The Signal Apr 2021 - HMCS Venture

[Pages:8]April 2021

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The Newsletter of the Venture Association

The Signal

THE ROOKIE

by J.J. Lehmann, Class of '58

Fresh out of high school, I joined the Venture Plan embarking on `real' life as a teen-aged naval rookie neither knowing, nor much caring, where it would all lead. For many of us the immediate concern and focus was getting through the two-year program (in my case, this would be a perilously close call). Eventually, along with 16 other newly branded midshipmen selected for USN aviation training, I was headed for Pensacola. Two years later, now a SubLt proudly wearing new wings, I knew that I was exactly where I wanted to be.

Most of the 1960s were spent in operational and training roles in Shearwater and Bonaventure. In 1969, posted to Headquarters as ADC to the CDS, I would, regrettably, never return to naval aviation. After Staff College Toronto, I was `offered' a non-negotiable posting back to NDHQ, including a stint in the Minister's office. Then, in rapid succession, came command of a tactical helicopter squadron, an exchange position in the Pentagon, another staff college course (AFSC, Norfolk), and Staff College Toronto as a DS. It was there that I eventually opted for a seamless transition to civilian life and became the College's Mr. Registrar as well as an active member of the Air Reserves. Five decades after joining Venture, I would retire.

So, what do you do after enjoying 37 years in uniform and 21 in the Public Service; after running twice around the planet while circling the sun 68 times? Well, you escape the `Big Smoke' and settle in a quiet rural area or in a small, friendly community. You take long walks, mow large lawns and play a lot of golf. After some years of this kind of life, in relative isolation in South Ottawa, we decided to relocate and landed in Cobourg, a safe 100 kilometers from Toronto. A very seniorfriendly community of some 20,000, Cobourg rightfully claims the title "Ontario's Feel Good Town". In most respects it is.

After some time in Cobourg, (and back to walking, mowing and golfing), I began to think that I should do more to serve my newly adopted community. But what to do? One day an item in the local paper caught my attention: the Chief of Police was inviting candidates to fill a number of Auxiliary Police Constable positions. According to the ad, these volunteers and parttime members of the Police Service support the Police Service in a number of critical areas. I assumed that candidates for these positions would normally be young(ish) men and women intending to pursue careers in law enforcement and that this might be their stepping-stone to such a career.

[cont'd p. 2]

The Signal is published twice a year by the Venture Association. Send letters, articles, photos, etc., to the Editor and pay dues by cheque payable

to the Venture Association, c/o D. G. Longmuir, Editor and Registrar, 903-168 Chadwick Court, North Vancouver, BC V7M 3L4; e-mail dglongmuir@. Changes of address and other personal info should be sent to your Class Rep (see p.7) with a copy to the Registrar. Go to our comprehensive website for breaking news: . and keep Darryl Harden, our webmaster, in the loop: webmaster@. And, if you no longer wish to receive this newsletter, contact us by e-mail or Canada Post.

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The Newsletter of the Venture Association

[cont'd from p. 1]

I had by now successfully attained the status of octogenarian and it occurred to me that dusting off and sending in my resume to the Police Station might be a seriously misguided undertaking. I decided to give it a shot anyway. Now, the Cobourg Police Service is well-known for its equal-opportunity, allinclusive hiring philosophy. But how would I fare as a (very) senior citizen. To my surprise, I was invited to an interview in short order. After a comprehensive `chat' conducted jointly by the Inspector and the Superintendent of Auxiliaries, I found myself embarked on a sixteen-week training program along with nine other (youngish) successful candidates picked from among 30 applicants.

The comprehensive Auxiliary training program comprised many components related to what would be our functions: first-aid, community by-laws, the Ontario Police Act, Use of Force, selfdefence, de-escalation, radio procedures, traffic control, emergency scene management, and crime scene protocol. We were even subjected to some generally unpopular squad drill in preparation for the graduation parade. In spite of our group's best efforts, our marching and saluting skills remained somewhat wanting. Nevertheless, a very dignified ceremony attended by provincial and municipal dignitaries was staged at which we were presented with our badges by the Chief.

We were now ready to don our duty belts and body armour, hit the streets, engage the community, and "Protect and Serve" Cobourg. Numerous routine assignments followed: controlling traffic for community events, patrolling Cobourg Beach, assisting officers with the annual R.I.D.E. Program, manning crime prevention displays, these in addition to monthly evening training sessions. Things changed significantly when, in March 2020, Cobourg declared a state of emergency in response to the COVID pandemic: Auxiliaries were now `Activated' under the Police Services Act of Ontario and authorized, in special circumstances, to perform police duties.

