Metz, France

1966 – Annex B to Historical Record
National Archives of Canada

PART I - GENERAL

The year 1966 saw many senior staff changes throughout the Branch. In August G/C WN Hoye became the new SSO Tech replacing G/C EP Bridgland; S/L IL George replaced W/C HL Jones as Log C; W/C DP McCracken replaced W/C WH Smith as SOAE; W/C AG Hoyt became the new SOCE replacing G/C GS Galley who was made the new SSO Pers; S/L AR Tomlinson replaced S/L JA Crouch as SOTpt.

This became the last full year that the Technical Branch was to operate out of Metz, when General de Gaulle ordered Canadian and American forces out of France by 1 Apr 67. Consequently, one of the salient features of this year was the planning of the relocation of the Headquarters and 1 Wing in Lahr in Germany. It is expected that the physical move of the Branch will be completed by the last week of Mar 67.

At the Rome Conference on Decimomannu in May a Standing Group Committee was formed to meet in between the main conferences and resolve urgent problems as they arise by maintaining continuous close liaison and discussions with the Ministry of Defence in Rome. S/L Stewart, SOAF, and F/L Kerr, co-ordinator, represent Canada at these meetings. G/C Hoye became the new head of the Canadian Delegation fo the tri-national conferences at the November meeting. The night bombing programme at Deci was finalized at this time and is expected to get underway in Jun 67.

PART II - ARMAMENT

Jan - Feb 66

CF-104 Centreline Bomb Rack

Deficiencies in the centreline bomb rack resulted in the USAF placing a hold order on the peacetime loading of MK43 and MK57 weapons on the CF-104 aircraft. A CFHQ and AFWL sponsored meeting was held at 4 Wing in Jan 66 to review possible fixes for the problem. An interim fix was developed which would clear the rack for loading MK57 weapons. Necessary loading check list changes were approved on the spot and a modification instruction authorizing minor changes to the rack was issued as Air Division EO Addendum EO 30-15KC-6AV/AD2 (NWS) dated 7 Feb 66. Further investigation was necessary to develop a permanent fix which would resolve the problem for both MK57 and MK43 loadings.

Mar 66

A meeting to develop a permanent fix for the CF-104 centreline rack problem was held at AFWL Kirtland AFB in Mar 66. As a result of this meeing, EO 30-15KC-6AV/32 (NWS) dated 6 Aug 66 was issued. Incorporation of this modification cleared the aircraft for peacetime loading of MK43 and MK57 bombs. Revision to EO-05-165A-2HAC dated 15 Aug 66 contained changes in loading procedures which were made necessry by the incorporation of the modification to the rack.

Aircraft Certification

Mar 66

Initial nuclear weapons system certification checks of CF-104D MK2 aircraft were performed at 3 and 4 Wings by 7232nd Munitions Maintenance Group. A continuing unit program for certifying the dual aircraft followed.

Apr 66

CF-104 and CF-104D MK2 aircraft certification check lists were promulgated in EO 05-165A(B)-2HAC revised 1 Mar 66. Previously, checklists contained in USAFE Engineering Liaison Officer documents 3MEL-46CL had been in use.

May - Sep 66

A proposal to revise aircraft certification procedures to allow up-dating of a certification was received from 4 Wing. Existing requirements made it necessary to perform a complete certification check when any component which is in the nuclear weapon system was changed or modified. It was proposed that only the checks pertaining to the item which was changed or modified should be performed. The proposal was forwarded to ELO and a meeting to discuss the change in certification requirements was held in Jun 66. Changes suggested by ELO were incorporated in the proposal and the revised procedures were field checked by 3 and 4 Wing. A consolidated proposal was forwarded to ELO in Sep 66. Since the proposal required a change in certification policy, it was necessary for ELO to forward the proposal to USEUCOM for authorization. A decision by USEUCOM is pending as of 31 Dec 66.

Air Division Armament Orders

Jun 66

Amendment List No 1 to Air Division Armament Orders, Part 1 was issued 1 Jun 66.

Jul 66

Minor differences in USAFE and RCAF explosive safety orders had been a source of considerable annoyance for some time. In correspondence with HQ USAFE, it was established that such problems should be reviewed and, where possible, resolved at the AirDiv HQ - 7232nd MMG level. The situation improved considerably as a result of close liaison between these two agencies.

Aircraft Armament Accidents

Mar - Nov 66

A number of aircraft accidents involving armament occurred in the period Mar 66 to Nov 66. The following is a resume of these accidents:

1. CF-104 12743 at 4 Wing 28 Mar 66 - A pylon tank was jettisoned during a current delivery check. Cause assessed as personnel error and equipment deficiency. Action: special inspection EO 15-120EA-5/AD2 was issued 19 Apr 66.
2. CF-104 12743 at 4 Wing 25 Apr 66 - A tip tank was jettisoned during an aircraft certification check. Cause assessed as procedural error and lack of a fool proof means of grounding ejector firing pins during tests. Orders were issued which required certification checks to be performed by a two-man crew working under the direct supervision of an NCO. UCR 6404/A153 on improved grounding methods was processed. Subsequently, MATCOM developed an entirely new grounding device and demonstrated a prototype of it to Air Div Units in Nov 66. This item will be introduced following user evaluation of the production version.
3. CF-104D MK2 12662 at AWU 28 Jul 66 - An MN-1A dispenser was jettisoned at Capo da Frasca range following a bombing run. Exhaustive investigation failed to reveal any evidence of equipment malfunction. It was noted that no protection was provided for the terminals of the MN-1A/NORMAL switch on the MAU-12B/A rack adapter. A modification to cover these terminals was proposed.
4. CF-104D MK2 12657 at 4 Wing 23 Aug 66 - A right-handed tip tank was jettisoned when the ejector ground safety pin was pulled prior to take-off. This was caused by the EXTERNAL STORES JETTISON SWITCH sticking in the ON position. Deficiencies in this switch had been recognized earlier and EO 05-165A-6A/310 (NWS) dated 28 Dec 65 had been issued to rectify weaknesses. Also MATCOM had initiated action for fleet refitment of the switches. As a result of this accident, higher priority was assigned to replacement of the switches. Additionally, the jettison circuit functional test procedures did not clearly define the steps to ensure that there was no stray voltage present after the last actuation of the jettison switch. These procedures were amended to include such a check.
5. CF-104 12899 at 3 Wing 3 Oct 66 - Wing pylons without tanks were inadvertently jettisoned by the pilot prior to takeoff. The aircraft did not have modification EO 05-165A/314 incorporated. This modification provides a facility for witness wiring the pylon jettison switches.
6. CF-104D MK2 at AWU 15 Nov 66 - A "locked rack" firing of the centreline bomb rack ejector cartridges occurred during functional checks following the loading of an MN-1A dispenser on the aircraft. This aircraft was on deployment from 1 Wing. The cause was assessed as incorrect maintenance procedures at 1 Wing and loading procedures at AWU. Corrective action has been taken.

