Lockheed Hudson being serviced

Lockheed Hudson being serviced

We are searching data for your request:

Forums and discussions:
Manuals and reference books:
Data from registers:
Wait the end of the search in all databases.
Upon completion, a link will appear to access the found materials.

Lockheed Hudson being serviced

A Lockheed Hudson being serviced outdoors.

Taken from Coastal Command, 1939-1942, HMSO, published 1943, p.73

Lockheed Hudson Aircraft in WWII, Andrew Hendrie, Crowood Press. A look at the development of the Hudson, and its career with the RAF, USAAF, RNZAF and RAAF. Covers the anti-submarine and anti-shipping uses of the Hudson, as well at its role in Air-Sea Rescue and special operations. The text is supported by a good collection of first hand accounts.

Lockheed Hudson being serviced - History



Canada's #1 Defence Company


Good things come in threes. That&rsquos a timeworn saying that nicely applies to Lockheed Martin Canada, now that it has been named CDR&rsquos Top Canadian Defence Company for the third time in the history of the survey. In addition to this year&rsquos win (2020), Lockheed Martin Canada was also named CDR&rsquos Top Canadian Defence Company back in 2009 and 2018.

Lockheed Martin is, after all, the world&rsquos biggest aerospace and defence contractor &ndash and Lockheed Martin Canada itself employs more than 1000 employees from coast to coast in Canada. The company&rsquos homegrown Canadian naval operation has an extensive presence in Canada&rsquos defence industry and the company is poised for serious growth, as a key contender in Canada&rsquos Future Fighter Capability Project and Future Aircrew Training Competition.

The latest version of Lockheed Martin Canada&rsquos CMS 330 Combat Management System is an integral part of the Royal Canadian Navy&rsquos various shipbuilding programs such as the Canadian Surface Combatant (CSC), Arctic and Offshore Patrol Ship (AOPS), and Joint Support Ship (JSS).

Add Lockheed Martin Canada&rsquos continuing role in building/supporting the Canadian Force&rsquos CH-148 Sikorsky Cyclone helicopter and maintaining its CC-130J Super Hercules aircraft, and this company has clearly earned its reputation as a trusted partner and leading supplier to the Canadian Armed Forces.

Lockheed Martin Canada&rsquos Chief Executive, Lorraine Ben, attributes the company&rsquos success to its Mission First philosophy. &ldquoWe&rsquore always looking to ensure that we&rsquore meeting our customer&rsquos needs both from a performance-based perspective and being a trusted partner,&rdquo Ben told CDR.

&ldquoThis commitment comes from Lockheed Martin Canada&rsquos culture of accountability: We deliver on our promises when it comes to our products, our timelines, and the economic benefits we provide across all regions of Canada.&rdquo


Lockheed Martin began its long association with Canada back in 1937 when the company designed the two engine Lockheed Hudson bomber for the UK&rsquos Royal Air Force.

In was a humble beginning: To respect US neutrality laws, the first California-built Hudsons were flown to the US-Canada border. Once on the ground, the Hudsons would be towed into Canada, and then flown to RCAF bases on their way to be dismantled and sent by ship to Britain.

This legal restriction convinced Lockheed to set up its first Canadian plant, for final assembly and engine integration. The Hudson ended up being the first of many Lockheed Martin aircraft to be flown by the RCAF. Other aircraft flown by the RCAF have included the famed CT-133 Silver Star jet trainer (656 built in Canada under license by Canadair), the CF-104 Starfighter jet interceptor, and C-130 Hercules transport aircraft.

And, of course, Lockheed Martin is eager for the F-35 Lightning II to join this illustrious fleet by winning the $19 billion Future Fighter Capability Program procurement process where they are competing against Boeing&rsquos F/A-18 E/F Super Hornet and Saab&rsquos Gripen E. The bid submission process to supply Canada with 88 aircraft ends June 30, 2020. It&rsquos a goal the company has been pursuing since 1997, under the international Joint Strike Fighter (JSF) program (which Canada has been a partner) which is led by the United States and the United Kingdom.


According to Lorraine Ben, the F-35 has a number of advantages when it comes to the Future Fighter competition.

First, the company notes that F-35 is the only fifth generation fighter competing in Future Fighter Capability competitive process against the fourth generation Super Hornet and Gripen. Fifth generation means unparalleled stealth, survivability and interoperability. Stealth is a critical capability to pilot survivability and the F-35&rsquos unique mix of stealth and sensor technology can enable the Royal Canadian Air Force to covertly patrol, monitor and conduct surveillance without being detected.

Second, F-35s are quickly becoming the backbone of NATO airpower, interoperable with the United States and NATO allies such as the UK, Australia, Denmark, the Netherlands, Norway, Italy, Belgium and most recently Poland - allowing Canada to integrate with the U.S. for NORAD operations, as well as with Canada&rsquos allies in the Arctic. The United States, Denmark and Norway will operate the F-35 in the Arctic to counter increasingly sophisticated adversary threats.

Third,&ldquo . . . the F-35 provides fifth generation capability at a fourth generation price,&rdquo said Ben. &ldquoThe F-35A unit price, including aircraft and engine, is $77.9 million in Lot 14. With embedded sensors and targeting pods, this price includes items that are extras to buy and sustain for fourth generation aircraft.&rdquo

As far as Canadian defence and aerospace suppliers are concerned, the F-35 has been good for business. As one of eight international partners in the JSF program, Canada has seen 110 Canadian businesses win more than $1.8billion (USD) in F-35 contracts.

