Vintage Transports, photos by Friends & Guests (57)

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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 like to share them on this page.
Photos already online (personal websites, airliners.net, jetphotos.net, etc) are not meant to be included here.

With the ever growing popularity of Social Media (Flickr, Facebook, Instagram) the barrier has become much lower for people to share their photographs or scans of slides; imperfection to post aviation images is no longer an issue.
I noticed a decline in requests for publication on my website (a decline I welcome, as I struggle with the workflow) on my 'Guest Pages', so now some of these images shared below will be copied from Facebook & Flickr by me. For preservation of their historic value as I see it; always with proper credit to the photographer, of course!

Btw, while I am on social media, picking up on aviation news, I use it mainly for other interests while my website remains my main focus to share my interest in vintage aviation.

 

'Yukon' Cornelis came across this photo online and forwarded it to me (Feb.2019) for he couldn't
find any (online) information to it. Well, it has been mentioned on my website for many years...
DC-3 N57539 (Delta Airlines)

The history (except for its mysterious ending) is described in Air-Britain's 'The First Seventy Years' publication:
C/n 9037 ¬ '42-32811 delivered on 05Feb43 to USAAF as 42-32811 -[period of no details]- various locations (Walker, Smoky Hill, Biggs) in 1945 - RFC Bush 03Oct45 - NC57539 Hoosier Air Transport Corp. (1947) -
Delta f/n 61 28Feb49 - Charlotte Aircraft Corp - Aircaft Ferry Services Inc 30Sep59 - T.3-25 Spanish Air Force - Disappeared 02Oct1973, written off as result of the (suspected) accident.'
That last line is not a literally quote from the DC-3 book, but has to do with its disappearance and the content of a webpage of mine: The Search for Douglas DC-3 ECT-025 - Go check it out !!!

Once upon a time... there was this idea to create an aviation museum at Battle Mountain,NV. But it never worked out and
for many years the military planes stood abandoned in a compound at the site of the road, near the airport. Gradually
the aircraft disappeared to collectors or other museum initiatives that never got off the ground. This C-119 N5216R
was the last plane standing... A purchase was too complicated for the local authorities and even reputable aviation
museums were denied a purchase. There are links with the Dept. of Defense though ownership seems vague and
the 'object' has no obvious papers that could conclude a 'bill of sale' (asper recent advertisement).
C-119 N5216R at Battle Mountain, for sale yet again
From: gsaauctions.gov/
This C-119 Flying Boxcar needs to move one way or another for redevelopment here.
The most recent and promising attempt was made by two guys in Alaska, who want to put the fuselage on a trailer.
More details on My visit in 2008 and Photos by Friends & Guests #53.
From the above mentioned advert:
"Incomplete, non-flyable Fixed Wing aircraft: Mfr: Fairchild, Model: C-119, SN: 10-956.
The aircraft is in a non-flyable state as it has stripped of all major components. SOLD AS IS. All sales are final and no warranty is implied or applied.
Photographs may not depict an exact representation of the item offered and should not be relied upon in place of written item description. Aircraft has NOT been maintained to FAA standards.
No data plate available. No Records for this aircraft. Bill of Sale (AC Form: 8050-2) will NOT be issued.
THIS AIRCRAFT CANNOT BE MADE FLIGHT WORTHY.
An acknowledgement statement must be received prior to being permitted to bid. The "Statement of Acknowledgement MUST be submitted by 3:00pm Pacific Standard Time (San Francisco Time) on February 20, 2019. Please click on the link below stating "Statement of Acknowledgement" to review and submit form by email or by fax prior to placing a bid. ***
WARNING: Successful buyer is required to complete an End Use Certificate (EUC). The removal time frame will be extended so that the "End Use Certificate" DLA form can be completed by the winning bidder and must be approved by the Department of Defense before the aircraft shall be released to the winning bidder."
Contact: Joseph Galietti
JGALIETTI@FS.FED.US
(Not reproduced in full here).

 

 

In support of two difficult to identify DC-3s at Charlies Hostel (see my Airplane Mysteries), Ron sent this photo:
RP-C1352, RP-C1353 and RP-C1354 of C.M Aero Services at Manilla (stored); photo Ron Mak
Douglas DC-3s of C.M Aero Services stored at Manilla: RP-C1352, RP-C1353 (c/n 25571/14126) and RP-C1354
C.M Aero Services was formed by Charlie Miller in 1985 and closed shop in 2000.

