QUESTIONS
ANSWERS EMAIL to Webmaster RL
26Aug1992 a DC-6 registered HP-503 landed in a field at Corsicana, Texas filled with drugs etc.
Per www.airhistory.net/ - /HP503 (Inair Panama freighter; ex/ pax DC-6B for Pan American mfr in April 1952, N6524C) was c/n 43524 which was later re-registered as HP-523.
But also in the mix is c/n 44112 which is also registered as HP-523 (2)...
I'm wondering if 43524 HP-503 was never re-registered as HP-523 and, was indeed, the DC-6 at Corsicana?
It's all very confusing and I'm wondering if you have comments on these two aircraft.
Info on: www.warbirdinformationexchange.org > php883
Clive Turner Feb.2025
Per ATDB.aero (Feb.2025) c/n 44112 started its career with PanAm as DC-6B N6112C, was supposed to to go Pacific Airmotive but 'unused'; then to Inair, rereg'd HP-523 (DC-6B/F). Fate: scrapped at Panama-PTY?
Per ATDB.aero (Feb.2025): c/n 43524 also started its career with PanAm (N6524C), then to Capital AL on a lease (N6524C), returned, then to Inair Panama (converted DC-6B in 4/75), rereg'd HP-503.
Destroyed 1982-08-xx @C. David Campbell Field MAP (CRS), Corsicana,TX
(drug run, destroyed)
MORE INFO WELCOMED! Email link above.
I was wondering if there is any database available that shows the history of the individual 377s?
In his log, under Aircraft Identification Number, there is a number, unfortunately, not a complete N number.
I'll list a few for you. 943 941 25V 48 45 2UV 42V 22V 24V
He flew to a lot of exotic places, HNL SFO Fiji Sydney Canton TYC
Thanks for keeping the B-377 alive.
Sam Hoskins (Illinois) Nov.2024
There’s a Facebook group that may be of use (though I find SoMe a pain for any research, plenty of no-use replies)
www.facebook.com/groups/StratoC99377/
He is looking for the exact location of the crash.
This crash is briefly mentioned on your website titled "Abandoned Plane Wrecks of the (Arctic) North".
The short article states that the author, David S. Truman, may know the location of the aircraft.
I am hoping to get in contact with David with the hopes of getting an exact location.
We have done our best to scan the landscape on google maps but with no success.
I am happy to provide any additional information that could help in my investigation.
Ethan Hrabovski (07-2024)
Daphne Hayes offered the following:
"There are some good photos here: asn.flightsafety.org/asndb/334623
I did not find him -R.J. Rushbrook- on social media, LinkedIn or just in general searches. However, he did a book review for this website in 2012, so I emailed them to see if they still had contact information for him.
It's a long shot, but worth a try."
speedreaders.info/about-us/contact-us/#FSContact1 and
speedreaders.info/8428-red-eagles-americas-secret-migs/ review
I came across your website while searching for any picture(s) of a plane crash at Frobisher Bay, Nunavut, Canada on 29August79.
9 Occupants, 9 Fatalities, one of them a husband of my friend in The Netherlands.
It is a long shot but I thought I’ll ask. Thank you. Nellie (Vancouver,BC - April 2024)
Result: "On Behalf of my friends who were looking for information on their father who died in the plane crash you sent the information on.
The pictures were enough for them to close the topic, something they had looked for for many years.
So thanks to your website and your email!"
Do you, or is there anyone in your network who might have or direct me to any such information? Specifically, I am looking into Braathens’ stations in Italy and their relationship with their Italian agent in Rome, Cyril T. Klingenberg Group, based in Napoli. Both Braathens and Klingenberg were Norwegian, and both started in the ocean shipping business in the 1920s.
I look forward to hearing from you. Fingers cross, Ralph Holt (March 2024)
The Netherlands also purchased 16 airframes.
I'm looking for a photo of this line up for a publication.
Prudent Staal (03-2024)
Have a question about the Bristol Freighter that flew out of orbit at Enstone (GB) in 1996. C-FDFC.
Was there for a long time for old trash ('damaged beyond economic repair'), but I don't have any recent info about it.
Do you know what happened to it?
Coert Munck (19Jan24)
Clues (but nothing on its fate)
ASN : aviation-safety.net/database/record.php?id=19960718-0
ATDB.aero does not recognize C-FDFC nor G-BISU in its database
www.gov.uk/aaib-reports/bristol-freighter-type-170- -c-fdfc-18-july-1996
www.aerialvisuals.ca/AirframeDossier.php?Serial=99636
| Info by Johan Vischedijk (19Jan24): 'WINGS OVER WARWICKSHIRE' https://cloudancer1.tripod.com/id3.htm G-BISU was operated on behalf of the racehorse company Instone by Air Atlantique from Baginton airport in the period 1986-87, it started life as G-18-194 which was its 'B' Class test registration used by the Bristol Aeroplane company at Filton, the aircraft then went to the Royal New Zealand Air Force as NZ25912 on 17.3.55 operating for a while as ZK-BVI until returning once again to NZ5912 and used by 41 squadron at Tengah in Singapore it was then resold as ZK-EPH on 4.81 and later came to the UK as G-BISU with the aforementioned Instone Air Transport operating initially from Gatwick and then Baginton with a joint operation with the newly formed Atlantic Air Transport; in 1988 it went to Duxford for temporary storage pending sale which eventually transpired to Trans Provincial Airlines in Canada and being registered as C-FDFC serving as a mining support aircraft, other aircraft in the fleet were lost in take off accidents, once a ground loop developed with these aircraft it was difficult to correct. In September 1994 the aircraft once again returned to the UK wearing its Canadian registration; it was stored for a while at Heathrow having been purchased by a group of British Airways pilots and eventually moved to Enstone airfield in Oxfordshire following an hardstanding which was specially built for her there. It made a few special appearances including that years Popular Flying Association rally at Cranfield circling for over an hour while a damaged aircraft was removed from the runway there. Tragically the dreaded swing developed whilst taking off from Enstone on 18.7.96, intending to go to a Bristol aircraft show at Filton and later to go onto the Royal International Air Tattoo at Fairford, however it was not to be as the aircraft had swung heading straight towards some aircraft hangars and corrective action had to be taken quickly; however the aicraft broke in two and was never to fly again Aall on board escaped with a few bruises. The nose section remained at Enstone for some years later until eventually scrapped. |
"Some remains were reported c.2010 in and behind the hangar at Enstone."
Bit of a long shot but do you have any email contacts for C-119 pilots?
Simon Beck
There were always rumors of a terrible accident and he never spoke of his time in the war.
He was able to go on an Honor Flight trip and that’s when he started talking a little bit about his time in the Air Force.
I believe he was a pilot in the plane that lost an engine and dropped out of formation in North Carolina in 1953..?
How would I confirm something like that? Do you know how I could confirm he was a pilot there?
Lori Whisler Schultz (April 2023)
See crash C-119F 51-8163 17Nov1953 on ASN
I am currently working on a blog about DC 7 CF-TAY/HI-622CT and am reviewing the photographs I took on 12 December 1995, getting stuck on a photo of an anonymous Dakota.
Any idea which Dakota that could be?
The same applies to a - also completely 'bare metal' - DC 7, which they were working on in December 1970 on Miami (Conner's corrosion corner) and was photographed there by me. I was never able to identify this one either.
Any ideas?
Harry Sluijter (7-2022)
An amateur radio friend heard a story from the family of his friend who used to be a Radio Officer on a Lancastrian aircraft.
Apparently it hit an air pocket or severe turbulence near Israel and landed in Tel Aviv.
Its structure and wings were badly bent and after salvaging the engines the owner, QANTAS, wrote it off and this plane never flew again.
I don't know the year and cannot find it on Google or anywhere else.
Must have been after WW2 when some Lancaster bombers were remodelled and named Lancastrians.
Can't find anything thru Google and the websites of QANTAS and BOAC, w/ info on their incidents & accidents in particular w/ Lancastrians.
Any idea?
Herman Willemsen, ex/ Marconist Radio-Holland B.V.
I checked with an 'avgeek', with family in Israel. He sent:
"The only expert I know that has done in-depth research into Israeli civil aviation history is Noam Hartoch who was the Air Britain expert on Israeli aviation and spent most of his career as a senior executive in the Israel Airport Authority.
I last contacted him in the 'pre-airmail era' and don’t have a current address.
Does Air Britain still publish a directory of Country experts?
Israel publishes an excellent aviation magazine called BIAF, in Hebrew, which covers all kinds of aviation subjects. I picked up a large set of back issues in the 1980s - which I still can’t read, my Hebrew is still at Grade 1 level!
"To promote the distribution of aerospace information, the Society supports the publication of BIAF – Israel Aerospace Magazine, published quarterly since 1972 and edited by Yehuda Borovik. BIAF is published now as an electronic magazine, and is distributed to subscribers as a PDF file. Being the only professional aerospace publication in Israel, BIAF reports on local and international developments. BIAF is distributed to all Society members."
Aaerospace.org.il/english/
I found the following contact information for Yehuda Borovik,
including an email address:
Alias: BIAF - Israel Aerospace Magazine
Address: P.O.Box 15524 |
City: Rishon Le-Zion |
Postal code: 7505401
Phonecode: +972 |
Phone: 396 / 64034 |
Email: biaf@aerospace.org.il
www.aerospace.org.il |
Contact: Yehuda Borovik, publisher and editor
I was drawn to the Red Deer articles featuring Airspray and Buffalo on your website.
In August 1988 I noted a B/A-26 fuselage in the grass, alongside XB-SIJ, wearing the registration N9135.
I found out later that this was only a partial registration and I am missing the final digit. Why I did not look on the other side of the fuselage I can’t recall, but possibly it was not accessible.
All I can find from the FAA site is that N91356 was exported to Canada and I am trying to find out was that the one.
The trail ends on www.aerialvisuals.ca/AirframeDossier
But after registration to Aero Union its fate is unrecorded.”
John Allen 01APR2021
Webmaster wrote to Jim Babcock, former employee of Aero Union; he replied:
"Parts were I think, returned to Chico,CA. I do know a second -26 wore the
same N91356 registration for a short period."
Webmaster's suggestions: Could be used to make two bad ones into 1 good one..? And perhaps that failed, which could be the reason we dont see pix of N91356..?
Location: George T. Baker Aviation School, Miami Int’l Airport, FL, USA
Date seen: 28th July, 1984
Description: no visible registration, bare metal fuselage standing on it’s undercarriage, no props or rudder, wings missing outboard of the engines. Also had numerous air flow nozzles on the left side rear fuselage.
Note: this aircraft is in addition to DC-3 N52935 which was also seen on the same day.
So far, I have been unable to find a photo of it on the internet, including on the airliners and airhistory.net websites. However, my friend Marcus Cullen had his photo published on page 125 of the 1986 edition of the Air Transport Hulks book.
If you are able to shed some light on the identity and fate of this DC-3, it would be much appreciated!
Tim Chaloner
18May20
N4792S c/n 34149 could be a candidate, in 1981 reported as: "Engines, outer wings and fin missing. Still in grey USAF markings with thin trim and white top. No titles." But Cullen's photo in ATH 1986 is badly printed and shows a tailfin on the candidate so these two don't seem to match in that respect.
Other candidates would be 45-916 c/n 34177 and 45-1119 c/n 34389, but I don't have descriptive details of those."
(¬Aad van der Voet / www.airhistory.net)
Michael Prophet (michaelprophet.com) replied:
Came across these links
www.flickr.com/photos/shanair/15933815817/in/photostream/ www.flickr.com/photos/shanair/15933499869
(both show the same search for identity), and
aerialvisuals.ca 45-0889 USAAF c/n 34149/16892 which became reg'd as N4792S for Dade County Public Schools, Miami,FL and was photographed at Hanger One @Opa Locka,FL.
N4792S could be a candidate considering a tailfin might be fitted from another hulk between 1981 and 1984. The photo on aerialvisuals has nicely applied titles 'Miami-Dade Jr. College' and dated ca.1977.
For N4792S ATDB.aero has 'C-47B c/n 34149; ex 45‑889 USAF, Scrapped ? (George T Baker Avn School 1973-1983? then Dade County Public Schools 10/83?).
We would ask if you could help us giving some information about where could find some old abandoned aircrafts of museums that has some duplicate aircraft for to donate us.
At the moment we are moving forward making papers, the community gave us the landing field and we must start with the building construction.
We actually have one Stearman, one Ercoupe, one Nord Norecrin, one Max-Holte and many Aeroboero (national aircraft).
Eng. Ulderico Pace
Do you have any Douglas Sleeper Transport (DST) drawings or pictures that would show how the wide seats were configured and folded into 7 sleeping berths?
Also, the same for how the 7 overhead bunks were placed and how they folded down into sleeping berths.
You may know of one of these early Skysleeper DC3’s in a museum in the NE USA near me that I could go see in person. I’d like to see exactly how American Airlines and Douglas built the original DST’s with a 'luxury' lounge and sleeping accommodations for 14 passengers.
Thanks!
Bill Skye (Bridgeton, NJ)
I recall only rarely seen a pic of a publicity shot a passenger smiling from the unfolded bed, never a detailed description.
I doubt whether any DC-3-DST planes still exist, it was an item adding weight and not used so converted to a seated arrangement or interior including couches.
Gone are the days I could put this on a forum and discuss this subject, often led to handy tips. But they all moved to FB and/or Instagram.
Best bet is to contact a museum or restoration group which has a (civil) DC-3.
Maybe this list can be of help:
www.oldprops.ukhome.net/DC3%20USA%20Census.htm
Mind I have found this website not always updated with the latest info.
Probably the nicest DC-3 in 'civvies' is Clipper Tabitha May (in yr area) in Virginia, operated by PMDG Flight Operations
www.clippertabithamay.com/
If yr are not yet on Facebook, maybe you should reconsider as that is where the info is these day.
This seems to have the identical colour scheme but N584PL flew on after the date when the film was made, which would mean that the third ‘engine’ was removed and the ‘plane was restored to flying condition.
Can you help at all?
Mike, Oct.2019
Searched ‘Las Vegas Express’ in ATDB.aero database came up with:
operator: ‘$Fiction’, aircraft: T-29 (CV240)
53-3546, c/n 52-92 and info "wreck reused 12/88-4/89 in Tucson as 'Jet Convair' with titles 'Las Vegas Express' for movie "Cannonball 3"[sic] using parts from 707/727"
Fate: scrapped at Davis-Monthan
Photo on my Plane Mysteries
One of the airlines you describe on your webpage, the Deutsche Kontinentale Luftreederei or Deutsche Continentale Luftreedrei, was involved in transporting money to Europe and weapons to Katanga and Kasai (perhaps also to the Angolan liberation movement) in 1961/62.
The planes and crew were camouflaged as UN personnel/planes.
From the outset, the whole project looks a bit like Air America – like a CIA operation!
So far, I have found direct connections to the BND, the SDECE and the intelligence service of Congo-Brazzaville.
It is highly likely that the CIA and the MI6 were involved as well.
On your webpage, you present some of the names of the pilots flying for the company in 1961 and 1962. Do you have further names/also first names?
I would like to check literature, if one or more of them was – before and after 1961/62 – involved in CIA or MI6 operations, so that a direct connection could be confirmed.
Torben
I would rank it as children / juvenile fiction and publish date would probably have been 1955 - 1960 time frame.
I read that book through about 20 times! I would like to identify it and find a copy if any contributors can assist.
Bruce
Probably Joseph McConnell. There was a film about him, ‘The Joe McConnell Story’.
en.wikipedia.org/wiki/Joseph_C._McConnell
The book is 'Sabre Jet Ace' by Charles Coombs
But now inside the great wish is to bring it back to a 1944 static standard for the Overloon museum.
After we have the (light surface) corrosion removed it will be primed and filled before a final color paint.
I am looking for the right Olive Drab color and only a Sikkens RAL number 6014 seems correct.
But the color chip is rather dark and I wonder if this is correct.
Searching the Internet showed only many different Colors of Olive Drab, a few in dark versions and many much lighter, often sun exposed...?
Harry
Patrick Elie: 'Federal standard reference is FS34088 and for The SNAFU we used RAL6022' IMAGE
Shawn Miller: "Don’t sweat the color registration and tone too much. You could look down the parking line at the Douglas Plant and if there were 15 aircraft on the line there would be 15 different shades of the same color of paint on them. Plus if you factor in getting assigned to the tropics or desert, getting parked outside and just combat in general that paint will fade in remarkably short order."
Michael Haradon: "Shawn is saying is that 'right' is a moving target, in that during the war matching the exact shade of a color wasn't a priority, or so I have read.
There were so many suppliers, batches, etc. that "that looks about right" was, quite often, the standard."
William Tromblay:"The colors you are looking for is Medium Green #42 (for the camo scallop edges). Olive greem #41 for the overall color. Neutral grey #43 for the bottom. Per Mil. Req. policy No 15 dated May 29,1942. Paint chips to the mil spec colors are available as well as a factory drawing for the demarcation lines detween colors and insignia placement. The manufactures followed military tech orders and factory blue prints much closer than what is being stated above. A tech order dated in 1942 stated that the goverment would fine defence contractors if they did not follow the paint specifications. Variation does exsist, tint may vary from batch to batch and locations of markings can change, while at the fatory, but this is an exception, not the rule."
Don Larson:"Check with Eirk Hocoff at Air Corps restations in Minnesota he has your paint numbers and a supplier."
C-119 names?
12697 code BW-A was named ANTON and had a cartoon duck on the nose...
Know any more?
Thanks and Happy New Year
Tom (02Jan2018)
Wondering if you can help with a question I received from a patron who is ooking for information on a military plane crash on Prince of Wales Island near the City of Klawock during either WW2 or the Vietnam war.
(I'm not sure which time period. I grew up hearing it was a WW2 plane, but the user believes it crashed during the 1960s.)
Thanks so much for your help!
Sandy Knipmeyer
APL Interlibrary Loan
Anchorage Public Library
I have on my webpage a reference to 'Prince of Wales Island' and a crash.
Abandoned Wrecks of the North w/ text:
"No Photo, but in Propliner magazine no.111 -Summer 2007- I read about a Douglas EC-47 (42-24304) wreck surviving on Prince of Wales Island. The wreckage is located a little north of Klawock.
It had made a forced landing here on 25Oct68."
This page www.joebaugher.com/usaf_serials/1942
has "24304 (MSN 10166) delivered Sep 1943. No card. MAAAG Portugal 1956-1963. Converted to EC-47Q. Crash-landed in Alaska Oct 25, 1968. Crew uninjured. Crashed Jul 23, 1969 at Saint Grenier."
But I found no location in Alaska as 'Saint Grenier'... I checked one online database and found no C-47 crash in 1969 in France.
Another online database (ASN) has its crash details for 42-24304 as ‘damaged beyond repair’ at Prince of Wales Isl. Plus the remark it was on a ferry flight to Vietnam!
So that is where Vietnam comes in and the age of the plane.
More details on Abandoned Wreck of the North, link above.
I know the Dutch have the plane now. Is it still flyable?
I worked on the plane from 1964 to 1966.
I have a short 8mm clip of the plane.
Any information about the plane would be appreciated.
Steve Jarrell
That is all there is.
No, it is not airworthy anymore. They had it restored up to a point where crew were invited to come over to train a Dutch crew.
But on the 2nd test flight after restoration they had an engine failure and that problem brought things to a halt.
Later funding by sponsors was stopped due to the 2007-2008 financial crisis.
The last public appearance where 48-612 showed its props turning was in 2006 I believe.
It has since been on display inside the Aviodrome and for quite a while some work on it continued with hopes of it ever to fly again.
But then the Aviodrome got in difficulties itself and ‘the museum with flying aircraft’ was grounded to a more realistic approach, a museum with aircraft on display.
Some restoration on other aircraft is going on at the Aviodrome, with a glimmer of hope for better days and have some aircraft, probably smaller than the Constellation, return to the skies again.
I wonder if you by chance have ever located photos of this C-46 while wearing US registrations N5141B or N4198A?
