27 years in ATC-Towers. 52 years Flying as a Commercial Pilot, (CPL)... Charters, Flying-Instructing, Air-Ambulance, Crop-Spraying, Hail-Suppression which is (Cloud-Seeding), Flying-Skydivers, Aerial-Photo, Pipeline-Patrol, Banner-Towing and flying BC Forestry Forest Fire Patrol. I had a Can and USA CPL with the following endorsements... Multi-Engine, Instructor, Block-Airspace, Floats, Skis and a Glider Pilots Licence, (GPL). I had my own aerial photo company for 14 and did my own flying and shooting. I owned a Berg-Faulk-2 Glider. A Cessna C-206 and a Aeronca Sedan, (15AC). I am an octogenarian and still photograph as a hobby with the latest iPhone and do aerial photo with my DJI Mavic Pro Drone. I enjoy playing in iMovie on my MacBook and making RU-vid Videos. I wrote a book, named it "Tower Tales" and published it last year. They are factual stories on my ATC and Flying carrier. Link to my website below... JH
well played, the crowd got their monies worth.. power had something to do with it and that would be NOT enough of it which produced the high sink rate that resulted in water impact with enough force to tear the engine off it's mounts, resulting in even less power available. Now, with the engine anchored in the water (to use a nautical term) said machine is a momentary sailing vessel and finally a submersible with our dashing naval officer, now fired sitting at the controls, nice... at least he didn't get slow and lose control before the crash? If it were easy everybody could do it.. so, we need these gentle reminders as human beings once in awhile! I still love those crazy canuks! now days people crash airplanes to get more views on their uTurd channel and that's FU#'n NUTS! and even stupider because a gentle reminder doesn't work, only jail time can fix that malfunction..
Thanks Jim. I have admired your aerial collection from Glenbow Archives. I shared them since discovering the some 7 years ago. I m administrator of nostalgic Calgary a Facebook group. Wishing you well. Thanks for sharing 👍
Hi Jim, what a great video. Currently in training to work in Calgary TCU, now located at Edmonton ACC. This was a great look into the history of the airport!
Hi Matt. I’m pleased that you enjoyed it. This link below will take you to my website and a page that has more history on the Calgary International airport… sites.google.com/view/jimhallsphotosite/aviation-history In fact, if you click on the link below it will take you to my RU-vid Channel with 24 videos, mostly on aviation. One of my videos is on the Springbank Airport. Once you are in my channel, make sure you click on the “Video” link in the upper Menu-Bar to see and select all 24. www.youtube.com/@jimhall1864/videos And, if you want more on history in aviation in the Western Region, click on this “amazon.ca” link below. I wrote a book. All 90 short stories are factual of events that happened to me while working in ATC and stories of my flying experiences. Its all factual aviation history in Canada. I sold out within a couple months so I put it on “amazon.ca” for digital reading. When you are in amazon, click on the link below the the Tower-Tales photo that reads “Free Sample” for free reading of the first 3 chapters, with no commitment. www.amazon.ca/dp/B08814549P Keep in touch and let me know when you get checked out. Cheers, Jim.
Thank you for the compliment. I have about 23 videos on my RU-vid Channel. About 80% of them are on the history of Calgary. If you would like to view them all this is the link… www.youtube.com/@jimhall1864/videos Once in my Channel, to view all my videos, click on “Video” that is in the Menu-Bar above. I’m working on a short Calgary video now that has additional historic sites and locations in Calgary that will be of interest for new Calgarians and Visitors. I will probably have it finished in a couple months and will be added to my channel. Be advised that I donated over 5,000 negs and slides that are aerial photos from 40 years ago to the Glenbow. My negs and slides are now stored and available for public viewing at the University of Calgary. Cheers, Jim Hall.
