Vintage Transports, photos by Friends & Guests (42)



On a regular basis people sent me photos, to share their enthusiasm for vintage airliners or to illustrate a question. These photos have been lingering in a scrapbook or a discarded box somewhere and/or probably wouldn't find their way to Online-use or publication.
To prevent them from getting lost, with permission of the sender, I would like to share them on this page.
Photos already online (personal websites,,, etc) are not meant to be included here.

Kashabowie Outpost posted this fine "bush flying" DHC-2 C-GKBW on their Facebook page. The caption read: "A new Lund Boat was on its way to Loganberry Lake today."
I think the date of this would be May 24th, as I read it May 25th a.m. (European Central Time).
Sapawe Air Beaver on a mission!

From my files I have this deHavilland DHC-2 C-GKBW (c/n 310), registered 16Apr10 to Sapawe Air Ltd., based Atikokan, ONT/Eva Lake Ontario.
A lot more information om its history can be learned from Neil Aird's wonderful website!

On the morning of 01Jan1914 Mayor A.C. Pheil of Petersburg,Florida settled into the open cockpit of the St.Petersburg-Tampa Airboat Line's 26-foot-long Benoist flying boat. Beside him sat Tony Jannus, the pilot, nattily dressed in white slacks, dark blazer and bow tie.
At 10 a.m. Jannus gunned his 75-horsepower engine, skimmed across the placid waters of the St.Petersburg Yacht Basin and took to the air over Tampa Bay; 23 minutes later the plane touched down offshore from Tampa, 18 miles away. The world's first regularly scheduled passenger airline had just completed its inaugural run!

The fledgling carrier was short-lived. It folded with the waning of the Florida tourist season in the spring of 1914 and was not revived. But in its brief span it carried more than 1200 passengers - at 5 dollars per flight - without mishap.
An airline come and gone... with many, many more of such enterprises to follow.

Benoist "1st Passenger Flight Memorial" St. Petersburg, Florida

Benoist "1st Passenger Flight Memorial" St. Petersburg, Florida

M. Kruger read the above text on my Airlines Remembered page and sent me the above images, while writing: "Thanks for the web page noting the 1st Passenger airline!
I was in the St. Petersburg airport and was pleasantly surprised to be in the presence of a replica of the machine!
What a delightful discovery!
Was exciting to learn it was a flying boat."

On 01Jan1914 the SPT Airboat Line became the world's first scheduled winged airline service!
That same day, Antony H. Jannus piloted the airline's Benoist Type XIV on its maiden flight between St. Petersburg and Tampa.
Due to widespread media coverage by the St. Petersburg Times, there were reportedly over 3,000 spectators at a parade accompanied by an Italian band at the departure point.
An auction was then conducted for the first round-trip ticket. It was won with a final bid of $400 by the former mayor of St. Petersburg, Abram C. Pheil. Pheil then boarded the wooden, open-air craft for the 23-minute flight that rarely exceeded an altitude of 5 feet (1.5 m) above the water of Tampa Bay.
The airline continued to make flights until 05May1914, 5 weeks after contract termination.
From start to finish, the airline covered over 7,000 miles, 172 flights, and 1,205 passengers.

The replica Benoist XIV on display at the Museum of History in St Petersburg, Florida.
In a glass-walled hall in the tiny St Petersburg FL Museum of History, a replica of a smallish 'flying boat' biplane hangs from the ceiling. It is little-noticed by the tourists who walk past on their way to the beaches and high-end shops and bistros in downtown St Petersburg, but the Benoist XIV seaplane (pronounced 'ben-wah') made aviation history when it flew on 01Jan1914: it was the first regularly-scheduled commercial passenger airplane flight in the world.

St Petersburg Museum of History:

Updated the Richard Nash Aviation (Re)collections with some early-1950s images.
Early-1950s aviation images from Richard Nash Collection


Terry Fletcher sent me these 2014 images, 2 photos taken at Jandakot Airport during his vacation in Perth , Western Australia.

HU-16 VH-NMO at Jandakot (Perth), Australia
  Grumman G-111 VH-NMO (c/n G-464): the last of the type to be built!
   Bu148329  - delivered to Japanese MSDF as Serial 9056

A65-124 at Jandakot 2014
Douglas C-47B Dakota A65-124 (RAAF);  ex 45-957 (c/n 16960 / 34220)

Scott Anderson wrote me a nice update on the Stinson SR-10 Reliant on Phil Smith' gallery
Stinson Reliant

Updated Paul Weston's webpage on my website with 3 images, one of which is shown here
DHC-3 Otter at the Bahamas


The Tallmantz Cinerama B-25's were subject of a thread on Facebook (WIX); I have touched the subject on one of the vintage aviation pictures pages dedicated to Jacques Hémets collection
Tallmantz Cinerama B-25
Several interesting photos were shared & posted, esspecially those of Robert Miller I found of interest.