That&rsquos more than double Canada&rsquos current investment in the F-35 program, and it has resulted in $2.1 million of Canadian-built components being included on every F-35 being built today. With the eventual global F-35 fleet expected to exceed 3,500 aircraft, this &lsquoCanadian content&rsquo total could one day exceed $7.3 billion (USD) just for production.


Canada&rsquos partnership in the F-35 global program has supported 10,000 Canadian jobs to date,&rdquo said Ben. &ldquoIf it becomes Canada&rsquos Future Fighter, that number could rise to 50,000 jobs supported over the next 50 years.&rdquo

&ldquoAll told, the F-35 is a great and unique opportunity for the Canadian military and this country&rsquos defence sector especially on the sustainment side,&rdquo Ben told CDR. &ldquoWe hope to continue our long history as a trusted RCAF partner for decades to come.&rdquo

But, Lockheed Martin Canada&rsquos deep roots in Canadian military aviation is mirrored by its long history with the Royal Canadian Navy (RCN) as well.

Back in the 1980s, Lockheed Martin Canada developed its CCS 330 Command and Control System for the RCN&rsquos 12 new Halifax-class frigates. Its heritage company, Paramax Electronics, at that time installed the CCS 330 system on those ships during construction. The command and control system was designed to process incoming threat data from the ship&rsquos sensors and analyze that data to provide Command with recommendations to counter those threats. The modernization of the system was then named the CMS 330.


Starting in 2008 and finishing a decade later, Lockheed Martin Canada began upgrading the Halifax Class Ships with its new generation combat management systems, CMS 330, to incorporate new sensors and command-and-control systems. The company also modernized the frigates&rsquo operations rooms, and added new capabilities for simulations, training, and communications. Work also included connecting to the RCN&rsquos new CH-148 Sikorsky Cyclone helicopters.

Since then, the made-in-Canada CMS 330 has been chosen by the Chilean and New Zealand navies and is looking to a number of future international opportunities. Meanwhile, the latest version of the CMS 330 has been selected for Canada&rsquos Arctic Offshore Patrol Ships (AOPS), Canadian Surface Combatant (CSC), and Joint Support Ship (JSS) programs. When this new generation of ships are in service, they will enjoy the benefits of being standardized on the same combat management system - all developed by Canadian engineers for Canadian military needs.

Gary Fudge is Vice President and General Manager of Lockheed Martin Canada RMS. He told CDR, &ldquoThe international success of the CMS 330 shows how Lockheed Martin Canada has the expertise and know-how to develop products for the world. In particular, the next-generation CMS 330 will capably support the RCN as they fulfill missions around the world &ndash ranging from humanitarian assistance to high-intensity engagements &mdash for the next 30 years.&rdquo

The CMS 330 isn&rsquot the only next generation Lockheed Martin product being installed on the CSC. Canada has also selected the AN/SPY-7(V)1 advanced radar system for this country&rsquos new warships. This radar system was also recently selected by Spain for its frigate program and Japan for its Aegis Ashore installations.

According to the company, the AN/ SPY-7(V)1 is a modular, scalable solid-state radar system that supports continuous surveillance and situational awareness. &ldquoIt will be integrated into the CSC&rsquos Aegis weapon system, which has over 1,000 successful missile firings to date,&rdquo said Fudge.

&ldquoChoosing Aegis allows Canada to adopt the lowest risk technology available one that is backed by more than 50 years of constant evolution and innovation. Working with our teammates, Lockheed Martin Canada has already begun the technology transfer of selected components of the complex radar system to Canada for design, construction and implementation.&rdquo

Lockheed Martin Canada&rsquos investments and collective team for CSC supports more than 9,000 Canadian jobs in 40 facilities from coast to coast &mdash plus over 4000+ contracts for Canadian suppliers and value proposition commitments of $17 billion. To paraphrase the old saying about General Motors and the US economy, &ldquowhat&rsquos good for Lockheed Martin Canada is good for Canadian defence suppliers.&rdquo


In addition to the F-35 and the company&rsquos various naval projects, Lockheed Martin Canada is currently one of four qualified suppliers for the Future Aircrew Training (FAcT) Program. A formal Request for Proposal for FAcT is expected to be issued by the Canadian government in 2021.

The mandate of FAcT is to develop a relevant, flexible, responsive and effective aircrew training program for Pilots, Air Combat Systems Officers (ACSOs) and Airborne Electronic Sensor Operators (AES Ops) to meet future aerospace requirements of the Canadian Armed Forces (CAF). Aircrew training is vital to support the roles and missions assigned to the CAF and has a significant role to play in enabling the Government of Canada&rsquos Defence Policy, Strong, Secure, Engaged.

According to Lorraine Ben, Lockheed Martin is a trusted partner in the delivery and execution of complex military flight training programs around the world but her firm is taking nothing for granted.

To advance the company&rsquos goal of developing the most compelling offer for Canada, Ben told CDR, &ldquoLockheed Martin Canada has established a teaming relationship with L3 Harris MAS and has engaged more than 120 Canadian companies through industry days across Canada. We expect announcements on additional teaming agreements with exceptional Canadian companies this year. Our key discriminators for FAcT are our team&rsquos proven systems integration capability, global experience on complex training programs and established trusted partnerships with Canadian industry.&rdquo

Ben also noted that &ldquoLockheed Martin&rsquos unique understanding of 5th Generation fighter, advanced mobility, and rotary-wing training requirements makes the company particularly well-suited to support Canada&rsquos future aircrew training.&rdquo

Meanwhile, Lockheed Martin Canada is busy supporting the RCN&rsquos procurement of 28 CH-148 Sikorsky Cyclone helicopters. In acquiring Sikorsky in 2015, Lockheed Martin Canada assumed its role for supplying and maintaining that aircraft.


