Cy's supported his presentation with well organized slides and maps. The content included very detailed narratives of life on the Torbay Station, social activities in the Mess, extremes in weather conditions on the Station and scenes of geographic areas in which he flew on operational missions. The four photographs below illustrate the Torbay Station and St John's area.
Lancaster CX-213 & crew at RCAF Station Torbay, Newfoundland circa 1958. |
A formal function, Officers Mess, RCAF Station Torbay, Newfoundland 1958. |
Portugese Fishing Ships, "The White Fleet" in St. John's Harbour 1958. |
RCAF Station Torbay Newfoundland, winter 1958. |
The essence of his speech was of course directed to the Station's Search and Rescue activities. These activities comprised: Emergency Air Evacuations, Blood Drops, Intercepts on Aircraft with Engine Problems, Royal Escorts, Duck-butts and Searches. and were described in classical detail, which is worthy of being documented for Aviation History,
Air Evacuations
A requirement arose January 1958 to evacuate a Mr McDougall to hospital from Goose Bay to Montreal. Mr McDougall was suffering from a severe medical problem requiring specialized treatment in a Montreal Medical Facility. The evacuation was carried out using Lancaster aircraft CX-943; a view of the Goose Bay airfield is shown on photograph no. 5. CX-943 took-off at for Goose Bay on 11 Jan. Upon arrival Goose Bay (after 3:15 hrs. night flying) the aircraft left with Mr McDougall for hospital at Montreal later that night. After arrival Montreal after 4:00 hrs. night flying CX-943 laid-over 12 Jan. and took-off 13 Jan. for Torbay via Greenwood Nova Scotia; 3:30 hrs. night and 2:00 hrs. day flying.
Blood Drops
On 20 April 1960 Lancaster aircraft CX-943 left Torbay for a "blood drop" at St Anthony-Grenfell Hospital, returning the same day after 4:00 hrs. day flying. Situations arose when blood was urgently required in locations cut off from other delivery methods because of adverse weather conditions. Containers of blood, after careful packing, with protection from damages in handling and dropping, were placed in a wicker basket, of approximate dimensions 3 ft diameter and 2 ft depth, attached to a small parachute which was in turn hooked to an available bomb release shackle in the aircraft's bomb bay. On arrival at the prearranged location a dummy-run was made to assess the drop area and determine wind speed and direction. The drop was carried out, upwind if possible, approaching at 100 ft altitude with the aircraft's bomb bay open. The Pilot initiated the drop by depressing the bomb-release switch when, in his judgement, the aircraft was at optimum distance from the drop target. The parachute released after this activation and floated gently to ground. Experience and practice with this procedure virtually guaranteed that the life-saving packages were directly received by eager arms and quickly delivered to Medical Professionals.
Emergency Transportation
In addition to blood drops situations arose when it became urgent to quickly deliver medical needs throughout the area of operations. Such an emergency arose in May 1959. Lancaster aircraft CX-213 departed Torbay on 1 May, arriving US Naval Air Station Argentia after :45 minutes day flying, with 3000 CC's of blood, required on a life-saving basis. A worker had seriously injured himself, when he accidently shorted out an electrical transformer, and was in serious condition. An insufficient quantity of his blood type was available at Argentia and the additional blood was desperately required in order to save his life.
USN Naval Air Station, Argentia Newfoundland 1958 |
Lancaster CX-213 taken at RCAF Station Goose Bay 1958 |
Photographs 6 and 7 (with captions) show aircraft CX-213 and the Argentia airfield. As a result of that electrical problem at Argentia their morgue was without power. On the 2nd of May the crew of Lancaster CX-213 was asked to transport the body of a child to Gander where the morgue was in operation. The crew departed for Gander but was unable to land there due to bad weather, so they then proceeded to Torbay. There the weather was even worse, in freezing rain and fog, so they had to return to Argentia. A sad trip indeed for the crew of CX-213. (Flying time 3:00 hrs. day). Due to the location of Argentia, it was normally possible to land there if weather conditions precluded a landing at Torbay. CX-213 and crew returned to Torbay on the 3rd of May. (Flying time :35 Mins. day).