Dave Hall sent me these photos. He wrote me (Oct.2014): "Thought you would appreciate knowing the Duff's DC-3 is alive & well at MotoArt!" Read more on J W Duff's Salvage Yard (now gone) and this DC-3, which is understood to be VC-47A c/n 20423, ex USAF 43-15957
DC-3 formerly stored at Duff's Salvage Yard now to MotoArt
Here we go!
This is how the recovery started:
DC-3 formerly stored at Duff's Salvage Yard now to MotoArt

DC-3 formerly stored at Duff's Salvage Yard now to MotoArt
Cut to size and prepared for transport, from Colorado to (I presume) California

DC-3 formerly stored at Duff's Salvage Yard now to MotoArt
A lot of work to be done..

DC-3 formerly stored at Duff's Salvage Yard now to MotoArt
From salvage yard to art

DC-3 formerly stored at Duff's Salvage Yard now to MotoArt
A result to be proud of!

What a career for this plane: delivered to the USAF in 1940s, written off in 1964 and to Art in 2014!


Mark Fidler sent me this image; painful to the eyes! Mark wrote: "This is the Sincereways color DC-3 from Opa Locka airport shortly after Gerben Groothuis' picture was taken. It was involved in a wind storm and flipped onto its back. "
Sincereways DC-3 destroyed by hurricane over Florida

We are on a quest to identify this DC-3, showing a white fuselage with a red / green cheatline. See my SearchFor.. gallery for more details and other 'plane mysteries'.

John Hume did some extensive travelling in 2014 for aviation photography; two images he shared on Yahoo's Beech 18 group I have added here.

Unidentified Beech18, riddled with bullet holes
John wrote:
"Unidentified seen on the Fairbanks Fire Training Ground.  Used for target practice by the looks of it."
Information on its identity WELCOMED

N404CK of TransNorthern at Anchorgae, by John Hume
"N404CK, operated by TransNorthern, on the ramp at Anchorage."
C/n AF-297 was formerly owned by Jim Hankins Air Service from Jackson-Hawkins Field,MS.
N404CK was reg'd on 14Dec10 by Northern Aviation LLC of Palmer,AK.
And N404CK has been leased by TransNorthern Aviation, hence the titles & its presence on the TransNorthern ramp.
(Matt Biloff, thanks for the additional info!)

After having visited TransNorthern in 2003 and 2006, I visited them again in 2012 - SEE MY REPORT

Alaska Trip

Canada Trip

Accident: *Buffalo DC-3 at Yellowknife on 19Aug2013, engine fire*

updated Monday, Apr 27th 2015 22:08Z
A Buffalo Airways Douglas DC-3, registration C-GWIR performing flight J4-168 from Yellowknife,NT to Hay River,NT (Canada) with 21 passengers and 3 crew, was climbing out of Yellowknife's runway 16 at 17:11L (23:11Z) when the right hand engine caught fire prompting the crew to stop the climb at about 800 feet and attempt a return to Yellowknife's runway 10. The aircraft contacted a number of trees, missed wires and landed very hard and short of the runway before the aircraft came to a stop on its belly. No injuries occurred, the aircraft received substantial damage.

The Canadian TSB conducted an investigation into the accident.
Ground observers reported the aircraft did not extend the gear on final approach and landed on its belly coming to a stop about 100 meters short of the runway in a ditch.
Passengers reported the right hand engine was on fire, the aircraft clipped the tops of a number of trees before the crew was able to steer the aircraft onto an open field for a hard touch down. All occupants are safe.

NAV Canada reported later that the aircraft departed runway 16, during climb out tower observed torching and smoke from the right hand engine and notified the crew, but received no reply. Tower cleared the aircraft to land on runway 10 and advised emergency services, the aircraft circled for an approach to runway 10, on final approach tower notified the crew the gear was not down, the aircraft crash landed on the south west in field south of the threshold runway 10. The airport was closed for about 45 minutes until runway 16/34 was made available again.

On Aug 28th 2013 the Canadian TSB reported that shortly after takeoff from runway 16 the crew observed a fire in the right hand engine (PW R-1830-92), shut the engine down and performed a low altitude turn towards runway 10. The aircraft struck a stand of trees south west of the threshold runway 10 and landed with the gear up south of the runway, no post impact fire occurred, the aircraft was evacuated. No injuries occurred to the 21 passengers and 3 crew.