&ldquoThrough our acquisition of Sikorsky, we have access to a great supplier team in Canada,&rdquo said Ben. &ldquoTogether with our partners we are engaged in looking at the next innovations for maintenance and support, working to keep Canada&rsquos CH-148s at maximum availability and readiness.&rdquo A state-of-the-art training facility in Halifax, Nova Scotia, has trained over 300 Royal Canadian Air force pilots, mission systems operators and maintainers.

Lockheed Martin Canada is also committed to maintaining Canada&rsquos 17 CC130J Hercules transport aircraft. This service is being provided under a five year In Service Support (ISS) contract extension worth approximately $504 million, which runs until 2021. The Canadian government purchased the CC-130Js from Lockheed Martin in 2010-2012.

So, what all this means is that the story of Lockheed Martin Canada&rsquos success is founded upon long-standing partnerships with Canada, the Canadian Forces, and the country&rsquos defence supply sector.

But the company is also committed to the future of Canada&rsquos industrial capabilities and skilled workforce, through the company&rsquos broad-ranging support of STEM (science, technology, engineering and mathematics) educational initiatives.


Lorraine Ben explained, &ldquoLockheed Martin&rsquos CEO, Marilyn Hewson, is extremely passionate about giving back to the community. Her passion is shared by the people at Lockheed Martin Canada, where we want to help encourage the engineers of tomorrow. We want to excite children from kindergarten upwards about the possibilities of growing up to design and build the next Orion spacecraft, UAV or stealth jet. We also want to promote inclusion and diversity in our industry by extending our efforts to both genders and all ethnicities, including Canada&rsquos indigenous peoples.&rdquo

Lockheed Martin Canada&rsquos STEM Council, a dedicated group of employee volunteers, is active within communities in Ottawa, Halifax, Montreal, Victoria and Calgary. These employees deliver workshops in local classrooms, support local robotics competitions and student teams, as well as host unique events and experiences for students of all ages. A case in point: Lockheed Martin partnered with the Cubes in Space global engineering design competition for students ages 11-18, to help them develop experiments (housed in plastic cubes) for launch either on a NASA sounding rocket or zero-pressure scientific balloon. &ldquoWe invited these students to one of our events, to show their Cubes in Space experiments to our senior leadership,&rdquo said Ben. &ldquoWe also have some of our people Skype into classrooms from NASA, to talk about their work on the space program.&rdquo

&ldquoFor us, it&rsquos really about attracting talent and retaining it,&rdquo she added. &ldquoWe can show the upcoming generation that a company like Lockheed Martin does so much more than just defence. We can show students how many fascinating and fulfilling things they can do by focussing on STEM, and then coming to work at a forward-looking company like ours.&rdquo


As we&rsquove attempted to show in this piece, Lockheed Martin Canada has a lot on its plate and it is a key player in many of the largest procurements in Canadian defence history. It is truly a trusted partner in so many aspects of the Canadian Forces&rsquo missions.

Yet, despite all these commitments and projects, the company is eager to find new opportunities to embrace. &ldquoWe&rsquore not afraid to evolve,&rdquo said Lorraine Ben. &ldquoWe&rsquore always looking at the horizon and what we can do next to support our customer&rsquos most complex missions.&rdquo

As for winning CDR&rsquos Top Defence Company award for the third time? Lockheed Martin Canada&rsquos CEO is anything but blasé about this achievement for her team.

&ldquoThis award is a true testament to our team and the extraordinary talent and dedication our employees have,&rdquo she told CDR. &ldquoAnd not only for our Lockheed Martin Canada team, but for our vast network of Canadian suppliers and partners &ndash we have a rich history supporting collective success across Canadian industry and I am looking forward to growing this positive impact.&rdquo

James Careless is CDR&rsquos Ottawa Bureau Chief

WARBIRDS: Lockheed Hudson survivors

The Lockheed Hudson is a disproportionately rare type. James Kightly examines the handful of survivors.

The Hudson came as a development of the Model 14 airliner, and was another step in the revitalised Lockheed company&rsquos twin engine types, which started with the Model 10 Electra. Used by many air forces, including the Commonwealth&rsquos RAF, RAAF, RNZAF, SAAF and RCAF, it was also used by the USAAF and USN and several other combatant nations.

Additionally, the Model 14 was licence produced and used by the Japanese, making the type one of the few in production by both Allied and Axis powers during W.W.II.

Despite the breadth and significance of its military service, it is a poorly represented survivor of the Lockheed twins. Nevertheless, the histories of the surviving examples show a fascinating mix.

The Hudson is, by any standard, a significant military type in the history of W.W.II, with a number of firsts and remarkable achievements to be recorded by its crews.

The history plane
The Hudson was built initially for the RAF shortly before the outbreak of W.W.II, and was the first significant aircraft contract for the Lockheed Aircraft Corporation &ndash the initial RAF order for 200 Hudsons far surpassed any previous order the company had received. As the civilian Model 14, the type is significant for being Chamberlain&rsquos &lsquoPeace in our Time&rsquo British Airways shuttle-diplomacy aircraft, and an adapted Model 14 was used by Howard Hughes for a successful pre-war global circumnavigation.