Dan Hagedorn
Alas, images of this Curtiss C-46 Commando would be much before my time of interest in 'propliners'. Joe Baugher's website offers the following information on this dark horse
96540 (MSN 30202) to XB-XYZ-931 [probably ntu]; [probably XB-JED for ferry to Israel 1948]. To 4X-ACT. By 1954 was 4X-ALC of ARKIA-Airlines in Israel, Ltd. To N5141B 27Jan56; AN-AIR 26Mar56; N4198A 12Feb59
She and her husband, Howard Williams, disappeared on 04May1978 from their farm in Abbotsford, BC.
They left in their Cessna 182 and were never seen again...
The plane had the call number C-GWNL, but was de-registered in 1984 and the call number has since been re-assigned. The plane was white with a green stripe.
Here's a news article on the disappearance for more information: https://imgur.com/a/HaBI8
I'm not sure if you'll have any insight, but it is believed at this point that the plane likely crashed. They may have been flying from Abbotsford to Edmonton, but it's really not known as they did not file a flight plan.
If you're able to assist me in any way, I'd greatly appreciate it.
Thanks,
Kady Hobbins
I have a piece of a tail fin and I am trying to identify the type of aircraft it belongs to.
I found a stamp on the back side of the skin. It is stamped into 1 of the stringers or reinforcement pieces (not sure the exact name) and I believe this stamp confirms what im hoping...that this is off a CV-240.
I was hoping you might know someone that could look at this stamp and tell me if thats what it means.
Do you know any Convair experts or anyone that might be familiar with these aircrafts?
I have searched everywhere and havent had any luck finding anyone that has ever worked on or knows about them.
Thanks,
If you are prepared to travel there are (probably) specialists in California, Wisconsin and Florida.
Perhaps this list is of use:
www.oldprops.ukhome.net/Convair 240-640 USA Census
A sighting by Leslie in Feb.2016 reported (in Dutch) two DC-3s at Fortaleza, Brazil; one seemed in decent shape, the other was definitely not airworthy (fuselage).
Identities?
I've added a Google Maps screendump on my Photos by Friends & Guests (44) page, to illustrate the sighting -Webmaster (21Feb2016)
My database showed:
PT-KYW (cn34267) Wfu at Fortaleza, no engines; ex/Taxi Aérea Fortaleza -
note dated 1996.
'Survivors' by Roy Blewett (2012) has one without registration, 'unlikely to be flown again' and PR-AOB in condition 'potentially able to made fly again'.
But I could find nothing on PR-AOB!
Air-Britain's book 'First 70 Years' (2006) has a PP-AOB, possibly cn33573, but this c/n was described as doubtful.
Googling PP-AOB I ended up at a website on PT-AOB!
http://projetodc3.blogspot.nl/2009/04/dc-3-pt-aob.html
Anno 2019 KYW has moved: Photos by Friends & Guests 59.
Alexandre Avrane (www.ATDB.aero):
There were 4 DC-3's at Fortaleza!
PT-KYW cn34267 is without wing, being slowly restored; it was previously dumped; see www.jetphotos.net --> see below!
PT-KZF cn20244 was moved to Pacatuba for exhibit, now marked 'SERH' cineastv.forumeiros.com (scroll down 60% of page) --> pic Oct.2019 shows 'KYW', wing swapped? HERE
PT-AOB cn9068 is abandoned in a dirty state www.jetphotos.net and Airliners.net
PT-KVS cn20428 of RICO, last noted in 1984, has no recent report and was scrapped in 1988 Airliners.net and www.aeromuseu.com.br
Aad van der Voet (Oldwings.nl) narrowed it down after first adding a 5th:
All correct, but PT-BFU cn2248 was also stored at Fortaleza, since about 1983. Last noted there in Dec1991, with its wings separate. About a year later it was moved to Paulista in Pernambuco, Brazil, to be used as an eyecatcher outside a bar/restaurant. In 2001 it moved to nearby Olinda, where it went on display in a parking lot, painted in a special scheme by artist Romero Britto. It was still there in those colours by 2015.
Ruud Leeuw has a short item on this one on his website here: www.ruudleeuw.com/off-airport-lam.htm
PT-KZF indeed went to the Apoena Ecopark / Parque Pedagógico in Pacatuba, Ceará, Brazil circa July 2007. Still there by 2014.
Which means that the two airframes still surviving at Fortaleza today are PT-AOB and PT-KYW.
Note that somewhere 2014-2017 these two were moved to a private collector, Eloy Biesuz. See update on my Photos by Friends & Guests (44) page.
Veterans Air Line en Veterans Air Express.
This company was probably the first to operate across borders when the Iron Curtain opened up.
There is much to be found online on this subject.
It is pretty well documented that Veterans Air flew 2 DC-4’s/C-54’s (c/n’s 3077 & 10365) and two DC-3’s/C-47’s (c/n’s 19411 & 34353).
But it seems there may have been a 3rd C-47...?
I am looking for information on this.
Peter Riool
NC88829 c/n 19415.
Peter.
Gary Larkins
(more details on these aircraft, provided by Gary, on Photos by Friends & Guests p.42) and you'll see the nose section surviving in 2003 on a photo by Gerben Groothuis, Search For Identities.
[Leading to another question: what happened to this nose section..?]
First I go found this page
www.warbirdinformationexchange.org/phpBB3/viewtopic.php
So we see BuNo17140 became C-FALL for Air 500 in Canada.
This page got me to the construction number (c/n): 43385,
www.fotolibra.com/gallery/414349/c-117d-c-fall-beech-g-18s-c-ftae/
I found I came across it (as N9663N, registered as such for Florida Aircraft Leasing) in Florida in 1992 and 1999, but don’t think it ever flew operational there.
My own files show that the right wing went to a damaged bird (c/n 43301, N32TN) in Alaska, while nose section, tailfin, control surfaces live on on another C-117: c/n 43332 N99857 (then owned by Charley Clements); this was around (early) 2003.
I am still looking for the back-issues:
No.19 (autumn 1983) & No. 20 (winter 1983).
Anyone who could help me with those 2 back-issues ?
Thanks,
sylvain j de haas leefsma
So far we have featured a chick-lit novel, the 1938 film and the 1993 mini-series. now, as you know, there was also a now-defunct airline called Tradewinds, which sounds as though it could make an interesting feature.
I wonder whether you have any idea of how I could contact someone associated with the airline, please?
It really depends on talking to someone to bring the thing to life (if you’re wondering whom we interviewed for the article on 1938 film, cast and crew were scarce on the ground so we talked to the movie critic Leonard Maltin).
I have no contacts in the aviation world, so any help you could give me would be hugely appreciated.
Julian Stuart (3-2014)
In the barracks where I work, we came up with the idea to rebuild and set as a museum piece, an old DC-3. The idea is to house a permanent exhibition of some sort or even a military club.
The DC-3 is very old and in pretty bad shape, but we believe that with a little effort and with the help of civil aviation enthusiasts we can achieve our goal.
I wonder if you can help us in our endeavor in terms of helping us to find some old unusable parts for DC-3? We need this parts just to set up aircraft for display.
For a start we need a set of old used tires so we can drag the plane to a place where he would be exposed.
If you can help in any way, please contact me at this email.
This is location of a DC-3:
https://maps.google.com/
and this is where we plan to display aircraft:
https://maps.google.com/
in the middle of the map. Trees are cut already.
[I think this is the DC-3 in question:www.airliners.net/photo/2035385/L/
-Webmaster]
He died of natural causes before I was born and I have never been able to find any records of his participation.
Do you have any suggestions?
Is there a list of specific missions and passengers?
Michael Ross (Jan.2014)
He was the first Alaska Wing Commander of the Civil Air Patrol in 1948. I am trying to put together his Biography on my CAP history website at
wiki.teamcap.org/index.php?title=Jack_Scavenius
Any help would be most appreciated.
Besides old newspaper archives, we are the only two sites that talk about his life online.
Mark Hess
Webmaster www.TeamCAP.org
It crashed on a mountain top in the Koyukuk area about 30 miles south of Wiseman.
Evidently there was something about it in the Fairbanks News-Miner. The party was found on June 21st 1938 and I have the telegram from Wiseman, Alaska to the Nordale Hotel in Fairbanks.
The Scout referred to it as the midnight sun flight.
And that is all I know.
Do you have any information on Norris Johnson or about that flight? They ended up walking about 26 miles to the nearest lake where a pontoon plane landed and picked them up."
Virginia (May 2013)
In aug.2012 I received following information:
"I have a very interesting story for you on the C-123 at Wasilla,AK, 'N3144W', but she was originally known as 'BL.4A-6/16 55-4548' and then later given a 'false number' (55-569) and repainted...
Here's how I know this.
This plane was known as 'MISS VICKI' in Nha Trang, Viet Nam from 1965 until at least 1967-68 while my Dad was serving our country there.
My Dad was a crew chief/flying mechanic and he was assigned to 2 of the C-123 Providers. One he named after his baby daughter (which was me! I was only 8 months old when he got orders to go to 'Nam).
The other plane was called 'Dolly B' after my Mom.
That plane was shot down after my Dad was home from 'Nam. He found that out purely by accident as he ran into a fellow who was there after my Dad and had told my Dad of the loss of 'The Dolly B'.
I have had the distinct pleasure of being in contact with a few of the very fine gentlemen who were affiliated with both planes. One of them was actually the pilot of the Miss Vicki.
Mr. Luther was kind enough to email me a picture of him standing beside the Miss Vicki, and in plain sight is the '548' and of course the words above it 'Miss Vicki' in my Dad's handwriting.
He was very instrumental in giving me some information to help in my search of the history of the plane after my Dad came home. In talking with my Dad just this evening, he was very helpful in my endeavor as well.
I learned a few very cool things from my Dad, and from Mr. Luther, about parts of the history of the Miss Vicki. Apparently she was quite the celebrity and very unique. My Dad told me that at one point during his tour there, Ann-Margaret and Johnny Rivers came over there to entertain the troops!
The 'Miss Vicki' flew them in!
The other thing that my pilot buddy told me was that the only other plane that looked like the 'Miss Vicki' was General Westmoreland's plane: known as 'The White Whale', due to its white top.
With some help for a few really good friends, and my husband's computer savvy, here is what we were able to find out.
The Miss Vicki left Nha Trang in 1973 and was delivered to Thailand, where she flew until 1984 (oddly enough the very year I graduated high school) and then she was decommissioned, painted and given that 'false number' I mentioned. She was put on display there in Thailand at the Royal Air Force in front of the Parachute Battalion Head Quarters in Don Muang.
That being said, I am wondering if there is more to her story than just being on display in Thailand? According to what we've looked up and researched, she was in Alaska in June of 1996?
So I am very curious where she is now: Thailand or Alaska?
I wanted to share this with you and if you have any other info on that plane I would be eternally thankful if you could let me know.
I plan on compiling all of my findings and possibly writing about it. At the very least to circulate it to those who helped me find her and learn more about her.
Vicki Hutchinson (aka 'Miss Vicki')
The Wasilla C-123 and the one referred to as 'Miss Vicky' are different airframes, as explained by Steve Darke, specialist in 'Thai propliners':
quote
C-123K 55-4548 c/n 20209 went to SVNAF as 'QR'; then to RThaiAF as
B.L4k-6/16 (MAP from Clark 22-Jun-73); toc 23-Jun-73 by DoAE with TT 12935.5
hrs; to 61 Squadron 04-Feb-74; re-numbered 601 Squadron 01-Oct-77; soc
27-Feb-84 with TT 14117.6 hrs; allocated to display at Don Mueang & still
preserved there 2012 (painted as 55-569, because this was a Royal Flight
aircraft).
I checked the dataplate about 15 years ago.
I have no other data on its Vietnam service, but it was probably 'Miss
Vicki'. No connection with the C-123 in Alaska.
The real C-123K 55-569 c/n 20230 went to RSaudi AF, back to USAF, then SVNAF
as 'RJ'. Then to RThaiAF as B.L4k-7/16 (MAP from Clark 22-Jun-73); toc
23-Jun-73 by DoAE with TT 6261.6 hrs; to 61 Squadron 23-Nov-73; upgraded to
Royal aircraft 01-Jun-76; re-numbered 601 Squadron 01-Oct-77; air
conditioner installed 28-May-80; noted Jan-81 ; damaged 2-May-81 & repaired;
damaged U-Tapao 10-Jul-85 & repaired 28-Jul-85 to 16-Jan-86 (also reported
as preserved at Chiang Mai at least May-85 thro' Feb-87 with code '4112' );
wfu Feb-91; soc 21-May-91 with TT 8478.3 hrs; given to 'Tango' & noted
stored on 'Tango' apron Don Mueang 1996; still stored at Don Mueang 2000; to
Nakhon Nayok by 2005 & still there.
Steve Darke
http://www.thai-aviation.net
./unquote
A photo of C-123K 55-4548 at Pleiku in 1970 appears on my Photos by Friends & Guests #62.
In Apr.1958 Otter N98T was bought by a Mr Vernon J. Peck (adress Saratoga,FL as well as Anchorage,AK: the Otter was in Alaska.).
Is this the same man as Jack Peck?
In August 1958 the Otter flew from Alaska down to Seattle and the engine failed: luckily it was on floats and could land on the water. It continued on to Seattle. and then
I have seen a photograph of it in Oakland,CA in Dec.1958, on wheels.
In Jan.1961 it was registered to Sea Airmotive (Seair) of Anchorage and operated by them until 1974, although it crashed a few times.
It was repaired and reg'd to a Richard V. Peck, and sold by him in Mar.1977 to Peninsula Airways of Anchorage.
So, this Otter was very much involved with the Peck family, and I wonder if that is the same Jack Peck and his family which founded Alaska Aeronautical Industries and if your correspondents might have any more information on these people, Vernon J. Peck and Richard V. Peck and on this Otter?
Karl E. Hayes Author DHC-3 Otter, a monograph
If I have my information correct, he was a civilian pilot for the Royal Canadian Air Force.
In June of 1943, he was flying supplies somewhere in Alaska and the plane went down...
To my knowledge, the plane was not recovered. I’m wondering if this has changed?
His name was Gilbert E. Enger.
I have had a difficult time getting information because he wasn’t Canadian, he wasn’t technically in the RAF, etc…
Not sure where or how I could research more.
Elizabeth
Clive Turner wrote me on 27Mar2025: "Gilbert Enger's aircraft was
C-48 (DC-3) 42-38325 USAAF, crashed near Whitehorse YT.
Three fatalities that fatal date, wednesday 16June1943.
Info from: https://asn.flightsafety.org/asndb/340935
"The aircraft disappeared while on a routine cargo flight.
Pilot Gilbert E. Enger (32), co-pilot (28) and radio-operator (25) died."
It had belonged to Clarence Chamberlin and then passed to Alaska Star Airlines. On its delivery flight to Anchorage, it caught fire and sank at Lake Takla in British Columbia, Canada.
There is a photo of it with a caption in the book: 'Airlines of Pan American Since 1927', on page 282, where it had crash-landed in a sugar-cane field when an engine failed. That was 13 August 1930.
It was repaired at Dinner Key base in Miami and put back in service until 1943 when sold to Clarence Chamberlin.
I am unsure of the date of its fire in Lake Takla. I have heard it could have been 1942; which would mean the caption of the photo in the book may have the wrong year.
Also, the book has the name Puerto Rico; but, I heard it was really named Porto Rico.
We are looking for any photos of it on fire and the correct date and any other photos of it or articles when it belonged to Alaska Star Airlines.
Pamela Gay (Librarian)
San Diego Air & Space Museum
"Consolidated Commodore 16 NC664M w/o 18 June 1942."
See : www.airhistory.net/photo/372844/NC664M & https://asn.flightsafety.org/asndb/341408
There is of course an airline with this name in Germany, but the name is not written in capital letters. The description how to use the bag is in English and French. The French sounds perfect, but English is not as good.
Do you have an idea which airline this could be?
If you want to have a look about our collection, see our website:
www.baghecht.de
Gerd
Condor Berlin, 1997- (current)
Condor Flugdienst, 1961- (current)
Condor Airlines, 1946-1947 (Peru)
Condor Aviation, 1978-1996 (USA,NY base Niagara Falls)
Condor Club Int’l, ??-?? (USA)
Condor Luftreederei, 1955-1961 (merged with/into Condor Flugdienst)
The last 4 dont exist anymore.
Niagara Falls is near the French speaking part of Canada...?
Do you have a contact number for SAMCO?
Rich Hulina
www.dc3pub.com/filename30.html
Not helpful as no date or exact location.
Do you have any further information as to location and/or current status?
Malcolm Stride
The park was closed and demolished in 2001/2002, to make way for new roads. The DC-3 was last noted in the park in Nov 2001.
It is rumoured to have been moved to Patillas, Puerto Rico by Nov 2002, where it is said to be in use as a tourist office. No confirmation of this yet though, any news on this would be welcome !
Aad van der Voet
They flew regular passenger flight between Sonderstrom (Bluie West 8) and Narssarssuaq (Bluie West 1) and the cities on the west coast, for Greenland Air, on charter from Eastern Provincial Airways.
Maybe someone has taken photos?
And I am also searching for photos of Canso CF-FAR and CF-IHB as well as Catalina CF-JTL.
Erik Thingbo
It was painted with a lot of diagonal stripes on the tail.
Would anyone have a colour photo of that Canso, that they will share with me?
I have a B/W photo.
Erik Thingbo
CF-OFJ, CV 315, ex RCAF s/n 11033, crashed 23 June 1965 while making a water pickup at Little Catalina Lake, Newfoundland. Captain Bjerg was killed, but his co-pilot, Max Wiseman, survived the crash.
CF-OFJ was flying for The Government of Newfoundland & Labrador.
I often met Poul Bjerg when he was captain on EPA Catalina’s when he flew for Greenland Air in the 60th. Poul Bjerg was a Dane.
rgds
Erik Thingbo
There is one detail I cannot discern from online photographs and that is what is written near the door, particularly just behind the door.
Some photos show what could be 'Martinair' in small letters curved over the door, but it isn't in every photo. But whatever is written behind the door looks to have been there when the airline used Martin's Air Charter titles. It is quite short, maybe 'MAC', but I can't work that out from the limited number of pixels...
Don't think it is the Douglas logo but you never know. Other airlines stuck the Douglas logo in such a position.
David Carter
I had a discussion with a man who claimed he had seen a picture in a book, of a KLM Lockheed 049 ready for delivery to Swiss Air Lines (in 1950?) in Amsterdam, already painted in Swissair's livery.
Do you know anything?
A discovery of such a picture would create a great sensation among Swiss Connie fans.
April 1949 (HB-IBI) Swiss Air Lines agreed with KLM for delivery of 3 Constellations PH-TAU, PH-TAV (2069) and PH-TAW (2070).
Due currency fluctuations Swiss Air Lines got into financial difficulties and the deal fell thru.
One of the aircraft had been painted in Swiss AL c/s but it is not known which one.
Originally a deal was in the making with Czechoslovakia but the US objected to this and Swiss AL came in the picture.
Source: Herman Dekker's book about the Lockheed Constellation, 1990
I first flew to Sandy Lake, about 200 miles North of Sioux, with the airline that carried mail. For that trip they always used a Beechcraft 18. I don't remember the name of the airline and that is what I am trying to find out.
The mail plane I flew on was flown from Sioux Lookout to Sandy Lake via Deer Lake. The Beech 18 had no paint job at all, it was plain silver all over, and didn't even have the operator's name painted on it as I recall.
Ideally I would like to find out the name of the pilot too, since he brought our mail all the time I was posted to Sandy Lake.
Tony Reynolds
OPEN
(Suggested posting this request on the AvCanada forum and Beech18 (Yahoo) forum)
Thanks for posting the photos of the CF-HMX at Hall Beach.
"My grandfather, Captain Josef Cermak (RAF), died in a York during the same time running DEW-line flights as CF-HMX.
He crashed at Thoa River on 29Sep1955. The plane CF-HMV sank, but the co-pilot survived on the aircraft wing, which broke-off and remained at the surface.
I imagine the plane is still there in shallow waters?
We would love to find-out the actual location of the crash, but the Thoa River seems fairly long.
Here are two links about the crash:
http://aviation-safety.net
news.google.ca
If you happen to come across anything, please let me know..?"
I just found this account and sketch (http://www.lancastermuseum.ca/s,fm159york.html) of the crash from one of the people involved in the rescue effort.
While his account is missing specifics, the date, location and details of the crash definitely line-up with those of my grandfather's crash!
