Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. The Aeronca Champ, C-FEJJ, was donated by Dan Campbell of Richard's Landing. One of 7 200 produced between 1944-1951, this type of plane was mainly used by the U.S. Army for liaison and communication functions following WW2. The Champ's and the Aeronca Chief were built around the same time and share over 70% of their parts. The principal difference between the two is the Champ has tandem seating with control by joystick. It can be flown solo from the front seat whereas the Chief is slightly wider to accommodate side-by-side seating, with control by yoke.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. Over 1 000 of the Chief were produced between 1938-1946. This particular plane was used for personal use, and was salvaged and donated by the family of Monty Dawson. C-FNGV was Maker’s #189 and was built in 1947. It was purchased by Doug Kettles and imported to Sault Ste Marie from Kalamazoo, Michigan on January 22, 1961. It was eventually owed by Monty Dawson of the Soo. The Aeronca Chief (Model 11-CC) was constructed by the Aeronca Aircraft Company in Middletown, Ohio. On Saturday, March 23, 1996, C-FNGV, piloted by Monty Dawson with passenger Frank Veltri, left on a one-day winter fishing trip to the Megisan Lake area north of Sault Ste Marie. The aircraft was reported missing on Saturday evening and after a search focused on the emergency locator, was discovered on Sunday morning. It appeared that the aircraft had broken through the thin ice on St. Mary’s River at Bell’s Point and had sunk in 3.7 metres of water. Both occupants drowned in the frigid water.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. This plane is on loan from the Ontario Ministry of Natural Resources, it is the oldest Beaver still in flying condition. It's primary use is for forest fire suppression and transportation. CF-OBS was the first production Beaver manufactured by deHavilland Canada. It was purchased by the OPAS in 1948 and was the first of a total of 44 aircraft purchased by them over the years. Constructed completely of metal, operational for over 40 years, it was the most successful Bushplane ever. It was chosen as one of the top 10 most important engineering achievement in the last 100 years. Rugged, economical, with a short landing and take-off characteristics, it still serves throughout the world.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. The Bell Helicopters were first produced in 1945, production of the model 47D-1 started in 1949 and ceased in 1973. This model was donated by Canadore College in North Bay where it had been used to familiarize students with the construction of helicopters. It was primarily used for fighting forest fires, powerline, pipeline, forestry and geological surveys, crop dusting and spraying, search and rescues, reconnaissance, and evacuation. This helicopter is restored to the configurations of one owned by the Ontario Lands and Forests in 1953. It was first owned by a government agency in Canada and the first helicopter allowed for civilian use. The Department of Lands and Forest used the Bell 47’s in the early 1950’s. This type of helicopter will be familiar to viewers of the popular television series "MASH".