MAU-12B/A Rack Deficiencies

Feb 66

Certain deficiencies in the MAU-12B/A adaptor ensemble came to light during Phase II Training of load crews in November 65. The safety pin acess hole in the adaptor did not line up with the hole in the rack when the weapon was crutched down. In addition, it was found to be very difficult to monitor the locked condition of the rack because of the lack of visibility or a contrasting indication.

Mar 66

After the usual administrative routine through AFWL and MATCOM, a modification order was issued to enlarge the safety pin access hole and to provide a contrasting black line across the safety links, to visually ensuring locking. All racks were modified on 11 Mar 66.

Apr 66

It was found that the instruction plate on the side of the adaptor was peeling off because of high air speeds. It was suggested that it be rivetted in place and an modification order to that effect was issued in June.

Jul 66

Excessive torque specified for the cartridge holders caused rounding-off to the hexagon corners and extreme difficulty in removal. The torque was revised downward by AFWL and an appropriate amendment made to the loading handbook.

An MN-1A dispenser was inadvertently jettisoned from a CF-104D and although no cause could be found, it was considered a possibility that the terminals at the rear of the MN-1A Special Stores switch on the adaptor were subject to contamination by moistue. Trials were conducted and a UCR and draft mod leaflet forwarded in Nov to pot them.

Oct 66

Four instances of weapons away switches becoming stuck in the bomb-on position occurred within a short period of time. It was determined that the cause was a design deficiency in the switch and MATCOM took action to order an improved model from the USAF. Because of short supply, a limited number only were available and an Air Div EO Addendum was issued to ensure minimum compression of the switch during MN-1A loading.

Loading Training Film

Feb - Mar 66

In October 65 a black and white film was taken of the up-and-down loading of a nuclear weapon training shape at 3 Wing. After reviewing at Air Div, Arm 2-2 and the WLO at 3 Wing edited the film, wrote a script for the sound tracks and it was proposed to CFHQ that a visit be made to Ottawa for finalization.

May 66

Arm 2-2 and the 3 Wing WLO visited CFHQ to act as technical advisers in recording the sound track on magnetic tape. Final sound track was arranged to be done professionally and the number of prints required was determined.

Sep - Dec 66

A hastener on 6 Sep requested latest status of film. CFHQ replied that it was expected to be complete by mid Nov. As of 31 Dec there was still no sign of the film.

MHU-12M Trailer Problems

A proposal had been submitted to eliminate the safety chains on the MHU-12/M Trailers since they served no useful purpose when used in conjunction with the automatic brake. AFWL agreed provided the brake actuating cable was not attached to the pintle hook on the tow vehicle. Three modification proposals with a recommendation were submitted. Recommendation was approved after much processing at AFWL and modification order issued to MATCOM on 20 May. Air Div mod leaflet to modify tow vehicles was issued by SOMSE in June. All trailers were modified by late October.

A Dull Sword report revealed that several trailers were not modified with the automatic turn signal device because of a shortage of the required micro switches. Priority action was taken by MATCOM to obtain them and after a hastener in March, they were received in Air Div in June.

A modification to provide chock adaptors for carriage of the Bomb 3 was held up for 3 months because of lack of suitable aluminum stock. This was finally sent from Canada in late Jan.

An inadvertent actuation of the automatic brake in Oct 65 resulted in a recommendation to safety wire the release latch pin. AWFL interposed no objection but suggested pin was not correct contour. Trials were conducted in Aug and Oct but fault could not be duplicated, thus no action was taken.

Feb 66

The problem of cracking welds on the trailer was brought up in late 1965 and finally solved by AFWL recommending rewelding or welding reinforcing angles rather than bolting.

It was recommended that the modification to provide wide pads for trailer chocks was not applicable to Air Div since the trailers would be carrying nuclear shapes only. CFHQ concurred with this in Oct.

CFHQ, becoming exasperated with broken tow-bars and cracking welds, ordered MATCOM to reinstate the inspection table which the USAF had deleted from the trailer TO but which had been in force as an Air Div EO addendum. AFWL interposed no objections and the EO was so amended.

Apr 66

It was found that the trailer chocks were exceeding the chocking limits on the rear of Bomb 3. After a UCR was submitted and much discussion was held concerning reducing the width of the chocks, AFWL granted approval to exceed the chocking limits in mid May.

Cold Lake reported adhesive holding rubber pads to chocks was seeping through and causing weapons to stick. Air Div suggested use of locally procured cement which gave good results.

A UCR reported cutting of the rubber boots on the wheel brake cyclinders and recommended a modification to the brake shoes. No answer by 31 December.

A complete trailer inspection checklist, as originated in a UCR from 4 Wing was issued as an Air Div EO Addendum.

A difference of opinion arose between 3 and 4 Wings on method and means of tying-down weapons to the trailer. The matter was referred to USAFE and was still in process on 31 Dec.

AVIONICS

Calibration Centre

Electronic Test Equipment:

1. Early in 1966 the calibration centre was faced with a backlog of 975 pieces of electronic test equipment to be calibrated. This backlog was gradually overcome as the improvements to the permanent calibration centre became effective and with the addition of three extra CAE technicians.
2. In May arrangement were completed to calibrate the Specially Equipped Vehicles from the Canadian Infantry Brigade at Soest. Vehicles were scheduled at one load per month, commencing in June. This arrangement has proven effective and to the satisfaction of all concerned.
3. An extensive review of all test equipment holdings, by units, was initiated in Nov to determine the workload and manning requirements for the 67/68 fiscal year.
4. A total of 3470 pieces of electronic test equipment was processed during 1966 and the backlog at the end of 1966 was effectively nil.