Intercepts on Aircraft with Engine Problems
A major functions of No. 107 Rescue Unit was to respond to requests to intercept and escort disabled aircraft, flying in either direction across the Atlantic. On 25 July 1958 Lancaster aircraft CX-943 was called upon to carry out such a mission. The aircraft took off from Torbay and intercepted Pan American Clipper 154, which had a runaway propellor, 200 Nautical Miles east of Argentia (3:00 hrs. night flying). The intercept procedure is most interesting and is described as follows: with reference to Figure No. 1. (Download Figures 1-4 in PDF format)
A standby aircraft was sheltered in the "ready hangar", fully fuelled, towbar
connected and ready to go at a moments notice. When requirements arose the
Lancaster was towed to the tarmac by some crew members while others were
briefed on the type of aircraft in distress and its approximate location. Usually these aircraft were four-engined military or commercial types. When fully briefed and prepared the Lancaster would become airborne as soon as possible. Reaction time from receipt of the call for help to becoming airborne was within 25 minutes. Through assistance from a radar station near Torbay, especially during adverse weather conditions, the Navigator, using onboard equipment, would vector the Lancaster toward a position 50 to 75 miles ahead of and along the reported track of the aircraft in distress. When the Lancaster arrived in the location of intercept a "racetrack" pattern would be established at 6,000 to 10,00 feet at right angles to the reported flight path of the aircraft in distress.
When the distressed aircraft was estimated to be within 50 miles of the Lancaster's position VHF communications would be attempted and once established the distressed aircraft would be advised to standby to confirm their sighting of flares which would be fired from the intercepting Lancaster. When it was estimated that the distress aircraft was approximately 25 miles from the Lancaster the Lanc crew would again contact the distress aircraft and advise them to stand by for the firing of a flare, and advise the color of the flare to be fired. After transmitting the words "Now, Now, Now" the flare would be fired.
As normally happened, the distress aircraft would spot the flare, and advise the Lanc crew where it was in relation to the distress aircraft. From that information the Lanc crew would take the appropiate action to "fall in" with the distress aircraft and escort it to the nearest suitable airport for landing. At that point the Lancaster crew would proceed to it's intended point of landing, most often Torbay, even if the distress aircraft decided to continue on to another base for landing.
Royal Escorts
Another task of 107 Rescue Unit was to provide an airborne Search and Rescue readiness in a predetermined area along the intended track of Royal Flights. Once in the assigned position the Lancaster would normally set up a racetrack pattern until the Royal Flight had closed to 100nm of the Lancasters position. When the Royal Flight had reached that 100nm position, the Lancaster would then proceed on the flight track of the Royal Flight aircraft.
Flight along that track would continue until the Royal Flight had overflown the Lancasters position and was 100 nautical miles in front of it. The Lancaster and crew would then continue on to their intended point of landing. Frequently more than one 107 Rescue Unit Lancaster would be involved in escort duties for a Royal Flight. That required pre-positioning of aircraft. One aircraft might proceed to Goose Bay and another to US Naval Air Station Keflavik and carry out their required duties from that/those bases.
On completion of the escort duties the aircraft would proceed to it's/their base of intended landing. On the 25th of January 1958 CX-213 and crew flew from Torbay to Goose Bay for Pre-positioning (3:00 hrs. day flying). After waiting their until the 28th they then flew to their assigned escort position, carried out their assigned duties and then proceeded to Torbay (flying time 7:30 hrs. day). Figure 2 details hypothetical Royal Escort duties. (Download Figures 1-4 in PDF format)
Duck-butts
Duck-butt was the operational "code word" used when groups of limited-range, single and twin engined aircraft, were ferried from North America to Europe. The derivation of the code word is not known, suffice to say it is probably a clever make-up by operational planners. 107 Rescue Unit (107 RU) became involved in these operations because of the dangers those aircraft could experience over open ocean areas, especially when they were in "dead-spot" communication zones. The role of 107 RU was twofold: to provide an airborne Search and Rescue facility and a homing beacon for overflying aircraft.
These roles were accomplished by flying a Lancaster, in advance, to the midpoint positions of the overwater flight of the ferry aircraft. Upon arrival the Lancaster would set up a racetrack pattern at that position, and fly that pattern at right angles to the flightpath. The Lancaster would normally fly the pattern at from 8,000 to 10,000 feet until the last of the ferry aircraft had overflown the Lancasters midpoint position. While flying the racetrack at that midpoint position, the Radio Officer would transmit continuously in Morse code on a pre-arranged frequency and letter designator. This procedure would serve to provide a homing beacon for the ferry aircraft when approaching the midpoint position and after departing
from it, until they reached the position where they could use the upcoming landbased beacon. After the ferry aircraft were safely homing on the land beacon the duty Lancaster would proceed to its predetermined Base. If for instance the Lancaster was covering the Goose Bay to Sondrestrom leg it would return to either Goose Bay or Torbay or proceed on to Sondrestrom. If the Lancaster was assigned to cover the leg from Sondrestrom to Keflavik it would have to arrive in Keflavik at least one day prior to the intended ferry flight. On the day of the flight the Lancaster would proceed to the open ocean midpoint position of that particular leg between Big Gun, Greenland and Keflavik and carry out their assigned tasking.
