On a regular basis people sent me photos, to share their enthusiasm for vintage airliners or to illustrate a question. These photos have been lingering in a scrapbook or a discarded box somewhere and/or probably wouldn't find their way to Online-use or publication. |
To prevent them from getting lost, with permission of the sender, I would like to share them on this page.
Photos already online (personal websites, airliners.net, jetphotos.net, etc) are not meant to be included here.
Ed Brewer sent me, alongside some photos, a request for information on Campbell Airstrip, in Anchorage, Alaska:
Smokejumpers prepare to board Grumman Goose N640
Smokejumper, explained on Wikipedia...
Any help for Ed to collect information and/or memories about the use of this airstrip, would be greatly welcomed!
Ed is doing this as volunteer work, at Campbell Creek Science Center, on this 'Campbell Tract' project, It is a former BLM facility in Anchorage.
Ed has 2 immediate priorities: 1. is to develop a list of possible names for a trail at the science center (an old taxi way), and 2. to collect any information / photos on the years the strip was used as a fire fighting base.
Please send any information that would be of help!
| The Venturacountystar.com ran a news item, on 01Mar08, on the final flight of the Martin 404 N636X:
Frank Mormillo, 66, of Duarte takes a picture of Camarillo residents Doug Whitesell, 21, and his father Jeff, 53, in front of Jeff's twin-engine Martin 404 airplane. The two were preparing to fly the plane, which was chartered by Mohammed Ali and other celebrities to a museum in Arizona.
Photo by James Glover II
The article included the following:
Sigurjón Valsson sent me this photo, taken on 29Feb08:
Roy Blewitt's indispensable guidebook "Survivors" (www.gatwickaviationsociety.org.uk) offers possible identities for the DC-4s: TT-EAF (which I have on record as c/n 10307, reported in derelict condition Nov06 with Air Tchad titles, so that should be the one hidden from view) and 10409 (c/n 10409, Chad Air Force, reported to have 'AB'-markings, Survivors has a last sighting of April 2001).
Alexandre Avrane of AeroTransport Data Base (ATDB) managed through his network to come up with the identities of the DC-3's here:
| I came across this Consolidated-Vultee PBY-6A Catalina in the UK, during a trip I'd made in 2003. It had been stored at North Weald for a number of years.
An air museum in Israel bought it, but preparation for its ferry flight was marred by disagreement and some left this initiative. Still, during 2004 an attempt was made to fly the aircraft to Israel but engine trouble made it strand at Beauvais,France where it remained until now.
Carl Gootzen intercepted its transport on 27Feb08 in Belgium, destination Antwerp, for transport by sea.
More history on this PBY-6 on my UK 2003 report.
Photos and history of DC3 PP-YPU (c/n 12303) as kindly provided by Jones Cesar Dalazen:
The Douglas DC-3, type C-47-5-DK, from Canarana Aviation – VACA, was produced in January 11 of 1944, during the second war, with number 42-92496. First, this aircraft was delivered to USAAF – United States Air Force, later to British Air Force and to Canadian Ltda of Montreal – Canada (FZ697).
After ownership by COOPERCOL, it was lend to pioneer company, Conagro. In May of 1977, the Coopercol's headquarters had PP-YPU returned. An attempt was made to start a new transport airline of Canarana, Barra do Garças. However, the expenses to keep this aircraft working, (e.g. fuel, maintenance parts and labor) were deemed to high.
Selling this aircraft did not work either, as nobody was interested in making any deal. They left the Douglas DC-3 out in the open and it got worn out because of weather conditions and vandalism. Sad.
In 1981, Coopercol suggested that this aircraft was donated to Canarana County, to be put on display on the local square downtown. In may of 1981, the mayor agreed with that and helped to haul this aircraft from the airport (Avenue São Paulo) to the square.
Douglas DC-3 PP-YPU became one of the biggest attractions for tourists and is celebrated by many postcards sold here in Canarana. Nobody can resist to take some photos close the monument.