Radiac equipment:

1. Calibration of radiac equipment commenced in Apr of 1966 with the establishment of an Army SSgt and an RCAF LAC. Calibration of this equipment is being performed at present, in a modified calibration van sited near the calibration centre. This calibration team also performs calibration in permanently installed radiac equipment within 1 Air Div.
2. A total of 1267 pieces of radiac equipment was processed during 1966.

Mechanical Test Equipment:

1. Delivery of additional mechanical standards to the Calibration Centre, which began in the fall of 1966 increased the mechanical calibration capability of the centre. However, the size and quantity of this equipment indicates that when the total calibration standards are received the space available in the centre will not be sufficient to accommodate it. When all pieces are delivered, approximately Apr 67, a study of space requirements will have to be made and an A for P submitted to enlarge the centre.
2. Tied in with this A for P will be the inclusion of an area for radiac calibration. This will facilitate all calibration activity and assist in the manpower allotment.
3. Mechanical calibration of 3 Wing Load Crew Training wrenches has been carried out in 1966.
4. A total of 262 pieces of mechanical test equipment was processed during 1966.

Emergency UHF Bailout Tone

Prior to 1966 to May 66

In May 1964 a 4 Wing UCR pointed out that with a CF-104 aircraft power failure and a subsequent pilot ejection there was no method of automatically turning on the Emergency UHF equipment. Since that time, there has been considerable correspondence and research into the problem. A requisition by MATCOM on Canadair was authorized to prototype modifications to solve this problem on CF-104 and CF-104D aircraft. The Canadair prototype kits were received at 4 Wing for proving and following proof trials, 4 Wing recommended several changes.

Dec 66

Modification details were eventually finalized between MATCOM and Canadair and kit production commenced in Nov 66. To date no kits have been delivered.

URT/503 Personnel Survival Beacon

Prior to 1966

For several years a replacement for the outdated and inadequate SARAH and URC4, Personnel Survival Beacons, has been sought. In 1963, specifications, in the form of RAD 62-2, for a new Beacon were laid down. The URT 503 was selected in 1964, however, delivery dates were delayed due to contactural difficulties and production problems concerning the battery.

Further delays in delivery schedules occurred during 1966; the earliest anticipated delivery of the URT 503, to 1 Air Div is Mar 67.

The URT 503 will be the most suitable in the 1 Air Div environment in that it is compatible with the several types of homing equipment used throughout Europe.

VOR/ILS Prototype Mod

1 Air Division was requested by Material Command to prototype single VOR/ILS Dakota and Expeditor test facilities to provide the pilot with the ability to detect equipment failure or to observe the amount of azimuth error present in the NVA21 Navigation Unit.

The Expeditor project which was commenced at 4 Wing was cancelled due to phase out of this aircraft type within Air Division.

The Dakota prototype was completed by 1 Wing and the Draft Modification Leaflet forwarded to Material Command.

Westinghouse Overall Tester and Calibrator (WORTAC) and Flight Test of NASARR

Dec 65 - May 66

In Dec 65 a project was authorized by SOOP to evaluate the AN/APG 502 NASARR MK51C particularly to the CM and TA modes of operation, in conjunction with a calibrated WORTAC. The Test equipment required for the calibration of the WORTACs was delivered to the Wings by Apr 66, calibrated at the Cal Centre, then used to calibrate one WORTAC at each 3 and 4 Wings.

Jun 66

Two WORTAC calibration chambers were set up at each 3 and 4 Wings. 4 Wing also carried out complete calibration of the NASARR on two aircraft using the calibrated WORTACs. However, no test flights were carried out by the aircrew to determine the CM/TA accuracy of these aircraft.

1 Wing did not calibrate the WORTAC or carry out any CM/TA checks on the NASARR as this mode of operation was not considered necesary by 1 Wing operation.

Jul to Sep 66

Owing to Operating Tight Squeeze there was no calibrations of the NASARR using WORTAC by 3 or 4 Wing.

Aug to Nov 66

At CFHQ request, reports on WORTAC and NASARR evaluation were prepared by the Wings; these, together with SOArm comments, were forwarded to CFHQ and Material Command in Oct. No further action is contemplated by Air Division Technical Staffs until the operational requirement for the CM/TA mode is firmly established as the manpower and time on the present maintenance schedule must be increased considerably to cover complet CM/TA calibration of the NASARR using a calibrated WORTAC.

Bristol Refurbishment

1965

Four Bristol aircraft were scheduled, starting in 1965, to have Bendix 21 VOR/ILS and Bendix 21 UHF installed and the TACAN 501 re-engineered. The refurbishment contract was assigned to Western Airways in England, and a prototype was completed in Aug 65. The remaining three aircraft were refurbished at Western Airways by May 66. The phase out of the Bristol aircraft in Nov prevented a final study into the effectiveness of the modification.

CF-104 TACAN Blade Antenna

1965

The TACAN installation in the CF-104 had proved to be marginal ever since the introduction of the aircraft into Air Division environment. In response to operational demands, a prototype blade antenna installation was evaluated by 4 Wing and found to give significantly improved TACAN performance. However, it was noted that the prototype antenna was susceptible to high speed wear on its leading edge. A new antenna, manufactured by Dorne and Margolin with an epoxy body, was evaluated and flight tests proved it satisfactory. Fleet fitment was authorized in Jan 1966 and all aircraft were refitted with the new antenna by Oct 66. This modification has given a significant improvment in the CF-104 TACAN performance.

CONVENTIONAL WEAPONS AND EXPLOSIVES

Explosive Inspections by 1 ADHQ

The annual (spring) Explosive Inspection was carried out at units as follows:

The semi-annual Inspection was carried out as follows: (which is for only 4 units)

All observations noted in visits at units in para 1 have been rectified and CFHQ advised accordingly.

Letters have been forwarded to units listed in para 2 with the exception of 1 Wing which will be inspected 9 - 12 Jan 67.

Explosives Site clearances carried out for undermentioned units:

DAPE 3147 031621Z Aug 66 Explosive Inspections deployment bases your 1920-103 SOArm 6 May no longer required.