@@jimhall1864 Hey Jim, I did checkout your videos and find them to be awesome. I was born at the Foothills Medical Centre and find the history of Calgary to be a lot of fun. The C-Train opened in 1981 which is the year I was born. I'm heading back to the FMC for heart surgery soon and honestly seeing your videos has helped me a lot just from seeing the Foothills Hospital and accepting what's to come for me. I subscribed and will definitely checkout more videos. Thanks again Jim and I look forward to seeing your next video 😁
All the best with your heart surgery. I had a quadruple bypass 8 years ago. Still have to take pills for A-Fib, and feel great now. But I guess that at age 87 all my ailments are to be expected :-) Because you are into history, here is another link for you… sites.google.com/view/jimhallsphotosite/home The above link is my website that I play in. Click on the various links in the upper menu-bar. However, I have a lot of changes and additions to make in it, but because I have an older Macbook, Google-Sites has left me behind. So I have a new Macbook Pro on order. Once I get it and get familiar with it then I can get into my website and make these changes and additions. I expect by now you have guessed that my lifetime career was in aviation. By the way, if you want to peruse through 5000 all historical negs and slides of mine, contact the University of Calgary and they will allow you a free viewing of them. If you mention that you are a historian they will probably speed it up for you :-) Keep in touch and email me after your operation. All the best. Cheers, Jim. @@galacticproton
What a great video. I have just started working at the airport and knowing the history of this airport makes the job more enjoyable. Thanks for sharing
I wrote a digital book and published it two years ago. It’s factual history on Calgary airport while I was on shift in ATC and factual stories that happened during my 52 years of flying… It is now available on. …. “Amazon.ca … Tower Tales by Jim Hall” Jim.
As a former Naval Aviator during carrier training we got extensive training about the back side of the power curve, because when we are on the glide slope for landing we are in that area. Those familiar with the power curve as published for most aircraft, the more power you apply, the faster you go. In the back side, your angle of attack is greater than in normal flight, so it take more power to go slower. There is an excellent video of a C-2 Greyhound that got a cold cat shot (insufficient power on the stroke) so as the passed the end of the deck he did not have sufficient power and speed to climb out. He disappeared below the flight deck until you could see him slowly climbing out with an almost flat attitude. There is an old adage that you can convert speed to altitude or altitude to speed, but what if you have neither altitude or speed? You are on the cusp of a stall. In fact the aircraft I flew off carriers had a landing speed of 95 knots and by the way that was also the stall speed. One advantage we had that the float plane did not have was the fact that as we crossed the end of the deck, we immediately raised our gear. That eliminated a lot of the drag on our aircraft.
I enjoyed your opinion on Back of the Power Curve, very well done. It’s nice to have an opinion from someone like yourself that has experienced aircraft attitudes more than myself and others. I will give you my story on Back of the Power Curve and how I was continuously cognizant of it during any slow flight that I did. I took my Private Pilots Licence in 1954, age 17, at the Edmonton AB Flying Club, (CYXD). Of my 7 instructors, 2 flew Spits in WW2 Battle of Britain. 2 were WW2 Bomber Pilots. 2 were WW2 Instructors. And one was a WW2 Lady Ferry Pilot from Canada - Alaska to Russia. I had the same Instructors when I continued on to get my Commercial Pilots Licence and my Instructors Rating. I was fortunate. They took a liking to me and and taught me additional attitudes that were not part of the flying curriculum. One was back of the Power Curve, which they demonstrated at a higher altitude for a safe recovery. That knowledge came in handy when I got my first flying job flying in the bush on skis, for oil exploration in Canada’s north during the winter. Not many places to land that had the length to take off from, so my approaches close to the clearing to land were a slight nose high attitude, slow, with power. Because of my knowledge on the Power Curve, thankfully I was able to keep, attitude, speed up, with a trickle of power to avoid it. A couple years later I got into ATC and continued flying for the next 50 years as a part time job, after shift from the tower. One of my stories in my book, is the night I had a West Coast Airlines F-27 out of LAX making an approach on runway 28 at Calgary (CYYC). I cleared him to land after his report at the ILS Outer Marker, (about a 3 mile Final approach). That was the last I heard from him. They crashed 1 mile from the runway. All 30 plus on board lived. Because it was a USA registered aircraft the FAA, and a Fairchild Rep, Department of Transport (DOT) Canada accident investigation all attended the Hearing. I as a witness also attended. When the 2 pilots gave their in-depth statement of the approach on why he crashed, all the examiners turned to one another and they all agreed that the cause was back of the power curve. Another story in my book was, a few months later I cleared a T33 for takeoff R25. There were two on board, 1 RCAF and 1 USAF exchange pilot on board. As soon as the T33 rotated and cleared the runway, he raised the gear. The left nose cowling door opened and spoiled the left intake air into the engine compartment. The T33 could not climb and remained at a nose high attitude, in ground-affect the full length of the runway and due to uneven high and low terrain at the end of the runway the T33 crashed and exploded. 2 fatal. Again the USAF, RCAF, DOT and I as a witness that gave my in-depth story on what I viewed. The board immediately came to the conclusion that the T33 was in the back of the power curve and couldn’t climb. So I am quite familiar with recognizing Back of the Power Curve. Now to my youtube video. I couldn’t come up with a name for it that was short, so I thought, ah what the hell, I will name it Back of the Power Curve. I put it on RU-vid just for my friends to watch. Who knew it was going to attract so many hits :-) Have a great day. Cheers, Jim.
