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This article provides a historical account of Boeing's early presence in British Columbia, focusing on their contributions to seaplane construction. The Hoffar brothers, Canadian aviation pioneers, established the Hoffar-Beeching Shipyard, which was later acquired by Boeing in 1929 and renamed Boeing Aircraft of Canada. Despite facing challenges during the Great Depression, the company manufactured floatplanes, luxury yachts, and transport aircraft such as the Model 204 and Totem floatplanes, as well as the Model 40 transport aircraft. During World War II, Boeing Canada played a role in producing the PBY-5A Catalina and the B-29 bomber. However, after the war, the facility closed, resulting in employee layoffs. Notably, Boeing's Canadian operations left a lasting legacy with the Vancouver International Airport, which features a terminal for scheduled floatplanes. [Extracted from the article]

The article discusses the charter flights offered by airline company Seair Seaplanes Ltd. to customers which enable them to see remote lakes, anchorages and islands all along the British Columbia coast. Topics include the Lake Lovely Water which could be reached by plane or helicopter. Also cited are the different activities in the lake such as leaping off the seaplane wing, relaxing at the lake under the towering falls and fishing.

The article discusses author's experience of seaplane adventures where he was to train a pilot on amphibious float flying across the Arctic ocean, and also emphasizes that pre-flight planning, fuel requirement,and landing checks are a must before heading for such an adventure.

The article focuses on the importance of training to fly seaplanes for the float-flying industry; and offers suggestions on flying seaplanes.

The article offers information on the Grumman Mallard flying boat and his history; and mentions interest of pilots to fly the Grumman Mallard amphibian plane.

The article offers the author's insights regarding the dissociation of Ontario Seaplane Association from nonprofit association Canadian Owners and Pilots Association (COPA). The author mentions the effects of the undertaking such as loss of insurance coverage and solidarity. Moreover, he adds that COPA will not be responsible for seaplane issues of the organization following the dissociation.

The article profiles Edward C. Burton, former Saskatchewan homesteader and one of Canada's first corporate pilots. He was born in Great Britain and manipulated mufflerless Curtiss HS-2L seaplanes in Ontario and parachuted from a Stearman 4EM at night. He worked at the mineral exploration company Thompson Prospecting Syndicate. He piloted a four-seat Waco YKC-S across muskeg, boreal forest and tundra to Yellowknife, Northwest Territories.

The article highlights the flying boat Eastman E-2 Sea Rover. This boat-like contraption made its maiden flight in 1927. It is powered by a double-row six cylinder radial on undersize mounts. Its Curtiss R-600 engine delivered 180 horsepower (hp) at 2,000 revolutions per minute (rpm). There are 16 of these crafts built, five of which carried Canadian registrations.

The article focuses on the hobby of aviator Mervin Zinck restoring the Rans S-7S Courier sea plane in line with the perceived increase in popularity of float planes in New Germany, Nova Scotia. As a metalworker, welder and craftsman, Zinck fitted his plane with Full Lotus floats and a retractable gear which he designed. It is stated that the average age of private pilots are climbing into the 60s.

The article features British Columbia coastal aviator Bill Sylvester, founder of BC Airlines. His company was once the largest seaplane airline in the world. An anecdote of Sylvester is revealed that after being a successful businessman he had once paid more for a pair of boots that he had for his car.

The article reports on the plan by Coulson Air Tankers to bring their Martin Mars flying boat to EAA Airventure Oshkosh in July 2016 to showcase the product.

The article deals with the challenge of piloting the Canso aircraft. The amphibious airplane was perfected by Boeing and Canadian Vickers by the end of World War II. It relates the stall speed, noise level and the demand for maintenance of the Canso. It explains why Cansos required strong armed pilots.

The article reports on the important role played by the Curtiss HS-21 aircraft in the exploration and aerial mapping of the Canadian hinterland. The Ontario Provincial Air Service (OPAS) became Canada's largest HS-2L operator in 1924. The aircraft had the ability to stay aloft as long as 4.4 hours, but crewmen constantly chewed wads of gum for emergency plugs. They also returned for overhaul every fall.

The article talks about objection by the Canadian ministry against sending of Martin Mars Flying Boat to military museum in Pensacola, Florida, but Canadian politician John Duncan deals to settle by swapping of C130 aircraft to company Coulson for Mars to Canada Aviation and Space Museum.