On Apr 27th 2015 the Canadian TSB released their final report concluding the probably causes of the accident were:
Findings as to causes and contributing factors
- An accurate take-off weight and balance calculation was not completed prior to departure, resulting in an aircraft weight that exceeded its maximum certified take-off weight.
- The right engine number 1 cylinder failed during the take-off sequence due to a pre-existing fatigue crack, resulting in an engine fire.
- After the right propeller’s feathering mechanism was activated, the propeller never achieved a fully feathered condition likely due to a seized bearing in the feathering pump.
- The windmilling right propeller caused an increase in drag which, combined with the overweight condition, contributed to the aircraft’s inability to maintain altitude, and the aircraft collided with terrain short of the runway.
- The operator’s safety management system was ineffective at identifying and correcting unsafe operating practices.
- Transport Canada’s surveillance activities did not identify the operator’s unsafe operating practices related to weight and balance and net take-off flight path calculations. Consequently, these unsafe practices persisted.

Flightpath of DC-3 C-GWIR leading up to the crashlanding

Findings as to risk
- If companies do not adhere to operational procedures in their operations manual, there is a risk that the safety of flight cannot be assured.
- If Transport Canada does not adopt a balanced approach that combines inspections for compliance with audits of safety management processes, unsafe operating practices may not be identified, thereby increasing the risk of accidents.
- If cockpit or data recordings are not available to an investigation, this may preclude the identification and communication of safety deficiencies to advance transportation safety.

Other findings
- Current Canadian Aviation Regulations permit a transport category piston-powered aircraft to carry passengers without a flight data recorder or cockpit voice recorder.
The TSB reported that the airline has a walk-in/on demand scheme that permits passengers to show up for boarding without pre-booking a seat. If the passenger count exceeds the capacity of the aircraft a stand by aircraft is being dispatched, on Aug 19th 2013 a stand by aircraft needed to be dispatched.
The accident aircraft was loaded with cargo and 17 passengers, the passengers and their luggage were not weighed at check in. After the aircraft had been loaded, 4 last minute passengers boarded the aircraft along with the luggage.
At the time of departure the operational flight plan had been partially completed without passenger count, cargo weight, the crew never received a cargo manifest.
The aircraft subsequently departed Yellowknife's runway 16 from intersection runway 16/34 with runway 10/28 with a takeoff distance available of 5956 feet.
About 2 minutes after the takeoff clearance was issued tower observed heavy torching and smoke from the right hand engine and called the aircraft reporting the observation but did not receive a reply. The crew was just retracting the landing gear when they observed fire in the right hand engine and initiated the checklist which included to shut the engine down and feather the propeller.
The right propeller moved towards the feathered position but did not reach the feathered position and continued windmilling.
The crew initiated a low altitude, the aircraft reached a maximum height of 180 feet AGL, right hand turn in an attempt to reach runway 10 but struck a stand of trees, about 30 feet in height, about 690 feet southwest of the threshold of runway 10 and impacted ground about 400 feet past the trees. The wreckage trail extended over 330 feet parallel to and south of runway 10.

Landing gear and flaps were found in the retracted position, the ELT did not activate due to the relatively low impact energy.
After the aircraft came to a stand still the flight attendant initiated the evacuation of the aircraft, all 21 passengers exited the aircraft through the left aft door. The flight attendant then returned to the aircraft and moved some galley drawers that were blocking the cockpit door and confirmed the flight crew was safe, all three crew then evacuated the aircraft.

Arriving emergency services, who had been near the threshold of runway 10 due to an unrelated vehicle recovery operation, foamed the aircraft as a precaution.
The TSB reported that the aircraft was not equipped with a flight data recorder or a cockpit voice recorder and was not required to carry those items by Canadian regulations.

The TSB reported that the aircraft is certified for a maximum takeoff weight (MTOW) of 26,200 lbs. The aircraft carried 2707lbs of fuel, 21 passengers along with their cargo and 3 crew, which using standard weights resulted in an estimated takeoff weight of 27,435 lbs, 1235 lbs above MTOW.
The TSB cited a study by the Australian TSB who had experimentally determined the aircraft with the left hand (critical) engine shut down and the propeller windmilling would be able to climb at 100fpm at 26,200 lbs, maintain altitude at 28,000 lbs and descend at 90 fpm at 30,000 lbs.

The TSB reported that the right hand engine's #1 cylinder's head and barrel were found separated due to a fracture of the barrel along the threaded joint with the head. A pre-existing fatigue crack was discovered in a thread groove, the cause of the crack could not be determined due to the accident impact damage.