Ron Mak's propliner gallery on my website: PAGE 1 | PAGE 2 | PAGE 3


Ron Mak also contributed several photos of Quito's Museo Aéronautico de Fuerza Aérea Ecuatoriana,
DC-6 HC-AVH / FAE691; photo by Ron Mak
DC-6 HC-AVH / FAE691; see page #3 of Ron Mak's gallery on my website


Ron also shared some fine photos (here's 1 of 4) of Douglas C-47B SX-ECF (c/n 33206),
seen preserved at Hellinikon Airport in 1993
DC-3 SX-ECF preserved at Athens-Hellinikon; photo by Ron Mak
See Ron's PAGE THREE

Jim Monahan saw my photo of DC-3 N26MA taken at Lake Elsinore (14May2008) and drew my attention to
The Corrs video 'Breathless'. Thank you Jim, that video is certainly worth watching, not only for the DC-3!
DC3 N26MA featuring in the Corrs video, 'Breathless'
DC3 N26MA featuring in the Corrs video, 'Breathless' on YouTube.
It also flew (acted a part?) in the James 007 Bond movie, 'Quantum of Solace'.
N26MA (c/n 2169) is still current, its latest certification registry dates from 12May2017.


 

MACEDONIAN AVIATION (1972 - 1074)

Macedonian Aviation
A question on my Questions & Answers page, many years ago, led to the full details of the founder of the company (Feb.2019). DC-3 G-AMPO referred to here is depicted on my DC-3 Page 3.

Notes to the above photos, by Roger Byron-Collins (his photos and files)¬
Magazine cover top left: "The first photo is of me with Prince Philip in September 1999 when I took him for a flight at RAF Northolt in my BBC Air De Havilland Dove G-HBBC. During the 1950s registered VP961 this aircraft was part of the Queen's Flight and was the aircraft Prince Philip learned to fly twins. He flew as head pilot this aircraft on 67 occassions."
Top right: "Macedonian Aviation brochure, January 1972, DH.104 Dove G-APZU at Leavesden airport."
Center: "Prince Philip talking to me in September 1999, after I took him for a flight at RAF Northolt in my BBC Air De Havilland Dove G-HBBC."
Center right: "Macedonian Aviation DH 104 Dove G-APZU and first trial flight to Oslo Fornebu in March 1972."
Bottom left: "De Havilland Dove G-HBBC landing at Compton Abbas airfield on 8 July 2004, taken by myself."
This aircraft was in the 1950's part of the Queen's Flight and the very aircraft Prince Philip learned to fly twins [on]. He flew and captained it on 67 occassions."
Bottom right: "DH.104 Dove G-APZU with myself on the right and two colleagues, when I purchased it from Lulsgate Air Services, Bristol Lulsgate in October 1971."

 

On 02Feb2019 Roger Byron-Collins wrote me with the following:

"I was intrigued, indeed fascinated, to read all he information on your site regarding the airline I formed at the age of 25, namely Macedonian Aviation at Southend Airport where I based my airline in 1972, until I sold out my shares to Mr Ralph Goldstraw in the summer of 1974. You asked for comments or input so I trust this missive and photos help.

I have further information that you may or indeed may not find helpful about the background and the establishment of Macedonian Aviation.
Firstly you may be interested to know why it was named Macedonian and the answer is a simple one.
It was established as a subsidiary of a residential property company that I formed in 1969 called Macedonian Securities based in Capital House Craven Road Paddington. Another company I had previously formed was called Phoenician Securities and was fund by the Bank of the Lebanon and the Middle East hence the name 'Phoenician'(Lebanon). I sold my shareholding in 1972 in Phoenician and required another company identity and thought of another ancient tribe north of Lebanon namely Macedonian (Alexander the Great) - as simple as that!

For background: I was born into aviation life as my father was RAF aircrew with 40 years service and I lived in RAF married quarters through my childhood years.
My career was focused on this military aviation background as I specialised in acquiring ex military housing leading to my direct involvement in aviation.
After leaving Bomber/Strike command my father flew Devons(Doves) and Pembrokes and one of his last postings was RAF Notholt when he regularly flew Harold Wilson whilst he was Prime Minister. As a result I was most interested in former RAF Devons/Doves and DC3 Dakatos and here is some information about my history in this sector.