One of the changes resulting from the emergency's new `rules of engagement' was the authority to proceed solo, rather than paired-up, on shifts. I well remember the first time I was handed the keys to a cruiser and tasked with an eight-hour patrol of the parks and streets of Cobourg. It should not come as a surprise that police cruisers are equipped with a lot of technical `stuff': lights, sirens, radios, computers and speed-detecting radar. In fact, the inside of a cruiser could rival the cockpit of an old ASW helicopter. Embarking on this task proved to be somewhat intimidating, almost as exciting as my first solo flight. Over the summer, I would complete some 20 of these shifts.

Before concluding, I should provide a reason as to why I would, in the winter of my life, involve myself in this kind of activity and return to rookie status. The simple answer is a simple question: why not? A more specific response is that after years of constantly moving around the continent, usually amid a military environment, it was good to finally be anchored, to be able to participate in meaningful volunteerism and to become one with my community. And, yes, there are occasions when I think the time has come to retire again. Or maybe not....

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The Newsletter of the Venture Association

LEARNING TO SAIL THE HARD WAY

by John Murray, Class of `56

W hen I joined the Navy in 1954, I had never seen the sea, and I had only seen a sailboat at a distance. After a few months as a cadet at Venture, our Captain decided it was time to give a few of us a practical lesson in sailing, and why not on the ocean?

Our sail training vessel was HMCS Oriole, the "oldest commissioned ship in the Navy". Oriole, which is almost almost 100 years old, is a steel hulled ketch, some 97 feet in length. It was acquired by the Navy during World War II, based in Halifax, but sailed to the west coast in 1954 to be used for cadet training. Rigged as a ketch, it had two masts, a main and a mizzen, as well as five sails, one for each mast and three jibs. At that point in its life Oriole was in pretty poor shape: worn sails, terrible running rigging, and minimal accommodations; just what was needed to smarten up the likes of us cadets. On the other hand, our Captain (who was only 36) and had a distinguished war record with a chest full of medals and no fear of bad weather, due to his long service in the North Atlantic, and his time on the Murmansk run.

About a dozen of us were told we were to be the crew for a return sailing trip up the west coast of Vancouver Island to Barclay Sound. For those unfamiliar with the west coast, upon leaving the Esquimalt dockyard you sail into the comparatively sheltered waters of the Strait of Juan de Fuca, and then out into the Pacific Ocean. There was a strong westerly blowing and we almost flew out to Cape Flattery and the open ocean. The large Pacific swells were like constantly hitting brick walls, and by then, according to the weather ship, the wind was gusting to 70 knots, with rain. We should not have had our sails up, but we did not know how to get them down. Our Captain, at the wheel with a mug of something in his hand, was enjoying himself immensely.

My job was working foresheets and this involved lying on the bowsprit and trying to respond to orders to adjust the tension on the halyards. At one point, I heard a large crack and our flying jib broke off and flew skyward in the spray. We never saw it again. There was enough damage being done that the Captain finally had sail reduced and some semblance of order was restored by the three properly trained Oriole crew members. We cadets were all seasick, fatigued, and wondering why we had joined up.

By now we were motoring along, the sails were stowed and it was getting dark. We were divided into three watches and told to navigate. Our route northward was through a maze of small islands and inlets, most marked with light buoys, and my job was to identify the various navigation checkpoints by reading the signals on the lights. My job was made more difficult by the fact that the rain had turned to snow. Eventually however, we found Imperial Eagle Channel which was the entrance to Barclay Sound and we made anchorage without hitting any of the many islands in the area.

After some food and sleep, we woke to find a beautiful setting, the wind had dropped to a light breeze and the sun was shining. The Captain spent the next two days teaching us all the fundamentals of sailing a ketch in the sheltered waters of Barclay Sound and our confidence was restored. On the sail back to Victoria we looked like we knew what we were doing even though there was still much to learn. Only later did we realize that the Captain wanted to have us stressed in very demanding circumstances, and then realize that sailing could also be a lot of fun.

Since that time, Oriole has undergone many refits and upgrades, enabling her to compete in ocean racing while providing basic sail training to naval personnel of all ranks. Recently she was relocated back to the east coast where she is not only used for training but also as a public relations vehicle attending events along the east coast of Canada and the US, as well as in the Great Lakes.

I didn't do much time on sailboats during the next twenty-five years in the navy, but once I left I wanted a sailboat and subsequently owned six of them before shifting to power. Certainly my first experience sailing taught me that whatever happened later it would be better than my first day (and night) in Oriole!