The feathering system of the right hand propeller was designed to move the propeller to 88 degrees of pitch which stops the rotation of the propeller and thus reaches minimum drag. An oil pump driven by an electrical motor supplies oil pressure to the propeller dome which moves the propeller into its feathered position, when the propeller reaches the full stop position the pressure would increase to 600psi at which point the the cut out switch prompts the motor to de-energize. If the pressure of 600psi is not reached the motor and pump continue to operate until they fail. The feathering system is also design to unfeather the propeller. If the feathering system continues to run beyond the feather position, the propeller would move through the feathered position and reach fine pitch again. Douglas had issued a flight operations bulletin following an accident in the Netherlands advising crews that it was possible to interrupt the feathering manually in case the cut off switch did not operate, the accident crew was aware of this bulletin. In the post accident examination During the propeller was found at a blade angle of 46 degrees only which reduced but did not stop the windmilling.

The TSB analysed: "Feathering the propeller of an inoperative engine is critical to the performance of a multi-engine aircraft as it reduces parasite drag by moving the propeller blades towards a coarser pitch angle relative to the flight path of the aircraft. In most cases, the propeller will stop spinning.
A non-feathered, or windmilling, propeller will induce a high parasite drag penalty on aircraft performance.
In order to maintain airspeed at or above the minimum airspeed of 90 knots indicated airspeed (KIAS), Buffalo 168 (BFL168) sacrificed climb performance and was barely able to maintain a constant altitude. Manoeuvring the aircraft to return to the airport led to a loss of altitude, which ultimately resulted in the collision with terrain.
After the right propeller’s feathering mechanism was activated, the propeller never achieved a fully feathered condition due to a system failure.
Post-occurrence testing of the propeller feathering system indicated the oil pump motor failed likely due to a seized bearing. Activation of the feathering system results in the pump motor running until sufficient oil pressure develops to trip the pressure-sensitive cut-out switch, set for 600 pounds per square inch (psi), which occurs when full feather position is reached. The compromised bearing likely slowed the motor speed resulting in decreased oil pressure. The pump will continue to run until it fails if the trip pressure is not reached and system operation is not monitored. There is no back-up pump."

The TSB analysed: "Aircraft performance, as indicated in the aircraft flight manual (AFM), is predicated on the weight of the aircraft. In this occurrence, a complete and accurate weight and balance report was not calculated prior to takeoff.
As the aircraft’s weight and balance had not been updated since 1990, using actual passenger and cargo weights may not have produced an accurate take-off weight. As such, the crew would not be able to determine accurately the aircraft’s performance capabilities during a normal takeoff.
As was determined in the 1994 Australian DC-3 accident report19, aircraft operating above the maximum certified take-off weight (MCTOW) experience a serious degradation in climb performance when experiencing an engine failure with a windmilling propeller."

Buffalo's DC-3 C-GWIR
The 2 images were included in the TSB report that was forwarded to me by email.

The TSB stated:
In this occurrence, the aircraft departed without a completed weight and balance calculation and was later determined to weigh in excess of the MCTOW at the time of departure. The investigation found that it was common to operate in this manner, and that weight and balance forms were normally completed enroute without the benefit of accurate information and without using standard or actual passenger weights as required by the Company Operations Manual (COM).
The risks associated with operating the aircraft overweight may not have been fully appreciated by the crews since net take-off performance calculations required by the Canadian Aviation Regulations (CARs) and specified in the COM were not being conducted. As a result, no assessment of obstacle clearance in the event of an engine failure during takeoff had been carried out.
Successful adaptations from procedures tend to reinforce that activity. Therefore, previous success in operating the aircraft overweight was likely taken as assurance of future performance without consideration being given to aircraft performance in the event of an emergency.
Given that neither the Pro-Active nor the Re-Active Risk Assessment programs identified issues relating to operational control, weight and balance or calculated aircraft performance, and that the practice of adjusting weight and balance calculations to maintain them within limits after departure was well known and accepted by senior management, it was highly unlikely that these unsafe practices would be reported through, or addressed by, the company’s SMS.

There were other indications that the organizational culture at Buffalo Airways was not supportive of a system that required the organization to take a proactive role in identifying hazards and reducing risks.
The company’s response to deficiencies identified during TC surveillance activities demonstrated an adversarial relationship between the company and the regulator. The company refuted the regulatory basis of findings, questioned the competence of TC inspectors and initially did not take responsibility for the issues identified.
The overall picture that emerged from this investigation is of an organization that met the basic requirements of regulations and then only when pushed by the regulator.
An SMS introduced into a culture motivated merely to comply with regulations is unlikely to be effective. The operator’s SMS was ineffective at identifying and correcting unsafe operating practices.