Some of the Hudson crew&rsquos significant feats during the first half of the war included becoming the first RAF aircraft to shoot down a German aircraft, on 8 October 1939, when, over Jutland, a Hudson gunner hit a Dornier Do 18 flying boat. As a sub hunter, it saw early success with two services that had never intended to fly the type - A PBO-1 Hudson of US Navy squadron VP-82 became the first US aircraft to destroy a German submarine when it sank U-656 southwest of Newfoundland on 1 March 1942, while a Hudson of 113 Squadron RCAF became the first aircraft of RCAF&rsquos Eastern Air Command to sink a submarine, sinking U-754 on 31 July 1942. Later, the Hudson was found ideal for clandestine work all over Europe with 138 and 161 (Special Duties) RAF Squadrons, where their load carrying capability outclassed the famous Lysanders Hudsons also undertook this work in the East.

As well as the extraordinary combat outlined by Michael Claringbould on page 48, some of the type&rsquos significant RAAF achievements included being the first type used to make an attack in the Pacific War, sinking a Japanese transport ship, the Awazisan Maru, off Kota Bharu, an hour before the attack on Pearl Harbor. Less positively but just as significant was the loss of several senior military and government figures on the 13 August 1940 in the Canberra Air Disaster crash, killing the six passengers and four crew, affecting the strength of the Menzies Government, and Australia&rsquos military leadership. Further notable records are outlined below.

The numbers game
Yet the Hudson is, in proportion to the numbers built, the rarest Lockheed twin, and despite its pre-eminent military record, the rarest of the military Lockheeds. Use in Canada and Australia postwar for mapping extended the type&rsquos survival chances, but even so, remarkably few are left. Of the earlier 149 Lockheed 10 Electras built, 15 survive of the only 130 Lockheed 12 Electra Juniors built, a remarkable 28 survive, 21% of production. Of the 3,028 Harpoon / Ventura family, 59 are extant, while of the 746 Lodestars made, a significant 61 survive. Of the 3,172 Model 14 Hudsons built, only 14 survive, less than half of one percent of production.

Today&rsquos &lsquoTojo Busters&rsquo
Australia has two of the most exciting Hudsons around. Firstly is the well known A16-112 (C/No.6041, US A-28 41-23182). With the RAAF from 1941 to 1947, it started service with No.1 OTU in Victoria, before going to 14 Squadron on 8th July 1942 for anti submarine patrols off Western Australia. Crossing the continent again, it then served a period with No.32 Squadron off the East coast of Australia, before travelling again to 6 Squadron, where it served out of Milne Bay, Papua New Guinea, on bombing, armed reconnaissance and patrol work for a period of twelve months. Later returned to the mainland for overhaul, it was allocated to the RAAF Survey Flight, and flew with them for the next two years.

After its RAAF service, it was VH-BNJ and later VH-EWA with East West Airlines &ndash the latter registration as the company&rsquos flagship &lsquoPeel City&rsquo between 1949 and 1953. It then went to Adastra Aerial Surveys Pty Ltd as VH-AIU (later VH-AGS) for high altitude photographic mapping, before a period of storage and finally acquisition by Hudson &lsquoremanufacturer&rsquo Malcolm Long, of Melbourne in 1976. Restored to fly &ndash and back to an overall accurate wartime configuration with Boulton Paul turret &ndash between 1983 and 1993 it flew again as VH-KOY (after the 2 Squadron code letters carried) before being loaned to Air World, Wangaratta Victoria from 1993, later moving to Coolangatta, Queensland with Malcolm.

In 2002 it flew as USAAC &ldquo889&rdquo for the film The Great Raid. Loaned to the Temora Aviation Museum (TAM) in 2003, it was acquired by TAM in 2004 and repainted in 2005 as RAAF &lsquoA16-211&rsquo &ndash a reversal of it&rsquos real serial &ndash &lsquoThe Tojo Busters&rsquo. Other than occasional flights by its sister aircraft &rsquo105, this has been, for many years, and remains, the world&rsquos only airworthy Hudson, a jewel in Australia&rsquos aviation history crown.

RAAF Museum
The RAAF Museum has the remains of two Hudsons in store, for future restoration. They are the fuselage of Mk.I (C/No 1873) A16-22 which served from 1940 to 1946, before going to Guinea Airways for parts, the fuselage being obtained by Harry Parrott, of Blackwood, SA, who intended to use it as a hut. Displayed after recovery at Pearce Dunn&rsquos Warbirds Aviation Museum at Mildura, Victoria between 1972 and 1983, it was then obtained by Malcolm Long, and parts used for his Hudson restorations in 1991, before going to the RAAF Museum and storage in 2006.

The second aircraft is construction number 6051, which received a USAAF designation A-28 and number 41-23192 before going to the RAAF as A16-122 in 1941. It was used by the famous Adastra Aerial Surveys Pty Ltd as VH-AGX between 1954 and 1973, when it crashed during a take off at Horn Island, Queensland. Like A16-22, it passed through the hands of Malcolm Long before ending up stored at the RAAF Museum.