Jay
After 5 months of looking for some info, I got the flight log and it has no info to prove he was on it...
Mary Wilson
Photos, which may be of help, on my Photos by Friends & Guests (25).
Mary wrote she has become convinced that Tom Wilson was on the first plane delivered, the 'John
Forrest'. With only the crew onboard and a few 'no names'.
She heard from a woman in Australia that one crewmember was her father, Arthur Windover.
That woman quoted from a book that a famous journalist, Stanley
Brogden, was also on board. And this is one of the things that her father
mentioned!
The plane in question is supposed to be a CV240, c/n 64
T.Wilson has an old slide
that shows this plane #64 on the tarmac with Aboriginals standing in
front.
Mary wrote me on 02Apr11:
"I found out many things about that 'round the world' flight, including the names of the Austalian crew of 6, the journalist Stanley Brogden, the Cinesound Cameraman- Mr. Thompson, J.Watkins of T.A.A....but no mention of Dad.
But on April 1, 2011 I wrote to the Hamilton Sunstrand PR and they sent me a clip from the Hamilton Std. Company newspaper Prop Tips and... Lo & behold there it was: 'Tommy Wilson of the service dept. landed at Melbourne, Australia...in a Consolidated Vultee Convair liner...was the first to be delivered to Trans Australian Airways!
I finally found proof! Real proof!
Am sending for the film that was taken on that flight, with hopes that he will be in it.
I wanted you to know for all the help you gave me Thanks!
But Mary wrote:
My Dad is Tom Wilson..He was a civilian Technical rep from Hamilton Standard sent along to be an advisor to the Australian crew...They set off from San Diego and picked him up in Montreal...then continued on to London, etc. I wrote to that museum and they said they did not have such a plane; but he was not the First Officer!
Bob suggested following newspaper article
As a result of that article Mary obtained the crewnames but found the passengers were listed seperately on a 'manifest'...
CV240 c/n 64 would make it VH-TAQ.
After a long history it became N295M, in my records, last seen 08Aug2005 at Daytona Beach.
Airliners.net
History on VH-TAQ:
www.aussieairliners.org/convairr/vh-taq/vhtaq.html
It is certainly NOT c/n 26903, as that is a January 1945 delivered C-47B. That the original 'RI-001' was c/n 26903 - ex VR-HEC - is well documented.
An 'RI-001' was on display at the museum by April 1984 with decidedly
DC-3A port hand doors (see Airliners.Net photo 0267293) and another
photo on A.Net dated November 2007 (photo 1327602) shows exactly the
same DC-3A port hand doors.
Clearly this aircraft is NOT the genuine
article - but it is the same aircraft which has been there since at
least 1984 and it had not moved by 2005 to the Aceh Pavillion at the
Taman Mini Indonesia Indah Park in Jakarta as claimed by Air Britain
(see c/n 26903). This aircraft is correctly marked "Indonesian
Airways", unlike the Indah Park one which is marked "Indonesia
Airways", and has been since 1984 at least.
As regards what appears to be a DC-3A at the museum - there is surely no reason why the museum would retrofit the wrong doors - so it can reasonably be assumed that it is a DC-3A and from examination of the Air Britain book it is evident that there are precious few contenders from either AURI or the many civil aircraft on the Indonesian register over the years - as nearly all have been C-47s - in fact I suggest that PK-WWL (c/n 3275) is the most likely candidate as this was around Jakarta still in September 1981.
It would be interesting to learn when the Dak first went on display in
the museum - my guess is it was in the early 1980s. Do you have any
knowledge of when it was first displayed?
John Chapman
I recently returned from holidays on the Canary Islands. One day I've visited Tenerife Norte los Rodeos Airport (TFN), on a day trip from Lanzarote with a Binter ATR-72.
In the evening, just after take-off from Rwy 30, I noticed a small two-engined plane on the ground just outside the airport fence, north of threshold of Rwy 12; it looked like a Beech 18 in shape and size to me. But I couldn't find any info on such a kind of airframe at Tenerife in the usual sources (incl. Google Earth, Wrecks & Relics book and web picture databases).
Do you have any idea?
From the air it looked like as it is hidden on a private residence behind a wall. So maybe not noticeable from the outside on the ground...
Juergen Scherbarth
[19Mar2010]
p.s.: The ex Canarias Viscount EC-DXU is still intact as a cabin rescue trainer in a ditch behind the new cargo apron.
We’re after world-class fliers and companies with big, maverick personalities and an unparalleled passion for aviation – companies who get the job done and the cargo delivered safe and sound, day in and day out.
I’m particularly interested in Mom & Pop operations flying a range of aircraft – I really love the look and skill that goes into flying and maintaining old Douglas planes and the like.
To tell you a little about us: the creators of Discovery Channel’s Cash Cab, the hit PBS series History Detectives, and SWAT USA on Court TV (now Tru TV) Lion Television is one of the most successful independent production companies in the United Kingdom and United States. We create hundreds of hours of programming every year that air on major broadcasters in the UK and US.
We do hard hitting documentaries and lighter, lifestyle shows, and everything in between.
You can learn more about us by visiting our website, www.liontv.com.
Feel free to forward this message to any companies or individuals you think fit the bill.
Jason Watt
Lion Television
304 Hudson St, Ste 505
NYC 10013
O: 212-206-8633 x3887
The most obvious candidates for you would be Everts Air Cargo of Fairbanks,AK (also based at Anchorage,AK); maybe you can pick up a copy of propliner magazine, just out, Ralph Pettersen details the Everts family and their freight airline.
Try via my page www.propliner-mag.htm
Buffalo Airways in Yellowknife and Hay River, family of McBryan running the show there. Featured in the Ice Pilots program.
Fairbanks has another candidate: Brooks Fuel, Roger and his son can be contacted.
Anchorage also has Andrea Larson & her husband running Transnorthern, great people and Super Dakotas!
Penair in Alaska operates the Grumman Goose on passenger flights to the Aleutians.
Air North of Whitehorse,Yukon operates a few Avro 748s, vintage props from the UK.
Conair of Abbotsford,B.C. has a long history of operating propliners for use of aerial firefighting.
At Red Deer,Alberta you'll find Airspray, also a propliner 'air tanker' operator.
Aero Union in California operates former US Navy patrol aircraft P-3 for firefighting.
Butler in Redmond,OR same thing, Big Dougs, not P-3s though.
Check out Kelowna Flightcraft of Kelowna,BC - they convert such aircraft; they'll be able to bring you in contact with an outfit formerly knows as Contract Air Cargo, but was renamed Gulf & Caribbean, probably not based anymore in Michigan.
Florida has Carlos Gomez, of Florida Air Transport and also hires out to Nostalgia flight operators and he is involved in resurrecting Eastern Airlines' DC-7... Great guy, but very busy now with the Haiti thing. Based at Opa Locka,FL near Miami.
Another Super DC-3 outfit at or near Miami is TMF, but I don't know them too well.
Missionary Flight, based at Fort Pierce,FL operates radial- and turbo engined DC-3s for relief stuff to places like Haiti. They probably would make for some diversity in propliner operators.
I haven't been in years to Florida, but check out my friend's pages on www.michaelprophet.com
There is a guy in Hemet,CA (I think) who operate DC-3 for films; seen in the last James Bond film (another angle to use of propliners).
A DC-3 outfit operates into the Catalina Islands (from LA - Long Beach?)
There is Four Star Air Cargo of San Juan,PR. Operate DC-3 in the Carib.
South Africa is mainly nostalgia flights, but Phoebus Apollo operate propliners for cargo from Jo'burg-Rand.
In the UK is Air Atlantique, the owner has a huge love & tradition for vintage prop transports. based at Coventry.
I dont suppose you want to go to Bolivia?
=
It is his autobiography.
He was an Australian pilot who flew on the Biafran Airlift and also was involved in flying L.1049 Super Constellations on ferry flights to Pakistan.
He is possibly a former QANTAS L.1049 pilot.
I have tried all the usual suspects: Amazon, ABE, Allibris, Evil-Bay, etc. without joy.
Do you have a copy? Do you know someone who has a copy? Can you tell me the ISBN number and or publisher?
Do you or does someone you know have a copy for sale? Can any of the visitors to your site help at all ?
Dave (UK)
Here are the details of the book you are looking for –
http://catalogue.nla.gov.au/Record/2135031
Regards,
Lee Gatland
-
I have a copy of the book and it makes good reading.
Publisher details: Frank Urban, 11 Bellevue Drive, Port Macquarie NSW 2444
Australia. For Vern Polley, 3/38 Church St, Port Macquarie NSW 2444 Australia.
These addresses are dated 2000.
Vern Polley was born in 1918.
I have checked the publisher details on Telstra (Australian telco) and his
address is the same. Telephone number is 61 2 6584 6693. There are no details of
Vern Polley.
Nigel Daw
South Australia
I have a query regarding 3 C-46s that I saw at Miami in Sept. 1981.
Tthey were down at the railway tracks and I took a slide of them and at least one had a RANSA colour scheme on it.
They were beside a Pan American DC-7C and a AeroNorte DC-7B.
Ii think I have tied these up, but nothing over the years on the Commandos.
There was also a DC-6 fuselage over on NW 36th Street, a short DC-6 in preservative also and any help on this also would be appreciated... so through your wonderful site i hope some body can finally tie the C-46 Commandos down for me.
Finally, when spotting at Shannon on 13Aug1964 3 Aeronavale Martin Marlins flew over, on their way back to the States. We nearly passed out, not quite knowing what they were, but in those days we could go up to the tower where we got the 4 letter callsigns! Again, I would dearly love to put Bu.Nos. on them...
Any way here's hoping.
Ray Flynn (Dublin Ireland).
After posting the query on Classic-Propliners Yahoo forum, the following replies were among those posted:
C-46's:
Ray is not the only one looking for these, I was there October '82.....
For the C-46s, see
www.abpic.co.uk/photo/1023016/
The DC7s were HK-1300 & N7554
see www.abpic.co.uk/photo/1023017/
Both photo credits to Keith Sowter
There was also a C-46 by the Dolphin Expy junction near where the Aero Squadron is now, if anyone knows which that was ?? [Paul Mitchell]
DC-7s:
Having worked in Miami at that time, I remember these aircraft pretty well. They were stored in a yard owned by F.A. "Gus" Conner. I remember strolling around them, myself. Given that Gus was not friendly to "picture takers" as he called anyone interested in propliners, I was lucky not to have been caught by him...
At any rate, I do not know the identities of the C-46s--I couldn't make out any identities-- except that I think most of them were ex-RANSA, bought probably at auction in the late 1960s when RANSA went bankrupt.
I remember the C-46 by the Dolphin Expressway. The name "Carl Knight" returns to mind as being the owner. He had parked it there by his a/c parts or service business. When the Dolphin Expressway was built, this resulted in the C-46 being isolated from the airport.
The former DC-7C fuselage you saw was either N7398A or N7554. Parts of both were there at the time.
The ex Aeronorte DC-7BF was HK-1300. Did you notice the fire damage under the right wing? That is what doomed the plane!
Here is the story: it had a defective fuel boost pump in, I believe Tank 4 Main. A mechanic drained the fuel, removed the fuel boost pump from the bottom of the wing and left to obtain a replacement pump. He failed to post a note by the fuel tank filler cap. Along comes the fueler with an order to fuel the plane for its next trip... Well you can image the scene that followed: fuel pouring out the bottom of the wing, then the fueler noticed the flood and panicked. He drove the fuel truck away but in so doing ignited the lake of fuel under the plane with resultant near melting of the aluminum skin!!!
Gus Conner bought the remains of the DC-7BF and stored it in his yard.
I arrived in Miami Dec78 and left the area in May88. [Steff Bailiss]
Martin Marlins:
When the French Navy needed to replace its old Short Sunderlands based at NAS Dakar, ten examples of the Marlin (BuAer 146440-445 and BuAer 147539-542) were delivered within the Mutual Defence Aid Pact.
The first P5M-2 of the French Navy was named by Mrs Poncet (Naval Attaché Admiral's wife) on January 9th 1959 at Baltimore (USA). French crews were trained at NAS Corpus-Christi and NAS Norfolk until May 1959.
The aircraft were convoyed from Norfolk to Dakar, stopping over at the following country's airfields : Guantanamo (Cuba), Port of Spain (Trinity Islands), Belem (Brazil) and Natal (Brazil). It lasted ten flight hours, and 3 000 km.
First Marlins landed at NAS Dakar on May 8th 1959, at 6 h 30 PM. The 10th example was put in reserve at NS Toulon.
The aircraft were given back to the USA on August 26th 1964 and the only flying-Marlin unit of the French Navy, the 27F, was dissolved on October 1st 1964.
It was the last flying-boat type used by the French Navy. It could accommodate eleven crew members.
147539/147542 Martin P5M-2 Marlin
Redesignated P-5B in 1962.
147542 to Aeronavale as 542. Returned to USA via Iceland Aug 1964. [George Armstrong]
On a visit in October 1975 I took some
pictures there and got in contact with a gentleman working on the remains of
the nose section of DC-7C/F N7554 ex N755PA. On the usual place at the service
door on the right hand side just behind the cockpit the c/n-plate was still
mounted and made it easy to identify the cockpit section.
He asked if I was
interested in it and my answer was, of course, positive. Here is a picture of
the plate with serial no. 45123 and date mfd. 4-19-57 visible.
[Rolf Larsson]
Oscar
The plane went down north of Seven Islands in Quebec. It was June 7th 1970, my father was the pilot.
We were lost and had to sleep in the bush in the tail of the plane overnight, as small planes could not see us from the sky and we were off our flight plan.
My father owned a Sarah Beacon at the time, which was not mandatory to have. He had shown my mother what to do if we ever crashed.
I was 8 years old, my older brother was 9 and my younger brother 5. My father was 34 and my mother 39.
My father and my older brother died in the crash. My mother was never told why the plane went down.
My father was my hero but my mother, a very brave woman, was my saving grace.
I have been trying to find information on the crash. Could you help me here?
Also, when I was young and we were living in Schefferville, Northern Quebec, I could have sworn that a bunch of us kids would play in an abandoned plane that had crashed just behind the house down by the lake.
I have been trying to find info on this too.
As for the 'Navajo suggestion', hmm, the white house was just down the street from where I lived. When did it crash? We lived in Shefferville until 1968.
Ruthanne.
It is our national archive - they are slowly becoming digitized in their information so you might find something using the search tool:
www.collectionscanada.gc.ca/lac-bac/search-recherche/all-tout.php?Language=eng
A quick search of "aircraft crash" and "airplane crash" brought up some interesting hits...
Also, you might try here: www.banq.qc.ca/accueil/
These would be Nos. 1, 2, 3, 4, 5, 6, 7, 10, 17, 21, 26.
Hope you can help me,
Ines Helbig
Regensburg, Bavaria (Germany)
Would you by any chance know where I can find something or who else I should contact?
Hanna Walsh [Jan.2010]
Try BAe at Woodford in the UK, where the 748s were made. Or the Avro Heritage Centre based at Woodford. -Michael Blank
There is probably a source much closer to this lady - International Air Parts in Sydney.
http://www.iapgroup.com.au
Interestingly the ex Emerald aircraft were then registered to a company called PTB (Emerald) Pty Ltd, which suggests an Australian connection there as well. -
Steve Mitchell
If she is in Sydney, there is a 748 at Bankstown in pieces, I'm sure if she asks nicely hey would give her something. Plus this aircraft was owned by the company she worked for. Seems logical.
Get her to contact me direct and I can help her if I can. -
Rob Tracz
Richard Church wrote:
I assume Hanna worked for Horizon Airlines Pty Ltd, who flew 4 748s: 3 pure freighters and 1 passenger aircraft. I am glad she didn't remove bits for memorabilia, since all 4 aircraft were returned to International Air Parts Pty Ltd and were all exported as follows:-
VH-IPB c/n 1773 to Bangladesh as S2-ADL
VH-IMI c/n 1736 to South Africa as ZS-DBM
VH-IMK c/n 1737 to South Africa as ZS-DBL
VH-IMJ c/n 1799 to Sri Lanka as 4R-SER (this was the only aircraft in pax configuration)
I noticed the pilot getting in and out of the cockpit via an overhead hatch..? What is the purpose of the hatch in this location? Is it for easy escape in case of ditching or just for ease of getting into cockpit?
And is there access from the cockpit to the rest of the aircraft or are the pilots isolated from the passengers and cargo.
Are there any pictures anywhere of the interior... looking forward, backward.
Arny Silverman
Actually, the cockpit exit was an aftermarket kit originally stc'd by Lee Cameron of Aerospace Products. It allowed the cabin to be filled up with cargo. For the seaplane versions its invaluable to allow the pilot quick egress to enable docking, etc. Its usually noisy as its hard to seal and downgrades the airframes value since few still operate in that freight mode. Hamilton also provided one on his conversions but might have used Lee's STC. Not sure.
Nothing changes as to cabin/cockpit access.
'Beechs2010'
For a photo on a Beech 18 interior see my visit to Cape Cod Airport.
But I do not know anything about her. Google hasn't helped at all.
Can someone tell me about Iren Irvin. Is she a bushpilot?
Alexander
She is listed in a group of what seems to be early Alaska women pilots, as Irene Irvine Ryan (married to mr Ryan I suppose):
www.ak99s.org/documents/September2009Flypaper.pdf
More here on Irene Ryan
Do you know of any restoration work going on for the Heron.
I have in my possession an unused prop.
Vivien
Either Convair owners or companies that do maintenance work on them.
I work in the commercial aviation business, but I am having trouble connecting with the people who might be working with Convairs.
Steven Scott.
Kelowna Flightcraft in Canada (B.C.) converts them into a stretched version (CV5800) and fire fighting aircraft
www.flightcraft.ca
Conair, of Abbotsford, B.C. operates a number of these CV580 turned firebombers.
www.conair.ca
Largest CV580 operator (and only CV5800 operator) is Gulf & Caribbean Cargo Inc (IFL Group) of 6860 S Service Dr Waterford, MI 48327
Tel. (248) 666-5910. No website afaik.
Why did the pilot Noel Wien fly on North Cape on Russian Chukotka per 1925?
Alexander Solovyov
St.-Petersburg, Russia
Alexander found answers by his own research:
"The pilot Noel Wien flew to schooner Elisif in the spring of 1929
The pilot Ben Eielson flew to schooner Nanuk in the autumn of 1929
The Alaska Aviation Heritage Museum was mistaken on the site HERE... (www.alaskaairmuseum.org/explore
/hall_of_fame/2000_Wien.htm):
"1925 Completed the first round-trip flight between North America and Asia (North Cape Siberia)"
The pilot did not fly on Northern Cape per 1925!!!"
More source info: Olaf Swenson in "Northwest of the World. Forty Year’s Trading and hunting in Northern Siberia", London, 1951 (Olaf Swenson is an owner of schooners Elisif & Nanuk).
Wien Alaska Airways received at that time a query from Swenson Herskowitz Trading Company (N.Y. fur dealer which held exclusive rights for fur trading with Siberia) to fly to an icebound vessel off the coast of Siberia, to rescue a usd 600.000 cargo of white fox pelts.
There was a 2nd lot worth usd 8.000 pounds of furs in a Siberian village.
The ship was named Elisif, but is also referred to as Ellis F.
This is from the book 'Noel Wien - Alaska Pioneer Bush Pilot' by Ira Harkey Jr (University of Alaska Press, 1974)
Mike Maidment.
I know that NC-875 was purchased in 1945 by Northwest Air Service of Seattle (Joe Crosson and partners) for use in Fairbanks, and another owner was John Cross of Deering, Alaska.
I also know that it was purchased in 1951 and brought to MSP/ST.Paul area from Lake Hood, Alaska, whereby my grandfather came into possession of it in 1972. I am trying to find out more information on how it was used in Alaska previous to 1951 and any info/photos/people to contact would by extremely helpful !!
Stephanie Lysdale-Kohler
Redondo Beach,CA
Correct registration was NC875H, making it H-47 msn 65.
Information from www.aerofiles.com
Hamilton, Metalplane-
1910: (Thomas Foster) Hamilton Aero Mfg Co, Seattle WA; gliders (later mfr
also of Hamilton propellers and metal pontoons).