Disposal of 2.75 Rockets at 1 Wing

Sep 66

Material Command authorized destruction by burning of 10,479 rocket motors at 1 Wing. Because of the limited manpower at 1 Wing the project progressed slowly and would have progressed well into 1967. Material Command provided assistance from 6RD and the project was completed by first week in Dec 66.

A remaining quantity of rocket motors of 1956 manufacture were authorized for return to Canada. It is anticipated this move will be completed prior to the end of Jan 67. (approx 5,000 motors.)

Armament Accident

Nov 66

A report was received from 1 Wing on an accident which involved the ignition of a rocket ignitor by an RCAF dependent boy, in which the boy received flash burns.

Dec 66

The investigation of the accident revealed that an ignitor had been overlooked on the inspection of the residue from the disposal project. The cause of the accident was attributed to the oversight on inspection and dependents being in an out-of-bounds area.

Conventional Weapons

Sep 66

Part II of ADAO, conventional weapons was prepared in draft and circulated to the Wings. The formal copies were issued Sep 66. It is now time to amend the issued orders and material is now available to add new chapters. The former procedure of circulating the draft orders to the Wings will again be followed, estimated early in Jan.

Jun 66

Deliveries of Weapons - 336 CBU-2BA were delivered to 3 Wing in Jun 65, 168 were to be transferred to 4 Wing when the hardstands were completed. This transfer was completed in Jun 66.

Jul 66

Deliveries of 266 BLU-1/B Fire Bombs, 133 ea to 3 Wing and 4 Wing was completed with the transfer of explosive components from 3 Wing to 4 Wing on 6 Jul 66.

Jul 66

A modification to install ballast in the CBU dispensers that was started in 1965 was completed in Jul 66.

Mar 66

Aircraft modifications, the modifications to permit the aircraft to carry convention weapons which was 95% complete in 1965 was completed in Mar 66.

Jun 66

Completion of Hardstands - hardstands for storing CBU's at 3 and 4 Wings were completed in 1966.

A conventional weapons tool kit approved by CFHQ in Dec 65 proved to be inadequate in several respects, quantities in particular. The actual requirement was reviewed and much correspondence was generated on this subject. A complete consolidated requirement was submitted to Material Command in July. Approval from CFHQ was received in Oct for the recommended listing. The only item outstanding at 31 Dec, is headset microphone which CFHQ reduced from the recommended quantity of ea 4 per kit to ea 2. Substantiation for the additional tools have been co-ordinated with the Wings and an E336 will be process, if required, to obtain approval of the increase. Scales for the tools for break-out and assembly of BLUs was also approved.

3 Wing was requested to prototype an adapting cradle to enable BLU-1/B bombs to be carried on the T6 trailer. Photos of the developed cradle were received in Aug 66. In the interim 4 Wing had proceeded in adapting their trailers for carriage of BLU's. In the interest of standardization and economy of trailers 4 Wing will be requested to review the 3 Wing developed cradle and provide recommendations on adopting it - 3 Wing design carries 3 BLU's, 4 Wing only 2 BLU's.

Dec 66

Standard crews on both CBU's and BLU's have been trained. Initial training on CBU's has been completed. Training on BLU's was delayed until the receipt of dummy explosive components. Initial training on BLU's can now be completed.

Operational Concept - a problem exists in that the operational concept which is not defined is required to support recommendations for the purchase of spares to support the conventional weapons program ie repairs to combat stocks, additional training items, etc.

BDU-8 Refurbishing

Jan 66

The BDU-8 refurbishing program is proceeding with no apparent problems. Special parachute bags procured by Material Command are being used for shipment of parachutes from the contractor to the Wings. The only minor problem appears to be the difficulty of trying to administer this contract from AirDiv HQ when the contract is held in CDLS London. It is understood SOSup has suggested the new contract to be held at 3 Wing for 67 - 68 fiscal year.

Night Bombing at Decimomannu

Jan 66

The preliminay results of night bombing at Deci using red cartridges in the MK-106 practice bomb in conjunction with photo-assessing appear promising, but trials have been limited. A forecast of 2,000 red cartridges being used this summer was far from accurate in that only a few cartridges were used.

Runway Denial

For several years, the 1,000 lb bombs provided for use in cratering the runways to deny their use to an enemy have been considered inadequate in that limited damage which can be repaired rather quickly is all that can be expected. The use of an explosive to rupture the demolition conduits, culverts under the runways and taxi-strips, has been considered the most efficient method in that, provided the quantity of explosives is correct, upon detonation, heaving of the overburden will result, without a ditching effort. A runway thus disfigured would require large concrete slabs to be removed, before the work of refilling the resurfacing could be completed.

Feb 66

Information on a suitable explosive has been sought and several considered for use, among which, bangalore torpedoes appeared promising; however, due to their rigidity when linked could not be fed into the conduits.

Aug to Sep 66

A flexible, plastic encased explosive which could be pulled through the conduits was considered to be the answer. Information on this type of explosive was requested from USAFE. Apparently explosives of this type are not held in their inventory. CFHQ was requested to help in the search. This may have been successful as a possible source through the US Navy has been advised.

Oct - Dec 66

Action yet to be taken:

1. determine suitability of the suggested explosive;
2. if suitable, quantities of the explosive required;
3. obtain approval for a revised EDP and purchase of the new explosive.

PART III - SUPPLY

Spare Parts

During 1966 the need continued for extraordinary action to obtain J79 spares. This action was necessary not only to directly support flying operations in Air Division but also to keep R&O lines going in Canada. Spares are obtained by procurement from European contractors, notably Fabrique Nationale and Mann Turbo and from the CAF through BWB. 51 purchase requisitions were processed totalling $410,355.96 and covering 79 line items or 16,193 individual spares. In addition 17 line items totalling 21,317 individual spares were borrowed from the GAF. Several R&O facilities were also established in Europe for repair of items which for various reasons were not coming off Canadian R&O lines in sufficient quantities.

Spares consumption was subject to close analysis at the Wings and ADHQ and emphasis placed on methods of forecasting requirements. This together with our "self help" program in Europe paid dividends as the number of aircraft grounded for lack of spares has steadily decreased.

Aircraft

Effective 1 Nov transport aircraft establishments were reduced; Bristols from 4 to 0, Dakotas from 12 to 7, and Expeditors from 2 to 0. Because of the impending move from France, CFHQ approved disposal of these aircraft and their associated spares and CHE in the UK on the recommendation of this Headquarters. By 31 Dec all aircraft in excess of UE and most of the associated spare had left the continent.