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. The Cessna 172 was built in 1955 as a tricycle landing gear variant to the Cessna 170 and was an instant success with over 1400 being built in 1956 the first year of production. This plane was donated by the family of the late Tom Roulston who passed in 2013. The Cessna Company is best known for the production small piston-engine recreational aircraft, though it also currently produces business jets. Clyde Cessna, a farmer from Rago, Kansas flew his first aircraft in 1911, he later moved to Edin, Oklahoma where he continued to build aircraft. The company remains in production today. Since 2007, it has been building aircraft in China. In December 1958, a Cessna 172 set a record for flight endurance - 64 days, 22 hours and 19 minutes – to raise money for the Damon Runyan Cancer Trust. Supplies were hoisted to the aircraft from a chase car and fuel from a fuel truck by hose.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. This plane was donated by Bombadier Aerospace in 2000. It is one of only 124 that had been produced. It was designed for a water bombing role and to scoop up its 5400 litres of water in 10 seconds. It has been used as an aerial sprayer, a patrol aircraft, for search and rescue, air evacuation, cargo and even for passengers. Excellent slow speed and low altitude performance, simple reliable design, easy to maintain and able to operate from both land and water bases are traits of the CL-215. A CL-215 set a record of 225 drops on a fire in a single day. This CL-215, constructed in 1972 was purchased in 1974 by France’s Security and was based in Marignane. The plane was retired in 1996. Over the course of its lifetime it dropped 20,331 water bombing loads on fires. Pilots described these aircraft as flying a non-air-conditioned multi-ton slab-sided flying fire truck to drop 5443 kg of liquid onto smoke, turbulence and rising terrain is not a matter to be taken lightly. Few outsiders realize that the CL-215 lacks boosted controls and that the ailerons require sheer muscle power making the Canadair 215 a two-man aircraft.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. The Thomas Espiranza 4 is a home-built amphibian designed by Michael L’Esperence on Montreal Quebec. It was one of only four built in the 1970’s. This plane was built by L’Esperence who is a member of the Experimental Aircraft Association (EAA) and was designed with a push propeller. The EAA which is the primary association in the US for those interested in home-built aircraft, hosts the annual aviation show in Oshkosh, Wisconsin. A description of the prototype appeared in the September 1974 issue of Sport Aviation and the plane's plans were available by sending and $8 US money order to Michael in Montreal. Happiness is flying of an amphibian; it is not worrying about an engine failure when flying over a large body of water because it can land anywhere. It can accommodate two adults with a jump seat for an additional passenger.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. The first F.VIIB-3M was designed for early entry in the Ford Reliability Trial of September 1925 which it easily won. It is now on display at the Henry Ford Museum in Dearborn, Michigan. The replica of the "Friendship" on display was built at a cost of $250,000 for the 2009 film “Amelia” in Toronto and sent to Halifax for filming. Upon completion of the filming the replica was disassembled, sent back to Toronto and then shipped to the Centre where it was reassembled by volunteers and film crew members. This type of plane was the most widely used commercial aircraft in the world between 1927-1933. The real “Friendship” was built in the Netherlands, shipped to New Jersey and purchased by Lt. Commander Richard Byrd in 1928 for use in his planned Arctic expedition. Byrd had the Fokker equipped for long range flight and painted in bright colours to make it visible on the polar flights. However, Byrd had the backing of Henry Ford who encouraged Byrd to use a Ford Tri-Motor instead. Byrd sold the Fokker to the “Mechanical Science Corporation owned by Donald Woodward for $62000, though some sources say he bought after the historic Atlantic Flight. On June 17/18, 1928, Amelia Earhart became the first woman to fly the Atlantic, albeit as a passenger in the F.Viib-3m “Friendship” with Wilbur Stutz as pilot and “slim” Gordon as navigator. In 1932, Amelia became the first woman to fly solo across the Atlantic in a Lockhead Vega.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. 93 were designed in England in 1932. There is also a second version, a Canadian version and 53 were built between 1946 and 1947. Parson Airways paid $10,000 for the new aircraft in 1946. The Fox Moth is being reconstructed with donated parts from CF-BNO owned by Parson Airways of Kenora. Many of the fittings and instruments are original, although the fuselage has been built from scratch. Two versions of the Fox Moth were designed, a British DH-83 and the Canadian Build. The Fox Moth was designed for people 1.5 metres and under. Three people were able to fly in the Fox Moth. The Canadian version has a bubble canopy while the British version has a Heinkle canopy. The Fox Moth is made out of 3 ply plywood, pot glue, pine or spruce, and stainless steel and brass nails and screws. The covering is polyester covered in dope and requires UV control and fire retardant.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. 1953 GMC Half Ton Truck, used by the Department of Lands and Forest, and donated by John Narraway. The Department of Lands and Forests used half-ton pick-up trucks in place of passenger cars to transport staff, equipment, and food supplies for day-to-day activities as well as for servicing fires. This truck was sold by auction when it reached 60,000 miles; purchased by Spadoni Bros. of Schreiber, Ontario, it was in turn sold to John Narraway. It was used by John as his personal vehicle in White River and after his transfer, in southern Ontario. In the spring of 1995, Centre volunteers Jim Wishman, Al Wallenius and Bill Johnstone drove to Coldwater, Ontario to pick up the vehicle and tow it to the centre. Shortly after its arrival, a team of volunteers led by Bill Ledyit, Tony Paquette and Joe Campbell undertook the ambitious project of restoring the truck to a "like new" condition, a project that took three years to complete.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. It was designed by Fairchild in 1946 as an early competitor for the Beaver. Only twelve aircraft were completed. Husky CF-EIR was the last Fairchild F-11 Husky ever built and was acquired by the Centre in 1994. It was obtained by the CBHC from the Western Canada Aviation Museum. The intended use of this plane was to replace pre-war bush planes. Beginning its career with Nickel Belt Airways of Sudbury, it was later used by the Saskatchewan Government, Sherritt Gold Mines, Northland Airways, island Lake Flying Service and Watson Lake Flying. Its career ended when it crashed near Copper Bluff BC in 1976. The Husky incorporated many features suggested by bush operators, such as rear loading door, which enable it to handle longer loads. However, because of its large cabin area and low powered engine, it was very easy to overload. It could carry up to eight passengers and cargo. Violet Warren, one of Canada’s first female bush pilots had many adventures in the Husky aircraft when she flew for Nickel Belt Airways in the late 1940’s. The company hired Violet in 1947.