1914: Hamilton Aero Mfg
Ltd, Vancouver BC; flight school and mfr of one aircraft.
c.1917: Hired by
Matthew Bros Furniture Co, Milwaukee WI, to manage wartime production of
propellers.
1918: Hamilton Mfg Co, 530 Park St, Milwaukee on acquisition of
Matthew Bros Co; propeller production. 1926: Hamilton Metalplane Co on
merger with Boeing Airplane Co as William Boeing was interested in switching
production to metal airplanes.
1929: Absorbed by United Aircraft & Transport
Co. 1932: Suspended aircraft operations to specialize in propeller
production.
Dave Peel
For NC-875 see
www.erikssonaviation.com/pdf/Hamilton-Metalplane-1929.pdf
and www.airplanesdirect.com/buy/detail.php?listing=433
Terry Murphy
Stig Jarlevik:
The correct registration is NC879H (the suffix is important since NC879 was something else, in this case a Curtiss Jenny). I have an article about this individual in an old Le Fanatique.
Simon Beck
www.uswarplanes.net
I am familiar with information you have about this plane on your website. I was wondering how you got the detailed aircraft histories, especially the military portions.
Do military records such as maintenance or logbooks still exist somewhere?
I am also looking to find former C-54 air or ground crewmembers from 1950 or so to ask questions about procedures and equipment in 1947-50 for AirForce and MATS C54 operations.
I am running into walls trying to locate a history for this aircraft. Any help you can provide would be greatly appreciated.
Matt Kennebec
Fairbanks Alaska
I have been going there for a few years now, a few trips each year, and have never noticed this before.
The Air Force are having a bit of a clear out recently, with the older 707s being picked clean and the entire C-130 transport fleet has recently moved out.
Perhaps this part has re-surfaced again with all this activity.
Interesting to see if anyone knows which frame it's from or, indeed, why it remains ?
Graham [oct.2008]
PHOTO
It does not need to fly. Even an old, not restaurated aircraft would do.
It will be put in a educativ - recreation park for mentally handicapped people in France.
I would appreciate it if you could help me with my research in Europe.
My best regards.
Bettina Meeus
One of the aircraft was a DC-4 of the US.Navy, an R5D-3 BuNo 56521 with JM tail codes, so called JM521.
This bird was assigned to VR-24 at Naples, Italy.
I know this is very diffficult but perhaps you or any friend of you could have any in his collection?
Michel Lozares
His web site is www.mar.co.uk
Hugo Ruiz sent me an interesting link: www.vr-24.org
I work at the NASA Fol at El Paso,TX where we maintain and operate the NASA Super Guppy.
The aircraft is currently in PDM inspection at Tinker AFB. We use the KC-97 56 gallon aux oil tanks which were originally mounted in the lower forward nose section of the 97 as water/methanol storage tanks, 4 each, in the engine nacelles. Three out of four tanks are in pretty bad shape and we curently have no spares.
The Guppy will be again be a valuable asset to the American space program with the upcoming mission to Mars and it is imperative that we find at least three of these tanks as soon as possible.
Please let me know if you have any information about where we could obtain these parts. The manual lists the part number as 14-4922-56.
Rand
Hawkins & Powers had a large stock of C-97 spares at Greybull. I doubt if they sold it all in the August 2007 auction. The contact for them would be Ralph Rayner from the Museum - he still has close ties with Great American who took over H&P assets.
Also, at least three of their C-97s were sold to Clay Lacy, undoubtedly including many spares. It may be wise for NASA to contact Clay Lacy Aviation Inc. at Van Nuys.
I have forwarded your request to the guys from the Berlin Airlift Historical Foundation, they are restoring a C-97 and have collected spares in many places; they are located at the Floyd Bennett Field in Brooklyn NY. See info at www.spiritoffreedom.org
There are several salvage yards at Tucson,AZ and am sure C-97 parts should be available there. Maybe Haveco can help? Dave Howells is the owner. Mailing address is 2715 S Pace West Dr, Tucson, AZ 85730-1421. Phone 520-906-0875."
At Tucson, former Dross Metals is now ARM (Aircraft Restoration & Marketing) - same yard as Dross, just a name change. Sorry, no contact details but 99% sure they have C-97 parts.
Nigel Aylmer
I think they all belonged to Trans Florida Airlines.
On Wikipedia, two examples are mentioned there and how they met their demise.
Here is what is shown on ATDB--
N1020C (my favorite, having rode on it) was parted out at Daytona Beach (DAB) & (nose section went to Mojave for preservation)
N1022C went to Prop-Liners of America (Scrapped in 2020).
N12903 changed to N12905 last reported 'Derelict'
N295M shows stored at DAB
N7761 parted out DAB
N91237 destroyed @SJU "
Walter
Can you be, or anyone be, a help in listing Aircraft seriel no., to C/N or MSN, or where I might find out the info.
George Armstrong
A good site for individual aircraft histories is
http://www.Shackleton.com
However you will find little about C/Ns in this site, apart from the South African fleet, since Avro did not traditionally issue C/N for British military aircraft they built - to them the serial number was unique enough.
In 1964 my first assignment in the Air Force was Andrews AFB. I and another airman were assigned as 4th and 5th 'wipers' on 53-3285. This aircraft was used by Air Force Systems Command to haul General Schriever around.
It was set up pretty well with couch, office desk and chair, etc. Not like some of the later 'special' aircraft. We did a lot of polishing on that plane.
The other plane 53-3823 was at Scott AFB and was an Air Evac plane. I was the crew chief on that one. Didn't sleep much. True crew chief system.
Present when the plane was in, and off when it was gone. But had to be there 1 hour before scheduled landing and stay for one hour after take-off.
I'm just curious what may have happened to these aircraft. Any Idea how to locate information about them? Thanks
Mike Kilts
Joe Baugher's website offers the following:
Batch 53-3223/3305 Douglas C-118A Liftmaster c/n 44594/44676 [At least four more to US Navy as 153691/153694].
The other one: 53-3823 is a serial of a cancelled batch KC-97G Stratofreighters and I would suspect you mean 53-3223, which has the following on that webpage:
53-3223 (c/n 44594) was converted to VC-118A, then to civil registry as N43883 of Atlas Aircraft of Miami,FL; then as HI-292CT (Dominicana).
This aircraft is sitting inside a hangar at Santo Domino Int'l Airport (reported Nov.2006) awaiting (hopefully) restoration.
I have a small page on S-D and am keen to add to it:
www.uswarplanes.net/stewarddavis.html
Simon Beck
I am writing to enquire as to whether you could help me trace
the history of a Dakota aircraft for a local history group. The aircraft in
question is Dakota TS436, the last Dakota III delivered to the RAF on
october 21st 1944.The aircraft crashed locally and we would like to put up
some information along with its scant remains in the local museum.
We are based in Mere,UK.
I have been unable to get any records for the aircraft between its delivery in october and its definate service with 107 OTU squadron in January. I suspect that it was first delivered to the Heavy Glider servicing Unit (Netheravon) before operating with 107 sqdrn. If it did, then it may have taken part in operations over europe.
The aircraft crashed on the 19th Feb 1945 minutes after take off. It was
heavily loaded and failed to climb, crashing into a hill 2 miles from the
airfield. 21 passengers and crew died at the scene, with pilot commiting
suicide many months later.
The aircraft hit beech knoll, the gap in the trees torn by it is still visible. It broke up on impact and scattered wreckage over a wide area, some of which has been pulled from hedges (dumped after getting in the way of the plow) and cleaned to make up a small display. Most of the aircraft was removed during the war and very little is left, all showing severe high-energy damage but no burning.
What I have is:
C-47A-75-DL Construction nbr 19349: USAAF 42-100886 Delivered 29Dec43 -
8thAF 25Feb44 AF - 9 AF - TS436 RAF 107 OTU 10Aug44 - Crashed 19feb45 2 m.
NE of Zeals, Destroyed by fire.
Source: "DC-1/2/3 the First 70 Years by Air-Britain.
Photos sent by Dan Willink in Aug.2009 of the Memorial at my page Photos by Friends & Guests, page 20.
Tim
That number would refer to 42-100757.
Douglas Serial nbr 19220, delivered 08Dec43 to the USAAF, served with 438 TCG - 8 AF 18Feb44 - 9 AF 88 TCS MARKET (Sep44) - Bradley 08Aug45 - Kellogg 08Aug45 - RFC Walnut Bridge 26Oct45 - NC54370 Transcontinental Air Express Corp, Stockton 26Apr46 - Southwest Airlines Dec46 - Pacific Airlines 06Mar58 - Amerine Turkey Breeding Farms, Oakdale,CA 06Mar64 - Crashed 24Mar67 Castle AFB, Merced, CA.
Source: DC-3, the First Seventy Years (Air-Britain, 2006)
Check:
US Air Force Historical Research Agency, Maxwell AFB,AL
The plane should be totally stripped and preferably one that needs to be 'rid off'.
Looking at your website, there seems to be some dead DC 3’s around? Maybe I could give one a fitting purpose at Lone Star Executive Airport bringing attention to it and Starbird Aviation….
What would you guess the weight of a DC3 total stripped, carcass and wings and tail might weigh?
Dave
David Stapp (Feb.2008)
Ocean Point Aviation, LLC
www.oceanpointaviation.com
Suggestions:
If not restricted to Douglas propliners: e.g. C-7 / DHC-4 Caribou, a company has many aircraft lying about in Cape May,NJ
www.penturbo.com
If you really want to treat yourself, get a hold of one or Maurice Roundy's Starliners...
Recently bought by Lufthansa of Germany, they will move one from Florida to Maurice Hq in Auburne, Maine to join the other 2.
www.conniesurvivors.com/1-maurice_roundys_starliners.htm. Lufthansa will make a good one from those 3, there will be leftovers. See also www.starliner.net
First Air had a couple wfu HS748 at Carp a few years go. Wings on one were already cut off.
A few contacts to explore, for further contacts:
www.1941hag.org
www.spiritoffreedom.org
www.americanairpowermuseum.com
www.commemorativeairforce.org
More obvious places to look for vintage 'wrecks' would be Opa Locka in Florida and Greybull in Wyoming but the distance could be a problem. There is also an abandoned museum in Georgia but I wouldn't know how someone be contacted.
More to the southwest: Both at Roswell,NM and El Paso,TX have quite a selection of ConvairLiners stored.
And for an obvious choice: the AMARC and its surrounding scrapyards at Tucson,Arizona.
I have been unable to get any records for the aircraft between its delivery in October and its definate service with 107 OTU squadron in January. I suspect that it was first delivered to the Heavy Glider servicing Unit (Netheravon) before operating with 107 sqdn. If it did, then it may have taken part in operations over Europe.
The aircraft crashed on the 19th Feb 1945, minutes after take off. It was heavily loaded and failed to climb, crashing into a hill 2 miles from the airfield. 21 passengers and crew died at the scene, with pilot commiting suicide many months later.
Robert Broughton
My Dad is a WWII vet and I would love to buy him a ride.
Cheryl
This outfit flies vintage biplanes and Harvards (T-6s for our American friends!) out of Carlsbad-Palomar,
www.barnstorming.com
Also there is another outfit that flies a Stearman out of Bermuda Dunes near Palm Springs, but I cannot find a website for them. If your contact, whom I assume is US based, is interested I'm sure if they call BD airport (details are on the web) they would be able to help, or if they can lay their hands on a copy of the widely available Pacific Flyer the flights are advertised in there.
Eric van Gilder offered:
You may want to check with the Commemorative Air Force's Third Pursuit Squadron at Cable Airport. They have a C-47 that is in very nice condition and I am sure the folks down there would be thrilled to talk to a veteran of C-47s.
Clay Lacy also flies a DC-3 in United colors that is based at Van Nuys.
The Estrella Warbird Museum in Paso Robles recently took possseesion of a C-47 that was in Israeli markings when it arrived. I don't know it's current condition or status.
Yanks Air Museum at Chino,CA is also a great place to visit for vintage transports.
I have heard rumors of a wrecked Norseman on the shores of a lake in Manitoba. Somewhere between Kelsey generating station and YTH.
Apparently a 30 year old crash but nothing has been recovered from the site, WITCHAI LAKE, is the place. I have asked a few about it and no one knows...
Jason
George Chomokovski
www.norsemanhistory.ca [the aircraft] offers the following info on the crash of CF-ISM:
Crashed and destroyed June 16, 1978 at Witchai Lake, Manitoba. In a left turn shortly after takeoff the aircraft stalled and struck the water. One passenger drowned. During its time in Australia, several unauthorized modifications had been made. Among these was the shortening of the wing struts with a resulting decrease in wing dihedral. The resulting instability from this modification was considered to be a contributing factor.
I heard it was no longer there.. any pictures of this one or info?
John
DC-6 EC-AVA 43118
wfu & stored Palma de Majorca, Spain 1965 (possibly told to land and seized at BRU-Cameroon flight with contraband) moved to Talberts Lawn Bowls, near Magaluf, for use as restaurant/night club " Bertonelli's Bar" 70s, unused by 1980, by 1996 derelict and scrapped 17Sep98.
Stewart
From Herman Dekker's website:
PH-DPP - Douglas DC-6 - c/n 43118
Registered 19Jun1963 for KLM NV, Den Haag. Named "Prinses Margriet". reg cancelled 22Jun1963.
EC-AVA: since 1970s at Mallorca,Spain in use as nightclub; scrapped, probably 1999.
Photo on Airliners.net
It is in the South West corner of Jackfish Bay and it was a large float plane. There is a monument there. The guy that owns the guide service there (Jim Metz Sturgeon Landing) found it years ago.
I have pics of the monument and the wreckage.
There were several people killed and a some survived, including the guy that walked out some 20 miles to get help! I think the wreck was from the late 1950's.
The daughter of one of the people killed hired Jim to take her to the site about 6-7 years ago. It is about a hour and half boat ride to get there.
Roger Sears
Namew Lake, SK ( about 24 miles NE of Cumberland House). There were 4 fatalities and 2 survivors.
On Aug. 3 & 4, 1956 a cairn was built near the crash site."
Info. from: avcanada.ca/forums2/viewtopic.php?t=222365.
These two teenagers were working flipping burgers at the Nome Grill. At some point my father was helping someone deliver mail via airplane and the plane crashed...
All he has ever told me is that he was out in the wilderness for 3 days with a deceased pilot, one candy bar, and some curious bears! He really has very little to say about the whole traumatic event.
Is there any information on this tragedy out there?
Kristin Lang
I don't think online data will offer much, not of such an early date.
The NTSB may have some data, but an accident in 1948 is seems the earliest available online http://www.ntsb.gov/aviationquery/index.aspx - perhaps there are contact details to dig deeper.
And perhaps the answer is in Alaska; people of the Alaska Aviation Museum may be able to help:
www.alaskaairmuseum.org
Or perhaps through Alaska's Digital Archives: http://vilda.alaska.edu/index.php
The book Broken Wings (subtitled Tragedy & Disaster in Alaska Civil Aviation) details a crash on 06Apr44 in the chapter 'Whiteout' (page 262). The book is written by G.P.Liefer.
The accident concerns a Pan American Airways (flight 08) American Pilgrim 100-B, departing Nome that day with on board the pilot, 2 company flight mechanics and 3 passengers plus cargo and mail sacks. But the article states all perished in the crash, no survivors.
On arrival, she carried an "N" registration, but was converted soon to a Nigerian registration.
I worked for Vanni International, a security company at the time, and we leased the aircraft from an American company to move new bank notes from the central bank in Lagos to provincial towns around Nigeria, returning with old notes for destruction. A flight crew of 4, a managing pilot, flying pilot, 1st officer and a flight engineer, along with 2 maintenance engineers, came along with the plane. It was reputed to have been in use by the president of Mexico as his state transport aircraft, prior to it's conversion.
I'd really like to find out anything I could about the old bird. She was the first aircraft I took the controls of.
John Hunt
Vito provided following details:
Make that 5N-ATD c/n 44059. Acquired from the Mexican AF by Atlas Aircraft Corp. in Aug-1977 as N88975. Converted to freighter May-1978 then sold to Intercontinental Airlines of Nigeria in Aug-1978. Leased to Air Vanni same month, returned to Intercontinental Airlines in 1980. Stored Lagos. Offered for sale in Jun-1982, with a total time of 26062 hours.
Unfortunately its further fate is unknown to me. It was almost certainly scrapped, presumably at Lagos, and the registration 5N-ATD had been cancelled by 1990.
Aad.
But we have another candidate:
This must be:
C-118A c/n 44619/549
DD 07-02-1955 to USAF as 53-3248.
Bought by Interair Leases Inc. January 1977 and registered N92860.
Several operators/owners.
Leased by Nigerian Trade Wings (Van Air) July 1978.
Crashed 28-04-1984 at San Manuel, AZ, USA, while operated by Seagreen Air Transport. No fatalities.
See: Aviation-safety.net
Nils.
Back in April 1975 I visited the US and logged a DC-3 N61696 at West Palm Beach, Florida operated on behalf of AUTEC, the US Navy organisation which has a test site in the Bahamas. This outfit is mentioned on your website in relation to Fairchild F-27 N1004/N127HP of Hawkins & Powers, and you had some input from people who were associated with it. It apparently was flown by Imperial Aviation on behalf of AUTEC.
I was looking at the new Air Britain DC-3 monograph, and they have been unable to identify the DC-3 N61696. They have the reg in their index, but no c/n !! Apart from the fact that I saw it myself, this DC-3 is also reported several times in Aviation Letter at West Palm Beach 1974 to 1976, and in January 1976 without titles, so maybe sold around then, but what is its c/n and what became of it?? N61696 is now on the FAA register as a Cessna 172, since apparently 1975 and this DC-3 must never have been on the FAA register or Air Britain would have the details.
So, I wonder if I could have your help with this mystery. It is incredible that a DC-3 used on a government/navy contract would not be registered!
Karl
'AUTEC' stands for something like the Atlantic Underwater Test & Evaluation Center. There are arrays of underwater hydrophones that are used to measure underwater noise signatures,etc., so this is a DoD facility.
I would expect to find AUTEC included in the list of US Navy abbreviations on page 122 of the new Air-Britain book (Vol.1) but it's not included and nor is NOTU. AUTEC is also not included in the USAF listing on page 115, which is less surprising, but AFETR isn't included either.
I did some work with NOTU and AFETR in November 1975 when Pan American was a principal contractor and RCA provided technical services with other DoD contractors. I would imagine that AUTEC would employ similar contractors.
The Air-Britain book would be better if FAA files had been examined for all DC-3 N-numbers. The current cost of an FAA CD is $10 and there are about 4,500 DC-3 N-numbers, so an investment up to $45,000 would be required simply to check all relevant FAA files though, in theory, the files should be consolidated for each aircraft. I don't believe that such an investment has taken place but I do think that FAA registration cards have been examined.
Given the DoD/AUTEC connection, I would not be surprised if this aircraft had a "black" registration. Similar restrictions applied to Air America aircraft registrations at this time but these files are now available from the FAA. Try asking the FAA for the file on N61696.
In the case of Fairchild F-27 N1004 c/n 33, this was bought by Hawkins & Powers Aviation in Aug88. Previously it was with the US Navy as BuA 161628, which might give it an AUTEC connection. Before you look for a DC-3 connection with BuA 161696, I need to say that this was a Bell TH-57B.
Hope this helps.
Martin S Best
Also not an answer, but I have a slide of N61696 taken at PBI on 28apr75 in full mauve AUTEC colours. So this sighting is definitely correct.
AeroTransport Data Bank
I checked the FAA record cards and they do not have a record for a DC-3 as N61696...
In fact only two aircraft are noted as having had this registration: the first was NC6196 a Consolidated Vultee BT-13A cn 5576 ex 41-7446 (cancelled 12Oct55) and the other was N61696 Cessna 172M cn 17264737 assigned by Cessna 27Nov74.
So it looks like these were false marks!
Graham
Karl E.Hayes solved the mystery!
Can anyone help???
It is rumored to be C-82A N6887C (44-23015) but this is unconfirmed at present (Oct.2007).
Simon Beck
Sadly, after having been in the Parque Popular Infantil for 23 or so years, the C-82 was very corroded and bits were falling off and endangered the children playing in the park. It was beyond hope or restoration, so the management decided to have it broken up and trucked out for scrap.