Survival Training

Early in May water survival training commenced at the AWU Decimomannu for Air Division air crew. To accomplish this training, boats, outboard motors, etc., and large quantities of safety equipment were supplied on short notice.

Relocation

In preparation for the evacuation from France, stocks were run down at SU Metz and 1 Wing consistent with operational requirements. Procurement of furniture, office appliances etc. was curtailed. Action was taken to provide for the large quantities of packing materials required.

Close-Outs

During the year all the DOBs were closed down and large quantities of material held at these sites for deployed operations were withdrawn and disposed of. Included in these materials were substantial holdings of Turbo fuel, 289,000 gallons at St Hubert, 274,000 gallons of Bertrix and 257,000 gallons at Rocroi. This fuel was transported by tank liner to 1 Wing and used after it was confirmed to be suitable for use by sampling and analysis. Also closed out were the "north leg" microwave sites which serviced the DOBs in France and Belgium. Guard contracts, etc. for these as well as the DOBs were reduced or cancelled.

Plans were formulated to streamline supply operations at both Wing and HQ level in the coming year.

PART IV - MOBILE EQUIPMENT

General

During 1966 we had two visits from CFHQ DTPT, both of these visits produced policy changes which have a continuing affect on this branch. Briefly these changes are in the area of:

Attache Vehicles: Formerly we were responsible for the replacement and statistical records of 11 Air Force Attache and Logistics Liaison Officers cars in Europe. In keeping with integration it was decided that one agency should be responsible for all Attache and LLO vehicles. Air Division was selected to carry out this function, 22 additional vehicles were added to SU Metz establishment as a result of this decision. This has created a considerable workload for the TPT branch in trying to get background information on replacement plans, peculiar operation conditions etc. Once our records are complete future problems should be minimal.

Procurement of European type Vehicles:As Air Division have been purchasing their own ETV for some years now and the Canadian Army Brigade have not, it was decided that Air Division should arrange for the procurement of all European Type Vehicles required for Air Force or Army. This system will enable us to take advantage of volume discounts, our first joint purchase was for eight Opel Kapitan sedans which were delivered in September, three of these cars went to CBUE. We are negotiating a contract now for 60 additional Opel automobiles, 25 for Air Force and 35 for Army. Delivery by 1 Feb 67 is expected. Contract negotiations for 62 light passenger and haulage vehicles plus 2 Opel ambulances were commenced in late Dec, these vehicles are to replace time expired Air Force equipment. We are trying for a Mar delivery date.

Other European vehicle deliveries in 1966 were as follows:

1. 12 Volkswagen 6 passengers and 3 passenger pickups
2. 26 Ford Station Wagons and panels
3. 11 Peugeot 403 staff cars
4. 1 Ford SW for use at Prestwick

Vehicle Deliveries from Canada: During 1966 we received:

1. 5 Canadian built Chevrolet sedans
2. 3 Forklift trucks 6000 lb capacity
3. 2 Code L23 Aircraft loading platforms
4. 36 Dodge 3 ton stake trucks
5. 5 Dump trucks
6. 3 Code F37 Cranes.

Establishment Increases for Postal, Dental CDLS(L) - In the past Air Division units have been responsible for the maintenance of Postal and Dental Corps vehicles used within the Division, the vehicles were owned by the Army who provided replacements as required. These vehicles have now been transferred to Air Division establishment and future replacements will be programmed for and provided by us. Additionally, the CDLS(L) vehicles have been added to Air Division establishment for recording and replacement purposes only. The total number of vehicles in this group numbers 22.

Vehicle Establishment Survey - During November DTPT carried out a complete survey at SU Metz, 1 Wing, 3 Wing and 4 Wing to draw up a vehicle establishment for a three base concept. Some reduction in overall vehicle numbers seems likely, the new establishment has been published but no action will be taken to remove surplus vehicles until we are sure that they will not be required. In all probability a further review will be required during 1967, following relocation.

Vehicle Establishment Reductions - We had some 150 vehicles established for DOBs, when these bases were given up the vehicle establishment was cancelled. The vehicles in question have all been removed and transferred or disposal action has been completed.

The future of 601 Tel Sqn is still in doubt therefore no action has been taken to dispose of the 180 vehicles held by them. Considerable correspondence between Air Division - CFHQ and MATCOM has failed to produce any definite plan. This problem should be resolved early in 1967.

Branch Establishment Decreases and Staff Changes - The SOTPT staff was reduced in early 1966, one officer and one Sgt TPT Op position were deleted. The Central Despatch function and the established Cpl TPT Op was transferred to SOMov who controls personnel and material movements and co-ordinates air and ground transport. Specialist advice on matters pertaining to vehicle movement is provided by SOTPT as a staff function.

Vehicle Operations - Operations had a very busy year in 1966, hauling 12,362,458 pounds of freight interwing and 10,042 passeners. In addition to this there were many extra commitments as follows:

DOB Fuel Haul - There was in excess of 750,000 gallons of jet fuel at the DOB's on close out. This fuel was hauled to 1 Wing using drivers on loan from Canada and surplus D31 fuellers from Air Division resources.

Operation Tight Squeeze - The deployment of 3 Wing during the runway resurfacing project which lasted approximately 3 months added a considerable work load to the MSE sections. In addition to the extra freight which was hauled to support the deployment, a daily inter-wing bus schedule was implemented to accommodate the rotation of personnel on TD.

Interwing Bus - The interwing bus service during deployment was so effective that it was decided to implement a daily bus service on a permanent basis. This officially went into effect 12 Dec 66.

Bands - Two bands visited Europe, the Ottawa Band in Apr for 8 days which required one bus and driver, and the Training Command Band in Jun for 21 days which required two buses and a semi-trailer

Vehicles for Conferences - There were 7 NATO and SHAPE conferences with Air Division supplying a total of 17 vehicles and drivers for an average of 10 days. Other conferences at Bonn, Germany; Brugges, Belgium and Paris also required vechicles and drivers.

