Pretty much the idea. I was thinking Canadair could acquire DHC before Boeing did and make it legitimate (as 'tis, Boeing did propose a V-22/Dash-8 civil tiltrotor - I'm going to have to fish my old ESCI 1/72 V-22 kit out, if I can find it, and see whether it or the Hobbycaft kit as the more accurate nacelles as the least accurate ones would go on the civil tiltrotor and I know the Hobbycraft ones are none too accurate). You really need a high-wing fuselage like the Dash 8 has because you need all the ground clearance you can get with tiltrotors (as I remember, the V-22 can only go so far forward from the vertical position while on the ground - I have seen one back up that way).
Good point re the high wing, though it's something obvious that I should have noticed!
Re: Canadair and DHC. In AltCan Canadair is still a Crown corporation - the governments there have all been very sensible as regards Crown corporations and handled all of them like Polymer Corp. was dealt with here - assign only qualified executives instead of using them as cushy jobs for friends, and then let said executives run the business as needed. As C. D. Howe said to the first Polymer CEO (paraphrased): "This is no different than the private sector - except that the Government of Canada is the sole shareholder. Run the business well and profit, you'll survive; if you run it into the ground, you'll die." And in handling the Crown corps like this, the unprofitable ones die (with very few exceptions that are essentials, like rail service in remote areas, and creative means are found to deal with other socially necessary but unprofitable things like some air transport in the North: use RCAF transports!), while the well-run ones profit, and the dividends are an extra source of revenue for the Government that can be invested in infrastructure, or put towards paying for the money-losing but necessary things...
...anyways, with that bit of background out of the way, I can move on to the question of de Havilland Canada. As I've worked out the Canadian aerospace industry *there*, (as I recall - I can't find the notes I'd made) Avro is private, DHC is (was) private, Canadair is Crown, Fairey-Fleet is Crown (the result of the Crown taking over Fairey Canada and Fleet and merging them), P&W Canada is private, Orenda is private (probably a wholly-owned subsidiary of Avro), and I think Bristol is private, too, but I'm not sure now. That covers the major ones anyways.
What would be the motivation for DHC to sell itself to Canadair? Being a Crown corporation, if Canadair were to initiate the takeover, I'm sure some elements of the business sector would make noise about nationalisation going too far, etc., especially if DHC is being profitable. Buuuuut... private ownership doesn't necessarily mean profitability, even with a good product, so if DHC were in some sort of financial trouble, the government could well intervene to keep a very important firm going. With the Crown owning all of the designs now, further rationalisations could be made, say with DHC dealing with civilian passenger aircraft (taking over the Challenger from Canadair?) and Canadair with military aircraft and heavy transports... this way, it's easy: Canadair needs a high-winged fuselage for developing a tiltrotor with Bell? It's easy as a call over to DHC and saying, hey, we need the Dash 8 fuselage for this project...
And in the meanwhile, some new profiles:
The Sikorsky H-5 was the RCAF's first helicopter. Seven were delivered in 1947, designated
Dragonfly Mk. I and given the serials 9601-9607. All were assigned to 436 "Elephant" Squadron (VC-era unit code of 436 Sqn was BO), which was reformed that year as a helicopter unit at RCAF Abbotsford (BC). The Dragonflies were delivered in bare metal, and the large "RESCUE" titles were added by the unit within a month of delivery.
In 1951 two major changes came to the appearance of the Dragonflies. First was the change in the identification system, with the RCAF switching from the VC system to the AB+3 system that year; under the new system, 436 Sqn's new ID code was XK. Also in that year, dayglo was added to RCAF SAR aircraft. The Dragonflies retained this appearance until 1954.
After 436 Sqn received the Ojibwa Mk. I in 1954, within a few months the Dragonflies were relegated to a training role and repainted into the standard overall yellow training scheme.
In 1958, the RCAF abandoned the AB+3 ID system and introduced the current 4+RCAF system. This adjustment was the last change made to the appearance of the Dragonflies, which were retired in 1961.