See my photos from Canarana, located 255 nautic miles from 050º Cuiába – SBCY.Jones Avião's photos on Flickr.com
John Olafson sent me these images in Feb.2008:John added the following information: "Whilst at Palm Springs on vacation I visited the Palm Springs Aviation Museum in Feb08 and was rewarded with many beautiful sights there and to make things even better, most of the aircraft were outside.
Douglas C-47B N60154 (16007/32755) is an ex-Israeli aircraft. It still flies, as do most of the aircraft here.
They were doing some very messy engine maintenance as you can see..."
PBY-5A Catalina N31235 / 48426 looks splendid!
A selection of photographs by John Olafson can be seen on Airliners.net
| Stefan Kuna sent me these images of Convair CV440 3C-JJO, stored at Evora,Portugal. The one on the left was taken on 27Nov07 and the one on the right on 30Nov07.
3C-JJO has c/n 401 and I have the following details on its history:
Delivered as EC-WMR (EC-AMR) to Iberia in 1957, became T.14-1 with the Spanish Air Force (coded 911-01 at first, later 911-21) in 1972.
Was registered XA-LUS for Instatl de Aviacion in August 1981, reportedly sold in USA on 02Apr82.
It was reported in May97 at Evora,Portugal. Registered during Apr97 in the Equatorial Guyana register as 3C-JJO but was ferried and stored at Evora. During 1997 it was reported to be sold to a Iberia 747 pilot (no name), but it never got to fly.
3C-JJO at Airliners.net
|Dr Petér Moys sent me a batch of interesting vintage An-2 photos (see also bottom page) .|
Antonov An-2 HA-ANO present at Taszár in 1991
Frits klinkhamer came across this Douglas DC4’s on an airstrip near Chester, CA (south of Lassen Vulcanic Park, on Hwy 36).
More photos by Frits Klinkamer, click HERE...
Brian McDonough (left) and Nigel Aylmer (right) sent me these images in Feb.2008.
As Nigel pointed out, note the change of colour of the tailfin's leading edge...!
Nigel wrote: "Surprise visitor at Savannah,GA (KSAV) late this afternoon (13feb08) 16.45 local was Honeywell's CV580 N580AS, in from KIAD with thunder storm closing in...
Some history: CV340 c/n 2 was first flown on 18jan52, and delivered to United Air Lines on 02Sep52, with tailnumber N73102.
It would seem a Canadair CL-44 survives at Brazzaville (Dem. Rep. of Congo)! This photo was taken on 08Feb08 and published on the Planetalk forum.
General consensus seems to be that this is CL-44D4-2 TN-235 (c/n 37, formerly N1001T - G-AZKJ - G-BRED - N106BB - EL-AMC - 7Q-YMS - 9U-BHI - TN-AFS). The hinges indicate this is a Canadair Swingtail, not a Canadair Yukon.
But TN-235 was 'written off' as 'damaged beyond economic repair' by explosions on the airport of Kinshasa on 14Apr2000.
Kinshasa (formerly Léopoldville) is the capital of the Democratic Republic of the Congo and is located on the Congo River. And the city of Brazzaville is the capital of the Republic of Congo, which lies just across the Congo River from Kinshasa.
Was TN-235 flown across the border to Brazzaville for repairs?
Confirmation of its identity and details about its fate (and future) for the past years would be welcomed!
And while you're at it: that Antonov An-8 is worthy of interest and identification too!!
More plane mysteries: Search For...
| Richard Huisman sent me this photo in Feb.2008 (taken August 2007) of a Lockheed P-2 Neptune, now derelict at Curacao's Hato airport.
Aad van der Voet provided the following detail:
Former Dutch Navy SP-2H Neptune 203/H c/n 726-7248. It was withdrawn from use in Mar-1982 and has been stored at Curaçao-Hato ever since. It is in use by the airport fire services since at least 1989, probably longer.