Bomb Haul - Weapons were hauled from Belgium and Holland to the Wings. This was accomplished using 6 convoys, 3 from each country, over a period from Feb to Oct

Vehicle Maintenance

Crash Truck Modification - A Code G19 power take-off and transmission modification that was carried out by a MRP from 1 MSEMU Downsview was completed 15 Mar 66. Since that time the unserviceability of Code G19, because of PTO and Transmission failure, has been reduced to an acceptable level

Bus Relife Program - At the end of June 1966 a Code A35 bus relife program was initiated with Daimler-Benz Manheim and SKF Saarbrucken. Fourteen buses will be relifed at a cost of 69,000 dollars. With Daimler-Benz doing the mechanical overhaul and SKF the body and paint repair, the program is progressing favourably with only 2 buses left to complete. Both of these buses will be completed by 15 Feb 67.

Bomb Lift Truck Repair - A repair and overhaul program for the Code L24 Truck Bomb lift was initiated in Jun 66. This program is based on hours of operation on critical components and should ensure continued serviceability of this equipment.

GME Safety

The interest in transport accidents prevention taken by all units during the year 1966 reduced accidents, injuries and damage to the lowest on record in Air Division. Important specific savings and improvements to Air Division transport operations over 1965 are as follows:

1. 29 less accidents representing a 30% reduction. Saving in lost down time for vehicles and drivers as well as time saved through reduction in investigations and administrative procedures increased productive time available towards the improvement of safety standards.
2. There were no fatalities and the over all injury involvement showed a decrease of 25%,
3. Vehicle damage costs were reduced by 4,000 dollars, property damage was negligible.
4. Operators were responsible in 38 of 62 accidents, a 20% improvement which indicates that driver proficiency is still increasing.

Interesting improvement and changes in the Unit/Command Safety Program during 1966 are:

1. Introduction of a new and integrated statistical accident analysis replacing Stats 301.
2. New Driver/Unit accident reporting forms
3. Introduction of two separately calculated accident rates, one for Passenger/Cargo and one for Industrial Vehicles

Air Division accident rate is expected to be approximately 1.2 accidents per 100,000 miles when all statistical facts have been received.

PMC Safety

Throughout 1966 all units conducted active and well advertised Safety Programs assisted as follows:

1. Air Division Safety Lane visited all units checking over 6000 AF PMC's.
2. Quarterly Safety Kits containing latest publicity material were supplied to each unit Safety Committee.
3. Special publicity was prepared for Safe Driving Week and all units strongly promoted the campaign.

Although annual statistics are not available the trend indicates a substantial reduction in PMC accidents during 1966 and a greater awareness to Vehicle Safety standards by owners as a result of compulsory Safety Lane vehicle checks.

PART V - PHOTO

Jan 66

Scale change received authorizing 2 RAPCON recorder cameras at each Wing. Exhaustive tests on Estar base film proved it to be the cause of magazine jams and camera failures. Use discontinued. Vist by 6RD and MATCOM personnel to resolve camera repair and parts supply problems.

Feb 66

Demister motor failures have become critical. Rapid action by MATCOM in supplying bearings and all spare units has maintained operational capability. Report of 3 Wing trials on the Flight Safety cameras in the crash trucks received. All pertinent staffs have agreed with the requirement of two such cameras at each Wing. Conference at 1 Wing on PI Training. CFHQ authority received for the production of the required negative and prints at Photo Establishment Rockcliffe. Approval received for construction of the Photo Ops building at 1 Wing.

Mar 66

16 MM recorder installed at Moselle Control to record traffic patterns. Seven day project completed. First trial reports and film received from vertical N9 bomb scoring camera and scope camera installed in the dual CF-104 at 4 Wing. Results are excellent and aircrews enthusiastic. Visit by DAPE photo officers to the CHQ, all Wings and FAF Strasbourg-Entzheim. Final report on 1 Wing trials on the high speed shutter, 1 3/4 inch lens and intervelometer in the CF-104 recce pod received and passed to Ops with a recommendation for fleet fitment. Water filter obtained and installed on Photo Van supply at 1 Wing. Results are excellent and installation has apparently solved one of our most serious problems.

Apr 66

Bombing project at Deci using the vertical N9 camera, front and rear scope recorders in the dual CF-104, completed. Results were excellent and crews enthusiastic. SOPhoto accompanied the WMPO from 1 Wing and 4 Wing on a visit to JARIC (UK) and Kodak London. Much useful information was received on rapid production of "flip ship maps". The evaluation "walk through" at 1 Wing revealed no serious faults in the Photo operation.

Jun 66

1 Wing was awarded an overall 1 on completion of their TacEval. 163 targets were covered and none were lost through photo error. Authority has been received from CFHQ to install Flight Safety Cameras in the G19 Crash Trucks at all Wings. The Management Study of Wing photo operations has been completed and reviewed.

Aug 66

SKF Saarbrucken have agreed to build a camera mount for the RPU to RCAF specifications. Authority has been received to expend approx $1,800.00, the contract has been let, and fabrication is to commence by 15 Sep. The target date for completion is approx 1 Nov. SKF have completed the prototype modifications to the T246 automatic film processor and tests will commence on approx 15 Sep at 1 Wing. Each 4 Sepatron Automatic Processors have been received by 1 Wing. One processor has been mounted in a processing trailer and subjected to tests. Results to date are disappointing; tests will continue. Authority to purchase a SACAP type 10 fixed focus enlarger has been received and actioned. Delivery is expected approx 15 Dec. Flip-strip maps have been produced by Colour Photo and Ozakling overlay methods and have been sent to 1 and 4 Wings for aircrew evaluation. A meeting of all concerned is scheduled for mid Sep.

Oct 66

A staff paper on the production of "Flip Strips" by colour photographic means was presented to a meeting of applicable operations staff members on 12 Nov. In accordance with the meetings decision to adopt the method, an operational requirement has been passed to CFHQ. 3 Wing have completed the installation and testing of a single N9 camera in the RAPCON operations van. The camera records the search and precision scopes simultaneously and replaces the two cameras formerly used in the control van. Results are excellent and draft 6A leaflets have been requested. A Radar recording camera was installed and utilized at Moselle Control for a three week period to assist in the European bird track program. Results were excellent and 2000 feet of negative film have been sent to 4 Wing for production of three positive copies of each. Draft 6A leaflets depicting the scope recorder in the dual CF-104 a/c have been received from 4 Wing and passed to CFHQ with an operational requirement for fleet fitment.