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The Newsletter of the Venture Association

Cruising the Baltic

by Don Macmillan, Class of `58

While I left Venture (honourably discharged) at the end of my first year it was not for lack of love for the service. My desire on joining was to

follow the Engineering option. However that avenue was discontinued with our class and despite Capt. Welland's offer to support my application to College Militaire de St. Jean (while aboard HMCS Ontario), I decided I could not suffer the indignation of wearing a pillbox cap after feeling the pride in wearing a Naval Officer's uniform. So after completing my senior matriculation (Ont.), I enrolled in the Achitecture program (Class of '61) at Ryerson in Toronto. After a number of relevant positions in the architecture/construction industry I opened my own practice in 1965. It paid the bills for the following 35 years, during which I had entertained no real thought of ever going `back to sea'.

However, thanks to a client for whom I had just designed a major home renovation, I was introduced to one `Sandy' Thompson, President of Thordon Bearings. His firm supplied the sleeve bearings on the then building `patrol frigates'; although that had no influence on our soon to be very close relationship. Advised that I was an architect with a knowledge of ships (my hobby was marine art) he decided I was a perfect fit for his latest project. He had just purchased an old steam tug, originally built for the Soviet Navy. His intent was to rejuvenate her into a combination private yacht and floating office. Attached is a photo of the model I built as she appeared after ten years of annual upgrades. Since his firm serviced shipping companies around the world the plan was to visit those clients on a combination of annual goodwill visits and enjoyable pleasure cruising during the summer months. The Plan was to start with Europe and then continue around the world, eventually ending up on the Great Lakes. The way he explained it almost made it sound possible.

It was a great surprise when a memo arrived asking if I would like join her in Gdynia to be a part of the crew for her first voyage; the summer of 1993. I was to act as Bosun and Sandy was to be Chief Engineer. He had owned a large steam yacht on the Muskoka Lakes for 25 years. The Captain was to be a Russian merchant officer who, it turned out on the first day of our voyage, had never been more than a cargo officer on a freighter. However, he was a qualified navigator supposedly. Sandy's wife Mary was to be the apprentice navigator and cook while the 18 year old son of a friend was to fill out the Canadian half of the crew. The Russian half was comprised of the `Captain', an engineer who was familiar with the vessel's machinery, an 18 year old with no sea time as deck hand and the company's manager of the Russian office, whose primary job was interpreter as none of her compatriots spoke English. On our first sortie away from the dock it was discovered the `Captain' was far from competent at ship handling so he was demoted to navigator only with Sandy to assume the role of Skipper. It turned out that my four month cruise on "Ontario" as a Venture Officer Cadet some 36 years previous was the only real sea going experience amongst the entire crew and that proved to be vital. Believe it or not we survived that summer at sea with nothing worse than a minor engine room fire and my emergency trip to a Russian hospital as a result of a storm injury. Over the course of nine weeks we managed to visit the ports of Kaliningrad, Russia; Klaipeda, Lithuania; Riga, Latvia; Tallinn, Estonia; and Helsinki before tying off for the season in St. Petersburg.

I then spent the winter months of 1993/94 living aboard in the Kanonersky Shipyard in St.Petersburg, Russia, supervising the structural and mechanical upgrades being done at the yard. At the same time my carpentry skills were put to work, creating new `staterooms' down below and rebuilding the saloon. In addition I was also tasked with stripping out the wheelhouse, insulating it and then panelling it with beautiful cherry planks shipped over from Canada; in all a unique and rewarding experience but not one I would choose to repeat. Living conditions, material and staples availability in Russia at that time left everything to be desired, not to mention the fact that both my business and my marriage were

suffering noticeably.

The following summer's voyage took us across the Baltic visiting ports and shipyards along the way. We ventured as far north as Bergen and finished in Hamburg. 1995 saw us transit the Kiel canal back into the Baltic, visiting shipyards before participating in "Dampf Rundum', a celebration of restored steamships in Flensberg. In the years that followed the members of the crew changed as we spent the summer months circumnavigating Europe as far as the Crimea, visiting ports in every country along the way. On the way back west the major ports of Turkey, Greece, Malta, Italy and Spain heard our steam whistle announce our approach.

Hopes of circumnavigating the globe had lost their appeal after those ten years and dear old Rudokop was put up for sale. Interestingly she was eventually to return to Gdynia, Poland where her new owner is currently transforming her into a true luxury yacht.

