written by Hilda Devereau Mickle (Maple Leaf Chapter) in 2003.

The route for the 1970 Angel Derby was from Toronto Island Airport to Nassau, Bahamas. Included in the route were Pontiac, Michigan, Cincinnati, Ohio, Huntsville, Alabama, Albany, Georgia, Orlando, Florida, Ft. Lauderdale, Florida and thence across the water to Nassau, Bahamas.

Having just attained my instrument rating and purchased CF-UXX, a perky little Commander 100 I was ready to enter an air race. I signed on my friend (and 99) Joan Corbett as co-pilot. Joan was especially adept at map reading and radio work.

We started several months of filling out papers, checking medicals, ordering charts, planning our matching wardrobe and having the 100 hour check completed in the final 30 days before take-off. Impound date was May 1st, deadline 5 p.m. Toronto Island Airport. I was still in London, Ontario, and awakened to stormy weather. As soon as conditions were V.F.R. I departed London about 10:45 A.M. Joan was already in Toronto waiting for our arrival (CF-UXX and me).

After the formalities of Inspection and Take-off parties, Angel 44 was finally flagged off at about 10:30 A.M., Monday, May 4th 1970. Once we were airborne the tension which had built up over the past couple of months seemed to lift -- now I was just tired (neither Joan nor I slept a wink on the Sunday night). Oh well, we both agreed we can make Pontiac easily and the weatherman promised us good weather before the day was over.

Then some words of encouragement from the boys in London Tower , who had to take turns wishing us "Good Luck". Sixty three (63) aircraft were now on their way. At Pontiac, our first fly-by point, we were greeted by groups os people all anxious to help us and get us on our way. First of all, the gas truck pulled up and when the tanks were topped, members of the Ninety-Nines met us with free lunches, hot and cold drinks and a warm welcome. The weathermen were standing by with complete and up-to-date weather reports and to take our flight plan for the next leg to Cincinnati.

Refreshed and with spirits high we took off and headed south. As we approached the Toledo area, the weather became rather ominous looking, but after passing through a shower or two, the horizon became quite clear.

If the air had not been so unstable that day we might have reached our planned destination of Huntsville, Alabama. This, together with a few moments of doubt as to our exact position, made Cincinnati, Lunken a welcome sight.

We hurried into the air conditioned comfort of the Flying Club where we met some very wonderful people with refreshments and offers of assistance to get us back in the air as quickly as possible --but it was no use. We were exhausted and it was evident we could not make Huntsville before sundown.

It was here we met two very fine people, Don and Pat Fairbanks, who not only saw to it that CF-UXX was tied down and drove us to a comfortable Inn, but left us their phone number with instructions to call them for anything at anytime during our stay.

Shortly after 4:30 A.M. we checked the weather and when everything looked "go" we got Don and Pat out of bed to pick us up. They took us to an all-night diner for a hearty breakfast, then to the airplane and we were on our way at 7 A.M. just as soon as the Control Tower opened and just before the fog settled over the field with the sun coming up over the hills.

The trip to Huntsville was beautiful with clear skies , warm sun and a good tailwind. At this time we were trying not to think about the long day ahead, because if we wanted to stay in the Race we had to be in Fort Lauderdale before sundown (7:40 P.M.) When we reached Huntsville shortly after 10 AM we became one of the group again as many of the aircraft had not yet taken off -- the fog had kept them grounded in the early morning.

Then on to Albany, Georgia, where Bill Broderick of Aero Commander was waiting to buy us lunch. Over Georgia, we now must figure out a course around Fort Benning as it is a prohibited area. A very kind voice in an F.S.S. station offered to help us out but we said we had the situation well in hand.

It was hot in Albany, so after take off we climbed to 7000 feet and set course for Orlando, Florida. It was so smooth, clear and cool up there that we put out mascot "Snoopy" to work flying the airplane while we took pictures and attempted to contact our friends, Esme and John Williams, who we knew would be flying their Skynight over Florida about that time.

As we passed over Silver Springs, we could see a cloud layer ahead of us with bottoms at about 3500 ft. It was time to start a comfortable let-down as we neared Orlando. I tightened my seat belt and made preparation for a low fly-by along a heading which intersected the active runway. To-day you would not be able to do this.

By this time it was 5 o'clock in the afternoon and I made sure we spent enough time on the ground to do our necessary flight planning, weather checking, a cold drink and then before take-off we ran cold water over our wrists and faces, for in these busy areas it is not just enough to be awake, but one must be alert!

The fast trip over the Everglades at about 800 feet with the sun going down and a low layer of cloud was just a little bit scary. Last fly-by for the day was at Ft. Lauderdale Executive. We had made it!--and even had 10 minutes to spare. We remained in Fort Lauderdale overnight and early next morning the Coast Guard briefed us at breakfast on the 185 mile trip we were about to make over the ocean and instructions on ditching procedures.

After solving several little problems, such as a very strong crosswind for take-off , a ruler dropped in the flap control opening, we were on our way to Nassau a little after 11 A.M. The broken cloud was low, so after flying below it for abour 30 minutes we decided to try our first experience at flying V.F.R. on top. We took the Little Commander up to 9500 feet and after that did not see anything much until we let down about 15 minutes out of Nassau. What with a wind shift aloft from Northeast to Southeast, I was constantly reassuring my co-pilot and myself that we were right on course by using both omnis.

I cannot truly explain the sights and excitement of the fly-by down Nassau Harbour, then circling the Island to land, which I finally did on the second try. After two and a half days of Bahamian hospitality we reluctantly said good-bye to the friends who had made us so welcome and started for Ft. Lauderdale and home. The trip home was not without adventure -- twice we found ourselves V.F.R. on top without planning it and then in Lexington, Kentucky (an unscheduled stop) we received severe weather warnings and were grounded for four days.

On our return to London Flying Club a large group of our supporters were waiting to welcome us home. I might mention here that our sponsor was Garrett Manufacturing Company who made sure we had everything we needed, including a downed aircraft locator.

How many times have we relived this adventure -- many times over the past 30 years. Glad we had the opportunity.

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