Nov 66

1 Wing was visited by two CEPE photo techs for the purpose of providing advance information and technical assistance in setting up the Sepratron processing machne. Acceptable results are now being obtained. Two 35 MM cameras were installed at the Capo Frasca range and trials were conducted on the photograpic asessment of bomb drops. Night results were excellent but difficulties were encountered in recording the smoke markers during the day. Coloured smoke markers, long focal length lenses and infra-red film Have been requested. The film assessing method used is satisfactory. Each two vertical N9 bomb assessing camera mod kits for the single CF-104 aircraft were issued to 3 and 4 Wing with instructions to procedd with kit proving installations and revisions of the 6A leaflet. Change of Scale requests for equipment to support the N9 bomb assessing program were raised at this CHQ. A supplementary establishment has been issued to increase 3 and 4 Wing establishment by each six photo techs to support the N9 bomb assessing program.

Dec 66

SKF have completed the camera stand and mount for the RPU at 4 Wing. The system has been accepted and preliminary tests show it to be acceptable. Drawings for the modified film holder required by the RPU have been completed at this CHQ and passed on to 4 Wing for acceptance. Space in the basement of the Ops building at 4 Wing has been made available for a photo section to facilitate colour photo production of "flip strips". Preliminary plans and an estimate of cost (approximately $6,000.00) have been passed to CFHQ with a request for authorization that would permit an immediate start on construction. The Sepratron processor is now producing acceptable results on operational film at 1 Wing. Time from engine shutdown to delivery of the first targets film is approximately three and one-half minutes. Parts required to manufacture a tempered water circulation system have been obtained. 6A leaflets authorizing the installation of a single recording camera in the RAPCON operations van at all wings have been issued as EO25-5DD-6A/AD2 (mods to camera) and EO35DA-10-MPN 503-6/A ADI ( mods to ANCPN4 trailer). This action completes the project. On CFHQs request, a wiring diagram for the vertical N9 bomb assessing camera installation in the dual CF-104 has been revised to make it compatible with the CF-104 singles installation. The diagram has been passed to 4 Wing with a request for a revised 6A leaflet. The SACAP type 1 - fixed focus enlarger has been received at 1 Wing. A trial instruction has been issued from this CHQ. A message has been received from CFHQ authorizing the complete installation and trial of an N9 bomb assessing camera in a CF-104 single a/c. The information has been passed to 4 Wing with an action request.

PART VI - AERONAUTICAL ENGINEERING

Jan 66

Commander approved the proposed interior reconfiguration of Dakota 221. Unit is to assemble and manufacture required parts. Liquid Oxygen contamination statistics started being kept by SOOrg&M. Report on the justification for SAL Phase 4 Mod Programme - Studies undertaken to substantiate Phase 4 Requirement.

Feb 66

First CF-104 aircraft to Scottish Aviation Limited for Sampling Programme - 3 Feb - Aircraft No 12831. Authority for use of Etain Air Base Hangar for Bristol Freighter inspections approved by USAFE and French Government. 1 Wing instructed to complete details by arranging hangar take-over inspection. Liquid Oxygen training course arranged and carried out. 37 Air Div personnel trained. Plans for rundown of SAL phase 3 and introduction of phase 4 - redistribution of aircraft on completion of phase 3 and plan for introducing phase 4.

Mar 66

Problem encountered with CF-104 rear ventral fin break-up. Repair scheme received from Canadair and carried out at Unit level. Intermittent feeding of external fuel cells on CF-104D aircraft. Contractor requested to investigate reason. Suspected design problem. Investigation into circumstances which have had a significant bearing on the decline in CF-104 Attrition rate.

Apr 66

Establishment of J79 accelerated flying and sampling programme. Ultrasonic inspection of MLG drag struts carried out on all aircraft. Six were found cracked. Oil contamination due to main fuel pump shaft leakage is becoming a major problem with 29 defective pumps reported in Apr. Overhaul of liquid oxygen equipment by British Oxygen commenced. Proposed to complete two 500 gal, one 150 gal and ten 50 gal storage units this fiscal year.

May 66

Studies on 3 Wing deployment caused by runway repairs being carried out during July and August. Main Landing Gear drag strut problem. NDT MRP returning to Air Div on a recurring basis. An ACE cross servicing conference was called 16-17 May where it was learned that a priority system for Stage A cross servicing requirements would be initiated. Liquid Oxygen is no longer being accepted from Italian Air Force. Future supplies will be flown from 1 Wing to Decimomannu. T-33 Unit Establishment reduced by 3 aircraft. One at each wing. Discussions with CFHQ indicates support for Spectrometric Oil Analysis Programme.

Jun 66

A visit by the German Air Force TB104 Group was carried out in an attempt to aid them in formulating maintenance policies and practices. This group was led by Herr Hederer. Preparations now being made for the deployment of aircraft from 3 Wing to 4 Wing and 1 Wing during 3 Wing runway repairs. The lightning protection on the CF-104 canopy has passed to Canadair for prototyping. Caribou aircraft to arrive 28 Jun for deployment during 3 Wing runway repairs. De-icing fluid introduced into fuel system of Bristol Freighter 9700 at Scottish Aviation Ltd. Fifteen (15) aircraft have been processed through the Phase IV SAL Programme to date.

Jul 66

First Bristol Freighter with Transport Paint scheme received. Aircraft looks considerably improved. CFHQ approves Spectrometric Oil Analysis Programme for 1 Air Division.

Aug 66

Main Landing Gear Bellcrank, Special Inspection to check for cracks with Dye Penetrant and rigging check. A further Special Inspection to check lubrication of King Pins. Aircraft Fluid Services Officer visit to 4 Wing. Negotiations were commenced with Shell Research Laboratory at Egham Surrey to carry out analysis of Spectometric Oil Analysis Programme Samples.

Sep 66

Stall check failures rose sharply in Sep with four Cat 3 engines recently rejected on first periodic inspection. Pre-inspection stall checks were authorized to alleviate a manpower and logistics problem. Shell Laboratory in UK accept RCAF Spectrometric Oil Analysis Programme. Bristol Freighter DLM postponed due to possible early phase-out of aircraft.

Oct 66

Spectrometric Oil Analysis Programme commenced on CF-104 and CF-104D aircraft 15 Oct. Preparation of statistics and CF-104 modification report for visit to Scottish Aviation Ltd to discuss the Starsal programme.