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The Newsletter of the Venture Association

Letters to the Editor

[Ed Note: In response to Don's piece on taking the Rudokop through the Baltic, I sent him the following: "Thank you, Don, and I have included the ship image as well -- what a beautiful model. My Russian is rusty, but the name seems to mean "miner" or "pikeman", that being the front defensive line against an invading horde. I like the latter, of course, as I can envisage a bunch of Russian "pikemen" withstanding a mounted Tartar charge. ... Aye, Y'r Editor

To which he responded as follows:

From Oakville, ON

Dear Editor,

The word Rudokop translates literally as "Miner". She was one of a class of 50 vessels built originally (1956 ) for the Russian Navy. All were named after various professions or trades. They were armed with a machine gun on top of the wheelhouse which was constructed of 3/8 inch armour plated steel while the hold was intended as an ammunition storage locker. She was built to military standards and designed for breaking ice up to a ? metre. She actually was operating as a harbor icebreaker for the Port of Arkangel when Sandy bought her. The gun had been removed and replaced by a water cannon which came in handy at steamship parades. While the workmanship was crude by our standards , her triple expansion engine was very reliable and she was a tough little ship that could handle rough seas somewhat better than her crew. In fact we survived a force 10 in the North Sea with nothing more than the

loss of our battery power and thus our running light,s which made for an interesting passage up the Elbe to Hamburg at night. Her

ice strengthened stem also came in handy when ramming the odd dock or jetty.

Aye, Don MacMillan, Class of '58

From Nepean, ON

Dear Editor

I want to thank ... you for being part of my life over all of the years since I "graduated" from Venture.

As you may recall, I opted to do engineering in "civvy street" because doing it in the RCN would have required that I commit to a permanent commission, which I was told would be in the order of 25 years. That would have been a longer commitment than I was comfortable to accept. So after a bit of travel etc., which included working on the harvest in SK, and visiting relatives in CA, I finally entered Queen's engineering school in 1957, graduating with a BSc. in 1961.

After four years working for Alcan in Kitimat and getting married to another Queen's grad, Marilyn and I spent 5 interesting months in Europe, just driving around (no schedule, no reservations) in a little Morris Mini van we bought in London. We got as far north as Oslo and Stockholm, and as far south as Rome. Upon our return to North America, I went to U of Michigan, from which I got an MBA in 1967.

So now we are both 84, trying to keep ourselves together in hopes that we will survive the Covid thing and be able to again visit our two American sons who are both retired USAF and living in the Deep South.

I am in a bit of contact with Ian Follis {Ed: Class of '57], who you may remember from Venture. We were members of the awkward group transitioning out what was designated as "Class 13." We did busywork around the Dockyard supervised by "Pop" Spence until our release papers came.

So to repeat, I look back upon my RCN days and my friendship with ... you with great satisfaction. Unlikely that our paths will cross again, but the good memories will endure.

Yours aye...

Ed/Satch Lauer, Class of `57

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The Newsletter of the Venture Association

The President's Message

It seems like a long time since I last

communicated with everyone -- sort of feels like a "quarantine". I hope everyone is well. Since it has been so long, I checked my notes to see what I had to mention in this newsletter. To my horror, I thought that we had not completed the minutes of the last AGM at the 13 September, 2019 Reunion. Then, much to my delight, I discovered three typed pages of minutes. I read them over and they look fine. I also noticed that they are posted on our website under AGM. I have also noticed that there are some things that need doing. For example, the President and the two Vice Presidents are to draw up a new set of appropriate bylaws. We will work on it soonest. We are also supposed to have an Annual General Meeting every year, within 15 months of the previous one. Technically, that should have been last December, but I am playing the Covid 19 card.

That brings up the next item you have all been waiting to hear: Zoom meetings. We, as a group, must bite the bullet and start doing Zoom meetings. On a more positive note, we should be nearing the end of this Covid 19 situation, some suggest end summer or early fall. If that happens, a lot of folks will want to get together at the regional level -- Matt Durnford has already reserved a space for the fall gathering in Halifax. I have no idea how everyone feels about Zoom, but if we follow an agenda, it can work very well, especially for our AGM. Please let me know if you have any thoughts about the matter -- no cranky posts please. My email is petebey@. My first step will be to see if Gordon Longmuir can easily send out email lists for us to attach zoom invites to. Please feel free to let me know your thoughts on all this. [Ed note: the Registrar (me) will send all the group email lists to our Prez ASAP.