Despite the importance of the type in RAF history, Britain has only one Hudson, naturally enough in the RAF Museum, and not surprisingly, it is an ex-Australian machine. Built as a Mk. IIIA (C/No.6464, US A-29A 41-36975, RAF FH174) it actually joined the RAAF as A16-199, not being delivered to the RAF. Passing through the ownership of the Macquarie Grove Flying School, the Herald Flying Service, and Adastra Aerial Surveys, it was eventually obtained by Sir William Roberts for his museum in Auchterader, Scotland, the Strathallan Collection, in 1973. After the closure of the collection, it went to the RAF Museum, Hendon in 1981 where it is on display in RAAF colours and with a turret and Uffa Fox lifeboat displayed alongside.

New Zealand&rsquos Hudsons
New Zealand has several Hudsons in preservation, including what is currently the best restored example in the world. This is Hudson Mk. III NZ2031 (previously AE499, C/No.3854) which was brought on charge in September 1941, and issued to No 1 Squadron RNZAF at Whenuapai, following assembly at Hobsonville. It served with No 4 Squadron RNZAF in Fiji, (and a brief period in New Caledonia) in August/September 1942, before returning to New Zealand in July 1944, and served with the School of Navigation and Reconnaissance at New Plymouth, later Wigram, until July 1948.

It was then sold to Mr Clarke of Oamaru in May 1949, and used as a shed and chicken coop on Mr Clark&rsquos farm, until being purchased by the RNZAF Museum Trust Board and No 26 Squadron, Air Training Corps in 1985. The restoration of this aircraft, started in 1987, was completed by the Museum in July 1996, and it is painted in its 4 Squadron 1943-44 colours. Currently it is the only Hudson fitted with the ventral &lsquotunnel gun&rsquo gun position.

On the North Island, in Auckland, the Museum of Transport & Technology has Hudson Mk. III NZ2031 (C/No.3854, formerly AE499). Serving with the RNZAF between 1941 and 1947, it was obtained by W. & T. Garr, in Dunedin, the wings being torched off. MoTaT obtained it in 1966, the fuselage being airfreighted to Auckland by RNZAF C-130, and it is currently under a more detailed restoration than was possible previously.

The Ferrymead Aeronautical Society, Christchurch, has Hudson Mk.III NZ2035 (C/No.3858, RAF AE503). Disposed of by the RNZAF in 1949, it was used as a chicken house before going briefly to Warwick Bint&rsquos Marlborough Museum of Flight, and ultimately in 1973, with the fuselage airfreighted by RNZAF C-130, and the wings and other parts trucked to Ferrymead, Christchurch, where it is undergoing a very long term restoration.

The fourth New Zealand example is the privately owned Mk. IIIA NZ2049 (C/No. 6465, US A-29A 41-36976, RAF FH175). After RNZAF service it was stored on a farm between 1957 and 1965, when it went to John R. Smith, of Mapua, Nelson in 1969. Mr Smith has a collection of rare machines not on view to the general public, for future restoration.

The Atlantic Canada Aviation Museum (ACAM) in Halifax, Nova Scotia, had the main parts of the only surviving Hudson Mk.VI, FK466 (C/No.6942, US A-28A 42-47022) which was in external store for a number of years. As in the previous Flightpath&rsquos news pages, it was announced that the National Air Force Museum of Canada (NAFMC) at Trenton, Ontario, in association with the ACAM are undertaking the restoration project of this Hudson.

As the NAFMC says: &ldquoThis Hudson is the only Mk.VI left in the world, and when restored, will represent a significant aircraft in the history of Canada&rsquos Air Force. Restoration has already begun with an early estimate of five years to complete.&rdquo It was built in September 1942 as one of the last batch of Lend&ndashLease Hudsons, being assigned to No.31 (RAF) OTU Debert, Nova Scotia, a unit of the British Commonwealth Air Training Plan. Another aspect making this machine unique is that it was converted to Air Sea Rescue configuration with an Uffa Fox Mk 1 airborne lifeboat at 21 Repair Depot Moncton, New Brunswick in 1944, serving with 1 (Composite) Detachment (later redesignated No. 1 (Composite) Squadron) based in Torbay, Newfoundland.

After a brief career as a target tug, it went to a scrapyard before the fuselage was rescued by ACAM members and transported to Halifax in 1987. It is not complete, and will require numerous items including a tail, cockpit and engines.

The last Hudson on external display worldwide is the example at the North Atlantic Aviation Museum, Gander, Newfoundland. Intended for the RAF, it remained in Canada and was used by Canadian Pacific Airlines and then various photo survey companies the Photographic Survey Corporation, Kenting Aviation Ltd, and Hunting Survey Corporation, between 1949 and 1964, before being laid up.

During the 1967 Canadian Centennial Year, a group of volunteers at Gander decided to erect a monument to the crews of the Royal Air Force Ferry Command who were so vital to the Allied success, flying Hudsons across the North Atlantic, and a Hudson bomber located at Field Aviation in Toronto was donated to Gander. The acquisition of this coveted Hudson was largely due to the work of A.J. Lewington, Les Gettel, Jack James and particularly Marsh Jones for flying the Hudson to Gander on May 17, 1967.

Once in Gander the Hudson was mounted on a pedestal near the airport, and in 1990, volunteers at Gander&rsquos 103 Rescue Unit refurbished BW769 and painted it as T9422 to commemorate the historic flight of D.C.T. Bennett of 1940. Although still outside, it is well presented and cared for.

Remnants & memorials
And there are numerous remains, including engines in the Australian War Memorial, and the Spanish Air Force Museum and a memorial to a 161 Squadron RAF Special Duties machine, FK790, in Holland, and apparently the part fuselage of BW402 in Sackville, New Brunswick, in use as a &lsquoscout bunk house&rsquo! As with a &lsquonew&rsquo rear fuselage piece discovered in Australia recently, there are still items to be found.