With respect to the regulator, Transport Canada, the TSB analysed: "The current approach to regulatory oversight, which focuses on an operator’s SMS processes almost to the exclusion of verifying compliance with the regulations, is at risk of failing to address unsafe practices and conditions.
If TC does not adopt a balanced approach that combines inspections for compliance with audits of safety management processes, unsafe operating practices may not be identified, thereby increasing the risk of accidents."



Gary Larkins shared some propliner memories!

C-118 'Ol Smokey'

C-118 'Ol Smokey' at Davis Monthan

Gary wrote me how he "..sold Bob Sholton a Douglas C-118 in the late-1970s, serial no. 33234. It had painted under the pilots window 'Smokey II'.
I saw it on the ramp at Fairbanks in 1997, while on my way to recover a B-17 and wondered if it was still operating? I got it from the Air Force, where it had been operated by General Lucius Clay, Commander of N.A.T.O. It was polished finish and beautiful interior with mahogany paneling."

I wrote Gary: "..this VC-118 53-3234, this link offers the details as flown by Northern Air Cargo, Bob Sholton's
Id's to work with: N4213X and c/n 44605.
You'll find it on my website: ANCHORAGE,AK 2006
NAC was taken over (Feb.2006) BY Saltchuk Resources, which got rid of the piston transports and 33234 was scrapped during Aug.2006.

Gary responded with more details: "The C-118 I acquired from the Air Force at Davis Monthan.
The engines had all been removed and placed in cans. The props & Q.E.C.'s were all broken down and in four very large containers.
I had it towed to Desert Air Parts and Ralph Ponte and I began to rebuild the Q.E.C.'s around the engines and assemble the props.
It took us about four months to get her back up and running. The name, I just found on a photo, was "Ol Smokey". During the build up Bob Sholton showed up and made me an offer on her. I turned it down. He came back everyday for a week and made offers!
I finally accepted and he had us remove the stainless galley and the N.A.T.O. safe, for secret orders I guess, and we ran her up and prepped her for the flight to Alaska.
His crew came down and picked her up."

Here are a few more images (& comments) from Gary, of 'Ol'Smokey' being prepared for a civilian career:
C-118 53-3234 / N4213Z, "Ol' Smokey" at Davis-Monthan
Ol'Smokey being towed from Davis Monthan, towing Ol Smokey to Desert Air Parts, which is one of those
old aviation places that........ well, aren't there anymore.

C-118 53-3234 / N4213Z, "Ol' Smokey" at Davis-Monthan
Towing through the dip; letting the nose strut down, so the tail will not drag going through
the 'Dip' on the way out of D.Monthan. They are all just a snap shot of what it was like to get
aircraft from Davis Monthan storage in the late 1970's.

C-118 53-3234 / N4213Z, "Ol' Smokey" at Davis-Monthan
Tom Fitzgerald, of Desert Air, lifts the power line so the tail will clear just before Allied Scrap Metals' gate.

C-118 53-3234 / N4213Z, "Ol' Smokey" at Davis-Monthan
Ol' Smokey, loading engines and props. Here we are picking up the engines at D.M.
The C-118 engines were in cans and the two spares I got we took off Convair T-29's.

C-118 53-3234 / N4213Z, "Ol' Smokey" at Davis-Monthan
Run up before departure to Alaska (The MASDC/AMARC code seems to read CG078 -Webmaster)
And that must be N9663N on the far right in the picture (identity by the cheatline -Webmaster)


Gary also wrote a similar history on C-117 C-117 serial no. 17140:
"The C-117 I acquired from the Marine Corp at Davis Monthan.
But before I could get her towed over to Desert Air Parts, a hurricane hit D.M. and flipped a P2V Neptune over on its back and it landed on the left wing of my C-117!
The Marines would not give me another C-117, but did give me another wing panel.
I towed it over to Desert Air Parts and changed to wing out and prepped it for flight. Audi Air showed up and I sold it to them. They had me take it up to Ralph's RPM Aviation in Grass Valley(CA) and do an annual on it.
Audi Air picked it up there and went to Alaska with it."

My reply can be read on Questions & Answers, but the short story is c/n 43385 was broken up but its parts continue on 2 other C-117s: c/n 43301, N32TN & c/n 43332 N99857."
See a 2003 image of the surviving nose section of N9663N at Opa Locka, an image by Gerben Groothuis, HERE....

On another subject: "I recovered a B-17 from Alaska and the parts from it I used to restore a B-17E 'My Gal Sal', which I recovered in 1995 from the Greenland ice cap.
It is now on display at the National WWII Museum in New Orleans. The tail section from the Alaska B-17 I restored as a stand alone display for the Ultimate Sacrifice Memorial, but it has now become part of another B-17 being restored back at Don Brooks' place."

John Vogel sent me this nice update from California !