The Fairchild KR-34 was manufactured in Montreal by the Fairchild Company. The Centre’s example, originally registered as CF-AOH, was built in 1930. The KR-34 is a three-place biplane. The pilot occupies the rear cockpit, while one or two passengers can ride in front cockpit. It was the personal aircraft of Frank MacDougall, Superintendent of Algonquin Park and was used for aerial patrols and to check on fire camps. Routine flights checked the movement of wildlife, the activities of poachers and the progress of campers along its waterways. As MacDougall commented, "the use of the aircraft has shrunken the park area …. to about the size of a good big farm." CF-AOH served with the OPAS from 1931 – 1944. In 1944, the KR-34 was sold and bought in 1945 by Robert Dale of Sault Ste. Marie. It was the first aircraft for his fledgling bush airline, Air-Dale Ltd. In 1948 it suffered engine failure on take-off, crashed on the shore of Wildcat Lake and was written off. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

From its first flight in England in 1934 to the end of production in 1944, 728 Rapides were built. The "Lady Faye" was built in 1944. Purchased by the CBHC in 1999 from the estate of George Le May with financial assistance form the NOHFC. Used as a parachute aircraft in Normandy and the Channel Islands. They were used as light passenger and transport aircraft on the West Coast and in Quebec. They were also used as mail carriers is Quebec. Rapides flown by Quebec Airways had a chute built into the floor in the rear of the cabin for dropping mailbags. The mechanic on the flight opened the trap door at the appropriate time and threw out the bags as quickly as possible when the pilot signaled with a buzzer. A complaint was once received by the postal authorities at Quebec that pilots were dropping the mail too far from the Godbout Post Office. On the next trip the mailbag bounced off a snow bank in the Godbout postmistress’ back garden and through her kitchen window. There were no more complaints. The twin engine, eight passenger deHavilland DH89 Dragon Rapide biplane was a scaled down version of the deHavilland Dragon. C-FAYE, "Lady Faye? was built in England in 1944. The two engines on the Dragon Rapide were a first in bush flying. The plane was not designed for Canadian conditions and some modifications were required. They include the addition of a door for seaplane use and a larger fin to counteract the forward weight of the floats. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

The MG-65 was built in 1960 to an original design by Wilbur MacGregor and aircraft engineer based in Mount Hope, outside of Hamilton. It was designed to be a personal aircraft. The MacGregor had, neither a radio or other avionics, nor an electrical system and had an engine that must be started by swinging the prop by hand. It is considered an experimental aircraft, hence the warning on its fuselage. "This aircraft is classified in the ultralight category and is operating without a certificate of airworthiness." The short documentary film “Blake" directed by Bill Mason was produced by the NFB in 1969. Filming took place during the fall months of 1967 and 1968. The film is a testimony to Blake James’ search for personal freedom and his love of adventure. It was nominated for the Academy Award in the category of “Best Live Short” and among other awards, won the Grand Prize at the 1971 Melbourne Film Festival. The film opens with Blake dreaming of his next flight. He drops everything, drives to his plane and gathers a few things for a cross country flight in his MG-65. This film can be seen at the museum. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

The Norseman was designed in 1935. CF-BFT serial # 17 was build in 1938 and is now the oldest operational Norseman in the world. Approximately 903 were produced. Used for a wide variety of cargo from moose to uranium. Served with many different bush operators. During World War II was used extensively for transport. The Norseman was the first plane designed and built for Canadian bush flying. It brought some important innovations to bush flying with a full metal frame on the Mark IV, V and VI. Cabin insulation also was a great innovation compared to the open cabin models that were the origin of bush flying. It is nicknamed "Thunder Chicken" because of the deafening sound of its engine. The Norseman owes its existence to Dutch-born Robert Noorduyn. In 1934, he began to design a basic bush aircraft, realizing that no aircraft then in existence was designed for the harsh conditions of the Canadian north. He wanted to build an aircraft “as tough as a rhino and adaptable as a duck”. The Norseman is one of the most popular bushplanes ever built. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