With acknowledgement to the AWM staff, including Debra Holland, John White and Jamie Croker, as well as the many people and organisations named and un-named who have helped with Hudson details around the world and over the years. Reference was made from Geoff Goodall&rsquos Warbird Directories, the ever-useful ADF Serials website, and Roy Blewett&rsquos Survivors books.

Rego: VH-KOY Military S/N: A16-112

Rego: VH-KOY Military S/N: A16-112

The Hudson served the Allies faithfully during the war on most fronts and with little fanfare. The Air Forces of Britain, Canada, the United States, New Zealand, the Netherlands, China, Brazil and Australia all operated Hudsons.

Derived from the Lockheed Model 14 Super Electra 12 passenger transport, the Model 14L/214/414 Hudson first flew in December 1938 and by the time production ended in mid 1943, a total of 2,941 examples had been built, most of which served the Royal Air Force and Commonwealth countries. The Royal Australian Air Force received 247 Hudsons between January 1940 and May 1942 in several versions.

As the war progressed, a growing number of roles were found for the Hudson, including transport (14 troops could be carried if the turret and other items of equipment were removed), meteorological reconnaissance, VIP transport, and air-sea rescue, for which role an under fuselage airborne lifeboat could be carried. The versatility of the Hudson ensured it remained in service throughout the war and for a significant time afterwards.

Hudson A16-112 was built in 1939 and received ex USA on 5th December 1941. After service with No.1 O.T.U., the aircraft was allotted to No. 14 Squadron on 8th July 1942 for anti submarine patrol off the coast of Western Australia. It then served a period with No.32 Squadron off the East coast of Australia. Upon transfer to No.6 Squadron, it served out of Milne Bay, PNG, on bombing armed reconnaissance and patrol work for a period of twelve months. After return to the mainland for overhaul, it was allocated to the RAAF Survey Flight and flew with them for the next two years. Post-war, it was sold to East-West Airlines and became their flagship, VH-EWA for the next six years until it was purchased by Adastra Aerial Surveys as a photographic aircraft, from whom the Long family purchased it in 1976. Restoration and conversion to its original military configuration was completed in 1993.

The paint scheme is representative of a Hudson III A16-211 bomber that served with No.6 Squadron RAAF during the decisive Battle for Milne Bay, and later with No.2 Squadron in the North Western Area (Timor/Dutch East Indies -Indonesia). A16-211 survived Milne Bay and received a complete overhaul before transferring to No.2 Squadron flying out of Millingimbi in the Northern Territory. Together with four other Hudsons, A16-211 carried out an armed reconnaissance to Maikor and Taberfane (both Japanese floatplane bases) in the Aru Islands on 6th May 1943. On returning to Millingimbi A16-211’s undercarriage gave way and the aircraft ground looped. It was severely damaged and was converted to components, the remains of this aircraft are still at Millingimbi to this day.

Temora Aviation Museum acquired the aircraft in May 2004 from Malcolm J. Long and operates it as a tribute to Hudson crews of World War II.

This aircraft is now part of the Air Force Heritage Collection after being generously donated by the Temora Aviation Museum in July 2019.

Continuum of Care Offerings

Our program is 40 years in the making, offering an achievable step-by-step process for recovery, from Withdrawal Management to Residential Treatment to Recovery Housing.

A subsidiary of Hudson Health Services, Inc. ©2020 Hudson Behavioral Health. All rights reserved.


Leslie Brown

President & Chief Executive Officer

Leslie Brown has served in and led non-profit organizations for most of her career in roles that include Controller, CFO and CEO. Her commitment to helping people recover from addiction and find success in daily life is unparalleled.

At Hudson, Leslie is tasked with managing a staff of more than 100 people over a full continuum of care with a budget of over 7 million dollars. She joined the organization in 2005 as Chief Financial Officer and was promoted to Chief Executive Officer in 2011. During her tenure and due to her vision, the organization has grown, increasing its budget by 300% and tripling staff size – both of which are the key to bringing treatment to people across more locations and creating open access. Among her many responsibilities, she oversees the operations and development of an extensive property portfolio, including the 51- bed main campus and 8 satellite facilities.

Before joining Hudson, Leslie worked at a number of non-profits, in roles that include employee and consultant. Her perseverance, skilled strategic planning, and revenue and investment diversification have led to successful and reliant organizations.

Canada history Feb 21 1941: tragedy strikes a medical legend

The name of Dr Frederick Banting of Toronto is legendary in medical circles and to untold numbers of people owe their lives to his discovery of insulin.

He announced the discovery in February 1922, and the world proclaimed it as the world’s first “miracle” drug (hormone) and treatment for diabetes.

Knighted in 1934, for his discovery Sir Frederick Banting continued research into silicosis and cancer and was later appointed chairman of the National Research Council’s Committee on Aviation Medical Research in 1939.

Major Sir Frederick Banting presumably taken sometime between 1939-1941. © via CBC

When the Second World War broke out, he wanted to do his part in uniform as he had done in the First World War where he had been awarded the Military Cross.

Although allowed to enlist and given the rank of Major, he was in his late 40’s on the one hand and on the other his work in medicine made him far too valuable for any duty in a fighting theatre. Instead he became a liaison between military medical services in Britain and Canada and to would head to England to discuss his research into aviator health in relation to military pilots and the war effort.