Frits Klinkhamer provided an informative link: www.aircraft.co.za/Gallery/Photo265.php
25Jan2008 was a day of mayhem at the airport of Congo Pointe Noire (PNR), when An-12 9L-LEF / EK-11660 of Canadian Airways Congo / Aéro-Service smashed into a Boeing 727-200 of Canadian Airways Congo.
Following problems with its landing gear the Anotonov An-12 of Aéro-Service came off the runway at Pointe Noire and collided on the near-by tarmac with the 727 jet (painted in basic Iraqi livery). The nose smashed through the forward fuselage of the luckily empty Boeing 727.
The 2 pilots of the An-12 were sent to hospital as the only wounded people in this accident.
Details on AviationSafety Network
Source of the photo unknown to me, as it was forwarded by various people (thanks Monique!) without proper credit to the photographer.
Dr. Péter Moys sent me this fine study of DC-6B OO-SDQ; he wrote:
OO-SQD c/n 44695/582 went on to Jean-Claude Bergey (TR-LOX, dba Apollo, operated in Biafra) and onto Gabonair as TR-LQE, Trans Gabon, Air Gabon and the trail went cold after that (probably scrapped by now or a wreck somewhere in the jungle, overgrown).
| Larry Kraus shares some pictures from Ft.Huachuca in 1983, from a trip there in Tanker 22.
The overhead shots show that the long runway hadn't been built yet.
Larry Kraus shared some "oil stained memories" on the Warbird Information Exchange (WIX) forum in Jan. 2008 (see also below for more):
Larry wrote: "I ended up flying Tanker 22 in 1983 for Evergreen while they tried to find a replacement pilot (when theirs failed his flight physical at the last minute) . It had a fantastic instrument panel left over from it's "Operation Skyhook" days."
| Larry Kraus wrote a hairraising account on the Warbird Information Exchange (WIX) forum in Jan. 2008:
"I ran across some pictures that I took 'the morning after' at Williams AFB just after refuelling from T&G's fuel truck. You might notice that all of the props except for #4 are still feathered. The last 12 miles was on #4 engine only...
I don't want to try THAT again!!
Okay, I ran out of usable fuel and to this day can't explain why I didn't have at least 40 minutes fuel left in the mains, but I did learn several lessons. For instance, just because the systems on one B-17 work in a particular way, don't count on the all working that way. Also, there are important bits of information in maintenance manuals that aren't in the flight manuals. I already knew not to put much faith in fuel gauges, but I thought that at least one of them might be remotely accurate.
As I mentioned earlier, I was dispatched from Alamogordo to a fire north of Phoenix and ended up in Coolidge to refuel and reload. The lowest reading in the main tanks, according to our dipstick, was 105 gallons. The others ranged between 110 and 120 gallons. We used to use, as a rule of thumb for the B-17, a gallon per minute per engine and throw in 10 gallons for the climb. Tanker 68 had been having erratic fuel consumption all fire season. Three engines would have normal (expected) fuel consumption and one would burn up to 25% more. Also, it varied on which engine burned more fuel.
The fire that I was supposed to initial attack was less than 20 miles from Coolidge and I should be able to get there size up the situation, drop and be back in 40 minutes, tops. The first problem was that there were thunderstorms moving through the area, which is why fires were starting. The ringer being that the thunderstorms, which had been dry, were turning wet. Just as I got to the fire, a heavy shower moved over it and put it out. I had to call dispatch and get a divert to another new start. Of course, it was a little farther out than the first one. Navigation in those days before GPS, or even Loran took more time with just a radial and distance from a tanker base or VOR (that you couldn't recieve because of terrain or altitude). Also, in a B-17,you go around terrain instead of over it, especially on short trips.