Former Aero Union P-3 at Sacramento
John wrote:"I mentioned in a previous email that there were 5 Aero Union P-3’s at McClellan, but I should have said there are 6; tankers 00, 17, 21, 23, 25, and 27.  In April 2014 I photographed tanker 17 (N917AU) with the Aero Union titles removed, replaced by the the titles 'MAFFS Protection From Above'.  This is a bit curious, since
MAFFS usually applies to the Modular Airborne Fire Fighting System as carried by the USAF C-130’s put into temporary duty as water bombers.  I understand the MAFFS titles were applied for a aerial fire fighting conference held at McClellan at that time.  Tanker 17 still carries the MAFFS markings. (See John's 2015 update on N917AU)

Btw, speaking of MAFFS, the earlier MAFFS used two tubes which dumped fire retardant over the (open) rear ramp
of the C-130’s.  The MAFFS II now being used uses a single nozzle which sprays out through a panel which fits
into the port side troop door (the ‘normal’ door is locked up in the open position) on the C-130’s.  This allows the
C-130 to fly with the ramp and doors closed, and the nozzle provides for a better, more adjustable retardant spray."

HC-130H 7177 USCG: reregistered
HC-130H USCG 1717 (c/n 5104)
"This C-130 was assigned to CGAS Sacramento, but by 09Dec2014 when this picture was taken, it carried no marks except a very small 'HC-130H' and '1717' on the rear fuselage.  A few days later it departed the CGAS, and I found out that it was registered N436NA to NASA on 10Dec14."

C-27J at Sacramento
Not quite a vintage propliner, but give it time! John wrote:"USCG C-27J 2714 at CGAS Sacramento, on 09Dec14.
  My notes indicate it is c/n 4172/JCA14, registered I-RAIL predelivery, to the US Army (US Air Force?) as s/n 10-27023.  To storage at AMARG Sep2013, no code, removed from storage Nov.2014.  The aircraft departed the CGAS after 3 days.  It returned to Sacramento on 07Apr15, departing after two days.

Ray Bonneville posted this on his Facebook page: Ray Bonneville and his Beaver in Clova, Quebec in 1989...bush pilot!
Ray Bonneville, bush pilot (1989)

While I like my bushplanes I am glad Ray turned singer/songwriter! When he tours my country I always try to attend.
Ray Bonneville website

Rich Hulina posted these images on his Facebook ('Bush Flying Captured)', he wrote: "This bushplane may live on as ... a bar!
Had a great trip to Minaki, Ontario today rounding up a few Beech parts for my next furniture project. Thanks to Gary McClaskey, Gene Halley, & Peter Kay for helping me pull it off."
Beech 18 at Minaki

Terry Fletcher provided the details:
Built as c/n A-705 Mk. 3NM
1505 RCAF - BOC 11.3.52 // SOC 18.2.65
new c/n CA-105 (floats)
CF-RSW Services Aeriens Laurentien, ONT -1969
Atlantic (Atlantic Aviation, large cargo door installation, Aviation on right side of fuselage -1969
modification named Atlantic Aviation Versa-Beech
Inland Air Transport, St Laurent, QUE -1970
Superior Airways, Thunder Bay, ONT -1972
Cargair Ltee, Berthier, QUE -1974
Nipawin Air Services, Nipawin, SASK -1976
C-FRSW Fort Smith Air Services, Fort Smith, NWT -1981/84
Glen Ernst Enterprises Ltd, St Albert, ALTA -1985
River Air Ltd, Kenora, ONT -02JUN87/2014
(stripped derelict hulk, Minaki, ONT -2006 - see image by Alain Rioux)
Source : Geoff Goodall -

Ron Buninga sent me these vintage images from his collection, taken many years ago by his parents (mainly) at Amsterdam's Schiphol airport.

vintage airliners at Schiphol
This must have been a foggy day, not uncommon here. Cannot make out the tailnumber PH-... of this KLM Constellation

vintage airliners at Schiphol
Vicker Viking 1B G-AMGI (c/n 297) of British European Airways (BEA) at Schiphol.
Vickers Viking production list: - British_European_Airways

vintage airliners at Schiphol
Schiphol; the area of Amsterdam IAP now referred to as 'Schiphol-East', the maintenance- & general aviation area.

vintage airliners from Ron Buninga
Obviously not at Schiphol!
Here is an image of Short S.23 ('C' Class Empire Flying Boat) in later life: 'probably taken on the Brisbane River just prior to WW II. Formerly G-AEUG. Impressed into RAAF service in 1940 as A18-12'.

Johan van Helden read my Oregon 2012 report, how I looked around Corvallis but could not find N84KB. He was more successful and shares the find!

