Unique survivor

Air Classics, Jun 2000 by O'Leary, Michael

Determined not to give up, Mike noticed that the only other aircraft in the hangar was a de Havilland Tiger Moth on skis. Eyeing the skis, he set a plan in motion. It would have been beyond the limit of their rudimentary tools to install the skis on the Spitfire's landing gear but they could build a box structure out of lumber on each ski and then place the aircraft's wheels into the boxes. In theory, after takeoff the weight would be off the ski boxes and they would fall away from the aircraft.

Of course, they had other things to consider about the modification. Should brakes be on or off? Should the skis be slightly toed out to carry them out of the flight path? Should the aircraft lift off as soon as possible or held down as long as possible and then zoom climbed to avoid having the skis hit the airframe? Would the skis split when the fully-loaded Spit hit the first bump?

They built their boxes and strengthened the skis by adding a further strip of lumber down their length. At the risk of breaking another prop, Mike carried out a taxi test on 27 February. Since there were no brakes, the aircraft would move forward even with the throttle at idle. The taxi test was exciting as the Spit slithered around on the snow but the idea seemed to work.

By noon the next day, work was completed and the weather forecast was very good. Since the runway was completely covered by snow, Mike and his crew had to guess and positioned the fighter accordingly. Advancing the throttle, the Spitfire began to move smoothly but, just before flying speed, the plane hit a big bump and one wheel came out of its box. The starboard ski did a backward somersault over the tail section -just as Mike and his crew had feared. It made lots of noise but resulted only in some gouges in the aluminum,

As the Spitfire roared into the clear blue sky, the other ski fell free -just as planned, Mike flew for 2.5 hours before landing uneventfully at Namao. He does remember that no one seemed thankful that the plane arrived at its destination nor was the RCAF even remotely interested in the temporary ski modification. He does feel, however, that all credit should go to the Royal Canadian Navy!

The next episode in TZ138's career is just as interesting. After testing was complete, the aircraft was surplus to requirements and it was sold by War Assets to Ken Brown and James McArthur for $1250 on 4 August 1949. The Department of Transport issued a certificate of serviceability and the Spitfire was registered as CF-GMZ on 25 August 1949. Ken Brown is of interest to aviation historians. Of the 133 crewmen of No. 617 Squadron RAF that set off on what would become known as the Dams Raid, only six survive today. Of the 19 pilots, only two survive. One returned early but the other, Flight Sergeant Kenneth WIlliam Brown, RCAF, carried on and attacked the Sorpe Dam, his "bouncing bomb" scoring a hit.

When he returned to Canada in 1945, Ken's first job was with the Winter Experimental Unit where aircraft such as Meteors, Vampires, Hornets, Mosquitos, Hastings, Lancasters, Spitfires, Mustangs and others were tested. It was during this period that he must have made acquaintance with TZ138. The War Assets Corporation lists J.H.G. McArthur, c/o RCAF Station, Edmonton, Alberta, as owner. Ken Brown has stated that this was done so the aircraft could more easily clear customs into the United States for participation in the Cleveland National Air Races.