By the time I got to the second fire, it was washed away as well. So, I ended up going back to the original fire by Roosevelt Lake. The lead plane had gone in for fuel,but the air attack was there. It only took a few minutes to figure out the plan, which was to drop one door at a time on hot spots. The B-17 had 4 retardant tank compartments, each one with a door. I made three drops and the lead plane came back to the fire and decided to have me hold off dropping the last door until he made a few passes. He finally decided that the run that he'd called me off was as good as any, but I should follow him.
So, we were on final behind the leadplane with throttled back to about 20" when Bill Rhodes (my co-pilot) said that he thought that #2 just quit. I know that sounds like an odd statement, but, with the power below barometric, it's hard to tell that an engine, especially an inboard, has died. The RPM doesn't change and the manifold pressure will follow the others on throttle changes as long as you stay below barometric. The only way that he knew was because we suddenly had zero fuel pressure on #2. I made the drop and headed out of the area toward Coolidge trying to figure out what was going on. We were only 40 minutes into the flight, so we should still have plenty of fuel.
The first thing that we did was to open the valve for the Tokyo tank on #2. There was 75 gallons of fuel in that tank. This might be a good time to describe the fuel system on a B-17, which is unique, to say the least... For one thing,there are no fuel selectors (only an electic shutoff valve on the firewall) and there is no cross-feed. You can transfer fuel across the airplane with an electric pump at 12 1/2 gallons per minute, but you can't use fuel from #1 engine in #2 without first transferring it to #3 or #4 and back to #2. Also, you can't run multiple engines off of a single fuel tank. The bottom line being that the transfer system works, but takes time. Even so, when #2 didn't immediately refire, I considered transferring some fuel from #3 to it.
Each engine has 425 gallons available with the mains topped. The outboards are easy with one self sealing 425 gal tank. With the inboards there's a problem because of the main landing gear being in the way of where the turbo is mounted in the outboards. So, the inboard turbo had to be moved aft and there wasn't room for a large enough fuel tank. The solution being an interconnected 212 and 213 gallon tanks. That brought up the capacity, but created problems in accurately sticking the inboard tanks (among other things).
Part way through production of the B-17F series,Tokyo tanks were introduced. These were interconnected self sealing tanks that were squeezed between the wing ribs outboard of the outboard engines. They got progressively smaller as they got closer to the wingtip.As a result,to add up to an additional 270 gallons per engine,the inboards had 4 interconnected tanks and the outboards had 5.These are like the wing tanks on a Cub.There are no boost pumps in the Tokyos,or fuel gauges,for that matter.All that you can do it wait for the main tanks to get down to around 100 gals and open the valve to the Tokyo tank.Originally,these were manually operated from the radio room.Ours had rotary electric valves.
I'd flown in Tanker 65, another B-17G (actually a PB-1W) for 4 years prior to the 1980 season. We routinely carried only 50 gals in each Tokyo tank and had occassionally drained it into the mains with no problem, other than it taking a little while because of the lack of head pressure in the Tokyos. I'd tested the Tokyo tanks in Fresno before heading for Alamogordo by adding 150 gals to each and opening the Tokyo tank valves. There was less than 100 gals in each main at the time. They fed a little unevenly, but all of the fuel transferred to the mains withing about 10-15 minutes.
Back to my story. Since #2 didn't restart, rather than transfer fuel across the wing, I had another plan .I feathered #2 once we were out of sight of the leadplane and air attack. We tried the #2 main boost pump every minute or two to see if we'd get fuel pressure, but decided that we'd be okay, except for figuring out why #2 apparently had no fuel available. Since you taxi a B-17 on the outboards and all that we had to do was climb another 1500 feet and we'd be 10 minutes from Coolidge, I'd unfeather #2 when we got within sight of the airport and nobody would ever know that it wasn't running.