Whilst living with my parents at RAF Northolt I wished to obtain a PPL. When I was just 17 years old I started a course at nearby Denham airfield Uxbridge. I soon realised that it was only for professionals as I nearly had a nasty accident on landing.
However I continued my aviation interest and purchased my first Dove 6, G-APZU c/n 04511, at the ripe old age of 24, from Lulsgate Aviation Services of Bristol airport.
Initially I leased it to McAlpine Aviation at Luton and it was placed on their Air Operator's Certificate for ad hoc charter work. A couple of my earliest contracts were in the late autumn of 1972 when we ferried Michael Jackson and the Jackson Five on their UK tour followed by Donny Osmond and the Osmonds.
Shortly afterwards I was approached by Harry Chang, a pilot of the then recently collapsed 'troop carrier' airline, Lloyds International, who had available two contracts with Conoco and The Ford Motor Company.
The first was to move offshore oil rig workers around North Sea ports and the second to convey spare parts for the recently introduced Ford Capri between Dagenham and Dusseldorf.
With these contracts I secured a bank loan and formed Macedonian Aviation and immediately established our first base at Southend airport, making Harry Chang my Chief Pilot.
In 1972 I went before the Civil Aviation Committee to obtain our own AOC and the CAA chairman at the time was Lord Boyd-Carpenter. When the AOC was granted he passed comment that "Mr Collins at only 26 years of age must be one of the youngest persons in British aviation history to be awarded with an AOC".

Dove G-APZU was relocated to Southend and I then purchased the 'workhorse' of BAE Filton, a Dakota DC-3
G-AMPO cn 33186, in 30 seat configuration which was used to fly the engineers working on Concorde production between Bristol, Filton and Toulouse.
Dove G-APZU went into service for passenger charters from Luton and Southend in the October with several flights to Hamburg, Copenhagen and Oslo. G-AMPO was put through a pre-service check with Dan Air at Lasham and resprayed at Eagle Air Services at Leavesden, as was the Dove.

DC-3 G-AMPO; copyright Ron Mak
Ron Mak photographed DC-3 G-AMPO in 1973 at Southend; Ron Mak has an extensive series of photo on my website

The Dakota crew underwent training with Dan Air at Lasham and it paid many visits to Gatwick and Southend during this period. However in September 1972 G-AMPO undertook a very eventful trip...
My business partner married an Indian diplomat's daughter at the Anglican Church in Beirut, Lebanon and a wedding party of 30 guests flew out on an MEA scheduled flight from Heathrow. The day after the wedding Palestinian terrorists murdered Israeli athletes at the Olympic games in Munich. The Israelis retaliated by attacking and besieging Beirut Airport which was closed and there were no scheduled flights to get the guests out of Lebanon!
I telephoned my pilot Harry Chang who said he would take the Dakota from Gatwick to extract the party.
Harry Chang knew Beirut airport well and advised the guests to remain on the beach by the airport which he would overfly and once he had landed to run to the aircraft and they could embark.
Some 12 hours later after refueling at Genoa and Brindisi, G-AMPO landed at Beirut airport escorted by Israeli military aircraft. The entire 30 wedding guests climbed over the perimeter fence and sprinted for the aircraft which did not shut down and it took off again within minutes for Nicosia Cyprus with the Israeli escort.
The wedding party and reception continued their celebrations at The Dome Hotel in Kyrenia (before the island was divided). The wedding guests returned to the UK with Cyprus Airways and the crew and I returned in the Dakota 2 days later to Gatwick via Genoa.
Painting by John Young of DC-3 G-AMPO
Painting by renowned aviation artist John Young; Roger wrote: " G-AMPO depicted while fleeing Beirut, en route to
Nicosia (Cyprus) on 10Sep1972, after the Israels bombed Beirut airport following the massacre of the Israeli athletes
at the Munich Olympics. It rescued me and 30 British people who were attending a wedding in Beirut.
The aircraft was escorted out of Lebanese airspace by two Israeli fighters."

Later in September 1972, after completion of crew training G-AMPO returned to Southend to commence operations. On November 5th it took its first paying passengers to Amsterdam.
The Dove G-APZU finally arrived at Southend on November 24th. Over the winter season the Dove operated a multitude of charter fights to Belgium, France, Germany and Holland. Finally the Dove G-APZU was sold to Shackleton Aviation in February 1973.
By the spring 1973 G-AMPO was busy flying almost daily to Jersey, Ostend, Brussels and Saarbrucken.
On May 3rd 1973 it flew a service to Groningen - Bergen - Birmingham - Brussels - Southend. By the summer that year the Dakota was working flat out on regular flights between Coventry - Jersey, Birmingham - Cologne, Southend - Castle Donnington - Stornoway. It also undertook many flights for Intra Airways. In November and December it was flying to Brussels, Calais, Cologne, Coventry Exeter, Geneva, Glasgow, Lisbon, Malta, Marseilles, Newcastle and Saarbrucken. During these months it was carrying various car components for the Ford Motor Company and transferring gold bullion for the UK Treasury to and from Germany, Belgium and France.
In December 1973 Macedonian commenced oil rig support business for the first time and as a result the Dakota was then relocated to Aberdeen in connection with this contract.
With this massive increase in work load, Macedonian looked for more DC-3s to buy and in March 1974 they purchased from Jersey, British Island Airway's last 3 Dakotas.
The first 2 aircraft, G-AMHJ c/n 13468 and G-AMRA c/n 26735, arrived at Southend March 8th 1974.
They were in a convertible cargo/passenger configuration and were moved to Aberdeen on April 27th 1974 for transportation of crews and equipment to Sumburgh on the Shetland Islands.
Dakota G-AMPO arrived in Aberdeen also in April, but was moved back to Southend that spring for services to Amsterdam, Belfast, Gibraltar, Hamburg, Hurn, Heathrow, Le Havre, Lisbon, Ostend, Rotterdam, Saarbrucken and Teeside.
Then in September the third ex BIA DC-3, G-AMSV c/n 32830, arrived at Southend.
In April 1974 Macedonian Aviation acquired the former Dutch Limburg Airlines route from Rotterdam to Le Havre replacing their Fokker Friendships with Dakotas.