Howdy and Great Vid, I was a weekend hangar rat in the Gateway hangar, I still remember climbing the stairs to the tower, and till now, new it was a control tower just not the first! Sliding the hangar door segments to the side (each with it's own persomality. And being sent for a bucket of prop wash.
Thank you for your interest. It’s a pleasure to write a short historical story and know that others are going to enjoy it. I was also caught with the prop wash tour while taking my CPL back in 1956 at the Edmonton Flying Club. My first time at Gateway / Foothills Av hangar was in 1959. I was also there the day it burned down, about 1981-or 1982? If you enjoyed this video, you may enjoy my video on the “ATC Towers of Calgary”. I have a RU-vid Channel with 20 videos, mostly on aviation that you may enjoy This is the url… www.youtube.com/@jimhall1864 When you are in it, go up to the menu-bar and click on “Videos” to see all 20 of them. Enjoy. Cheers, Jim.
@@jimhall1864 Howdy again, I have a question, Gateway was divided and Macobar drilling fluids was in the south side with another company?????? There was a Dornier DO28 twin there as well, what was the other co.? oil related. It's driving me nuts. Thanks.
@@katemdegrood4580 In the late 1950’s and early 1960’s, Hangar #1 with the first ATC Tower on the NE corner, had Gateway Aviation and Foothills Aviation, which were the two bigger companies and they both had their company names written across the upper portion of the hangars exterior. I forgot which was which, but one of them was the Cessna Dealer and the other was the Charter Company. (Don’t quote me but I think Gateway was the Cessna Dealer and Foothills the Charter Co.) - Gateway had a DC3 and a HS748 based in CYXD and both spent time in CYYC. - There was a Drilling Mud Co that had a C-180 in #1 hangar. - I believe the Dornier DO28 was Flint Rig, (engineering), Pilot George Kelly (retired RCAF) and was in hangar #1 for a short time, then went to hangar #2 for a short time. (I flew Harvards with George in 1961). - Spartan Air Service had an office and a DH98 Mosquito Bomber in hangar #1. It flew Mapping of Canada’s north. The pilot Jim Lapinski (nickname - JL). Jim later went to helicopters. 20 years later, on occasion, Jim was my pilot when I was retired from ATC and doing Aerial-Photo as a second career. - There were also many aircraft that were based in other hangars that spent time in hangar #1 when they were having maintenance done on them, as Gateway and Foothills Av had AME’s that did outside maintenance as well. JH
I have a correction to make, re-yesterdays story… I just thought of the correction in the middle of last night. The Dornier DO28 Geo Kelly flew was not owned by Flint Eng. It was owned by FINA Oil and the registration was CF-INA. I should have remembered that, it was my wife’s first name, Ina. JH
Select a RU-vid Video - Before it plays, or Pause it if it is playing. - Look down to the lower Menu-Bar of the video window. Click on the Gear-Icon and it will read “Settings.” - A Menu will pop up, click on “Playback Speed, then on the right click on “Normal.” - Another window pops up. - Click a number above “Normal” for Slow-Mo, and a number below “Normal” for Fast-Mo. Enjoy the videos.