In Total 466 Otters were made between 1951 and 1967. This model was formerly part of the Ontario Provincial Air Service. CF-ODU was purchased by the OPAS in 1960. It was damaged in a forced landing in Moosenee in 1984 and was fully restored by CBHC volunteers. In 1953 the Otter carried on the tradition of the Beaver for bush-flying with a larger wingspan, fuselage and more powerful engine. It has 2 times the cargo space of the Beaver and can carry up to 10 passengers and two crew members. It was also known as the "King Beaver". It took 10 years to rebuild CF-ODU. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

In 1969 the first aircraft was converted and in 1974 production ceased. In 1989 the last ST-27 Saunders was withdrawn for service. Only 13 were produced. C-GCML was donated to the museum by Voyager Airways in 1994. It was primarily used on gravel airstrips in remote areas for passenger transport. The Saunders ST-27 was a deHavilland Heron converted by Saunders Aircraft of Gimli Manitoba in 1975. Modifications to the aircraft included lengthening the fuselage and replacing four Gypsy Piston engines with two Pratt and Whitney turbines. It was a short haul plane suited for use on gravel airstrips in remote areas of the north. Only one Saunders ST-27 has ever crashed. The Saunders was intended to be a modern low-cost commuter aircraft with a capacity of 23. John Peacock of Navan, Ontario, trained pilots on the Saunders ST-27 for Northward Airlines, Gateway Aviation and Voyageur Airways. Peacock describes it as a great plane and a great glider. It is said the Reg Kersey would regularly demonstrate the ST-27 by feathering both engines at 10,000 feet 35 miles from Gimli and gliding to a landing at Gimli. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

Design began in 1941, production of the RC-3 begins in 1946 and ceased in 1947. 1060 were built. Purchased from Mervyn Punkari, co-owner of Air-Dale Flying Services, in Sault Ste. Marie, in 1995. CF-DKG was originally flown by Georgian Bay Airways. The SeaBee was designed after the Second World War. It was an amphibious aircraft with a reversible engine which made it easy to dock and was under-powered. The plates installed on the wing tips are not original equipment. These plates were installed to reduce the stall speed. The SeaBee owes its existence to Percival H. Spencer. Its cabin is roomy, comfortably seating a pilot and three passengers, with generous baggage area. A "pusher" propeller allows better visibility as do the three larger doors. In 1947, Ken Johns had a very unusual assignment when he flew SeaBee CF-FYB for Air-Dale. He was hired to fly for 100 hours at treetop level. His mission was to catch spruce budworms. The budworms were caught in a funnel attached to the SeaBee. The funnel connected to a cotton bag inside the plane. After 100 hours of flying he had netted only two budworms! Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

The original Silver DArt was built in 1909. This replica of the Silver Dart was commissioned by the Canadian Aviation Historical Society and purchased with generous donations form the members of the Canadian Bushplane Heritage Centre. The original Silver Dart was built by the Aerial Experimental Association in Beddeck, Nova Scotia. On February 23, 1909, this aircraft, piloted by J.A.D. McCurdy, made the first powered flight in Canada. McCurdy along with Glenn Curtiss, Alexander Graham Bell, Frederick w. Baldwin and Thomas Selfridge, was a member of the Aerial Experimental Association. The original Silver Dart weighed 800 pounds fully loaded with pilot and fuel. The Silver Dart was the most sophisticated aircraft of its time and incorporated many design elements that are still considered innovative today. In 1957 the Royal Canadian Airforce constructed a replica of the Silver Dart to celebrate the 50th anniversary of powered flight in Canada and it was decided to build a second one capable of flight. Wing Commander Paul Hartman was chosen to fly the replica and made nine test flights before the anniversary flight on Feb 23, 1959. He records that the Dart took off at 20 m.p.h, stalled at 27 m.p.h. and became longitudinally unstable at speeds above 40 m.p.h. On the Anniversary flight, a gusty wind threw the Dart up to about 30 metres before Hartman regained some control. He recalls that it was like "trying to control and a cardboard box in high wind." John McCurdy, who made the original flight in 1909, was on hand to witness the flight. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