That plan went to heck when the #1 fuel pressure gauge fluctuated a couple of times and went to zero. The lowest main fuel gauge showed 40 gallons remaining. We opened all of the Tokyo tank valves and called the air attack to let him know that we had what appeared to be a fuel starvation situation. Then we called Phoenix Approach and decared an emergecy. The first thing that the controller did was to give me a vector for Coolidge. I couldn't go that direction because of terrain. The next closest airport was Falcon Field,which was about 4000 ft long uncontrolled and usually had a pattern full of Cessna 150's. Since this was probably going to be a one shot approach/landing,we opted for Williams AFB (now Williams Gateway). They had three 10,000 ft runways and crash and rescue available.
We got pointed in the right direction and I had a little time to think. My first thought was "This can't be happening to me! I checked the fuel and there's plenty of gas in the Tokyo tanks". I was watching the terrain, which was rolling desert with sand,rocks and lots of cactus plants. There was a resonably straight dirt road going close to the same direction that we were,except that it seemed to have a steel cattle guard with posts at the edges about every 1500 ft. I tried to figure out how I was going to dead stick the airplane onto the road and stop between the cattle guards.
The next thought was "How am I going to explain this to the boss?" I'd made a copy of the B-17 pilot's manual and sent it to my brother a few days before. I reread the manual while making the copy and it recommended a little less than 1/4 flap as being the best configuration for flying with multiple engines out. I tried it for 3-4 minutes and all that happened was a 50 fpm increase in our rate of descent. I went back to zero flaps. Not too long after that,#3 fuel pressure fluctuated a couple of times and #3 quit. We still couldn't get any fuel pressure on #2 or on #1.
I asked the controller how far we were from the end of the runway at Williams. He said that it was 12 nautical miles. We had 1500 ft of altitude above field elevation and at climb power on #4 were losing 200 fpm. I don't remember exactly, but I think that we were indicating about 120 mph. I could see the runway and Williams Tower had cleared the area of other traffic,so we were cleared to land on any runway in any direction. Wind wasn't an issue,but there was only one path to the end of the runway.
When we were about 5 miles out, I could see that we'd make it as long as #4 kept running. If not, there was what looked like an auto test track a mile or so short of the runway and off to the side. If all else failed, I'd try for that. As it turned out, we dropped the landing gear at a mile final and crossed the end of the runway with a couple of hundred feet of altitude to spare and #4 still running. It was the quietest landing that I've ever made in a B-17 when I closed the #4 throttle all that I could hear was the rush of the wind!!
We turned off at mid-field and the tower told me to taxi to the base of the tower. I told him that if I could taxi to the base of the tower, I wouldn't have landed at Williams. It took a while to convince him that I couldn't just taxi on one engine, esspecially an outboard. They finally sent out a big fire truck and a few hundred feet of heavy rope and towed the airplane to the ramp. My co-pilot stayed with the airplane to ride the brakes, while I went to Base Ops to start making phone calls and filling out paperwork.
We spent the night at Williams while my boss (Hank Moore) made arrangements with Woody Grantham to bring 750 gals of 100/130 to Williams in his gas truck from Chandler. We fueled up,turned on the boost pumps and had fuel pressure all around.That day was supposed to be our scheduled day off. The Forest Service allowed us to ferry the airplane to Coolidge and still count it as a day off. This was mainly because Williams wanted us out of there asap.
When I got to Coolidge, Gary Packard was there in Evergreen's B-17 Tanker 22. I figured that my dipstick must be faulty, so I compared it to his. There wasn't 1/16 inch difference at any of the markings. My immediate solution to the problem was to carry the same amount of fuel (250 gpe) and flight plan for 45 minutes less than I had been. I also decided to figure that any fuel in the Tokyos was useless for anything except ballast.
Once I got back to Sequioa Field (TBM Inc's maintenance base), I found out a few things. First,there were 3 different manufacturers of B-17 self sealing main tanks and they varied slightly in capacity. I checked the markings on the tanks in T65 and T68. It turned out that T65 had the largest tanks and T68 had the smallest. It made a difference of 15 gpe. This was in the B-17 Erection and Maintenance Manual, but there's no mention of it in the flight manual. When I spoke with Kenny Stubbs (TBM's Director of Maintenance),I learned the reason for the Tokyo tank fiasco.