Then during summer of 1974 I was hearing that the oil companies were going to insist on turboprop operations so he [sic] opened negotiations to acquire 3 Aer Lingus Viscounts and 6 Air Canada Viscounts or 3 Eastern Provincial Heralds.
These negotiations were not successful and having appraised the cost of running a turboprop operation, which I was sure would not be profitable, I sold the entire Macedonian Aviation as a going concern.
On November 6th 1974 all the aircraft returned to Southend and the new owners were unable to raise finance to support turboprop operations by the end of the year, they ceased all flying.
The aircraft went to Humber Airways, followed by Eastern Airways, who operated the Heathrow - Norwich - Humberside scheduled service."

History of Macedonian Aviation (1972-1974) by ATDB.aero (Feb.2019)
Note: 'in reference to G-AMPZ 'leased from FlyBE', ATDB.aero depicts the current name of what was then
probably known as Intra Airways (1969-1979), which went on to become Jersey European Airways (1979-
2000) and British European (2000-2002) and currently FlyBE (2000-). Period of lease is not defined.

Roger continues:
"I went without another aircraft until 1995, until I acquired my second Devon/Dove VP961, G-HBBC c/n 04211, constructed at Hawarden in 1948 and was the former personal aircraft of HRH Prince Philip in which he learnt to fly twins whilst with the Royal Flight.
HRH piloted this aircraft on 67 flights and I reintroduced it to him at RAF Northolt in 1998 and he commented on such a wonderful restoration and brought him many happy memories.
As a back up for its operations, I purchased an ex/ RNAS Sea Devon XK896, G-RNAS c/n 04473, built 1956 originally at HMS Heron RNAS Yeovilton.
Both Doves were based at Bristol Filton until 2002, when I relocated G-HBBC to Compton Abbas.
G-RNAS was stolen (!) from Filton and ended up in a quarry at Chepstow being used by a diving club... Pic Airliners.net
In 2001 I also acquired four Cessna 150 and 172s, which were leased to Compton Abbas airfield for flying training.

In conclusion, for almost the past 40 years [I] specialised in the purchase of former UK military property, mainly Married Quarters, but also a couple of ex RAF airfields and the former Bomber/Strike Command HQ, Bawtry Hall.
I am an RAF Brat and the CEO of the Welbeck Estate Securities Group, preceded by First State Holdings; the specialty has always been the the preservation and retention of former MOD properties which has been my stated aim since I bought my first military site at RAF Faldingworth near Lincoln in 1979.
If you visit our website: http://www.twsg.co.uk/ there is a wealth of information on aviation as well as military (RAF) bases we have owned over the years."

Med vennlig hilsen / Kind regards
Roger Byron-Collins FIIV

deHavilland DH.104 DOVE 8, G-HBBC c/n 04211: '14 May 2010 To Roger Charles Gawn, Trustee of:, Melton Hall, Melton Park, Melton Constable with c/r G-HBBC (DH104 DOVE 8, 04211).' Apparently still based at Compton Abbas, Dorset.'
For more: www.aerialvisuals.ca
deHavilland Dove 5, G-APZU c/n 04511: little seems to be known of its fate beyond 1973 (Shackleton Aviation), Reg Cancel Date: 1989-04-14 [www.airport-data.com]. Found a 1975 photo on AirTeamImages.com in Severn Airways livery. Described as De Havilland DH.104 Dove 6, G-APZU is found on ABpic.co.uk pic'd 'Date Taken: 23/04/1983' & 'wfu at Exeter 3/4/89 and registration cancelled by CAA 14/4/89.' And former operator stated as RSA Parachute Club.

A few more details on my Photos by Friends & Guests #57 on Macedonian Aviation

 

 

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Created: 04-FEB-2019