DC-3 N84KB at Corvallis,OR by Johan van Helden
Douglas DC-3 (R4D-1, c/n 9040), registered to Kevin L. Armstrong (16Sep2010).
Previous identities: 42-32814 - 37670 - N819 - N4865V - N66699 - N84K.

Locationof Douglas DC-3 N84KB

Now I see why people at the airport could not direct me to the DC-3 when I asked about it: it isn't based at the airport but parked at a nearby farm! The above image was taken by Johan on 30Apr2009 and he reported to have seen it yet again in 2013. It seems the location is a bit hard to find due to N84KB being hidden by the trees.
Location: 44°39'20.76"N, 123°12'46.15"W (Flying Tom airstrip). See Wikipedia!

UPDATE: N84KB was ferried for Basler Turbo Conversions in Oct.2018 to Oshkosh, as a future conversion project.

Ron Mak sent me 2 images taken op 'propliners' taken at Managua in Nicargue in 1980. With questions about their identity.
Read on at Ron Mak's propliners (3) here on my website.
YN-BWZ at Managua, Nicaragua by Ron Mak

Phil Brooks forwarded me this sad tale...
DC-3 project in Indiana; C-49H  N1690, 42-68688
Photo: Mike Emery/Palladium-Item

CENTERVILLE, Ind. – The airplane parts strewn beside the Warm Glow factory don't look like much to some.
But Alan Carberry sees beauty. The beauty of the DC-3 as a shining whole. The beauty of the DC-3's history as an aviation staple. And the beauty of the DC-3 as it fits his dream.
That's why he struggles to understand why someone would break into the 'Warm Glow Candle'-factory property and take metal parts for the airplane. But that's exactly what happened between 11:30 p.m. March 18 (2015) and 5 a.m. March 19, when a tank and pieces of the wings and tail were stolen.
"I never would have thought somebody would come and steal some parts," said Carberry, who's had the disassembled DC-3 for about five years. "It's just sad they would want parts just for scrap."
Ironically, Carberry bought the DC-3 that was built in 1939 and flown in World War II to save it from the scrap yard. And to fulfill a vision for the aviation buff, who was smitten with planes as a child.

From: -

Terry Fletcher seems to have found the solution!
"I believe the aircraft in question is Douglas C-49H (ex) N1690 and former 42-68688".
C/n 2180 was for sale on eBay in June 2004 and I have it in my records it sold for usd 16.100,-
Online database has N1690 as ‘ sold at auction’, which ties in with the reference to eBay.
See this link for an image at Allentown 14Mar2004, a restoration project that never got going:
Info to this image: "N1690 / 42-68688 (c/n 2180). Built in 1939; delivered to Braniff Airlines and utilized by USAAF in Panama Canal Zone 1942-1945.
Returned to Braniff in 1945-1950. Formerly owned by the 'Allied Air Force' preservation group. Plans are to restore to airworthy status again."

Neal Stebbing wrote me with a very nice 'Propliner Update'!

Arrival Catalina N423RS in Florida

St. Lucie County Airport, 07Mar2015
PBY-5A Catalina N423RS (c/n 1785) being offloaded after its long awaited journey from Biggin Hill, Kent, England.
The centre wing mount arrived on a separate truck. All parts were transferred to a hangar which it shares with DC-3 N74589 ('224064/N'), seen behind N432RS, which arrived last September after crossing the Atlantic to attend the Normandy D-Day celebrations.
This was the DC-3 that was returned to flying condition by Kent based Edward Brothers Aviation, and was present at Oshkosh in 2010.
More on N74589 on my website HERE, when still 'in the weeds'.
Cinderella DC-3 Experimental Aircraft Association also has the history of this aircraft.
UPDATE: Anno 2018 N423RS at St.Lucie County Airport still awaits funding for its restoration to restart.

A photo of N423RS in the UK on my website can be found HERE..

In Aug.2018 I received following email-
"It was nice to see a reference to C-47 Placid Lassie (N74589) on your page, Cherbourg: Douglas C-47's & 70th anniversary D-Day
Shortly after you took photos of her, during the Market Garden 70th, the flight crew was privileged to meet her last surviving crew member, Ed Tunison. He told us her name ('Placid Lassie'), along with engine names and brought us to a wartime photo. We have added these details.

Since that time her owner, myself and a few others formed a 501(c)3 organization to keep her flying.
Placid Lassie was donated to the foundation. As was a PBY-5 project, tailnumber N423RS.
Ed has sadly passed, so we named our organization after him:
The planes are indeed based out of Treasure Coast International Located in Fort Pierce, FL (ICAO: KFPR).