This already happened late 2005, but until recently Google Earth still showed it in the playing park at coordinates 29.0788N 110.9446W. Apparently they very recently updated their imagery, and it no longer shows it now.
Unfortunately the dark twin boom you see at the airport is an IAI Arava. Much too small to be a C-82.
My Dad's name is Foster "Mac" McEdward. He flew for 54 years and was fortunate to fly a DC-3 N8009 for the last 20 years of his career. He was a member of the Hump Pilots Association for many years. Anyone out there remember him? He would love to hear from you all.
Dad is now 86 and resides in Vermont where he has called home for over 60 years. I also live in Vermont and would be happy to relay any information / reactions.
Do you have any suggestions as to where I can find out more about the Aero Service and people who worked for them during the early 60's?
Pennie Rand
A informative website, and perhaps a start for more contacts, would be
www.humppilots.com
See also my page which started on DC-3 N5000E's history but which evolved in a page on tales & reminiscence of Aero Service, HERE
From my ship at anchor off of Great Sitkin, on the eastern side of the island, we could see the wreckage of the plane through binoculars. The tail and a section forward of the tail were visible. I am inclined to doubt that the wreckage was ever removed from Great Sitkin, but I have been unable to find a picture of it anywhere using search engines and I cannot see the wreckage using the Earth Google program. Perhaps it cannot be seen because of growth at the wreckage site through all of these years.
Do you have anything on this crash and the wreckage?
Robert V. Ricard
LCDR, USCG (Ret.)
My husband and I have been doing research on our family history. I have just today discovered your website on aviation history and photography. I noticed one entry from a Robert V. Ricard - LCDR, USCG (Ret.) asking for information about a plane crash that occurred on Great Sitkin Island in Alaska in September 24, 1959. Apparently he was involved in the recovery operation of the passengers and crew who were on that plane.
My husband's father, Arthur Heady, was one of the fatalities in that plane crash. Larry, my husband, was a young boy when his father died. In recent years we have been trying to gather as much information as we can about Arthur. Lt. Commander Robert Ricard's entry on your website is the first information we have seen of an eye witness account to the crash.
Christine Heady
Christine sent 2 newspaper clippings
1.Aleutian Airliner Crash Fatal
2.Plane Crash Kills 2 County Men...
3....continued
One time, on a clear day, I looked up to see a brown C-119 Flying Boxcar execute a slow but well controlled 360 barrel roll...
It was at about 2,000 feet, heading west, at moderate speed. I think it took at least 10 seconds to complete the roll, with little loss of altitude.
I pointed it out to a friend beside me, but it seemed that the story didn't get any interest when we told it. About 12 years later I asked a Navy pilot if it was possible. He said, "Yes, they could have rolled that airplane." I assume that there was no cargo on board.
What do you think? Was it deliberate, or was there a problem with flight controls? Was the C-119 sturdy enough to do that with no problem? Dave Baker
It is perfectly feasible to barrel roll any airplane, provided that the pilot has the skill to maintain exactly one G all the way around -- and nothing in the cockpit will be disturbed if he does it correctly. That can include a full glass of water without spilling a drop!
Probably the most famous roll was made by a Boeing test pilot. The Boeing president had invited all sorts of bigwigs to see the inaugural flight of the first 707 (at a lake near Seattle). The pilot not only rolled it... he rolled it twice. On landing, he was fired, but then re-hired when all the good publicity (about how strong the new airliner was) started coming in.
Although I flew an Albatross, our outfit in Libya had four C-119s (I'm not sure, but I think they were G models). The guys thought they were pretty rugged -- they often flew a 360 overhead (that's not the same as a 360 barrel roll) on landing and pulled 3 or more Gs in doing so!
Regardless, I don't think it's wise to roll anything that big as low as 2,000 feet.
One last true story.... two TWA pilots got into a discussion about rolling the 727 they were flying on a boring flight in the middle of the night. Believing they could do it without bothering the passengers, they tried it -- and promptly dished out and lost control. By the time they recovered they had lost 12,000 feet and torn several parts off the airplane, including gear doors, etc. (they had dropped the gear in the effort to recover). Needless to say, they were both fired.
I think the name "The Rocket" or "Rocket" was painted on the nose...?
Would you know if this was in fact a TAA or ANA DC-3 or C-47? Would you know of the stops the aircraft may have made en route Melbourne / Brisbane?
Michael
Clive: This was probably T.A.A.'s "Rocket" service Melbourne to Brisbane non-stop, operated by their Convair 240s.
Ah ! That 45 degree climb after take-off, pressed back into the seat, swallowing like mad to ease the pressure on the ears...
Andrew: Melbourne-Brisbane vv "Rocket Route", Adealide-Sydney vv "Cannonball Route", Adelaide-Perth vv "Blue Ribbon Route" and Adelaide-Alice Springs-Darwin vv "Boomerang Route"....
Ansett also called the Adelaide-Sydney the "Rocket Route" for a while.
Some other routes to FNQ/NT had names as well.
Movie release date 1954.
Linda Wingrove
From:
www.digitallyobsessed.com/
It shows one lay out which has 3 by 2 over about half of the cabin and further in the back 2 by 2; was described as "US domestic lay out L.749". There is also a lay out for the L.749 full 2 by 2: "basic long-haul over-ocean lay out used by a number of airlines". Another diagram shows full cabin 3 x 2 "all-Tourist" for the L.1049C Super Connie". And yet another, for the L.1049G of TWA, shows only a small section up front with 3 x 2, while the rest is 2 x 2 ("43-First and 20 Sky Tourist seats and lounge"). The L.1049G of TWA is shown as mainly 2 x 2 in 2 versions: "Night Time Domestic" (again only a small section up front with 3 x 2) and "Trans-atlantic configuration" (again only a small section up front with 3 x 2).
Did it fly President Nguyen-van- Thieu to Midway Island to meet President Nixon in 1969 ?
I took several shots of this plane at Clark Airbase in 1982; two were show in "Airliners" magazine.
I have only ever seen two other photos of this plane, all four are shown on VNAF.net.
Thanks, Dan
Alexandre (of ATDB online database) added to this:
The last part of its life is a bit of mystery: it was taken over by the new powers at Saigon in 4/75, becoming VN-C901, and there is no reason it could have been flown on an official mission to US-controlled Clark AB only 5 years later. So who escaped from VN circa 1980 onboard this aircraft ?
It was scrapped in Jan82.
More pictures at:
www.vnaf.net/photos/air_vietnam/air_force_one.html
"I know the plane was bought by, if I am right, the American Government as a gift for President Thieu.
The aircraft was an ex Pan American machine and overhauled in Miami.
Sadly it ended it days at the dump at Clark AFB in the Philippines."
Nils Rosengaard answered:
"As well as I remember (I saw it on the news), this is the a/c that transported President Thieu to the meeting with Nixon.
I have the following informations concerning the Vietnamese Air Force One
Airliners No.51 and No.53 have some colour pictures of the aircaft.
DC-6B c/n: 44111
Dlvd from Douglas as DC-6B / Line No.: 430
N6111C Pan American World Airways "Clipper Peerless" - D06Dec53 (from: DC-6 Production List and Pictorial History)
YV-C-EVG AVENSA - Bought 16May58 (source: same)
N6111C Miami Aviation Corp. - Bt 15Oct64: the a/c flew charters until 11Mar66 (Source: Airliners No.51 and Piston-Engined Airliner Production List)
N6111C Air Carrier Service Group - Bt 11Mar66, which prepared it as the Vietnamese Air Force One (Source: same)
XV-NCK South Vietnamese Government - D..Jun66 Air Force One (Source: Piston-Engined Airliner Production List)
XV-NCK South Vietnamese Government - Picture late 1960s? (Source: Airliners No.51 May - Jun 1998)
111 South Vietnam Air Force - Transfered ? "CK" 33 Wing, 316 Transport Sq. (Source: same)
VN-C901 Hang Khong Vietnam - Transfered ? (Source: same)
VN-C901 Picture Jan 1982 Clark AFB, Philippines (Source: Airliners No.53 Sep - Oct 1998)
VN-C901 Broken up 1980s? Clark AFB, Philippines (Source: Aero Transport Data bank)
C-119K concerned was 52-5936 (s/n 11115) en route to Jordan, and five perished as mentioned on the monument dedicated to the crew in the small village of Aulan.
Local people say it was shot down by a missile launched from French strategic missile defense squadron, located Plateau d'Albion...
Who could confirm ?
Jean-Loup
Fairways operated a scheduled service Rotterdam - Southampton/Eastleigh 1x or 2x a week, flew on a DC-3 myself.
Fairways was financed by SSM (Scheepvaart en Steenkolen Maatschappij) and was run by J.van der Toorren, a former naval pilot. After a short while Fairways was taken over by Schreiner-Aerocontractors , which later became Schreiner Airways and this company operated holiday charters with a leased Fokker Friendship (from Braathens, (based at Rotterdam), a detail I know because I myself worked there for 6 months a long time ago.
Van de Toorren later became Chief pilot with Schreiner.
Any help with more details?
R. van der Wal
Maurice Wickstead wrote:
Some years ago I translated Thijs Postma's book 'Dakotas under the Dutch Flag', below is the section on Fairways-
ANOTHER FLYING SHIPOWNER: FAIRWAYS
In 1961 yet another shipowner attempted to get an airline company off the ground. This time it was the turn of NV Scheepvaart and Steenkolen (SSM), which had been established in 1896 and maintained a service from Rotterdam and Harlingen to the east coast of England and Scotland.
On 25Jan61, permission was granted for charter flights to be carried out. A 32-seat Dakota was purchased from British European Airways and on 07Fe61 it appropriately received the registration marks PH-SSM in the name of the owners. As a trading name, the inscription "Transaero Rotterdam" was painted on the aircraft.
A month later a subsidiary was established, the Rotterdam Aviation Exploitation Company, which then acquired the use of the Dakota aircraft. The trading name was also changed to Fairways Rotterdam. The business developed successfully with charters to Lyons and pleasure-flights from Zestienhoven. A series of flights carrying lettuce and cucumbers from Westland to Southend was also
undertaken. During August of that year, a second Dakota was acquired and registered as PH-SCC.
Eighteen months later, in April 1963, Fairways one and only scheduled service was commenced, a twice-weekly run between
Zestienhoven and Southampton.
During the following September, Schreiner Aero Contractors announced plans to start passenger charter operations using a Fokker Friendship.
At the insistence of KLM, who were troubled by this "wild growth", discussions took place at the end of 1963 between KLM,
SAC, Fairways and Martin's Air Charter with a view to uniting these three charter companies under one flag. The Director of SAC, "Bob" Schreiner, was however not in agreement with the proposals and and disassociated himself from the negotiations. Dr. H. van der Vorm, the Director of Fairways and part-time director of SSM, was himself in accord with the proposed arrangements. Resulting from this, Fairways was incorporated into the financial and operational organization of MAC on 01Jan64. Thus, the Company became a subsidary of MAC and, in exchange for shares in Fairways, SSM acquired an interest in MAC, a similar arrangement whereby various ship-owners had earlier acquired their shares in MAC.
The Dakota's were then incorporated into MAC's fleet, meanwhile the Southampton service was maintained with two Doves of MAC in Fairways livery.
On 01Aug64 Fairways transferred its operations to Schiphol, the home-base of MAC, whereupon the route to Southampton was
discontinued. In Jan66 it was resolved to liquidate Fairways and the Dakota's, while retaining their original registrations, were re-sprayed in the livery of Martinair Holland.
Fleetdetails Rotterdamse Luchtvaart Expeditie Mij NV/ Fairways:
PH-SCC (cn19458)- Was LN-IAS Fred Olsen (1952), SAS (1947), DNL (1947), "U" Norwegian Air Force 42-100995 USAAF (1944)
04Aug61-03Jan66 To Martinair. Later OO-AVG, N3433E.
PH-SSM (cn13182) Was G-AJDE BEA (1950), ZS-DBV Africair Ltd. (1949), VP-KGL Skyways East Africa Ltd. (1949), G-AJDE AV Air Transport Ltd. (1948), ZS-BCA Mercury Aviation, AV Air Ltd. (1946), 42-93287 USAAF (1944)
07Feb61-03Jan66 To Martinair. Later WFU.
N.B. Between 07Feb61 and 03Mar61 was officially registered in the name of Scheepvaart en Steenkolen Mij. Hence the registration PH-SSM.
Malcolm Fillmore added:
The directors of the Rotterdamse Luchtvaart Expeditie Maatschappij were N. van der Vorm, H. van der Vorm and W. Herfst.
The charter services were undertaken in Europe, Mediterranean and West Africa.
During the early-1970s it was used by Macedonian Securities and Macedonian Aviation before it returned to Albion and was registered to McDonald Aviation (1975).
What was the nationality of Macedonian Aviation? Any relation with Greece?!?!
Elliott
Nils wrote:
From Flight International (21Mar1974):
Macedonian Aviation was formed in 1972 to operate passenger and cargo charter flights from Southend Airport. The airline is a subsidiary of the property company Macedonian Securities of London.
Head office: Southend Airport, Essex, England
Executives: Managing director, A.D. Odell; general manager, J.S. King
Fleet: One DC-3
Nils Rosengaard
And Maurice wrote:
Formed in the summer of 1972, Macedonian derived its title from the parent organisation, Macedonian Securities Ltd, a London property company.
The new airline was initially based at Luton airport with a Douglas Dakota and a DH Dove, although the latter was disposed of after only a few months. Commercial charter began operations on November 5, with a passenger flight by the Dakota between Southend to Rotterdam. Freight charters were also undertaken, amongst which was a series of movements to Brussels and Saarbrücken carrying car parts for the Ford Motor Company.
1973 proved very busy for this emergent airline, with passenger and cargo flights to numerous destinations around the UK and Europe, ranging a far afield as Bergen and Malta. Occasional scheduled services were also carried out on behalf of Intra Airways.
In December 1973, Macedonian’s Dakota headed north to Aberdeen to undertake a series of oil-rig support sub-charters on behalf of Site Aviation. Developing business in this area warranted the purchase of additional aircraft and thus in March 1974, the company obtained three additional Dakotas from British Island Airways. Two of these machines, G-AMHJ and G-AMRA, were in convertible passenger-cargo configuration and were placed in service on the Aberdeen-Sumburgh (Shetlands) route, carrying oil drilling machinery and crews. The original Dakota operated primarily from Southend on ad-hoc charters, which took it to such European destinations as Lisbon and Gibraltar as well as the near Continent.
From April 1974, Macedonian briefly became a scheduled operator when it took over the Rotterdam-Le Havre service of Maastricht-based Limburg Airlines, then undergoing reorganisation. By this time oil support work had became the prime source of the airline’s revenue, but the contractors were now demanding the use of turboprop equipment for their air services. Faced with this fait accompli, tentative negotiations were initiated with Air Canada and Eastern Provincial for the purchase of either surplus Vickers Viscounts or several of EPA’s HP Heralds.
Unfortunately, the necessary finance to support this new equipment could not be raised and lacking any viable alternative, Macedonian was forced to cease operations on November 6, 1974.
Fleet List:
DH.104 Dove 6: G-APZU (04511)
Douglas C-47A/B Dakota: G-AMHJ (13468), G-AMPO (16437/33185), G-AMPZ (16124/32872) lsd from Intra A/w 11/12.73, G-AMRA (15290/26735), G-AMSV (16072/32820) never entered service
Much of the above comes from Tony Merton Jones 'British Independent Airlines since 1945' published by The Aviation Hobby Shop.
G-AMPO was reg'd to Macedonian on 01Jul72, so it would have operated the first service, since the others did not arrive until 1973 & 1974.
Maurice Wickstead (AB 12868)
UPDATE 02FEB2019 BY ROGER BYRON-COLLINS, SEE DC-3 PAGE 3
This is a Douglas C-118 (R6-D). I can't locate it on the web site. Have you acquired this airplane, or if not, do you know where it is located? I was an engine mechanic on this airplane in the latter part of the 1950s while in VR-21. Any info would be appreciated.
Tom
C-118B c/n 43680- Joe Baugher has 131577 to civil market as N820CS (Desert Eagle Aviation, Remort, OR)
FAA website (N-inquiry) has "Undel Tri" for Desert Eagle Avtn, reg'd since 15Sep89.
ATDB has "scrapped at D.Monthan"
Evidently, as I was told at the time, this was an immaculate C-118, had been fully refurbished and was ready to fly again and the fire was alleged to have been an arson attack from a disgruntled ex partner in the business or the airframe.
All that remained in the yard was the wing and centre section (now minus engines) and the rear end inc tail fin and tailplanes.
Graham
To a museum in Canada is somewhat unlikely. This aircraft was destroyed by fire during conversion work at Davis-Monthan in Sep/Oct 1989. I noted it there, stored with markings painted out and still intact, on 22-Aug-1988. The burned remains were noted there Oct-1989 and Jun-1990. No reports since, so I think it's safe to assume this aircraft was scrapped many years ago. Perhaps its nose section survived and now could be preserved somewhere...?
Also, C-FVUM is a Cessna 150, and has been so for at least 19 years.
Aad.
There were 10 C133A/B losses, according to the recent book by Cal Taylor:
1 40146 13Apr1958 Atlantic ocean local flight
2 71614 09June1961 off Japan to Midway
3 71611 27May1962 Atlantic ocean to Azores
4 90523 10Apr1963 nr Travis AFB local flight
5 62005 31July1963 ground accident - fire
6 62002 22Sept1963 Atlantic ocean to Azores
7 62014 07Nov1964 Goose, Labrador to Greenland
8 40140 11Jan1965 Pacific ocean, off Wake Island
9 90534 30Apr1967 off Okinawa
10 90530 07Feb1970 Nebraska (structural failure due to fatigue crack)
The 1970 flight is the only one fitting the timescale - those who lost their lives are listed as:
Maj. HW Tabor pilot
1/Lt DD Burdette copilot
M/Sgt JP Tierney flight engineer
T/Sgt JJ Clouse flight engineer
S/Sgt IE Bowers loadmaster
(?no navigator??)
Perhaps the confusion with Germany lies in the comment "Maj. Tabor had been assigned to the 40th TCS, Neubiberg, Germany" - looks like he never did take up his new appointment...
Chris [Air-Britain, member 14790]
I had been in Viet-Nam on the C-130 and was assigned to Dover. I only flew once in all the time I was there as the plane was grounded.
It was a experenence I will never forget.
I am trying to remember which one I flew on, but I believe it crashed in Germany a few weeks after I flew in it... I don’t see any reports of crashes in Germany, but I know it did as my room mate was killed on the flight.
Ronald
There may have been a short fleet grounding after the last crash (6 Feb 70), but the airplanes were put into service as soon as they were fixed. The "fix" for the crash causes was to put 16 4" aluminum bands around the entire forward fuselage, to prevent the skin from peeling off. The crash was caused when an old 11" skin crack propagated catastrophically to 17'. The skin began to peel off and flew into the number three prop. The airplane broke up rapidly, at 23,000'.
Cal Taylor (author of C-133, Remembering an Unsung Giant)
There was never an C-133 crash in Germany. Only a minor incident without injuries or more happened:
0-40143 of 436MAW was slightly damaged at Rhein-Main (Frankfurt airport) when veering off the Southern runway due to ice and snow on 06.01.69 arriving from Lajes. As far as I can remember that happened during REFORGER exercise. We Germans were proud at that time to see that our US allies had been able to transport so many troops to here within a few days (in order to fight against sudden massive Soviet tank attacking) with having nearly zero losses. A fatal crash would had aroused a great press echo.
Peter-Michael Gerhardt
Tim Mikus
B & G Industries, LLC
Greybull, WY
Do you require Fairchild or Fokker.
Please let me know what your looking for and I'll see if we have in stock.
Chris Mash
World Turboprop Support Corp.
I have recently read his first book: "Dancing in The Skies" (published by Grub Street The Basement, 10 Chivalry Road, London SW 11 1HT)
Now I am searching for his second book: Lucky 13...
This 2nd book is about his years in Africa.
Any help?
Jan Prikkel Jr
[Dec.2006]
I seem to recall some discussion on ABIX a year or so back and one of the members was trying to get copies direct from Cargolux, who seemingly still had them. But I don't recall seeing if he was successful.
