Airmail Estevan Winnipeg CLP5 semi official stamp front cover
The CLP5 semi-official stamp was issued on October 1st,1924 and put on airmail covers for the first airmail flight planned from Estevan, Saskatchewan to Winnipeg, Manitoba. What initially seemed to be a publicity stunt toward the use of airmail was instead a marketing operation planned by two promoters of a local industry, coal mining.
The Estevan to Winnipeg flight promoter and his associate had personal interests in the Eureka Coal and Brick mining company. On the back cover, we even have a commercial invitation: « Buy Estevan Brick ».
Airmail Estevan Winnipeg CLP5 semi official stamp. Back of cover.
The pilot, E.A.Alton took-off from Estevan under nice weather on the morning of October 1st,1924 and headed east toward Winnipeg. He was supposed to do a stopover in Brandon, to refuel, but engine problems forced him to land in a field in Bienfait. During the landing, the wheels hit hidden rocks and the aircraft was wrecked.
The pilot quickly transferred the mail to the Bienfait Post Office where it was put on the Souris train to Winnipeg. The mail arrived late but on the same day at destination.
An Air Saguenay DHC-3 Otter has made it from Québec to Kokoda, in Papua New Guinea. It is expected to work around the remote mountain airfields for a while.
The Air Saguenay Otter is taxiing for the Kokoda runway towards Launumu in Papua New Guinea.
Today, the Otter heads for Launumu, a mountain airfield that is at an elevation of 5082 ft asl and 1200 feet long.
The Air Saguenay Otter departing Kokoda.
The pilot has to watch for the birds in order to avoid any collision in flight…
Otter aircraft and birds.
Following the Kokoda trail is a good way to reach Launumu.
The Otter in the Papua New Guinea mountains, following the Kokoda Trail.
If the mixture is not adjusted, the Otter will lose a lot of steam trying to climb up to 7,500 feet to cross the first line of mountains.
Inside the Otter cockpit, with the mixture adjusted.
Anybody landing and departing from Launumu deals with high density altitude. This is not only due to the elevation of the airfield but also to the very warm and moist air present in the region. Consequently, some additional airspeed is required on the approach and on the departure.
The Launumu runway is in sight.
When a pilot lands southwestward in Launumu coming from Kokoda, he must dive in a valley to lose altitude, which will increase the aircraft’s airspeed. The Launumu runway is in sight.
If the airspeed is not promptly corrected, the approach to the Launumu runway will be too fast. Any airspeed above 60 knots forces the pilot to overshoot (unless you are ready to virtually die a few times while trying).
Losing altitude while respecting the flaps speed limit.
So, once the higher mountains are crossed, a good way of losing altitude without gaining airspeed is to use flaps (at the corresponding airspeed) and do a tight 360 degree coordinated turn while descending. That way, the pilot will end up in line with the runway and at the speed you want, which is around 50 knots.
Turning and descending in the valley during an approach for Launumu.
The Otter floats endlessly because of its huge wings.
The Air Saguenay Otter is on approach for the Launumu short runway in Papua New Guinea.
On final for Launumu, the pilot might end up having to deal with the bushes that are close to the runway. It is not unusual for the Otter or the Beaver to complete a difficult approach with bushes wrapped around the landing gear.
A Air Saguenay Otter is on final for the Launumu mountain runway.
A Otter aircraft is arriving on the Launumu high altitude runway.
Launumu has a surprise for the newcomers. If the pilot lands southwestward, like it was just done here, and the aircraft is not stopped within approximately 600 feet, it starts accelerating since there is a pronounced slope downward in the second half of the runway. This slope leads to a cliff. In case of a missed approach, the pilot can use the slope downwards and dive in the valley at the end of the runway to build up airspeed and start a new approach.
Now that the hard work is done, it is time to wait for the passengers and cargo, and plan the next leg…
A Otter aircraft is backtracking the Launumu runway after landing.
A Otter aircraft is parked on the Launumu runway in Papua New Guinea.
The virtual scenery and clouds required softwares like REX, REX Texture Direct, Cumulus X, FTX Global, FTX Global Vector and Pilot’s FS Global 2010.
Airmail OACI In flight with the United Nations 1971
I got this first day cover thirty years ago. It had no real monetary value but certainly a historical value for whoever is interested in aviation and airmail history.
After multiple hijacked flights in several countries, hijacks that could easily have been avoided, the pilots got tired of the situation and decided to take matter into their own hands. With both pilots and politicians involved, the situation progressively changed.
International laws were modified and security was also increased, both at airports and in the aircrafts.
Airmail Airline Pilots Special 747 Flight Committee 1971 New-York to Montreal
Below is a quote from the ICAO document:
“The series of skyjacking incidents, several of them desperate and dramatic, was a great and particular concern for the Air Line Pilots Association (ALPA, Member of IFALPA, the largest airline pilot union in the world representing pilots from U.S. and Canadian airlines); ALPA sought an innovative step and an extraordinarily direct method to intensively lobby influential politicians from all over the world, as the fundamental problem in advancing a solution to the skyjacking problem laid in the realm of politics. A Boeing 747 sponsored by ALPA was rented from Pan Am and nearly 300 United Nations personnel flew on Saturday 6 November 1971 on a short international flight from New York to Montréal, being the home of ICAO; the aircraft was piloted by Captain Stanley L. Doepke of Pan Am. More than 30 crewmembers who had been skyjacked placed these world political leaders in a controlled and dramatic situation where they could hear their stories. All the international politicians from the UN General Assembly who accepted ALPA’s hospitality on the Montréal excursion went home vowing immediate action by their countries. A special first day cover was issued to commemorate this unique event and a medal was given to the UN Delegates. More information on this issue can be obtained by clicking on the following link: Hijacked Pilots Urge UN Action.