And finally this personal reminiscence, continued from the last Signal:

The trip back with George. It was a long time ago, in the early 70's, and George was eager to leave early from Vancouver International Airport, Sea Island. After I recovered all my gear, we had a small electrical fire on startup. I immediately assumed we would have another week on the west coast, but George had other ideas. He asked the techs if any of them could manufacture a bus bar. I thought that would never happen, but one bright lad said he could do it in an hour. So we were off to Winnipeg, then Ottawa. After the weather briefing in Ottawa, George's eyes lit up when he spotted the vending machine. He announced that we could eat before leaving. So we had a chocolate bar each (the first food since breakfast in Vancouver). I pointed out to George that heavy snow in Shearwater might close the runways, so he phoned Shearwater Tower and off we went. On arrival, it was still snowing, and after another stellar approach we softly landed and taxied all the way to our ramp. You could always count on the excellent support staff at Shearwater; they never let you down. They had plowed enough runway and taxiway for us to safely taxi to the ramp for our shutdown.

Aye, Peter Bey, Class of '65,

Register Changes

Class of '56 Harley Kieran, 316-241 Broad St, Bedford, NS B4B 2E8; tel: (902) 410-7208 David Gurr email: dhcgurr@

Class of '57 Charles (Irish) Robinson, 406-6205 Oliver Rd, Nanaimo, BC V8T 6T1; Tel: (250) 751-0112; email: charlesrobinson546@

Class of '58 Carolyn Cairns, Tel: (613) 699-6458; Cel: (613) 698-0985 Sharon Porter email: sharonellenporter@

Class of '59 John Cameron, 54 Foxbar Road, Toronto, ON M4V 2G6 Dave Abrahams, 109-460 Mayfair Avenue, Oshawa, ON L1G 2Y2; tel: (289) 404-4515

Class of '60 Jack Tucker, #102,15869 Pacific Ave., White Rock, BC Ted Davie, 1008-745 Highway 15, Kingston, ON K7K 0J6; Tel: (613) 373-0115; email: teddavie75@

Class of '62 Joan Nesbit (H), email: joan@

Class of '63-I Diane Harzan email: dianeharzan@

Class of '65 Jeff Gilmour, 302-15 Cougar Ridge Landing SW, Calgary, AB T3H 6C3 Joe Bourgeois email: joechrisbourgeois@shaw.ca

Class of '66 Al Moore email: molega46@; tel (902) 403-1946

In Memoriam

Rejean (Reg) Lanthier, Class of '66 Norm Anderson, Staff

Timothy H. (Tim) Porter, Class of 58

President

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The Newsletter of the Venture Association

Remember this? c 1954

"Bit in her teeth"courtesy of Don MacMillan, Class of `58

Distribution of The Signal

As of this edition, copies distributed: 362 electronically via the website or direct e-mail; 33 by snail mail. To addresses in: Australia, Bahamas, Belgium, Canada, New Zealand, Norway, Thailand, the UK and the USA.

The Editor's Corner

W hen I last held forth in this corner, I expressed the hope that the pandemic would be over "soon". Here we are six months on and not yet out of the woods. Yes, folks in the Venture demographic are beginning to get at least one vaccination. That is good news, but we must still take appropriate care -- you know the drill. And, if you are lucky enough to be at home with family, spare a thought for classmates and friends who are isolated in care homes or "retirement communities" and suffering from loneliness and depression, or, worse, on the "verge". You may not be able to visit just yet, but send an email or a letter or, even better, TELEPHONE! You will brighten their day.

I recently sent around a note to the Exec asking everyone to please remember to inform me and the webmaster () of changes of address, etc., and, most important, deaths. It is our duty to try to keep the lines of communication open for all Ventures. The good news this time around is that we have only three confirmed cable slippings!

We hope to hear about delayed class events in the offing for the coming year -- with photos, please! And continue to send me letters (even to complain!), articles, brief memoirs, photos and jokes in English ou en la langue de Moli?re. Please remember: Without your input, there will be no more Signal!