T68 had a problem with the Tokyo tanks deteriorating internally and contaminating the fuel (to a very minor degree) with rubber flakes.The Forest Service maintenance inspector had made TBM install gascolators in the fuel supply lines between the Tokyo tanks and the mains. I knew about this because we sumped the gascolators while draining the main fuel sumps.Tanker 65 didn't have gascolators because it didn't have a problem with deterioration. The revalation from Kenny was "Didn't I tell you? You need to have 150 gals in the Tokyo tanks on T68 to get enough head pressure to get past the gascolators when the valve is opened." That, coincidentally, was exactly the amount that I randomly chose when I tested the Tokyo tanks for flow in Fresno.
As to where the rest of the fuel went from the mains? Your guess is as good as mine. One thing that happened a few years later (1983, I think) was that I happened to see Andy Anderson (who was the leadplane pilot from Wenatchee,WA) in a restaurant at Reno. He'd had a few drinks. I was leaving with Dave Kelly as we'd finished eating. Andy called me over and said that my running out of fuel/single engine landing was the best thing that I ever did because before that nobody knew that I existed and now everybody knew me.
All of these pictures were taken sometime between April and July 1980."
|Larry also described why aerial firefighting is no bed of roses...
"I have here a few pictures that I took in 1982. I was flying Tanker 65 that season out of Porterville on a CDF contract. I also ended up in Ramona and took some Boxcar pictures at the tanker base there. I didn't like flying out of Ramona because it had a short runway and is in a bit of a bowl.Also, it's usually hot there, which the airplane doesn't like. Every time that I'd get a dispatch south of Fox Field, the guys at Porterville would tell me that I had to reload Ramona. I'd grumble and be irritated all the way to the fire. Then, more often than not, it would turn out that the fire would actually be closer to Fox or Hemet and I'd be told to reload at one of those places instead!! I always felt tremendously relieved, but I knew that the guys at PTV were getting a good laugh over it.
The last time that I had to fly out of Ramona, the wind was blowing down the runway at 20 kts. We always downloaded on retardant from 1800 to 1600 gallons at Ramona and often carried a lower than normal fuel load to reduce the take off weight. I'd just loaded and had a dispatch to a fire as we were fuelling,With the wind conditions, I brought the fuel up to our normal load. As we taxied out, Larry Hill overflew us with a load of mud from Hemet in his Boxcar and my flight was cancelled.
The next day, I was released back to Porterville at the hottest part of the day. It was 105 degrees with no wind when we taxied out. Normally, we'd rotate on a loaded take off at 115 mph. I got my B-17 Type Rating from Don Ornbaum. He really made me earn it. He also told me that there were a few things that he wasn't going to tell me about flying B-17's until he was through flying them. He didn't want some whippersnapper flying a B-17 as well as he did and trying to take his job (As if that could ever happen).One thing that he did tell me, however, was that, if you REALLY needed to, you could coax a loaded B-17 into the air at 105 mph. You just needed to immediately lower the nose and retract the gear and stay in ground effect until you were actually flying.
We got to the end of the runway and stuck the tail in the dirt at the very end and locked the tailwheel. Then we went to full power (46"/2500 rpm) and released the brakes. Tanker 65 sedately waddled down the runway and as we passed the CDF tower, which was maybe 1/4 of the way down the runway, I looked down at the airspeed indicator. It read 45 mph. That's when I flipped up the guard on the drop button in case we needed to jettison the load at the end of the runway.
