and urgent on the intercom.

"Corkscrew starboard. Go!"

Before the words were finished we felt the big aircraft slide from under as Leo put her into the first sickening leg of a violent evasive action. The feeling of weightlessness as we lost height rapidly, and then the tight hard compressed feeling in our guts as Jig surged upward in a wild staggering climb while the stars and moon rotated madly around us.

I had my sights on the intruder that Timmy had spotted. We both sent bursts of fire at him as he swung in high up on the Port quarter. Tracer was flying now in both directions and I heard the sound of ripping fuselage behind me. Quite suddenly the JU88 was clearly illuminated by the flame which had taken hold on its Port wing. It broke away, rolled, and started the hopeless spin earthwards.

"Resume course Skipper!" I shouted into my microphone. "We got him!"

"You got ‘em both" roared Paddy. "Look!" "Another one – Starboard beam down."

It was not another fighter, however, for there floating away down to Starboard was our flare, dancing jubilantly over the crippled Junkers. The violence of our corkscrew had shaken it loose. Paradoxically, in seeking to destroy J for Jig, the Junker’s pilot had saved her from destruction. Perhaps Jig had decided to live a little longer. Who knows?

"Blue" called Leo, "a course for Base if you please."

Written by John Merkel sr., Warrant Officer – Air Gunner

Other crew as named:

Leo Britt, flight Lieutenant – Pilot

Archie Creswick, Warrant Officer – Bomb Aimer

Timmy Spillane, Warrant Officer – Tail Gunner

"Blue" Cruickshanks, Warrant Officer – Navigator

Paddy Bunting, Sergeant – Flight Engineer

John "Chook" Chaplin – Warrant Officer – Wireless Operator

The 'Halibag' Newsletter is produced to try to keep members of the Halifax groups and other interested parties in touch with the progress on the project.

The views expressed in these newsletter are those of the author(s) and may not necessarily reflect the views of the RCAF Memorial Museum, the Halifax Aircraft Association or the Halifax Restoration Team. Deryck Brown, Editor. Material for inclusion in future issues may be sent to:

Deryck Brown
3379 Cty Rd #13
RR #3 Picton, Ontario
Canada, K0K 2T0

Tel/Fax (613) 476 4513
or by  e-mail


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