It looked to me like he had too little power coming in (hence the steep approach angle), and he never rounded out. Hitting the water as hard as he did and porpoising, his airspeed went to nothing, both wings stalled and he nosed over. He was behind the power curve in the sense that after he hit the water and lost almost all of his energy, even immediate full throttle and leveling the wings wouldn't have made any difference in the outcome. Glad he wasn't hurt
Thanks for the encouragement. If you enjoy aviation history I have other videos on the history of Calgary Int and Springbank airports on my RU-vid channel, from my arrival at CYYC over a half century ago. One of the videos is working in two of the Calgary ATC Towers (#’s 2 and 3) out of the five that have been in use over the history of YC. I enjoy watching your video’s on your RU-vid channel. Reminds me of the past :-)
Thank you so much for this insight! There seems to be a plethora of the history of Calgary's main areas available online, but not so much of specific areas or businesses that aren't as populated with enough information. There might be a few photos (as you indicated in the video), but without enough context, it's hard to fully grasp the photo's contents. This is why I appreciate you commentating on these pictures, and giving a history that's going to be difficult to track down. Calgary is my home city, but I'm far away from it, so I can't even attempt a visit to the Glenbow Museum in person to find information that they don't have on the internet. 👍👍
DJ...Thank you very much for the positive comment. Because of your interest it encourages me to continue with many more historical slideshow video’s. Of all my over 5K negs and slides of southern Alberta and southern BC over a 14 year period that I donated to the Calgary Glenbow Museum, which are now on file and displayed at the University of Calgary Campus, I have a personal experience of and can add my short story. With my future videos I will endeavour to provide a little more of my story information with each photo of the site, but only enough to keep the viewers attention and not boredom. Unfortunately the Glenbow Museum and the U of Calgary do not have the staff, time or the volunteers to put stories to my thousands of images. Because of my having personal and hands on knowledge of these historical sites I thought I would add a short blurb of information and display them on RU-vid. I will then make Glenbow and U of Calgary aware of these informative videos of mine and hopefully they can transfer my info and image to their own in-depth story of the site. Please take note that in my understanding, the Glenbow U of Calgary, provides access to all my images to the public for viewing. Through prior arrangement they will also accommodate group sessions to attend on site viewing of my images in a theatre setting. I am presently working on a couple dozen aerial photos of all the Olympic Venues I shot of the before, during and after, the “Calgary 1988 Olympic Winter Games” for my RU-vid channel. Thanks again for your interest. Cheers, Jim.
I can recall one of Holidair’s DC8’s sitting for an extended length of time south end of the East hangar line, but not one west of 34. I was seldom on the west side in later years and probably didn’t notice.
When the first consumer digital camera came out I sold the Pentax 6x7, when I retired from aerial photo. But nostalgia set in and I did keep and still have my Leica R4 35mm with lenses, if I decide to try film again. At present I use the latest iPhone and update to the next model whenever they update the camera. I did most of the Calgary subdivisions. Contact U of Calgary / Glenbow and they will arrange for you to view over 5K of my negs thumbnails.
@@jimhall1864 I would love to see the negs at higher resolutions than the ones available to see online. Those 6x7 shots need to be taken full advantage of. This one of the reasons why I still shoot them today, even my modern Canon digitals cannot remotely compare.
