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Chosing the right option...

Presently there are several options under discussion on how to get the aircraft out of northern Quebec and back to the restoration facility in St.-Hyacinthe, Quebec (CSU3).

From August 4 to August 31, 2007, a group of volunteers will build a camp in the tundra. They will lift the airplane and evaluate the damage. After that thorough inspection, options will be discussed and a decision will be made on how to best move the plane approximately 800 miles from the tundra to St.-Hyacinthe.

As we see it now, before the inspection, there are four options we will most likely consider. They are as follows:

Option 1:

After inspection, dismantle the plane at the campsite during the summers of 2007 and 2008, taking off the wings, the power plants (engines) and the tail section. During the winter of 2008/2009, using equipment like the ones built by Prinoth , also known as SnowCat Groomer , take all the parts out on sleighs and bring everything to the nearest road which is in Pau Lake Dam, Caniapiscau, Quebec. To get to Pau Lake Dam from the crash site, we will have to go through 60 miles of tundra and frozen lakes near the Caniapiscau River. Once in Pau Lake Dam, the parts and equipment will be taken by truck to St.-Hyacinthe airport. The trip by truck is a four-day journey because of the circuitous route we need to take, as there is no direct road from Pau Lake Dam to Montreal/St.-Hyacinthe. Consequently, we have to go by way of Radisson near Hudson Bay, approximately double the mileage due to the western detour necessary to follow the only road available to us.

Total travel time: One month.

Option 2:

Similar to Option One regarding inspection and dismantling the plane and putting the parts on sleighs, however, bring everything to Schefferville, Quebec where it would be loaded onto a train and from there transported to St.-Hyacinthe. The difficulty would be going over a high ridge between the crash site and Schefferville.

Total travel time: One and a half months.

Option 3:

Using a powerful helicopter to bring all of the dismantled parts to Schefferville, Quebec, where it will be loaded onto a train bound for St.-Hyacinthe. Our big concern is the risk involving helicopters. Should something go wrong during the flight, the pilot would have to drop its load and the project would be lost. All would sold cheaply to a scrap yard. This is the least attractive option due the risk but most attractive due to the short travel time.

Total travel time: Five days

Option 4:

After inspecting and dismantling the plane, if the plane is decent condition, the engines will be flown to St.-Hyacinthe to be rebuilt. In the meantime, at the camp site during summers 2007/2008/2009, the existing engines will be temporarily replaced by serviceable engines (time expired cores in good running condition). The spar of the left wing will be permanently replaced. All cables, pulleys and necessary equipment will be replaced as well. Damaged skin will be repaired, landing gear will be deployed and locked in the down position. Flaps will be blocked in up position and new cockpit glass will be installed. All repairs necessary to fly the plane will be done on the site. When the chief mechanic gives the thumbs up, we will fly the plane to St.-Hyacinthe. To achieve that, in winter 2009, we will build an ice runway on the lake adjacent to the camp site. Several days of run-ups and tests will be necessary to assure a safe flight. Hardships to be endured will include temperatures near minus 30 Fahrenheit with strong winds and only tents for shelter. The first part of the flight will bring us to Schefferville, Quebec, and from there several other airports and ultimately to St.-Hyacinthe.

Total travel time: Seven hours air time

No matter which option is ultimately chosen, CF-CPA will be taken apart in St.-Hyacinthe down to the smallest manageable piece, making sure each part is labeled for later identification. Parts will be then cleaned and checked to determine if they can be used again, repaired for use, or replaced entirely. Damaged parts will serve as templates for construction of replacements. We estimate seven to 10 years before the plane will be restored to pristine condition and ready to flown again as it was in its glory days.

This website will track the progress of the Lodestar Restoration Project as it continues to our ultimate goal of getting CF-CPA into the air again. The aircraft CF-CPA is a timely project to begin in the year 2007.

Many members with a wealth of expertise and aviation enthusiasm are readily available. The project is being carried out through the generous donations of time and skills from our many volunteers.

Generous donations from our sponsors make this project possible.

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