Aye, Gordon Longmuir, Class of '57, Registrar and Editor of the Signal

The Executive*

Peter Bey ('65) - President and Responsible for West Coast: (250) 652-2225; petebey@ Matt Durnford ('65), Vice President, Halifax: (902) 766 4104; cormorant@eastlink.ca Richard Duffield ('62) - Vice President, Central: (613) 837-1346; duffieldfcga@

Ed Vishek ('61) - Past President: (250) 598-9794; levishek9@shaw.ca Ron McLean ('65) - Treasurer: (250) 595-5087; ronmclean@shaw.ca Gordon Longmuir ('57) - Registrar

and Editor of the Signal: (604)

760-7038; dglongmuir@

Darryl Harden ('65) - Webmaster: (306) 216-2141; webmaster@ Wilf Lund ('61) - Venture Historian: (250) 598-5894; wilflund@

Class Representatives*

1956: Bob Lancashire (902) 446-7107; casalanc@eastlink.ca 1957: Doug Henderson (250) 370-0790; dahenderson@shaw.ca 1958: Tony Smith (250) 479-5676; tony.f.smith@shaw.ca 1959: Tom Essery (250) 477-9321; tessery@shaw.ca 1960: Pierre Yans (250) 592-5997; pjyans11@ 1961: Wilf Lund (250) 598-5894; wilflund@

1962: Eric Waal (250) 477-1425; ebwaal@ 1963-I: Russ Rhode (250) 642-0086; russal@shaw.ca 1963-II: Tim Kemp (250) 494-5043; timkate@shaw.ca 1964: Gord Oakley (250) 544-1616; gordon_oakley@ 1965: Graeme Evans (250) 361-2646; gnbevans@shaw.ca 1966: Ross Beck (902) 403-4131; rossbeck1946@ 1967: Errol Collinson (250) 704-0048; erroni@shaw.ca

*NB: Class Reps are members of the Executive

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Naughtical Terms*

Heads

The correct Canadian sailor's description of a toilet is the plural deriving from the practice of using one of two positions in the bowsprit netting for the eliminationof bodily wastes. By Nelson'tstime, naval vessels had become slightly more civilized; the heads were located either side of the bowsprit inside the beakhead. The seamens' heads were next to the foc'sle living quarters. They were often flused naturalliy by the oncoming seas; for obvious reasons, one ws admonished to use the leeward one. These positions take their name from the cat-heads, or the beakhead, which are all in the same area. Cat-heads were short stout projections from the ship's side to which the main or bower anchors could be secured at sea. When a sailing ship prepared to anchor, the bower anchors were un-catted and they then swung pendulously from the hawse holes, close above the sea surface and dangerously close to hull planking -- ready for letting go.

*Courtesy of our late, lamented past President, Joe Cunningham, Class of '56

*********

"You can observe a lot by just watching..." Yogi Berra

The Newsletter of the Venture Association

Buggins

Visit Canada's Naval and Military Museums

Esquimalt Naval & Military Museum, CFB Esquimalt (Naden) Victoria, BC V9A 7N2 Telephone: (250) 363-3655

Vancouver Naval Museum, HMCS Discovery, 1200 Stanley Park Drive, Vancouver, BC V6G 3C7; Telephone (604) 837-6691

The Military Museums, 4520 Croschild Trail SW, Calgary, AB . T2T 5J4; Telephone: (403) 410-2340

The Naval Museum of Manitoba, HMCS Chippawa, 1 Navy Way Winnipeg, MB R3C 4J7

HMCS Haida National Historic Site, Pier 9, HMCS Star, 658 Catherine St, Hamilton, ON L8L 8K4 Telephone (905) 526-6742; pc.gc.ca/eng/hnnhs/on/haida/index.aspx

Mus?e Naval de Qu?bec, 170 rue Dalhousie, Qu?bec, QC G1K 8M7; Telephone: (418) 694-5387 musees.qc.ca

Shearwater Aviation Museum, 34 Bonaventure St, Shearwater, NS B0J 3A0; Telephone: (902) 720-1083 shearwateraviationmuseum.ns.ca

Maritime Museum of the Atlantic, 1675 Lower Water Street, Halifax, NS B3J 1S3; Telephone (902) 424-7490 maritimemuseum.novascotia.ca

The Canadian War Museum, 1Vimy Place, Ottawa, ON K1A 0M8; Tel: 1-800-555-5621 warmuseum.ca

The Canadian Aviation and Space Museum, 11 Aviation Parkway, Ottawa, ON K1K 2X5; Telephone (613) 990-4340

HMCS Sackville--Canada's Naval Memorial Trust, PO Box 99000, Stn Forces Halifax, NS B3K 5X5; Telephone (902) 444-3773 hmcssackville.ca

Naval Museum of Halifax, Admiralty House, 2729 Gottingen St, Halifax, NS B3K 5X5; Telephone (902) 721 -8250 hmhps.ca

Comox Air Force Museum, PO Box 1000, Stn Forces, Lazo, BC V0R 2K0 (250) 339-8162 oxairforcemuseum.ca

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