@@goldenhourkodak Conner… there are 1400 of them up on the “ glenbow.ucalgary.ca “, (digital collection) website. As you can see they have not been scanned or Colour-Cast corrected. They have all been scanned by volunteers that have done the best they could. Without volunteers museums as we know them wouldn’t be available. There are another 4K negs and slides of mine sitting in their climate controlled vaults for storage to preserve the negs. They could only accommodate 1400 of them up on their website at the time. The story I heard, they updated their photo technology machinery to the latest and greatest and there was no space at the downtown Glenbow, so they assigned a specific building on the U of Calgary Campus that had the space to store and display these images that were donated. From what I understand, now in their new building at the U of Calgary campus, if visitors contact the U of C and arrange a single or group visit with a prearranged site location of what and where they want to see, they will set up all the negs and slides and now with this new updated fancy machinery they can magnify, sharpen and colour correct these images to a theatre size screen for viewing. My favourite neg film for aerial was Fuji 120, NSP-160ASA, as it favoured blue and green and would highlight the blue in the sky and green of the foliage below. I seldom used Kodak neg-film that favoured red and yellows. For 35mm slide positive film I used Fuji for aerials. I always used Kodak Kodachrome 64asa slide film for most all photos on the ground. Just after a shoot I would inspect the negs with a photographers-loop (google-it) and at 1K feet above the ground I could distinguish the colour of shirt and pants the person on the ground was wearing and extremely sharp. When I did these aerial photo images throughout the 1980’s into the early 1990’s I did the flying and shooting, if I was over a populated area I was at least 1K feet above the the ground, (or buildings) as required in the air-regs. Depending on the size of the area to be included in the photo required for subdivision development, I would shoot up to altitudes of 10K feet above ground level. All the low level aerial photos I did was with a pilot and out of a helicopter. I still have scanned digital copies of all my negs and slides that I donated to the museum. My plan over the next few months is to make Contact-Sheets sheets of these images that are not on the UofCalgary website and display them on my website… sites.google.com/view/jimhallsphotosite/home ….. (on the Photos - Link). Any questions on the above… contact me at … jimrhall1@gmail.com
This is amazing. Thank you for giving us this amazing piece of history. I also want to ask; Didn't Tower #4 have a major fire from it back in the early 2000s? Causing it to go out of service?
Hi YYC Filmer. Not Tower #4, but I can see where the confusion may exist. There was no way out if there was a fire so Tower #4 was built with fire prevention in mind. I took the grand tour not long after it was built and the only thing that would burn there was the toilet paper. Now Tower #3 was a fire waiting to happen. It was constructed of steel girders and all exterior levels were covered in Ply-Wood then painted blue and white as you see in the photos. All levels were exposed steel with no interior walls and I can’t remember seeing any insulation. Now where you might be getting the #4 is, of the first 5 hangars built during WW2. Number 5 hangar burned first. Then, if my memory serves me correctly, #3 hangar was the next to burn down. Then # 2 hangar burned. So up to now that means 3 hangars burned down, (#’s 5-3-2). The 4th hangar, (out of the initial 5 built), to burn down was #1 hangar. The #1 hangar was the hangar with the first ATC Tower on it and this was the 4th hangar to burn down. So this may answer your question. The day #4 burned I had a C-206 aircraft parked outside #4 hangar. I had just left the airport and received a phone call from Executive Flight Centre hangar, which was across the taxiway. They informed me that when they fist saw the fire start one of their employees jumped on a Tug, rushed across the ramp and my aircraft was the first they towed away from the fire before everything else was destroyed. I worked on the airport when Hangar #'s - 1-2-3-5 burned down. JH
Your correct Julio. I wasn’t aware of that. I agree with your suggestion and we will name it Terminal Tower #3.1. You never know when tower #3.1 will have to be used again and it now has a Title number. JH
At 17:42 of the video, it is stated that; “The tower on terminal building #3 was never used as an air traffic control tower.” This is not correct! That tower on top of Terminal building #3 was in fact used for air traffic control purposes for a very short time while the blue and white Control Tower #3 was being renovated. To the best of my recollection, this took place over a two week period during Christmas 1980 / New Years 1981. We had to get out of Tower #3 temporarily while asbestos was removed; Ceiling panels, interior lighting, heating / cooling upgrades, and new consoles were then installed. The tower cab on top of the terminal building was not ideal for air traffic control purposes, as it was nowhere near tall enough to see the runways and taxiways at the south end of the airport properly. As far as your tower numbering system Jim; Does this tower now become #3.1? Glen Gross. (Julio)