After the last of the ferry flight aircraft had safely overflown the Lancasters position enroute to Keflavik the Lancaster would normally land at that base. After an overnight stay the Lancaster and crew would return to their home base at Torbay. If the Lancaster was assigned to cover the Keflavik to Prestwick leg it would have to be at Keflavik once again at least a day prior to the ferry flight. On this leg the Lancaster carried out a "Running Duck-Butt" operation. This procedure was different in that the Lancaster arrived at the midpoint position of the flight track at the same time as the ferry flight aircraft arrived at that position.
The Lancaster then continued flying toward Preswick. This timing and positioning was arranged so that the overflying ferry flight overflew the Lancaster at the midpoint position between Keflavik and Preswick and the duty Lancaster followed the ferry flight into Preswick. While flying this "Running Duck-butt" the Lancaster provided an "on track" homing beacon. On the following day the Lancaster returned to Torbay by way of either Keflavik or US Military Base Lajes in the Azores. Map No. 1 and Figure No.3 details a hypothetical "Duck-butt" and "Running Duck-butt" operation from Goose Bay, Labrador to Preswick, Scotland with the Lancaster returning to Torbay Newfoundland via Lajes in the Azores. (Download Figures 1-4 in PDF format)
During 9th to 17th August 1959 Lancaster CX-213 participated in a Duck-butt operation. Departing Torbay 9th August, returning to Torbay via Lajes, Azores 17 August (total, 29 hrs, 45 mins. day flying). In another instance, on the 21st of September 1959, Lancaster CX-104 and crew flew to Goose Bay to pre-position for participation in Duck-Butt "Western Wear", a flight of 20 T-33 aircraft proceeding to Europe. The crew flew from there on 25th to set up their racetrack pattern at a mid "over water position" between the coast of Labrador and Greenland, on the track that was going to be flown by the T-33's. After completing their duties they returned to Goose Bay (flying time
4:30 hrs. day and 2:00 hrs. night). They flew again on the 26th, to once again carry out their assigned duties, and on completion of same proceeded to Torbay (flying time 10:00 hrs. day and 2:00 hrs. night).
Searches
A major function of No. 107Rescue Unit was searches for downed aircraft and ships in distress. This involved flying low over the ocean and inhospitable geographical terrain, usually under foul weather conditions. Searches were long and laborious, straining the aircrews to their physical limits.Cy Dunbar captained Lancasters on many of these searches, as can be attested to by his Log Book. Special methods were employed to fit particular searches, based on the areas being searched. Basically these searches can be designated as: "Creeping Line Ahead", "Expanding Rectangular" and "Sector" procedures. Figure no.4 details these search procedures. (Download Figures 1-4 in PDF format)
During November 1958 Lancaster CX-943 participated in a search for two persons missing on a flight from Frobisher Bay to Generator Lake on Baffin Island. This search was carried out over extremely rugged terrain, as well as along the coastline of some areas of Baffin Island, under low visibility and foul weather conditions.
To compound the situation the downed aircraft was cream colored, which would blend into the surounding terrain. No wreckage or survivors were ever found. A view of the search area and weather conditions which were encounted is shown on in the photograph below
Baffin Island, taken during search "SAR Rutherford" 1958, looking for cream colored aircraft and crew. |
The log of Lancaster CX-943, for the above Search, is as follows:
- 8th Nov. Torbay to Frobisher Bay for search; 6:30 hrs. day flying.
- 9th Nov. leave Frobisher Bay, conduct search return to Frobisher Bay; 6:30 hrs. day flying.
- 10th Nov. same duty; 7:30 hrs. day flying, 3:00 hrs. night flying.
- 12th Nov. same duty; 8:30 hrs. day flying, 3:00 hrs. night flying.
- 13th Nov. same duty; 8:45 hrs. day flying, 1:00 hrs. night flying.
- 14th Nov. same duty; 7:45 hrs. day flying, :30 mins. night flying.
- 17th Nov. same duty; 4:15 hrs. day flying.
- 19th Nov. Frobisher Bay to Torbay; 6:00 hrs. day flying, 1:00 hrs. night flying.
Photographs relating to Various Periods in the Aviation Career of Cy Dunbar
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