If anyone can get a batch released, I am sure there are a number of us who would be willing to acquire copies! If we can get a good contact, maybe Mike Rice could get a load for resale on the Sales List.
The correct title is "Lucky No.13 - The Eventful Life of a Pilot."
Malcolm [Dec.2006]
If you find one can you let me know as I want one as well...
The number 13 is his Icelandic licence number. The book covers Biafra in great detail. Cargolux apparently published it as a personal favour to him around the time Tony Jonsson retired.
I was led to believe they had some left but I was never able to find out who to ask at Cargolux.
David [Dec.2006]
[As a result I received 2 copies! One I kept for myself and 1 went to Jan Prikkel. And I was able to direct others to promising sources, thanks all !]
I flew one for 4.5 years as well but the was back in the late 60's in the Air Force.
Any assistance would be appreciated.
Ben [Nov.2006]
Perhaps the former ERA Aviation DC-3s coul dbe converted as such, they are for sale at Courtesy Aircraft Inc. [Nov.2006]
on Nov. 2, 1953 I made a flight from Shannon, Ireland to Idlewild Airport, NYC that changed my life.
A short stop-over in Iceland made the trip particularly memorable, as I recall falling down on the ice upon deplaning.....no enclosed passenger walkways in those days!
I am interested in confirming exactly what model Constellation I flew on for that trip. A TWA Airline timetable with a publication date of 11-01-53 could probably provide that information, but I am unable to locate or download a copy.
I was on TWA flight #967 "Sky Tourist" out of Shannon, Ireland on Nov. 2, 1953, headed for New York's Idlewild Airport. The plane could have been an L749 or a 'Super Constellation" L-1049, but I'd like to find out for sure.
It would also be interesting to find out what the airline registration number was....I don't know if an airline timetable would contain such information. Have you any advice or can you offer other resource suggestions?
Tim
While some L1049 Super Constellations had been deliverd in 1952, they were only used on domestic routes.
The L1049G made her TWA international debute on October 12, 1955. For additional information about TWA's Constellation international service there's a great article by Peter Marson in Propliner issue #83. It even mentions flight #967.
Ralph
Try these folks:
http://www.airlinehistorymuseum.com/connie.htm
They're located at the airfield where TWA had its headquarters (Howard Hughes' office is visible across the ramp), and they maintain -- and fly -- an L1049.
They also are rebuilding a Martin 404 and a DC-3 in original TWA schemes.
They're devoted TWA historians, and they run a very nice, if small operation. If anyone has or knows where to get that timetable, it probably would be them.
Dave
We have an unserviceable aircraft Fokker F-27, MK-500 for training students but without maintenance manual.
We would be very grateful if you could help us to get Aircraft Maintenance Manual (AMM). As this aircraft is grounded and is in unserviceable condition we will be using this manual only for educational purpose so that we can train our students better.
Vishal Dhumal
91 98605 60515
Co-ordinator
Wingsss College of Aviation Technology ( India )
http://wingsss.com/
I have used Joe Baugher's serial number lists. C-47 ("Weather" on fin). The S/N could be 0-35772 or 0-36772 or 0-35272.
I can't find either of the numbers or anything close in Joe's lists.
Have you any advice? Can you suggest other sources? Brian Jones
43-15272 was shown as '0-15272' in 1966 and was Phillipine AF in 1975.
Lorence
I would feel pretty confident with 0-35772 (43-15772) !
I am currently looking for more information about the Stinson Model A Tri-Motor, low wing.
Plus: Mirow air service. They were absorbed by Alaska Air. Namely aircraft: NC-16154.
These Tri-Motors are very elusive. Only one left and restored, NC15165.
Any information is appreciated.
Dave
Some mention of Hans Mirow is made on the page www.dmairfield.com/airplanes/NC162W/index.html concerning Lockheed Vega 5B NC162W: "...sold it on September 19, 1935 to Hans Mirow of Nome, AK to be flown on skis for charter work in Alaska. It suffered its second accident at Nome on April 28, 1936. It was completely rebuilt by Northwest Air Service in Seattle, WA as of August 1936.
Mr. Mirow died in 1940 and the aircraft was licensed in the name of Mirow Air Service, Madeline Mirow, Executor, Nome, AK."
Mirow Air Service: info welcomed
Photo of NC16154
Do you know if any of the Scandinavian Airlines DC-7s have survived?
Michael
Note with the replies on the right: SE-CCF / EC-GGC was moved to Cordoba, on display in a park next to the Gualdivivir (Update Feb.2016)
There is the ex/SAS DC-7C at Cordoba, it is c/n 45215 SE-CCF.
c/n 45061 LN-MOG at Musee de l'Air (France) as 45061 French AF
c/n 45553 SE-CCH at El Berriel, Gran Canaria as EC-BBT -
See www.airliners.net
And the nose section from DC-7C c/n 44929, OY-KNB, is at the Danish National Museum of Science and Technology (Danmarks Tekniske
Museum) in Elsinore (Helsingör) - www.tekniskmuseum.dk
I'm afraid that's all whats left of that grand fleet.
Nils
Halfway down your page here.. LN-MOB in Sudan: www.ruudleeuw.com/guestphotos-2.htm.
If you insert the coordinates for Port Sudan Airport in Google maps you will see the plane sitting on the south side of the ramp. Not sure of how recent the image is though!
T J
The plane flew first to Prestwick in Scotland. On the way one of the engines caught fire and we spent the night in Prestwick. The next day the plane flew from Prestwick to Reykavik in Iceland, then to Goose Bay Labrador then to Montreal, where we stayed the night. The third day it flew from Montreal to Bermuda and then to Trinidad.
I understood that the reason the plane did not fly straight across the Atlantic was because there were storms and the plane could not fly over them because it was unpressurised. Does that make sense?
Finally do you know how many passengers it would have carried? My memory is just of one row down each side of the cabin, but I dont know if that is right
Angus Palmer
Mart
TCA's head office and maintenance base were in Montréal, so that might have been a factor in having some flights stop there.
Jeff Rankin-Lowe
Here are the dates of the to's and from's:
17518 (c/n 102): loaned to TCA as CF-TEK, 19.11.46; t/o/s by RCAF, 16.3.48; returned to RCAF, 20.4.49
17519 (c/n 103): loaned to TCA as CF-TEL, 17.6.47; t/o/s by RCAF, 16.3.48; crashed as CF-TEL with TCA, 12.8.48
17520 (c/n 104): loaned to TCA as CF-TEM, 21.1.47; t/o/s by RCAF, 16.3.48; returned to RCAF, 4.3.49
17521 (c/n 105): loaned to TCA as CF-TEO, 10.2.47; t/o/s by RCAF, 16.3.48; returned to RCAF, 31.10.49
17522 (c/n 106): loaned to TCA as CF-TEP, 20.3.47; t/o/s by RCAF, 16.3.48; loaned to CPA as CF-TEP (for proving flight to Shanghai, China), 1949; returned to RCAF, 15.8.49
17523 (c/n 107): loaned to RCA as CF-TEQ, 28.3.47; t/o/s by RCAF, 16.3.48; returned to RCAF, 25.6.49
Jeff Rankin-Lowe
TCA were supplied with 6 unpressurized North Stars (built for the RCAF) in 1947 but by 1949 I believe they had been replaced by pressurized North Stars. I think the seat pattern was 2aisle2 in those days. Flying westwards is against the prevailing wind on the Atlantic and even with DC-7C and L-1649A a refuelling stop was rare but not unknown....
M West
home.ca.inter.net/~rapickler/nstar.html
As an 'ancient' spotter from Prestwick in the 1950 to 1960 period, I do remember TCA North Stars, as well as those with the RCAF and sometimes BOAC Argonauts.
I am sure other people from Prestwick, of that vintage, will correct me, but I believe the TCA North Stars did not have the range to do London - Montreal direct in most weathers. In fact the Prestwick calls were scheduled, not just fuel stops. Sometimes they could do Prestwick - Montreal direct in favourable winds, but often they would go Prestwick - Gander or Goose Bay - Montreal, and in serious head winds they would go Prestwick - Keflavik - Goose - Montreal.
All these lovely Merlin engines!!!
Andrew
EC-AQG
EC-AQH
I think it was by 1960 as the airline was founded that year, but unable to know exact date.
Javier Rodriguez
PMI / LEPA
www.aerotransport.org has-
EC-AQG C-47B-DK c/n 26763 --- to Bird Air, fate?
EC-AQH C-47A-DL c/n 20072 --- destroyed at PMI
DC-3 book by Air-Britain (1984):
cn26763: no dates for registering EC-AQG TASSA nor to Aerotechnica SA (states next N7781C Continental Air Svce 1962 - 1965)
cn20072: no dates for registering as EC-AQH Aerotechnica nor to TASSA (seems the other way around); states crashed 21Jun64 off Las Palmas
So we are still after exact dates for registering to TASSA !
Like the DC-6 Liftmaster and DC-3 Skytrain.
Nil Rosengaard
As far as I know the Seven Seas was the only model given a name by Douglas. Don’t forget the Skymaster, btw (for the Douglas C-54/DC-4).
Joel Harris
The two US official names for military DC-3s were C-47 Skytrain and C-53 Skytrooper, the RAF called their lend -lease versions Dakota)
M.West
The USAF more often than not referred to simply as the "Gooney Bird". Alledgedly, this was because it flew "backwards" in a head wind, but in fact, it didn't, it simply appeared to stand still, or not go forward -- sometimes.
Dave
I believe he term"Gooney Bird" was coined because so many C-47 landings included one or more bounces, similar to the gooney bird landings on Guam.
Fred Hack
The author Douglas J. Ingells tries to give an explanation to the Gooney Bird nickname in his book The Plane that changed the World (Aero Publishers 1966), page 166-168:
"There are tall tales of how she got that name [Gooney Bird]. Some say it originated in the South Pacific on the small atolls where the real-life Gooney Bird (a king-size seagull-like specie) makes its home. When the twin-engined Douglas' appeared overhead, they were the first metallic birds to be seen in the skies over some of these isolated islands. It was natural they shoul be given the nick-name.
Nil Rosengaard
Another mystery is the ID of a USN R5D aircraft serial number:87755-ex-USAF?-anybody know it's construction number?
Finally, does anybody out there have any info on war surplus C-54 which were sold by the RFC (Reconstruction Finance Corp) in 1946-1948 to countries abroad?
C J Turner
About BuNo 87755, check- http://home.att.net/~jbaugher/thirdseries9.html:this is R5D-3 "ditched due to fuel exhaustion 9/10/1950 and crew rescued by Navy ship. Plane sank by gunfire." No date, nor c/n.
Individual DC-4/C-54 histories can be read in Piston Engine Airliner Production List, by TAHS which is a reference book on 20+ vintage propliners and their individual histories.
Posting on the AB-IX Forum (Aug.2006) provided the following replies- "The C-54 crash on approach to McChord AFB, Tacoma,Wash. was 28/11/52 - it's suggested to have been a G model but identity unknown at present.
As for the USN R5D-3 Bu87755 again its identity appears uncertain - the date (in European terms) was 10/9/50 for the avoidance of doubt."-Peter A Danby
The history card shows it as an acquisition from the War Assets Administration in November 1946. It entered squadron service with VR4 in January.
The cause of the accident was faulty navigation, leading to the pilot decision to ditch the aircraft while he still had power from the engines. It was en route Haneda, Japan to Barber's Point and had reached the vicinity of Midway Island, hence the quick rescue." - George Kernahan
I always wondered how it got there and what ever happened to it. We used to fly in it often as kids, knowing it was going to slide down the hill farther if we weren't careful, lol.
Anybody else old enough to remember it and know the rest of the story?
Kurt.
Alexandre of Aerotransport Data Bank (ATDB):
"Item on Aviation-Safety.net (but Identity still needed) "
John M.Davis:
" This is still a problem aircraft. When we wrote the Air-Britain C-46 book in 1978 we had it in the "Major Accidents - Registration Unknown" section, and as far as I am aware, no new info has come to light.
The info we had there was: "22 Feb 49. Golden North. C-46A. Crash landed on icy runway Annette Is., AK." Someone with access to old Alaska newspapers could probably find much more information."
Bill Larkins: "I only have one registration for a Golden North C-46. It is N92854, C-46D 44-77824)."
John: "N92854 - C-46A 43-47179 c/n 250 - owned by Golden North from 1947 to 1957 (including a spell in Venezuela). In operation until at least 1962.
N1016N - C-46D 44-77824 c/n 33220 - No further information. Could this be the aircraft that crashed on Annette Island?
Another tidbit of information is that the first registered owner of NX1016N was a Douglas Miner of Seattle, WA. Golden North was based out of Seattle and Fairbanks, and I wonder if there is any connection?
Main owner of Golden North was Charles E. Evans"
Bill: "That sounds like the answer. I didn't have any record of N1016N with Golden North, but I photographed N92854 in full Johnson Flying Service colours in November 1953.
MAP
Details I have: the cockpit contained original FAA radio station licence which states FAA no. N13677FLT issued 10-09-79.
It was previously owned or operated by ATC Inc of Reno,NV (says so on the radio licence).
Googling for N13677: no luck.
Was "N13677FLT" issued for a single flight, maybe a ferry flight? Another clue is that this cockpit was seperated from a larger batch (incl rest of aircraft?) when Pall Mall bought spares on Malta (probably during early-1990s).
Ed
but has since expired (no date to the expiration)
Two R4Q-1's (Fairchild C-119C Flying Boxcar -webmaster), 128733 and 128730 departed Iwakuni for Kadena AFB on Okinawa. I was the radio operator on 8733. Our mission was to participate in air drops of equipment to Marine infantry units on maneuvers for a couple of days. Besides the crew, 8733 was carrying eight Air Delivery Personnel, who would make the air drops for both planes.
As luck would have it, Tokyo ARTC was not responding to my attempts to establish HF radio contact. As 8733 was over Kanoya, the left engine ran away and within a few seconds, so did the right one. The navigator immediately put a slip of paper in my hand with our position. The co-pilot came back and told me to tell Tokyo that we had lost all prop control.
I immediately declared an emergency and Tokyo immediately responded that time.
The pilots were able to make an emergeny perfect landing at Kanoya, although the tower operator tried to make us take a "wave off" and come in on the Duty Runway.
Talk about location. Five minutes before, or after, we would have had to jump.
Any idea what happened to 128733 and 128730?
Roger Wyckoff
See also Roger shares memories and photos
Here is some "prop talk", offered by Les Bradford:
It might have been a C model with the Hamilton Standard props and some of those at least, had an automatic prop synchronization capability. In the G, with the Aero Props we had to put one prop as closely as the eye could see on the RPM guage to a desired climb or cruise RPM. As I recall, 2100 was a popular cruise number. Then the copilot would bring the other prop to match by ear. When it was one steady hummmmm between the two props the crew and passengers were treated to the best sound available from the old girl. But when they were out of synch it was murder. Oorow orow, orow, wow wow, etc.
But in the C model all one had to do was push a little button on the center console and like magic: the steady hum of perfectly synched props would begin...
Maybe the auto synch feature caused the problem and they, a well trained and quick thinking crew, pulled that circuit breaker and landed ASAP with full manual control of the props, like a G model.
"
I have a hangar full of CL44 parts. Includes one complete main landing gear assembly and related parts, Rolls Royce Tyne Motor parts. All yellow tagged and serviceable.
Part from Ranger Aviation Spare Parts Inventory.
If interested my e-mail is:
reed -at- boardman -dot- bz
Reed K. Boardman
Would you know where I can get info on the first Flying School anywhere in Alaska.
I would like to know when and where the school was started!
Michael S. Rogers
I would like one day to become mechanic of airplanes or onboard assistant. It is my dream.
I like airplanes a lot because I live close to an airport and in my favorite hobby I like to collect postcards, pictures, models and other things of airplanes. Of all the aerial companies and of military airplanes of whole the types and colors.
My collection has 2632 postal, 42 models of airplanes, 386 pictures, 36 caps, 362 pens among other, it was given me by my father, 2 years ago.
I liked to know if you can send me some thing for my collection, because it is very difficult of finding here at the airport and I cannot pay for anything, because I am not at work.
And to send this email I have to ask a friend to use her computer.
My school: Escola Básica Integrada de Santa Maria
Cláudia Sofia Nunes Sousa
Ribeira das Covas
Santa Maria – Azores – Portugal
9580-019 Vila do Porto
Jill Swenson
Appleton, MN
Don't know if there are any specific Eielson collectors or museums, but he is well remembered in Alaska. E.g Alaska Air Museum in Anchorage and in Fairbanks the Alaskaland Pioneer Museum and the latter has indeed a propellor collection...
Harry Hermanson and I, Nancy Hermanson, were married on Feb. 17, 1968 and flew to Texas on Feb. 19, 1968 to start employment with Aero Service Corp. on the Texas project. Harry was hired as co-pilot under Walter Byrd who was then captain of N161V. When Walter was transferred out of the country, George Vine took over as captain of the aircraft. While in Texas Harry initiated the night flying as he was the only one on the crew who completely understood the Doppler system. The reason for the night flights was to avoid the daytime thermals causing the birds to vacillate. What with the wind and the thermals during the daytime, they weren't getting a lot of airtime.
From Texas we went to Italy for a couple of months and on to Thailand for 13 months.
We arrived in Bangkok on July 11, 1968. From there we were sent to Bethel Alaska, for a stay of 6 months.
We were employed at Aero Service from February 1968 through 1972 and Harry traveled 62 countries, while I followed him to most of them. I will always hold fond memories of N161V.
I would like to acquire a picture of N161V.
I have been through all the histories of DC-3's and found N5000E owned by Aero Service but nothing on N161V. Could somebody please help me out?
N161V (c/n 4644) has the following history as described in Air-Britain's DC-3 book (1984):
-USAAF 41-38616 23Aug42
-Africa, E Desert 15Dec42
-Oran 15Sep43
-US 08Jul45
-RFC 31Dec45
-NC51831 TWA "322" 19Feb46
-Union Steel and Wrecking Co bought 18Dec53
-N16R Reynolds Tobacco Co
-N161V Sears Roebuck and Co Inc, Philadelphia, PA, (Jun63)
-Aero Service Corp, Washington, DC, Sep67
-CF-SAW Spartan Air Services Ltd, Ottawa, Ont R17Mar72
-Geoterrex Ltd, Ottawa, Ont, 1974
-Uniran L.
->C-FSAW Reregistered 1976
-Crashed 23Oct77 20km NE of Monida, Iran.
This email arrived Aug.2006-
Someone on your web-site was enquiring after N161V. This a/c was r/reg’d as C-FSAW.
I was on the geophysical survey in Iran where C-FSAW crashed back in 1977.
We were based in Sharud, N. Iran at the time. There were 3 pilots on the crew and they rotated flying with 2 days on, 1 day off. We techs did 1 day on and 1 day off.
These were long flights, usually each over 10-11 hours each. For these flights, we always took full fuel and even had an additional 260 imperial gallon fuel tank inside the cabin.
Along with all the survey gear which was a lot heavier back then, it was a really heavy bird!
It was early on in the day, maybe about 9am, when it went in, trying to clear a ridge...
I do recall the difficult terrain in the survey area. The area had been divided into fixed-wing flying for the DC3 and heli areas for the Super Puma we were also using. The problem is that when 2 flat areas were separated by some hills, sometimes the DC3 flew the hilly bit in between. It was attempting to fly 1 of these areas that it crashed...
I recall that the survey installation had made the a/c rather tail-heavy and I’ve since learned that the a/c performance gets quite poor then.
We had been having some magnetometer problems and the chief tech had come over from Ottawa, where Geoterrex was based then. I flew 2 flights back-to-back, thereby reversing the flying schedule. It was on the day after that it crashed.
I remember the weather being very windy in the morning, with my Jeep Wagoneer almost being blown off the road!
The tech who didn’t fly was supposed to meet the a/c at around sunset and do the post-flight equipment checks. We waited til sunset and then another hour, when we new that the film would be no good.
Then we waited some more until we knew that the fuel would be gone.
They’d have to be down somewhere by then...
We returned to our house where a local notary informed us about the accident. All very sad…
Mike Barrett
Photos of C-FSAW
Photos of (possibly) N161V have been added to the webpage about Aero Service Corp. !!!