We continued accellerating (if you could call it that), but were still firmly planted on the runway when we passed the numbers near the end of the runway. Off to the side of the runway and a few hundred feet out, I could see the remains of Tanker 122, which was a PB4Y that was destroyed (without injuries) a couple of months before when it 'Failed to become airborne'... Just as we came to the end of the pavement, the airspeed hit 105 mph. I horsed the airplane off the runway, called for gear up and lowered the nose. As we staggered around the valley, I watched the airplane shadow trying to touch the airplane until we finally got aimed back toward the airport from a left 270 degree turn and came back to climb power. It looked to me like we'd just cleared the tanker base flagpole as we crossed over and turned toward Porterville..."
Hugo Ruiz sent me some 1950s photos of C-119s, which were added onto the C-119 Information Page.
| Nigel Aylmer sent me this image and he added: "I just returned from England to the US , with me I brought some photo's I had taken prior to 2003. In this group was a picture of the ATL-98 cockpit [not nose] taken on 21May2001 at Griffin,GA and I have compared it with other pictures on the web . It has the right aerials for N55243 cn 17.
I did not see any sign of the cockpit at Griffin in 2003 nor on my visit during late 2007."
Rob Tracz wrote:"Those remains of N55243 were at Griffin,GA in January 1996, but had been a long time resident of Naples Airport in Florida."
Nigel added:"I also photographed a complete Carvair, N89FA, at Tara Field in 2003."
Webmaster update: I came across Carvair N89FA "Fat Annie" in nov.2015, see TEXAS 2015.
Jason Pineau sent me some photos in Jan.2008:
DHC-2 C-GUWF (c/n 287) was registered to Martini Transport Ltd on 22Sep98
and is based at Fort Langley, B.C.
Jason wrote: "C-GWUF is owned by Ron Martini, who is also the owner of the Fort Langley airport and a company called Starline Windows. The airport was once a 1800' grass strip, but it is now a 4000' paved runway to accommodate his new PC-12".
|Jason wrote: "Fort Langley has many float planes based here and the above Found Centennial 100 is a rare one! Registered CF-WFN, it is the first of 3 built commemmorating Canada's Centennial, back in 1967. (these photos were taken Sept 2006.) It was in rather poor condition back in 1993, according to this photo: www.airliners.net "|
| I have a few shots of various Grumman Goose aircraft in Pacific Coastal Airlines' fleet. They come down to Vancouver from Port Hardy whenever they need a complete rebuild.
"Coming in for its overhaul (right) was C-FPCK, certainly looking rather worn out, as seen by the many dents and scratches on the fuselage and engines.
Pacific Coastal also acquired another Goose (the white "Caribbean Clipper" above), now registered C-GPCD (was N93GS and CF-BAE), in March (Photo March 15, 2007). Sorry I don't have a photo of it in its Pasco colours."
[C-GPCD crashed on 03Aug08, 20 miles west of Port Hardy en route to Chamiss Bay near Kyuquot Inlet, 5 fatal, 2 injured.
Pilot Simon Lawrence, 36, died in the crash along with five employees of Seaspan International Inc. who were being flown to Chamiss Bay to load a log barge. ]
On the left is C-FUAZ after being stripped to the bare metal. (taken April 1, 2007.)
It emerged about 6 months later looking like a brand new aircraft! (right, photo taken Sept 28, 2007.)
| "We had one Goose operating out of Vancouver during the winter, and I always found it amazing how the pilot gets around his aircraft... When arriving he climbs out his side window in the front, and then opens the passenger door from the outside; he then climbs back up on the nose to unload the baggage from the very large cargo compartment in the nose. And after that he is up on top of the wing to refuel and check the oil!
Pacific Coastal Airlines operates 6 Grumman Goose aircraft (out of 7 registered in Canada) out of Port Hardy for charters into fishing and logging camps, as well as scheduled flights to small coastal communities."
Jason Pineau has a selection of his images on Airliners.net
'Pacific Coastal Airlines Parks Grumman Goose'
The Census on OldProps website identifies G-AZNA as c/n 350 (and describes its location as "Mounted on poles next to N9 road at Waarschoot, Belgium").