Stinson Aeroplane Company introduced the Model SM Reliant in 1933. In 1950 the last Reliant was sold by the Air Service. 1327 Reliants of all types were made from 1933 – 1941. CF-BNG was obtained in a trade with Western Canada Aviation Museum in Winnipeg, in exchange for a Saunders ST-27. Widely used by bush airlines and mining exploration companies and as an executive aircraft as it seated five. It was part of the OPAS fleet from 1937 until its sale to Green Airways of Red Lake in 1948. It was nicknamed the "Gull-wing" due to its elegant tapered wings. Used for the first water bombing in history by Carl Crossley. It was popular with the executives for its leather covered inside. Considered the Cadillac amongst planes in the 1930’s. It had no heating system and the engine had to be heated by blow torch before it would start in the winter. In 1979 CF-BGN was parked in a field when vandals set the field on fire, the plane went up in flames as well. The frame of the SR-9 was coated in red oxide paint to preserve the metal structure. It was donated to the CBHC and restored as a ground display by the volunteers. The aircraft was painted the colours of Green Airways. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

This aircraft was the 12th of 28 built between 1939-1958. On October 10th, 1958 CF-FTC piloted by Jack W. Rutherford & Dr. Randolph G. Hoiles was scheduled to fly from Frobisher Bay to Clyde River on Baffin Island. The pilot had to make a forced landing 200 miles south of the intended destination. Searchers spent 328 unsuccessful hours looking for the plane for the following 45 days. On August 10, 1972, 14 years later the plane was spotted by Wayne Johnson of Midwestern Helicopters and recovered. Mr. Rutherford and Dr. Hoiles were never found. Following the discovery of the aircraft, it was flown out in pieces by the RCAF and was taken to the museum in Ottawa. It passed through the hands of several owners before being donated to the centre by Dr. John Cocker. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

1010 Trackers in a variety of models were produced from 1950 - 1980. The museum's Grumman Tracker was one of Ontario's fleet of 6 trackers sold to Conair Aviation who converted them into the single-seat "FireCat". It was donated by Conair Aviation of Abbortsford, BC. Designed as a carrier-borne anti-submarine bomber, many Trackers were converted to chemical fire bombers. The Tracker was described by pilots as a cement truck. The Tracker can carry a huge load of fire retardant therefore the plane is vulnerable to turbulence while dumping its load: because of the short fuselage in relation to its wingspan, the nose rears up violently when fire retardant is dropped. Also because the Tracker had to fly low to bomb accurately, even a temporary loss of control could be fatal. Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre.

Each successful bidder recieves: One year honourary ownership of the plane, helicopter, or GMC truck, a certificate of honourary ownership, a picture of the item (owner can have a picture taken with the item depending on local public health guidelines), and a one year adult membership to the Canadian Bushplane Heritage Centre. Only 60 were built between 1963 and 1968, of which 17 went to the Ontario Provincial Air Service. Only one remains with the air service, a deHavilland DHC-2 Mark III Turbo Beaver. It first flew on December 31, 1963. The prototype, CF-PMS, in honour of its project engineer Peter S. Martin, was donated to the centre by Bombardier, parent company of deHavilland. It was used for cargo and passenger hauling, aerial application crop dusting and aerial topdressing. It has also been widely adopted by the armed forces as a utility aircraft. The Turbo Beaver was a great performer and smart looking machine. Under normal conditions landing with wheels down is the preferred option, except of course if you’re on amphibious floats and landing on water. This generally results in something of a cartwheel motion. Unfortunately, this happened to PSM. After a second incident involving a lake and grassy water landing on Ahmic Lake in 1988, she was relegated to a scrap heap outside the deHavilland plant in Downsview. In reviewing the success of the Mark I Beaver and re-engineered Mark II, dehavilland’s engineering staff came to the conclusion that installing a more aerodynamic engine like the Pratt & Whitney PT6 turbine with greater power and less weight than the Wasp Junior engine might create a better aircraft. The Turbo Beaver emerged as a different aircraft in appearance. The lighter engine required the nose to be lengthened and cockpit moved forward, the increased power and airflow from the propeller required a larger vertical tail. Performance was improved compared to the standard Beaver. It could carry two more passengers, and its cruising speed was 252 km/h compared to 209 km/h. Its rate of climb was faster and service ceiling was greater. Unfortunately, the purchase price was $253,000, too expensive for small operators. The Turbo Beaver was known as the "Workhorse of the North".