If any of your members or sightseers know of anything more or have photos I would be ecstatic and more than happy to respond to any correspondences.
S Haynes
William A. Hall (Dec.2004)
Not specifically the 1049G, but the book "The Lockheed Constellation" by M.J. Hardy refers to the 1049C having a "variety of luxury interiors designed by the Henry Dreyfuss organisation." The reference is on p.62 if you have the book. (Ron Cuskelly, Dec.2004)
Thank you,
Nancy"
Died of blood poisining in Fairbanks, 1935."
Fred Doyle wrote 04Sep06:
An article in AVIATION HISTORY, November 2006, described the early days of Air Mail service after WW!. It mentioned the airfield in Maywood,IL (west of Chicago).
In 1924, I was a kid 4 years old, and we lived not far from that airfield. I had a "Dutch" uncle named Frank Dorbant. (He and my Dad had courted the same girl. Frank won, but he and my Dad remained friends, and we called him Uncle Frank). Anyway, he had been a WW1 aviator and subsequently flew for the Air Mail. One time he landed at Maywood and took me out to see his plane, let me sit in the cockpit and wiggle the controls. What a thrill!
After some years we lost touch with him, but I learned much later that he had gone to Alaska and flown for the "Glacier Priest"- I think his name was Fr. Hubbard - and Frank had died up there...
I found Frank Dorbant mentioned on your website. Do you have, or can you refer me to, any other source for more information about him? I am sure that if I could put it all together it would make a most interesting story.
Dorbant has a brief mention on my Alaska 2003 page.
Anthony Martini wrote in Dec.2007:
Frank Dorbandt apparently worked in Utah as the head of a newspaper aviation department in 1921-1922. He flew locally as a barnstormer/flying circus act at County fairs and exhibitions. He was teamed up with an aviator named Rex Smith, not the same as Rexford Smith who became somewhat well known in aviation circles. Dorbandt left Utah and was a participant in the 1926 Commercial Airplane Reliability Tour, before signing on in Alaska with several different companies before his death of pnuemonia/blood poisoning in 1935 or 1936.
Anthony Martini, author of "Flying Machines Over Zion
www.alaskabushpilot.org
FRANK DORBANDT - Born 1893 in Detroit, MI, came to
Alaska in late 1920's. Flew for Eielson's company, Alaskan
Airways in 1929. Was flying another aircraft on same
expedition when Eielson lost his life.
Formed Dorbandt-Cope
with Lon Cope in 1930. Also flew for Pacific International
Airways based in Anchorage, and did a lot of flying in the
Valley of the Ten Thousand Smokes area.
Was an excellent
pilot with a reputations as a dare devil, often in trouble with
the CAA. Flew two rescue missions to Siberia. Died in 1935 of
pneumonia in Fairbanks, buried in Anchorage.
It was N6231C, a Lockheed 1049, which back in the days, was used by Eastern Airlines. In 1974 this happened, involving N6231C...The Georgia Bureau of Investigation has a big, and I do mean big picture of the plane, transcripts indicate the correct Civil number, the Lessor was out of Miami, but the plane has simply.vanished.
I know the Connie was on the ground in 1974 in Winder, Georgia and the number was N6123C, at least that what the Georgia Bureau of Investigation, the US Customs, and the Leasor said...
Gary M. Lewis (Jan.2005)
Stef Bailis came up with the correct N-number and wrote:
It was L-749A N6021C.
It was owned by Unlimited Leasing (Linwood 'Mac' MacKendree, president).
Source: Peter J. Marson, The Lockheed Constellation (Air-Britain, 2007).
From the rumor mill in Miami: The flight was actually an undercover DEA operation --or that the crew turned state's evidence against the smugglers.
At this point (2010), all three of the crewmembers who typically flew it in those days are long deceased: Mac MacKendree, Al Alarca, Norm Bonner; not that they necessarily were flying it on that particular flight.
I am trying to find out more on the disposition of some of the Fairchild C-82's during the late 40's-early 50's.
I recently came upon a NACA report on crash testing under NACA Lewis - Cleveland which was conducted at The Ravenna Arsenal in Northern Ohio during 1950(?). The Air Force appearently sent in 50 C-82's to conduct these crash tests, having to build a runway on the spot.
With the closing of the Arsenal, would there be any information out there as to the eventual disposition of The Packets.
The Reserve is in excess of 21,000 acres and one wonders what may have been shoved in a corner many moons ago?
Leon provided himself some sort of answer, hopefully further details will be uncovered in due time:
"I found out some additional info. Use Google - type in sp-4306, you will get a NASA report. Under contents,
go to chapter 6 which gives info that 50 twin engine types, not all C-82's necessarily, were flown in for testing. Also, in Google - type in NACA RM E51L06,
and you will get a complete listing of reports. After selecting RM E51L06 which takes a while to load (61 pages), scrolling down probably 1/3 or half way, there
are some black & white photos of the test aircraft with one showing several C-82's in the background.
I imagine that these were broken up and scrapped, but I don't know for sure. You may be aware of The Walter Soplata aircraft collection in nearby Geauga County whom has many military aircraft remains. He has a fuselage of a C-82 and I seem to recall (probably 30 years ago) that he got it from Ravenna Arsenal...?"
UPDATE: Walter Soplata passed away in 2010, see more HERE...
Fons Schaefers wrote me on 14Feb21- "In doing research for a book on the history of cabin safety, I came across some more information, which you might wish to add.
In about 1952, 4 C-46s and 13 C-82s were crash-fire tested by sending them under full power along a monorail into a crash barrier that would rupture fuel tanks and thus start a fire...
More aircraft were available. Period pictures show at least 19 C-82s, including some already as post-test wrecks.
No s/ns visible or known.
See for aerial pictures: Abandoned & Little-Known Airfields: Ohio: Akron area (airfields-freeman.com) and www.rvaap.org/docs/pub/F_P2_RI_FS_SSSW_NACA_40_38/Final_NACA_RI-FS_071618.pdf (->pp. 74 & 75).
Google ‘NACA TR 1133’ for a report on the crash-fire tests, which is the source for the numbers cited above."
So far I have learned flights were run between Long Beach, Burbank, and Hawthorne, NV during the 1960's. The company names I have found so far are: Mineral County Airlines, Hawthorne Nevada Airlines, Air Nevada, Blatz, and I'm sure I will find more. I met a CAP pilot that helped on the cleanup of N15570 in 1969 and his story has kept me looking for info all weekend. I have read through the NTSB report and everything is exactly as it was told to me. Except for the really gruesome stuff. I'm assuming that Blatz started this flight and took it back after the crash in 1969.
As for the present owner of N67588, Tammy Maxwell, who lives in Silver Creek NV. I haven't found much info. Being that the owner lives here in Nevada it would be interesting to find out if that plane will be coming back any time soon. I would love to see some more pictures of that plane. From what I gather it is the same livery as the "Gamblers Special". If I find any more info or if you can tell me anything please let me know.
Aviation Safety Net (ASN) report
From Douglas DC-3 and its Predecessors (Air-Britain, 1984):
C/n 6320: Douglas DC-3-454 delivered as NC30052 to American Airlines; USAAF 43-1991 C-49J on 08Jan43; Service within US; Reconstruction Finance Company (RFC) 02Feb45; reregistered & leased as NC15570 DPC Eastern Airlines "383" in 1945, bought 31Aug49; Glenn L Martin Co 06Jun52; California Central; Southwest; Pacific Airlines A/L "12" 06Mar58 - Air Oasis Co., CA; Hawthorne Nevada leased May64; Mineral County A/L; Hawthorne Nevada (1966); Crashed 18Feb69 Sierra Nevada Mts, CA.
Frits Klinkhamer wrote me in Jan.2006: N15570 is also listed with West Coast Airlines Inc of Seattle,WA on page 224 of the 1984 Air-Britain DC-3 book; however this airline is not quoted in the text above (page 327 of the same book). No evidence was found as yet that N15570 was used for another DC-3 airframe.
Tammy Maxwell: she is David Gilette's girlfriend, one time owner of various DC-3s (Majestic Airlines).
John Kupka is the owner of NASCO LEASING, NATIONAL AERO SALES COPANY, is a long time airplane broker, airplane parts broker, owner of LODI AIRPORT in California, was in Alaska from 1967 to 1977 for aviation projects on the Alaskan pipeline. He is in his 70's. Any help you can give would be appreciated.
Thanks
SUSAN svcollect at aol dot com
I've come across a picture of a C-82A taken at Long Beach Airport in 1966 of a C-82A with the same engine nacelle red trim as seen in the 1965 film. The filming was done with C-82's from Long Beach Airport.
The C-82 is a C-82A-5-FA s/n: 44-22981 with a civil reg. of VR-ABD, was N136E in 1965.
I might be jumping the gun but it’s a good chance this was the one used in the brief flying sequences at the top of the film. It was sold to Aden Airways in 1966 as VR-ABD so may have flown for the film as N136E the year before?
Simon Beck.
Dave
Gordon Reid wrote: I visited Long Beach, California in September '67 which was two years after they made 'Flight of the Phoenix'.
Among the 5 civil C-82 aircraft noted on that visit was the aircraft you mention N136E and it showed signs of being ex VR-ABD and 793 of I think the Honduran Air Force. N136E was parked with C-82 N6985C of Stewart Davis, C-82 N4833V of Arabco Oil, C-82 N53228 of Arabco Oil ex 423086 and C-119 CP-693 of Mexicana. On another part of the airfield was C-82 N6887C of Stewart Davis which was fitted with a jet pack.
Jin Park
The data is not provided on the following data sheet (Acrobat Reader document).
One would probably need the original USAF Technical Order.
Thanks Bob !
Thank you!
Gregg
The data is not provided on the following data sheet (Acrobat Reader document).
One would probably need the original USAF Technical Order.
[Thanks Bob !]
I am wondering if you have come across a company called Red Star as the new name for Air Bas and Viktor's latest venture? I hear Jetline has become Jetex as well. Anything on Red Star would be most welcome. I can find no trace of them worth chasing.
Douglas
Victor Bout
Can you direct me to an explanation of how these engines were ignited, seemingly by shotgun shells?
I am fascinated!
C.K.
There were 2 types in the US, made by Coffmann (This was the Breeze Company- any relation to Breeze aircraft of the 1920s and 30s?) and the Eclpise- both were sililar in operation.
The cartridges resemble a shotgun shell, and the starter consists of a breech assembly, and the starter proper. The breech has a line going to the starter, and there is an exhaust line from the starter venting out of the aircraft. The starter is cylindrical and bolted to the accessory case on the normal starter pad. The starter also has a normal starter clutch on the end.
Internally, in the starter, there is a piston attached to the shaft by helical splines, the shaft goes to the starter clutch.
The cartridge is fired electrically, and the burning gas produces a high pressure through the line to the starter piston, which is pushed down, engaging the clutch. The helical splines give it a rotational motion. At the end of the piston's stroke, a valve opens to vent the gas from the starter, and allowing the piston to return to it's normal postion. The clutch disengages normally from the engine.
Aside from attaching it to the engine, and installing the breech, it requires no modifications of the engine, and is very light in weight.
Link provided by Greg Bodnaruk
My sister's father, Gerald Brittain, was the pilot of the C-54. My sister is named Linda Joan Brittain. My Mom was pregnant with my sister at the time, and later remarried - I was born seven years after my sisters father had died.
I wondered if you could tell me where I can find a copy of the accident report for the C-54, or any other information pertaining to the search. I know there is a lot on microfiche at the New York Times; I dug those articles up years ago. Any help would be greatly appreciated.
Doug Wood
The website is at www.maxwell.af.mil/au/afhra/
For inquiries: AFHRANews@maxwell.af.mil
Phone: (334) 953-2395
Mail: 600 Chennault Circle, Bldg 1405
Maxwell AFB, AL 36112-6424
AFHRA is located with the Air University at Maxwell AFB, 1 mile WNW of Montgomery, Alabama. The Gunter Annex is 4 miles NE of Montgomery.
They will answer limited questions by e-mail or mail, such as the history of one specific aircraft, but they don't like getting long lists of serials or other questions. It's best to go there in person, but I don't know what access is like post-9/11, so contact them at the above address.
Also have a look at the info about security, access, policies, FAQs, etc at http://afhra.maxwell.af.mil/security1.php
Do you have any information about the restoration of the Fokker F-2 ?
I want to build a 1/4 scale model and need all kind of information about this Airplane.(3-view drawings, pictures e.t.c.)
Thanks.
In 1957 the US Navy issued Naval Type Specification 146 (NTS146) for a successor to the P2V Neptune and P5M Marlin. NTS146 stipulated the proposals had to be based on a commercial design, to save time. Lockheed won, in 1959 with Model 185, which was based on the L.188 Electra. Model 185 became the P-3 Orion.
But what was the competition, there doesn't seem to be any designs by Convair (based on the versatile C-131) nor by Martin (though a Martin Model 238 may have been pitched as a possibility) ... ??
Anyone with more details on the competion in USN146 ? Marco
If anyone ever finds Buccaneer on video please let me know. (David S. Truman)
G-AOVS and G-BRAC were both used as "Redair" for the "Buccaneer" TV series in 1979 (Alexandre)
Ruskin Air Services DC-3
I am looking for more books and stories of the Biafran War Ferry Pilots....
I've got "Shadows" which is good, but lacks stories from the actual pilots who did the flying! I'm wondering if Rex Lezard ever took part in the flying there, I think he was known as "Sexy Lexy" and flew the Nigerian Airways DC-3 that picked up my Dad and other passengers of an Fokker F.27 that had made an emergency landing on a bush strip in Nigeria. The strip was so short and surrounded by trees that they could not get the F.27 out again with passengers in, so they brought in Lezard with a Nigerian Airways DC 3, the next day. The F.27 drivers had simply lost their way and ran out of gas, so had to land real soon - not ONE announcement to the passengers though, said my Dad...
Those were also the days of Bob Schreiner who was then in Nigeria. My parents knew him well, I believe..
Erik .
Another interesting release, is the 1972 report "The Nordchurchaid airlift to Biafra 1968-1970 : an operational report". It's 232 pages and in English, made by Folkekirkens Nødhjælp. This report is available here in Denmark via the library, however I doubt it can be obtained abroad.
(Nicolai)
"Rolf Steiner - The Last Adventurer" (Weidenfeld & Nicholson 1978 ISBN 0297 > 773 631). Not an aviation book but the aurobiography of the "crazy" German > mercenary who spent time in Biafra. There are some aviation aspects (about > waiting at the airstrip for arms etc) and amazingly I found his dates etc to be exact.
"The Last Adventurer" by Jan Zumbach (Andre Deutsche 1975, ISBN 0 233 > 966234). Originally published in France under the title "Mister Brown" this is the story of Biafra's most experienced mercenary pilot who flew the ex-French B-26. Most, if not all, of the events are true but don't for one moment believe that Zumback flew all of the missions he describes. He also changes the names of most of his comrades but many can be correctly identified; for example, Zumbach's "Durang" is now known to be Roland Racoulle.
"The Cross-Eyed Spitting Cobra" by Noel Vonhoff (Crawford House, Australia 2001; ISBN 1 86 333 211-1). A softback autobiography by an Australian pilot who flew MiG-17s for the Nigerian Air Force. OK, but most of the Biafra detail has been obtained from other published sources. One or two good pictures and his pre- and post-Biafra advnetures are interesting.
"Le Labourer du Nuages" by Suzanne Morencay (Nouvelles Editions Debresse, Paris). Biography of French Red Cross pilot by his widow. Morencay was an intriguing character and this is a good story. The French operation was shrouded in mystery and contradiction. My copy is softback unfortunately; I'm not sure if there was a hardback edition.
"Breaking The Blockade" by Rev Tony Byrne (Columba Press, 1997; ISBN 185 607 2010). A softback by my good friend, Fr Bryne - the original priest who started the Caritas relief airlift from Sao Tome with Hank Warton. Tony's book is astray on some dates but a fascinating story. Unfortunately Tony changes a number of real names just to protect himself. Otherwise a good story.
Vern Polley's autobiography, "Roll Back The Skies". Published in Australia he tells of his role in Biafra as well as other adventures including his involvement of arms-running into the Yemen aboard Pakistan International L-1049Hs.
The other is Axel Duch's book which was published in Denmark a couple of years back. It is in Danish and was translated from Axel's original English text which he lent to me before it was published.
Another book that is intriguing is the novel "Last Plane From Uli". This is a novel which was published around 1970 and is amazingly close to reality despite being an novel. (Mike)
Rex Lezard was my father - I would like to get in touch with the author of the question.
Simon
(Erik replied but then Simon didn't ..)
There is no reference in Airlines of the United States since 1914 (R.E.G.Davies), nor is there in Jane's; New Frontier Airlift Corp.,AZ., purchased many C-82's including the three used in the (original) movie "Flight of the Phoenix"".
(Simon)
How can I get an exact date so I can search the Microfilm of the Newspaper for details.
Joel F. Jackson
From:Aviation Safety Net
Date: 04 JUN 1951
Type: Fairchild C-119 Flying Boxcar
Operator: United States Air Force - USAF
Registration: 49-192 (c/n 10429)
Total: 4 fatalities / 7 on board (3 crew members parachuted to safety)
Airplane damage: Written off
Location: 24 km SW of Jackson, TN (United States of America)
Nature: Military
Crashed during a rainstorm.
(Brian and Iain).
More details on Fairchild C-119 "Boxcar", Background Information
Bonnie Aguilar wrote me in June 2009:
My father was a farmer and farm families eat a late 'supper'. We were sitting at the dining table when my mother asked us to be quiet. She asked if we heard that airplane? No, we didn't. She told us she heard a plane.. then the sound of the engine died!
The next morning we heard about the plane that crashed on Mr. Wilson's farm which was about 5 miles away.
That afternoon some of my friends and I walked over to look and we picked up papers along the way. Several people were looking around but NOT ONE military person was on location! No yellow tape.
I stood on an engine that had made a large crater. There was a lot of wreckage but no large pieces were left of the plane. The papers we found were probably flight papers. We laid them on the ground by the engine because there was no official to leave them with. It was a sad scene and a sad day when we were told that four had lost their lives.
John Bartlett
As of June 2005 the following issues were still available from the Subscriptions Dept.:
Nos.:34,36,39,41 and 43 at UKL 2.50 each (UK), or UKL 3.00 each (Europe and rest of the world).
Nos.:44 to 55 inclusive at UKL 3.00 each (UK), or UKL 3.50 each (Europe and rest of the world).
Nos.:56 to 80 inclusive at UKL 3.50 each (UK), or UKL 4.00 each (Europe and rest of the World).
Nos.:81 to 95 inclusive at UKL 4.00 each (UK), or UKL 4.50 each (Europe and rest of the World).
Nos.:96 onwards at UKL 4.25 each (UK), or UKL 4.75 each (Europe and rest of the World).
Write to: Propliner Aviation Magazine, Penn Farm, Luppitt, Honiton, Devon EX14 4RX, UK.
Also check this link: www.tahs.com/propback.html
Jeff
Alexandre (www.aerotransport.org)
I am trying to understand the issue of transatlantic flight in the early days of commercial aviation. My understanding from the books I have access to is that the DC-4, when flown from New York to London, had to stop in Newfoundland and Scotland for fuel.
Was any variant of the Connie able to fly non stop from New York to London? How about New York to Paris?
Was there an issue with range regarding with going east to west as opposed to west to east across the Atlantic?
Did the airlines have to reduce the payloads for these long flights?
Was a variant of the Connie the first airliner to be able to fly non stop across the Atlantic?
How long did these non stop flights take?
Any answers you might be able to give or reference material you can point me to would be appreciated.
William Tell
Some helpfull notes from a book called Golden Age of British Civil Aviation, 1945 - 1965 by Charles Woodley:
On 28Jun54 a Sabena DC-6B made the 1st non-stop x-atlantic flight, Manchester to New York and it lasted 12hrs56.
In 1956 PanAm introduced the Douglas DC-7C, an airliner capable crossing the Atlantic in both directions New Yrok - London non-stop in 12 hrs.
On 11Nov56 a BOAC DC-7C set a record LON-NYC in 10hrs40.
