Well Respected Howard Malone
Led CAHS National and Toronto Chapter

by Gord McNulty
September 2026
Howard Malone
The CAHS lost an outstanding contributor when retired Air Canada Captain Howard Malone passed away in his sleep in on 14 August 2026. 

“Howie,” as he was known to his many friends and colleagues, will be remembered for a remarkable legacy with his impressive 34-year Air Canada career and dedicated leadership in the CAHS among many achievements.

Howard was introduced to the CAHS Toronto Chapter when he was asked to make a presentation to one of the monthly meetings. On 3 October 2002, he discussed the topic of “Flying the Heavies,” aircraft with a gross takeoff weight in excess of 300,000 pounds.
It was my pleasure to write a Chapter Flypast newsletter full report on Howard’s colourful presentation, easily found on the Internet link “Toronto Aviation Heritage and Capt. Howard Malone.”
 
After joining the Chapter, he worked his way up to Chapter President for five consecutive years (2004-2009), served on the Executive Committee of CAHS National as Vice President Eastern Canada, and finally as President of CAHS National (2007-2008). 
 
Howard thoroughly enjoyed his association with the CAHS. He was, as CAHS National President Gary Williams noted, “a fine gentleman and a true Canadian aviation treasure.” CAHS members appreciated Howard for his ability to organize and host meetings and events, his positive attitude and his wonderful sense of humour.
 
As the family obituary for Howard stated, “Howie was larger than life and never missed an opportunity to celebrate it.” Born on 1 September 1940, Howard was raised in Toronto and earned his wings through the Regular Officer Training Program (ROTP) with the Royal Canadian Air Force (RCAF). He was inducted into the Regular Forces with a Permanent Commission in 1957, about two weeks after he turned 17. 
 
His first summer of flying training was at RCAF Station Centralia, starting on the de Havilland DHC-1 Chipmunk in July 1958. As he recalled, “I had my first solo flight three days after a grand total of six hours of dual flying.” His second summer of flight training took place at RCAF Station Trenton, beginning on the Harvard in May 1959. After eight hours of dual instruction, he made his first Harvard flight in June. His third summer of flight training, at RCAF Station Moose Jaw, began in May 1960 and included night flying, aerobatic flying, instrument flying and formation flying - again on the Harvard.
 
Howard was president of the Engineering Society at the University of Toronto, representing about 3,500 engineers, and graduated in 1961 with a bachelor of science in engineering. He proceeded to advanced flying school training at RCAF Station Portage la Prairie, MB, flying the T-33 Silver Star. During a break in the training program, he returned to Toronto to marry his school sweetheart, Pat Kirkwood.
 
His flying training was uneventful, until he was involved in a mid-air collision with another T-33 that struck the canopy of his aircraft on final approach at about 400 feet altitude. Fortunately, the event ended safely and he went on to graduate with his RCAF pilot’s wings in November 1961.

Howard advanced to a flying instructor at Centralia and taught on the Chipmunk. He served there until 1964, reaching the rank of Flight Lieutenant, attaining the minimum three years in the RCAF after graduation from university. 
 
From there, Howard enrolled in the U of T master’s program in town and regional planning. As he finished his course work in 1966, the airline industry was experiencing major growth. Air Canada was hiring and it was too good an opportunity to pass up. Howard was accepted on course as a Second Officer on the Douglas DC-8, beginning his distinguished Air Canada career. It lasted until 2000 with mandatory retirement at age 60.
 
He flew DC-8s, DC-9s, Boeing 727s, and Boeing 747s in the -100, -200, and -400 models. He finished his career on the B747-400 - “the biggest and best aircraft in the world” in his view. 
 
In his 2002 presentation to the Chapter, Howard described the 747-400 as user-friendly for the crew, designed with pilot input in mind. He appreciated the large, easily readable instrumentation and multiple-colour computer screens, which he described as “a life-saver for the senior pilots who flew the 747.”
 
Howard recalled the 747 takeoff as a “real rush” and compared the lift-off to “taking an office building into the air.” He described it as a surprisingly docile and stable aircraft, very aerodynamic and responsive for its size.
 
When Air Canada formed alliances with other companies, just-on-time scheduling came into fashion and the company would agree to higher cruise speeds even if it meant more fuel consumption. At times, Howard could fly across the ocean at Mach .88 and Mach .90. That was getting pretty fast for the 747 and there was a telltale buzz on the controls surfaces to indicate that was it.
 
Descent and approach were relatively straightforward, but with a bigger aircraft pilots had to think further ahead in regard to scheduling and space. There was always some tension on landing itself. As Howard put it, “Every single runway I landed on really looked short.” In any case the 747 had “awesome” fully automated landing capabilities. He said it was just a matter of dropping the nose gently to the ground and letting the powerful automatic braking system take over.
 
Howard also took delight in flying his own Lake Buccaneer amphibian, from 1976 through 1981. As well, he was involved in establishing an aviation consulting firm - AeroCan Aviation Specialists Inc. - combining his engineering background and 20,000 hours of flying experience.
 
Howard also enjoyed watching his daughter, Kelly, proceed through an impressive aviation career which began instructing at Toronto Airways at Buttonville Airport, to flying with Air Georgian and then to Air Canada.
 
Howard was remembered and celebrated on August 21 at a Toronto funeral home, hosted by his protégé and daughter, Air Canada B787 Captain Kelly Freebury and family.