vision defect, I was told that they were also recruiting for electronics air and ground or military police (MP). I nearly took the MP job because of my interest in joining the RCMP but decided that electronics was a good trade in which to have a future. I selected air and off I went. I witnessed a few dumb happenings in training. One

day, a tech who was in training with me bent a heavy-duty copper wire and plugged it into a wall socket. It exploded all over the lab, his electronics training was ceased and he went off to cook’s school. Other than some misdemeanors (which usually got me extra duty in the offi cer’s mess or the airmen’s kitchen), it all went well. It was hard work studying, especially as I had to improve my math skills. I passed from the Clinton Radar and Communications school and then went onto aircraft training in Borden, Ontario. Other than fl ying a remote-controlled aircraft into a barracks window, for which I got kitchen duty, life was reasonably quiet. That part of Ontario by Lake Huron is beautiful and we enjoyed the beaches on days off . We were too busy learning to cause any real problems. I thought I knew tools but the tool and aircraft course in Camp Borden was an eye opener for me. Being sort of a farm boy and one who grew up in bush country, I was familiar with tools and was shocked to learn how little I knew about hammering, fi ling and so on. We were also introduced to basic engines and airframes. The RCAF was starting to realize cross training over many trades was much less resource intensive rather than having 14 aircraft trades. Then it was off to No. 10 Field Technical Training Unit in Cold Lake, Alberta, on the CF-104 course. We were told that 10 of the new recruits would go overseas, so I studied hard and did well. By now I understood the value of studying and not just relying on a sharp memory. I was selected to go to France, a big thrill for me as my father had served in England, France, Belgium, Holland and Germany in World War II. The place where I ended up being based was right on the World War I battle Iines, in fact it had been behind the German front lines as a German airbase. My fi rst real fl ight was on a Conway engine DC-8, a noisy aircraft, out of Malton, Ontario (now called Pearson Airport in Toronto, Ontario). When my father died, the RCAF sent me home on the DC-8 to Saskatoon, Saskatchewan, to attend his funeral. My next fl ight was on a C-119 Flying Boxcar from RCAF station Cold Lake, Alberta, to Namao, just outside of Edmonton, Alberta, and next on a Cosmopolitan, Convair 640. I shared the cargo compartment with a J79 CF-104 engine covered with snow. It was cold, about minus 40 outside air temperature



Duncan Aviation has a breadth of ADS-B experience that is

unmatched in the industry. Our three main MRO facilities, 27 satellite avionics facilities and

workaway stations all share access to the engineering data for more than 42 STCs for FAA-approved ADS-B solutions. That allows our shops to perform upgrades on more than 100 aircraft models from turboprops to long-range business jets. We can help operators

comply with the mandate on their schedule, often in their hangar...and most importantly, with a solution that will continue to fill their aircraft’s mission and allow for future growth. Contact a Duncan Aviation facility now to schedule.

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