Nov 66

Visit of MATCOM CF-104 Team to Scottish Aviation, Air Div HQ and 3 Wing to discuss current CF-104 Technical and Logistics problems. Bristol Freighter Aircraft were phased out of RCAF service 1 Nov. Liquid Oxygen to be transported to Decimomannu by Hercules as Dakota operation too hazardous. Preparation of letter for Commander's signature requesting Starsal Phase V mod programme.

Dec 66

Spectrometric Oil Analysis Programme has initial success. Strip of engine 7164 indicates early failure probable. Approval was received for increased production rate of Starsal Phase IV and approval was also received for Phase V continuation mod programme to begin 1 Apr 67 at the rate of 12 aircraft/month.

PART VII - CONSTRUCTION ENGINEERING

General

SOCE functioned in the dual role of SOCE & RCEO providing construction engineering assistance to both the Wings and 4 CIBG including a few preliminary designs and specifications for major projects. Also, the Air Division Fire Marshal visited and provided assistance and advice to the Brigade, mainly in connection with the recently completed Brigade Airport.

Effective 01 Aug W/C AG Hoyt replaced W/C GS Galley as SOCE, the latter having assumed the position of SSO Pers on promotion to G/C. Other transfers were F/L Belec to NATO Staff as Canadian delegate and promotion to S/L. F/L JW Cowell Command Fire Marshal, replaced by F/L KO Potter, on completion of tour. F/L JPB Belley and F/O WL Dick were transferred in.

Early in the year all projects other than routine maintenance and essential construction were suspended at SU Metz and 1 Wing Marvile in view of the announced move of these units.

Construction Projects

Leantos to Hangars 85G & K at 3 Wing approved Aug 64, completed Jun 66.

Conventional Weapon Storage requirements at 4 Wing approved Nov 65 completed Jul 66.

Overlay Runway 03-21 at 3 Wing approved Apr 66, completed Sep 66.

Six additional classrooms at 4 Wing approved Nov 65, completed Sep 66.

GSE Bldg at Decimomannu approved Feb 65 completed Sep 66.

Additional hangar & Hardstand at 3 Wing approved Aug 64 completed Nov 66.

Construction of Met Tower at 3 Wing approved Oct 65 completed Dec 66.

FOA Hardstand at 3 Wing approved Nov 65 completed Dec 66.

PART VIII - MOVEMENTS

Personnel

A total of 11,404 passengers were carried on westbound passenger flights controlled by 1 ADHQ. The following is a break-down of total:

A total of 877 PMCs were shipped during the year. Due to strikes by the Seamen's Union and dock workers in Canada, we were forced to use non-conference lines to handle the back-log during July and August. Few difficulties were experienced and most personnel received their PMC on arrival in Trenton. The conference rate was increased to $14.50 per cubic meter early in the year but was lowered to $14.00 on representation from 1 ADHQ and HQ CBUE but notice was given that the rate would definitely increase in 1967.

A total of 11,946 passengers were carried on European flights. This total was comprised of 6,519 duty and 5,427 Sp Av passengers. The introduction of the C130 a/c into the system in Nov enabled a greater number of leave personnel to take advantage of the extended availability of seats for leave travel. With this introduction, the booking system was simplified somewhat due to less frequent flights and greater flexibility in space utilization.

Visitors

In 1966 there were a total of 248 NON-VIP visiting groups to the Air Division, composed of 759 personnel. VIP Groups totalled 41, composed of 155 personnel. Not included in the above figures are the number of VIP itinerants using the Air Head faciities at Marville. Of these there were 78 groups, composed of 179 personnel. In 1966 there were a total of 367 groups (Itinerant and Regular visitors), composing 1093 personnel, as opposed to 324 groups and 1018 personnel in 1965.

Material

The following figures represent a comparative study of shipments via SA and sea transport for the years 1965 and 1966.

The difference in 65-66 shipping via SA is negligible.

The difference in shipments via sea transport is approximately 100 tons less for export in 1966 due principally to less baggage and heavy equipment shipped to Canada. Conversely, our import increased by approximately tons due to heavy import of service vehicles last year.

The monthly historical record has material shipping listed under two headings - Sea and Air. However sea shipping is normally considered as part of our commercial shipping under the requirements of our contracts FRA5 - 428/1 and FRA5 - 430/1.

For this reason, a comment on our commercial shipping other than sea has been noted in the narrative column.

Perhaps, it may be appropriate to change the column heading to read "Commercial" vice "Sea" to present our material movements in their proper perspective.

Transport Operations

January and February were normal months and both Dakotas and Bristols were operated to over 75% of MFR. During March the Hercules were withdrawn from the Decimomannnu flight to work on Winter Express. This resulted in over 100% of MFR for both Dakota and Bristols. Generally for the first six months the Dakotas averaged about 95% of MFR and Bristols close to 150%, despite the loss of aircraft to u/s's and DLM. From July to Oct inclusive the pattern of the first six months was followed although aircraft availability improved.

A complete change took place as of 1 Nov 66, as all Bristols were retired from service and the Dakota establishment of 109KU reduced by four aircraft. The UK and Decimomannu schedules were taken over by one Hercules aircaft detailed Air Division for this purpose. The aircraft were rotated by ATC and proved satisfactory after the initial problems were ironed out. In November Air Marshal Sharp presided at a ceremony in Marville, officially retiring the Bristol aircraft from the RCAF.

109KU now have a Dakota aircraft establishment of 3 VIP, 1 passenger and 3 freighter, with one freighter in serviceable reserve. Although relieved of all scheduled flights excepting the inter-wing sked the Dakotas continued to fly at 90 - 100% of MFR in November and December which are normally slow months.

The introduction of the Hercules on 1 Nov increased the lift capacity but has seriously restricted the flexibility. The Hercules flies six days a week and after doing the scheduled flights little is left for other commitments. ATC has given very good support by the use of the Transat Hercules held over to fufil Air Division requirements for specials.

In 1966 the Dakotas flew, 6,706 hours and Bristols up until retirement flew 2,171 hours. Making a grand total of 8,877 hours for the year. This is no mean achievement on the part of 109KU Marville when the short stage lengths are taken into consideration.