However, even with these two new Conventions signed in 1971, the issue on sanctions was not sufficiently addressed and a few terrorist actions early in 1972 gave rise to grave concern and threat to the safety of civil aviation; it was felt that perpetrators of such acts were not or not appropriately brought to justice. Because governments had failed to deal adequately with such hijacking, the International Federation of Airline Pilots’ Associations (IFALPA) called for a world-wide 24-hour shutdown of services by pilots on 19 June 1972. The United States pressed in the ICAO Council for rapid action to complete the work on a convention which would provide for sanctions against states that did not punish hijackers. The ICAO Council adopted on 19 June 1972 a Resolution which directed the Legal Committee to convene immediately a special Subcommittee to work on the preparation of an international convention to look at this issue of sanctions.”
In Canada, we cannot take the picture of someone who is the main subject unless we have obtained her permission. This is even more important with a child, where the authorization of the parents is required. But in the case of the picture below, it is different: it is a child whose face seems to belong to somebody else!
The child with a man’s face. Terrasse Dufferin, Quebec City.
I took this picture and enlarged it in the camera to understand what I was seeing. I realized that the child was holding the image of an adult man directly in front of his face.
The child with a man’s face (enlarged photo)
There was a group of adults that were standing nearby. One of the man called the child, who rapidly stepped down from the statue. They told me that the picture held by the child represents the sensei of a karate club that came all the way from British-Columbia for a national competition of Shotokan style karate being held at Laval University in Quebec City. The mystery was solved!
Jeanne d’Arc and the snow geese. Parc Jeanne d’Arc, Quebec City, 2017.
When someone wants to do street photography, he must continually ask himself: “What don’t I see, but that is there? What do I take for granted but that would deserve a different approach?”
While I was heading to Old Quebec, I walked by the Jeanne d’Arc park. This park is known for its beautiful flowers and its huge statue of Jeanne d’Arc. But how could I get the statue without the flowers?
I was looking left and right when I finally looked straight up to see, in the background, hundreds of snow geese flying at high altitude and enroute for the Arctic. I had to very rapidly find a way to photograph the statue and the snow geese.
A few seconds later, the tip of Jeanne d’Arc’s sword was pointing towards the snow geese, making a link between the two subjects.
On a more theoretical note, an abstract diagonal line crossed the photo, starting from the front of the horse and going through the rider, the tip of the sword and following the two lines of geese, ending in the upper right corner of the picture.
The picture was taken with a Canon 5DSR full frame camera equipped with a Canon EF 85mm f/1.2L II USM.
The Government of Japan’s Boeing 747-400, with the Japanese Prime Minister on board, leaves Quebec City after the G7 summit in 2018.
The picture above shows the Japan Air Force Boeing 747-400 (B744) leaving Quebec City after the G7 2018 summit.
Below is a video of the training made by the pilots to get accustomed to the Quebec Jean-Lesage international airport.The runways at the CYQB airport are only 150 feet wide.
Soon after the conclusion of the G7 in La Malbaie, Quebec, the White House’s principal adviser to trade, Peter Navarro, declared during a televised interview in United States that « there is a special place in hell for the Prime Minister of Canada Justin Trudeau ».
Justin Trudeau has nothing to fear since, after some verification, it appears that there is no more places available in hell. Indeed, the few remaining places have already been booked for the American politicians who refuse to take action to prevent the annual murder of tens of students due to a lack of gun control.
(Remorquage à vos frais = Towing at your own expenses)
Street photography is also about noticing anomalies in commercial signs. In the picture above, the commercial establishment offers parking space, but if you use the parking you will be towed because it is forbidden to park.
On the store’s door, you can see that many credit cards are accepted. So, if we follow the same reasoning, you will have problems if you use those cards. It is better to pay with Diner’s Club or American Express. The washrooms are also available for whoever does not need to go. The bankrupted establishment is also open except when it is closed.
The Hotel Le Concorde with tulips from the parc Jeanne d’Arc in Quebec City.
The picture above was taken at the parc Jeanne d’Arc in Quebec City in May 2018. In the background, you can see the Hotel Le Concorde, the only hotel with a revolving restaurant in Quebec City.
The picture was taken with a Canon 5DSR full format camera equipped with a Canon 14mm 2.8L fixed lens.
For other photos from the province of Quebec or of Quebec City, click on the following links from my blog :
Here are a few quotes drawn from the book “The Aviation Art of Keith Ferris”.
“I was told to draw, and keep drawing until I could master complete accuracy. I was not to be in such a rush to paint and render. Once drawing was under control there would be plenty of time to paint“.
“I was reminded that the aviation world was populated with people as well as airplanes and that I must learn anatomy and figure drawing and painting. For this I would have to go to school“.
The aviation art of Keith Ferris
“Never take employment in a job that will not in some way increase your knowledge of the graphic arts field“.
“The artist who expects his work to be reproduced should be familiar with the entire sequence of events of which art is only a part“.
“Pay close attention to the work of other artists and learn from the way they work. One quickly learns to recognize the difference between art that is good and art that is not“.