TWA introduced on 01Jun57 the Lockheed L.1649A Jetstream Starliner on LON-NYC seating 70pax in all-tourist config.
TWA made a non-stop flight via the Polar route ("Great Circle") San Francisco to London in Mar58 with 18pax and 10 crew in 19hrs05!
The Polar route was 1st used by PanAm, by DC-7C SFO-LON non-stop and managed to do this on 10Sep57 in less than 18hrs; it returned via Frobisher Bay,Baffin Island for fuel and Seattle for commercial stop.
TWA Starliners were introduced on 05Jun59 on this route with a non-stop flighttime of 13hrs10 and return 15hrs50.
BOAC by then was using Comet 4 jets on x-atlantic routes and PanAm started using Boeing 707s in 1958 (TWA did too, effective 24Nov59 on the NYC route).
Riddle Airlines flew DC-7Cs in Aug62 London-Gatwick via Gander,New Foundland (10hrs) and onwards to NYC (05hrs); the return trip took 12hrs.
Shannon,Ireland was much used as a fuel stop for x-atlantic flights too. Bangor,Maine too.
Does anyone know the history of Fairchild C-82A Packet VR-ABD for the 2 years it was owned by Aden Airways? What was it used for? Charter? Oil company business? Where did it fly to? Why did Aden Airways sell it so soon? By the way, VR-ABD was not used in the Flight of the Phoenix movie.
Does anyone have any information on the history of Aden Airways. Things such as it’s formation date, capital, employees, arrangement with BOAC etc.?
Peter Pickering
Webmaster/SEO
http://adenairways.com
pp at adenairways dot com
(july 2005)
John Davies was not convinced:
1) The VR-ABx series of registrations was used by aircraft of A. Besse & Co (Aden) Ltd. So not at all certain this C-82 was with Aden Airways
2) It seems that Besse was a local aviation contractor / operator who knew his way around here. Thus it could be that they were contracted to operate the C-82 on behalf of (e.g.) an oil company
3) Possibly the Aden/UK authorities said Besse did not have the expertise to operate such a large aircraft, and thus nominal operator should be Aden Airways.
VR-ABD brought to mind a visit to Long Beach on 19Sep67 where a number of civil C-82's and C-119's were logged including C-82 N136E. Closer examination of N136E revealed that the C-82 carried a military serial 793 which I think was Honduran and the registration VR-ABD. (Gordon Reid)
N136E was allocated in 1963 (and was current in my July 64 USCAR) and was seen by Gordon as such in 67, can we assume that it was current as N136E before and after being allocated VR-ABD from Jan 65 to March 66? Presumably it went from 44-22981 to Honduran(?) 793 before becoming N136E. Did this C-82A ever made it to Aden? (Ian Terry)
Do you have any information about this ?
Steve (Aug.2005)
I'd suggest C-GPEG (43576) which is about the only Candian Six I can think of with a 'spotty' history. Stored at Yellowknife in 1981, which fits the story. Acquired by NAC as N99330. (Brian).
Williw Laserich would be my guess as well. I met him and his son in 2002 while visiting Yellowknife, and they were extremely friendly and showed me some great Northern hospitality! N99330 and it's nice nose art is depicted in the book "SuperProps" page 168-169. There is a largo photo of this beautiful piece of art hanging in Adlair's executive room. (Nicolai).
I traced the aircraft to Brooks but have been unable to trace this old ladies history backwards. Can you suggest some avenue for this effort.
Must admit I didn't log the full NC-tailnumber, only the last three, so that is the reason for my concern about having the correct 910.
Hal (Aug.2005)
[North American Airlines was the largest low fare airline in the 1950s, doing business under several names to avoid the charter airlines restrictions. Fares were typically $99 US, quite inexpensive compared to the scheduled airlines. The CAB and the scheduled airlines put them out of business, but their low fares lead to the Coach Class revolution.]
"C/n 35984 NC/N90910 is the correct aircraft. N90910 was leased by the USAF to Viking Air Lines of Burbank, CA, at a date not known to me; and Viking were the last leasee of this aircraft prior to its return to the USAF. Reportedly dismantled at Tucson in Apr62 (presumably spares recovery), it was still on the Air Force inventory as of 26Nov65."
Hal's response: "90910 rings true. Also I checked with Cliff Stout who was our chief pilot at Viking during that time and he confirms that he ferried 910 from some AFB (Wright Patterson?) to Burbank. My log book shows my first flight on 910 was LGA BUR on 10/30/49 (crew of four) which would indicate we came on to Burbank out of MKC. My next flight on the aircraft was a test flight the next day at Burbank. I should have triggered with your earlier info about a FTL (Flying Tigers) having operated 910 because I now believe after we turned it back to the AF it when to Bob Prescott at the Tigers. The Tigers did all of our maintenance on our fleet of DC-4's (396,787,305,070,912,868,548,566,477, & 819). We operated 10 DC-4's until Douglas delivered our DC-6B's. I picked up these tail numbers by flipping through my logbook. We were based at LAT in Burbank from 1948 to 1958 when the Supreme Court of the United States ruled in favor of the "big boy" airlines and ordered us to cease and desist from operating our $99.00 Aircoach flights from Burbank to New York and from any other points in the United States. In fact they put North American Airlines out of business. The "four horsemen" (Jack Lewin, Red Hart, Jim Fischgrund and Stan Weiss were precluded from engaging in any airline activity hence forward. Jack Lewin is the only survivor of the four horseman, is 93 years old and lives in Beverly Hills. In addition to North American most of the other nonsked's of that era operated fleets of DC-4's ONA, CEA, Tigers, World, California Eastern, Mercer and several others."
"My father, Capt. Jimmie Creel flew Connies as 1st Pilot for KLM from 1946 through 1954. He brought a flaming Connie into Bangkok in 1953 with no fatalities. Would like to make contact with any of his old friends at KLM"
http://aviation-safety.net/database/record.php?id=19520323-0
"My father was killed in a plane crash in the USA in 1963. I would love to hear from anyone that knew him or about him when he was with KLM. He flew for the ATC in WW2. After the war he was hired by KLM to be an instructor and then began to fly as a Captain for them. He in fact to the first KLM flight into Vienna after WW 2.
The Connie he flew was 'the Venlo'.
Later on, he was stationed in Batavia . Then he was back in Amsterdam flying the route from Holland to Australia. He returned to the States in 1953 and flew for Phillips Oil Company."
"Is there anyway I can purchase a set of KLM Captain Wings?"
They have a website with a guestbook open to requests such as these.
Maybe you strike lucky!
See: www.vg-klm.nl/
I did the same trip in february 2004.
In Lanseria, I saw a DC3with the name "Rod`s Rocket" on the nose. I have been unable to identify this. any ideas??
Geoff
(Aug.05)
The name Rod's Rocket was applied while the aircraft was being rebuilt following an incident in the Sudan (if I am not mistaken). The aircraft was one of now defunct Rossair's fleet.
At that time, I was told Rod was the name of a senior manager of Nedbank, a South African bank (and was also one of Rossair's creditors) that was paying for the Dak's repairs . The Dak also had a Nedbank sticker on the tail. Seems the application of the bosses name was a bit of a PR exercise...
Morné
I know the North Stars which were bought by the RCAF were fitted with Merlins, but I get conflicting answers when I ask about the TCA aircraft.
Tom
If the TCA aircraft where actually listed in the records as being "DC4's" they would have all (only) used R2000 engines. The
actual North Star aircraft used by both TCA and the RCAF were all license-built in Canada by Canadair, with modification from the
original Douglas DC4 design - most notably,- but not just limited to - the use of the R.R. Merlin engines.
The DC-4 and North Star are very similar, built from the same basic design, but with enough differences that they not the same plane at all.
Mart.
Trans-Canada Airlines did not operate any radial-engined, Douglas-built DC-4s. They did operate Merlin-engined, Canadair-built North Stars
(several sub-types).
Canadian Pacific Airlines had both DC-4s and North Stars, however. So perhaps that's what Tom was thinking of?
Jeff
And to further confuse: the Canadairs are sometimes referred to (incorrectly) as DC-4M. To reiterate, no Douglas-built DC-4 was ever fitted with Merlins and no North Star had Pratts.
Brian
"One North Star know as the C-5 version was built with Pratt R-2800 engines and saw service with the RCAF !
This is from Larry Milberry's book on North Stars"
Dennis Parks
Director of Collections, Senior Curator
THE MUSEUM OF FLIGHT
Seattle, WA
What I am hoping that you can help me with is information on the airline Ireland Airways that went into liquidation in february 1998?
What airplanes they had etc.....
Sabine (Norway)
El Air Exports, an obscure Irish airfreight company, obtained its first aircraft, a Piper Navajo, in May 1989 to commence adhoc cargo charters and overnight express parcels flights. This business was considerably expanded from September 1, 1992, with the apparent take-over of the UPS ShannonDublin-Cologne route from lona National Airways, for which a Lockheed Electra was wet-leased from ABC/Hunting Cargo. This contract reverted to lona from October 1, 1993, but in the meantime a Shorts 330 aircraft had been acquired to continue general charter operations, including work for the automotive industry. In the late summer of 1996, the company was awarded the public service obligation scheduled passenger route between Dublin and Donegal (Carrickfin) and began trading under the title, Ireland Airways. The Shorts 330 made the inaugural flight on August 16, 1996, over this route, which according to government figures was generating over 11,000 passengers annually by 1998. Earlier, in July 1995, the company had purchased a larger Fairchild FH-227E, in the expectation that it would be used on a second scheduled route between Dublin and Sligo, hitherto operated by Aer Lingus prior to its cutback on minor internal services. The planned start-up date slipped several times until late in 1997, when Ireland Airways announced that it had ordered two BAe ATPs for use on this service, due to commence in January 1998. However, the order fell through and Ireland Airways pulled out of this contract to serve Sligo, before ceasing operations altogether and entering liquidation in mid-February 1998.
Fleet List:
Piper PA-31 Navajo Chieftain: EI-BYE (31-7305118)
Fairchild-Hiller FH-227E: EI-CLF (506)
Lockheed L188AF Electra: EI-CET (1144) leased from ABC/Hunting Cargo circa 9.92-10.93
Short 330: EX-EXP (SH.3092)
Note: BAe ATP EI-COS (2060) painted in Ireland A/w colours
early 9.97, but never delivered or registered.
Maurice
I have tried ebay with no luck as I am not fast enough in bidding.
I live near Manchester and really would like to buy a uniform secondhand.
Nicola
I am interested in obtaining a list of the manufacturer’s serial numbers, construction numbers and any other x-referred identification numbers and present location for each of the C-119s.
If you have this information documented I would appreciate a copy of the record. If you do not, I request that you guide me in the direction whereby I may obtain the statistics.
John
(the book Fairchild C-82 Packet and C-119 Flying Boxcar by Alwyn T Lloyd (Aerofax, 2005) has a chapter on the Canadian C-119s but the appendix does not provide the requested c/n's)
Clive Turner wrote (03-3025):
"...RCAF C-119, I came across the following website: >>caspir.warplane.com/aircraft/serial-search/aircraft-no/200000299
Alas, the emailadress I saved bounced while sending John this:
"It struck me that a recently published book may be helpful too, it contains individual histories of C-119s.... Although I acquired a copy through a friend I
have left the research of vintage transport planes mostly behind me, but perhaps worthy to check it out- 'Fairchild -119 Flying Boxcar' by Simon D. Beck (McFarland, 2025 - printed in the USA)
Subtitled 'The Complete Service Histories'."
Many years ago I was aware that a VNAF UN-1H defected to China on 30 September 1981. Aboard were 10 people. 2nd Lt. Kieu Thanh Luc, Warrant Hoang Xuan Doan, Warrant Le Ngoc Son and seven civilians were aboard the aircraft which landed in Guangxi Province. It reportedly carried the serial '576'.
Sources included: FBIS 7, 15, 19 and 21 October 1981; Aircraft Museums and Collections of the World, Vol 1, 1991, pp 8 - c/n is noted as 11978 and previous idents include 69-15690 and 95690 (VNAF).
There is some correlation with your data and Bob's data (Aircraft Museums and Collections of the World). Does the UH-1 currently display VNAF roundels/markings?
Bob
J Woolf
I can confirm that use of the BEA key logo ceased long after 1950. The key symbol was used on the front cover of the 1954-55 Annual Report. The 1956-57 Report included a picture of the head office in South Ruislip, still named "Keyline House". The first Report to feature the white-lettering-on-a-red-square logo was the 1955-56 one, but none of the aircraft pictured in it wore that livery. None of the aircraft in the following year's publication did, either - though there was a picture of a new AEC Regal coach wearing the new logo, and also some posters. (Geoff)
"In memory of our son: Robert H. DICKINSON 1934-1955 who died in the service of his country. Bob was a flight engineer on a C 119 Flying Boxcar which crashed in the sea of Japan March 1955. His body was never recovered"
Any clues on further info on this? I've found some additional info in a Spencer newspaper from a letter describing the accident when memorial services were held 18 March 1955.
"Bob was flying as the serial engineer on a flight that departed from Ashiya (Japan) at 3:08 P.M. March 1. He was flying with our operational officer, a pilot who has a wealth of knowledge and experience in the C-119 type aircraft. The plane was 18 miles north of the Japanese coast when the propeller on the right engine failed. The aircraft began descending rapidly toward the water.
At approximately 3:20 pm the order was given to abandon the aircraft. The crewmembers parachuted from the failing aircraft into the Japan Sea. The Air-Sea Rescue was immediately dispatched to the scene of the accident and with the aid of many Japanese fishing boats in area an intense search has been conducted. Several survivors were picked up by Japanese fishing boats"
Raymond Russell
Raymond himself tracked a report: "I recently purchased a copy of the accident report through Michael Stowe on this matter through his wedsite www.accident-report.com, it cost me $30 and it has the info I wanted !
But I would also like to find someone who recalls something about it personally. Another crewmember was lost in this crash by the name of Robert Sullivan. One died after rescue by the name of John J. Higgins (1921-1955)
Thanks,
Raymond Russell
Anyone out there can help with additional information?
Simon
[Crash database Aircraft Crashes Record Office lists 4X-ADN as the crashed aircraft but has no details. -Webmaster]
Keith
The Aviation Safety Network database has this on the crash of c/n 10512 4X-ADB : http://aviation-safety.net/; note that it was CatA1 (written off).
C/n 10416, according the TAHS book (sometimes discredited), was 4X-ADN, subsequently 4X-AMD and survived until around 1955.
Iain
4X-ABD crashed on 24Nov1951 after hitting trees at Ruetti Winkel on approach to Zurich. Capt Theodore Gibson and 5 of the crew were killed, the
radio operator survived. See Air-Britain Archive 94/53.
There is confusion about the identity as it had been re-registered 4X-ADN but was still marked 4X-ABD, see Archive 94/81; it was not rebuilt.
Vic
Also see Peter Riool's Production Lists: 2x 4X-ADN !
Rene
The problem still remains that c/n 10512 4X-ADB was totally destroyed in the Zurich crash; yet that same c/n reappeared in the US, got an export
CofA, and went to Canada. Obviously we have not got to the bottom of this problem - and I suspect that it may well be some alteration of
identities in Israel.
John
Cliff was my father and Charles was my uncle, both flew for Overseas National Airways from 1970 to 1979 when ONA ceased operations...
Thank you.
"There is an active ONA crew website at www.onacrew.com that might be of interest."
I know there is someone out there that wants these engines. Who do you know that is still flying the DC6?
We are pleased to offer, subject unsold: following engines – NEW in boxes.
engine 1 _serial n°P32167
type Pratt Whitney
Model R-2800 CB16
engine 2 Type. Pratt Whitney
Serial n° P28563
Model R-2800 C16
engine 3 Type pratt Whitney
Serial n° P37203
Model R-2800 CB3
engine 4 Type Pratt Whitney
Serial n° P30949
Model R-2800 CB10
Manufactor Pratt Whitney
United Aircraft Corp East Hartford Conn, U S A
Best regards
Robert P Sullivan
contact with Mr Sullivan
The Rev. Lyndon
I did not find the text on the internet. Perhaps below poem is of any use.
Oh! I have slipped the surly bonds of Earth
And danced the skies on laughter-silvered wings,
Sunward I've climbed, and joined the tumbling mirth
Of sun-split clouds - and done a hundred things
You have not dreamed of - wheeled and soared and swung
High in the sunlit silence. Hov'ring there,
I've chased the shouting wind along, and flung
My eager craft through footless halls of air.
Up, up the long, delirious burning blue
I've topped the wind-swept heights with easy grace
Where never lark, or even eagle flew.
And, while silent, lifting mind I've trod
The high untrespassed sanctity of space,
Put out my hand, and touched the face of God.
Source: "The Last High Flight", Flying, January, 1993, p.36.
I know that it's definately a C-47 & not a DC-3. I am told that it served with AAF ATC during the war & I can see from the post-war radio & electronic refit that it saw post-war military service. I am told that it spent many years in Spain before being sold to a German buyer in about 1995. It was then broken up & the cockpit & parts of the fuselage used as a ticket booth in a cinema in Germany (at which time it was painted in a bright red & white airline type livery). The cinema closed about a year ago & it was disposed of.
Unfortunately I know nothing more than that! Do these sketchy details mean anything to you? If they do, I'd be most grateful for any information you can pass on.
Rich
From ASN: The C-54 departed Vancouver at 18:53 for a flight to Tokyo. Nothing more was heard from the flight following a position report over Cape Spencer intersection.
PROBABLE CAUSE: "As no traces of the aircraft or its occupants has been found to date the cause of the disappearance has not been determined."
Brian
The crash is mentioned in "A History of Airlines in Canada" by John Blatherwick:
"Four of the DC-4s were sold by 1957 while the fifth was lost on a flight to the Orient, 21 July 1951. Thirty-seven lives were lost in this
crash which occurred in Alaska between Silk and Yahutat."
The book lists it as being CF-CPC, c/n 10327, fleet number 411. It had entered service with CPA in December 1950.
Jeff
(Webmaster's note- Yahutat should probably read Yakutat)
I live in Goodyear,AZ where as you know many aircraft are stored. Down the street from me is the Phoenix-Goodyear Airport (which until 1968 was the Litchfield Naval Air Facility).
Parked near the end of airport runway but not anywhere near the storage areas sits a Douglas DC-4 or 6 or 7, I'm not sure. At any rate, rumor has it that this was once Lady Bird Johnson's presidential transport. It is painted white with red and blue trim. Supposedly that until broken into, the seatbelt buckles and all cabinet hardware were 24k gold. I've had a close look at it and it looks in pretty good but not flying condition. In fact, in the past five years, I have not seen it moved.
I inquired at the terminal office and they could not give me anymore information beyond that the current owner is a church group.
Jeff
It was first delivered to KLM as PH-DSR and served various owners though never flew as the Presidential Plane; I think the gold on board can be put in the bullshit department although when persistent that can cause damage to a stored airplane.
I think N777EA was last owned by a religious group and has been at Litchfield since the 1980s.
The description of the color sure fits N777EA the last time I saw it at Goodyear.
John
This is N777EA. Lady Bird Johnson used it to fly around the US as part of her Beautify America campaign (planting trees along roads, creating parks, etc.)
Nicolai.
After 50 years, and a hike to the wreckage two weeks ago, our son and daughter inquired about the original seating setup for the Martin 404. Their flight was #206 out of Albequerque to Santa Fe. The pilot (copilot) flew into the bowl of the Sandia Mountains and in the snow realized his error and attempted to remove the plane for immediate danger, turning sharply left and attempting to gain altitude. However, he hit a pinnacle and crashed.
My parents were propelled thru the plane and out the cockpit onto an area well forward of impact. Needless to say, all perished, but my folks were not involved with the explosion/fire as were some other passengers.
Do you have a record of the interior of this plane, I believe the name of it was Birmingham," TWA, 2/1955 departed 7 AM and flew for 13 minutes only.
Anne Pearson (nee Schoonmaker)
www.aircraftwrecks.com/pages/twa404.htm
Martin 404 N40416 was named Binghamton
The best book on the Martin 404 is MartinLiners by Gary L.Killion (Airways Int'l Inc, 1998) and it has some info on the interior on page 65, have a look on this Acrobat Reader file.