He arrived in secret on February 17th, 1941 at the bustling military airbase at Gander Newfoundland where very special arrangements had been made to get him aboard a plane to England.

On February 20 th, 1941 he joined a pilot, navigator and radio operator aboard a twin-engine Lockheed Hudson bomber being ferried to Britain.

Shortly after takeoff in the late evening and heading out over the ocean on the first leg of the trip, one of the engines cut out. The pilot, Capt Mackey turned and began heading back to the airport at Gander, but possibly the other engine also began sputtering or cut out completely or simply couldn’t hold the plane in the air. Mackey told the crew to put on their parachutes and jump, but in the blackness of the night and possibly not knowing where they were or what they would land on, they all stayed.

Folks in the hamlet of Musgrave Harbour heard the plane in difficulty as it flew rather low overhead in the darkness of the snowy night but were not sure what happened to it as it flew into the distance out of sight and hearing.

Another view of the crashed Lockheed, date unknown as it appears the engines have been removed.

The doomed aircraft crashed only a few moments later though in the night in a remote part of the island about 16 kilometres from the town separated by rough brush and forest,

The navigator and radio operator were killed in the crash, and Banting seriously injured with a severe blow to the head and internal injuries. The pilot survived and left to get help but gave up faced the weather and wilderness. Returning to the plane he waited for search planes to find them..

By the 1970’s weather and souvenir hunters resulted in very little left of the original plane © DG Tulk-gander airport historical society

The crash site of Hudson T-9449 was spotted on the 24 th , but it was too late. Banting had died during the day after the crash, February 21, 1941, of his injuries and exposure.

The news of the tragic death of the famous doctor, Nobel prize winner, and the man who had saved the lives of so many, came as a shock to the world.

A small memorial park has been set up in Musgrave Harbour where the few remnants of original wreckage lie, while a restored Hudson has been placed nearby.

A restored Lockheed Hudson bomber at Banting memorial Park in Musgrave harbour. Remants of the original wreckage are nearby. © Torbenbrinker-wikimedia

Self-Adjusting Brakes

There were also early self-adjusting brakes. The 1925 Cole, in its last year of production, had them. They would not appear again until 1946 when Studebaker used a Wagner Electric Co. mechanism. As the linings wore down, a pin and lever moved against a tension spring, engaging the adjusting wedge which moved the linings slightly and kept them at the same distance from the drums. Self-adjusting brakes showed up on the '57 Mercury and the '58 Edsel and were recommended to purchasers anxious to avoid frequent and costly brake adjustments. By the mid-60s, AMC was offering self-adjusting brakes, as well.

Who was actually flying the plane?

During his research, Tink came across a letter that had not been unearthed since 1940.

For him, it is the strongest evidence he has seen of a possible motive for Mr Fairbairn to take control of the bomber.

The letter came from the headmaster of an Adelaide trades school and reports, in Mr Fairbairn's own words, the minister's interest in the Hudson. It reads:

"[Hudsons] have a rather nasty stalling characteristic. The combined effect of throttling back and dropping the flaps, preparatory to landing, can land you in a whole heap of bother.

"They are very sensitive, at this stage, to varying air pressures and, from what I have been told, a pilot coming into land can find himself, suddenly and without warning, in a machine that is no longer air-borne, heading straight for the ground.

"I will be using a Hudson for my departmental travelling and on every possible occasion I'll practise landings and find out more about this stalling trick. Personally, I think it is only a matter of handling your throttles wisely."

This conversation took place a week and a half before the accident, but it was never produced in evidence towards the judicial inquiry.

The letter was shelved. There was a war on people had other things to think about.

Living with the dead

Listen to part two of the personal side of the historic catastrophe.

After he published his book, Tink realised heɽ been wrong about one thing.

By relying on the testimony of the man who identified the bodies at the morgue, heɽ replicated an error.

At the time, the most mangled bodies were said to be that of the pilot and co-pilot.

They were the bodies of two men, aged 29 and 38.

It was said that the younger man was Richard Wiesener, the co-pilot, and that the older one was Mr Hitchcock, the pilot.

But Mr Hitchcock was 28, not 38, when the plane came down.

The person closer in age to 38 was Mr Fairbairn.

Could he have been at the front of the plane? And if so, is his body now in Mr Hitchcock's grave?



If I need a laugh, I’ll probably read this.

Matthew Rettenmund

The ending of this piece harping on how you can’t libel the dead is passive-aggressive to the extreme. What part of any of this sounds made up? It all fits. If someone wrote a book posthumously outing John Wayne or something NOBODY had heard stories about, then I’d get the doubting Thomas act. But this sounds perfectly legit to me.

Own it yourselves, Queerty! :0)


>And as any law student knows, you can’t libel the dead.

There are some interesting and untested legal theories for defamation of the dead. Personally, I like juicy gossip too much to want any of these theories upheld in court.

Landon Bryce

Matt, you never saw Repo Man and heard those John Wayne rumors? The movie’s a classic! The Duke’s real name was Marion, you know.

But I agree with your basic point completely– all of jibes with the facts as I know them. I’m not sure I believe the Ryan Seacrest as Merv’s boy whore rumor, though. Seacrest’s not dead, so I guess this book won’t cover it.

Griffin was irresistibly charming and his old talk show was like a feast of the best chocolate truffles and champagne because it featured all the greatest stars [read with TALENT not just flavors of the moment] who ever agreed to do TV.