C/n 350 - Viscount V.813
First flight 07Dec58 - delivered to South African Airways on 20Dec58 as ZS-CDX (intended registration ZS-SBX was not taken up), entering service 06Jan59.
Registered to BMI as G-AZNA on 08Feb72 and delivered on 09Mar72 (initially mispainted as G-AZLU).
On 12Mar74 it made a fast, steep approach into RAF St.Mawgan and landed heavily some 4.800 ft beyond the runway threshold. On touchdown the nosegear collapsed and the aircraft stopped 3.200 ft further down the runway. No injuries reported.
Withdrawn from use and stored at EMA on 31Jan82, but reactivated Sep82.
Leased to Manx Airlines 01Nov82 - 06Oct84 and Oct85 - 16Nov85. Sold to British Aerospace on 07May86. Leased to BMA on 07May86. Subleased to Manx AL 20Feb88 - 27Feb88, then returned to British Aerospace.
Stored at EMA on 05Mar88.
Sold to Baltic Airlines / Hot Air on 01Aug88. Nosewheel collapsed 01Oct88 at Gatwick.
Leased to Gambia Air Shuttle between 11Nov88 - 16Apr90. Returned for service at Southend a number of times. Baltic Airlines/Hot Air was merged into BAF during spring 1989.
Stored at Southend Jan91. Registration cancelled by CAA on 17Jun92, CoA had expired on 24Aug90. Departed Southend by road on 15Sep92 to Waarschoot,Belgium to be preserved alongside a discotheque, called 'Kokorico'.
Source: "The Vickers Viscount" (- by Rayner G C Kittle; Air-Britain Historians Ltd, 2008)
See below for the accident details.
Ron Mak sent me these photos and he added: "Asian Spirit uses this aircraft as a backup on routes from Manila; the 2nd aircraft operates from Zamboanga City (in the south of the Philippines) on routes to 2 islands Tawi Tawi & Sulo; and another route is to Sandakan in Malaysia (3x a week).
More of Ron's photos can be seen on a webpage dedicated to: Ron Mak's Propliners
RP-C3592 (c/n 2108) sustained substantial damage on 02Jan08 when it overshot the runway on landing at Masbate Airport in windy conditions.
This NAMC YS-11-500 of Asian Spirit overshot the runway and came to rest against a concrete perimeter fence, damaging its nose and the right propellor on impact. The right main landinggear collapsed and there was also fuel spillage. No injuries were reported.
John Cormie sent me this excellent action short of a Catalina / Canso at work over a fire.
Every so often the name "CANSO" comes up, while many of us would be more accustomed to the name "CATALINA" for this amphibious aircraft. Is it short for
something or derived from something ?
So for the photo above: if it has been in use by the RCAF at some point it can be referred to as a Canso, but if previous ownership was the USAF it can be adressed as a Catalina.
Rolf Larsson sent me this photo in Jan.2008 and he added: I recall a visit to La Paz in 1981 when I got full access to all ramps through a friend of mine, working for ICAO at the time. On 08Jan81 I took this picture of c/n 32988 CP-1419, which was in operated at that time by Aerolineas La Paz, but no titles as you can see.
Airliners.net has 2 more photos but no later than 1997, so one may fear for its fate...
|Dr Péter Moys sent me this welcome selection of Hungarian registered Antonov An-2's.
HA-ANB I have come across in 2005 in the Sinsheim Museum (see also for additional An-2 information).
HA-ABD is still around in 2007, see photos on Airliners.net
HA-ANM still roams the airways too: photos on Airliners.net
HA-MHG I found only one other photo of: on Air-Britain's Photographic Images Collection
HA-ANO would be c/n 1G188-33 and was reregistered N1011G in 2005 [source www.cnapg.org]
HA-YHE would be 1G18737 [source www.jetfly.hu and this photo on Planepictures.net shows her in not so good condition..
Antonov An-2 on Wikipedia.
Anotonov An-2 HA-ANM leading the way...
back to top...