BUT he was a Card Carrying Pig because not only did he not come out LONG after he was untouchable because of his wealth but also because I know of no evidence that he ever gave a dime of that billion to anything gay rights-related or AIDS related AND was one of the insufferable queens like Outsports Cyd Ziegler who thought Reagan, his close friend, was God.

Micheangelo Signorile described [and documented] him best:

“First off, Griffin’s closet kept him shockingly silent while he had access to the president of the United States as his own people were dying. This man was intimate with the Reagans (and Nancy Reagan in particular) during the height of the AIDS epidemic in 80s, with few treatments available and fear-mongering having gripped the media. Griffin’s gay brothers — his friends, his lovers, his people across America, around the world — suffered and met horrific deaths. And yet, because he was closeted it is highly unlikely he ever made the connection for the Reagans (between himself and those who were suffering and dying), pointed out the government negligence, or even talked openly as a gay person. They likely knew, but it was unspoken, and that allowed all involved to just rationalize things –to say to themselves that, well, Merv, is not like those other people, and to always believe that maybe it wasn’t true anyway, and that he was truly dating Eva Gabor. He also stayed silent about the epidemic in the media — ironic since he was a man very much at the center of the media industry and in shaping communications and television in this country — when his voice would have made a huge difference.

Secondly, Griffin’s closet had him engaging in workplace sexual harassment, something that, as I showed in my 1993 book Queer in America, is common among closeted powerful men, who often are simply seeking outlets for sex. That was not only focused on in the Denny Terrio lawsuit against Griffin but also was something that several Hollywood gay men told me about, offering first hand experience, while I was researching Queer in America back in the early 90s and some of this (though, for legal reasons not all) is reported on in the book.

Finally, Griffin’s closet had him firing gay men who’d actually made it up through the ranks of his own company, simply because they were openly gay. There is a story in Queer in America about a man identified as “The Mogul” who did just that. I can now reveal that The Mogul is Merv Griffin. Open homosexuality is a threat to the closeted, and powerful people in the closet like Merv Griffin will often do whatever it takes to squash those who are open and who might advocate that all among the powerful should come out.

Merv Griffin accomplished a lot and is, in his death, being held up as a example of a stellar Hollywood businessman. But he should also be held up as man who, like Malcolm Forbes before him, was hugely influential and powerful and yet still allowed the closet and homophobia to manipulate his life, and to cause him to do harm to his own people. That should not be forgotten.”

John Santos

Merv was a sexual predator who once tried to sexually assault Danny Terrio, then threatened to ruin his career if he talked. Oddly enough, when he died, the homocons on Gay Patriot praised him on high–because he remained closeted until his death. Typical.


It is hard for me to believe than none of these rich and powerful closeted Gay men’s did NOT have friends who knew the truth. As such, couldn’t at least one of them suggest that they come out after death? Leave some money to an AIDS charity or something?

As Michaelangelo says so poignantly above, Merv for only one example was extremely powerful voice and could have made a huge difference both as a media person AND as a person who had the president of the USA’s ear at the time.

SUPER Sad and it bears repeating – this selfish, greedy, hypocritical lifestyle should never be forgotten when discussing Merv Griffin.


Everyone sympathizes with female starlets being used by casting agents and producers, but there was also a male equivalent. I’ve heard Clarke Gable had to allow himself to be blown by George Cukor, when he was starting out. It’s never been easy to be beautiful.

In the early days of AIDS, I remember reading that Merv started a company which purchased life insurance policies from gay men with AIDS. The insurance policy holders had access to the money, which allowed some to live out their days without having to go on welfare.
The policies were bought (by Merv) at a discount and when the person died, Merv cashed in the policy at full value.
So, not only did he never step up to the plate and do the right thing, but he actually figured out a way to profit from AIDS.

Southern Belle

Thank you but I will wait until the 1st of june and get it at the stand set up on the street by the homeless people in the village for a buck.

I believe that anyone with any sense of awareness to body language and basic human communication clearly saw that Griffin was a self-absorbed, pompous and insecure individual. Smart no doubt, but he always gave me the creeps and made me very uncomfortable. None of his alleged behavior comes as a surprise. I am reminded of what Johnny Carson said, “Nobody gets on Merv (his show) unless they get on Merv first.”

Well, you have part of the legend, Queerky.

The original story was not that Clark Gable “had to allow himself to be blown by George Cukor,” but that like a lot of 20-something meat fresh to Follywood, he peddled himself a bit, road the casting couch whatever…and that later, after he’d become a star, he was behind Cukor’s firing as the first director of “Gone With the Wind” because he didn’t want a daily reminder of those days.

Another story went that it was Gable’s doing but only because Cukor was famous as a “woman’s director” and he feared he’d be lost in Cukor’s effort to make Vivien Leigh shine. Allegedly Cukor continued to privately coach Leigh and Olivia de Havilland during filming.

Correspondence indicates Cukors leaving was really because of a fight for control between him and GWTW producer David Selznick or for other studio politics reasons.

Watch the video: Lockheed Hudson Tyabb Airshow 2018


  1. Burley

    Exactly the messages

  2. Tate

    It's a pity that I can't speak now - I'm late for the meeting. I will be back - I will definitely express my opinion on this issue.

  3. Tojabei

    I regret that I can not do anything. I hope you will find the right solution. Don't despair.

  4. Lucca

    They are well versed in this. They can help solve the problem. Together we can come up with a correct answer.

Write a message