We are bringing Placid Lassie back to Normandy, for the 75th anniversary next summer in concert with the UK 'Daks over Normandy' organization. [Webmaster: see my 2019 report]
Our Foundation Chairman, Eric Zipkin, vowed to bring a whole squadron across from the US!
We are organizing/leading that mission with a jump off from KOXC in May 2019.
So far 22 planes have signed on including That's All Brother. Check out for more.
If you know of anyone that would like to support our mission via donation, please send them our way!"
Ben Allan Smith

Nov.2019 update by'World Catalina News'--
'One Catalina that was a resident in Europe between August 1997 and January 2015 is PBY-5A N423RS, once the US Navy’s BuNo 48423.
Donated by James Lyle to the Tunison Foundation Inc, and reg'dd to them on 28Dec18, it has recently been moved from Fort Pierce,FL to New Smyrna Beach,FL; where it has joined the various Catalinas in the care of American Aero Services.!
The Tunison Foundation also operate an airworthy C-47 and C-45 – the former known as Placid Lassie visited the UK and mainland Europe this year as part of the events commemorating the 75th Anniversary of D-Day (see my report).
N423RS was last flown as far back as March 2013 when it was moved from North Weald, Essex to Biggin Hill, Kent before being dismantled for the sea voyage to the USA.
It is hoped that these recent developments will see the one-time 'Greenpeace Catalina' back in the air again!'

Arrival Catalina N423RS in Florida

Arrival Catalina N423RS in Florida

Also present was at St. Lucie County Airport was DC-3 N138FS which arrived from Puerto Rico last summer,
owned by Tradewinds Aviation, whose Vice President Eric Zipkin has an interest in N74589. 
[N138FS was a Four Star Aviation DC-3 at San Juan,PR, but that operator ceased operations
I recently learned those remaining Four Star DC-3s are being scrapped (but no further details), so
N138FS made a timely escape! -Webmaster]
In Propliner Round-up (AirClassics, april 2016) by Ralph M Pettersen that Four Star Cargo ceased in 2009 and all
DC-3s scrapped except N131FS (to Flabob,CA) and N138FS, which was acquired by Florida Air Cargo (reg'd 13Oct2015 Alen Enterprises LLC Dba).

DC-3 N400MF

After 38 years of flying piston DC3's Mission Flights International are selling their last, N400MF (c/n 15432/26877), to an Alaskan customer.
[May 2015 update: N400MF, MFI's last classic DC-3 left St. Lucie County on 17Apr and arrived in Anchorage on 30Apr. It is now registered (08Apr15) to Kingdom Air Corps of Sutton AK, who undertake missionary flying in North Alaska and Far East Russia.]
As can be seen in the photo, it has been kept in great condition by MFI. It will be replaced with a third turbine DC-3 (to join N200MF & N500MF) from South Africa, once they have secured the necessary funds.

In april 2016 issue of Air Classics I read that the owners had based N400MF at Palmer,AK with the intention of performing sightseeing flights.

N138FS and unmarked HU-16 Albatross
N138FS and unidentified Grumman HU-16 Albatross at Punta Gorda,FL

See Photos by Friends & Guests #54 for a photo update by Gerben Groothuis of N138FS operating with/for
Alen Enterprises Inc. @Opa Locka (Jan.2018).


Additional notes by Neal:
  • "Tamiami: Long term Opa Locka resident DC6 N70BF (used in the Pan Am TV series a few years back) has been present at Tamiami for a while now.
  • Punta Gorda* 24March15: DC-3's present were N12BA & N8WJ (May 2015 update: the latter left 18Apr asper Flightaware; it has been reg'd to BILL AUSTIN AIRCRAFT & YACHT SALES per 08Jan15, asking USD 175.000).
    And there are two Grumman Albatross's at St.Lucie County Airport, but I do not have registrations.
    *) Pta Gorda refers here to Charlotte County Airport, not the nearby Shell Creek Airpark.
    Photographs were taken by me on March 7th 2015."
    Regards Neal Stebbing
  • Phil Brooks went to South Bend and reported this nice setting!

    Barfly - South Bend

    Barfly at South Bend

    Phil wrote (27Mar15):
    "Thanks to Dave Powell’s heads-up email recently, I was prepared when I landed at SBN on Tuesday morning from Chicago O'Hare.  'Bar Fly' has two locations, one in the gate area, and one outside Security. 
    Here are some photos.

    South Bend International Airport (IATA: SBN, ICAO: KSBN) is 3 miles northwest of South Bend, in St. Joseph County, Indiana.
    Formerly South Bend Airport and South Bend Regional Airport, it is the state's second busiest airport in terms of commercial traffic after Indianapolis International Airport. [Wikipedia]

    Anyone with a suggestion to its former identity? EMAIL It seems the DC-3 / C-47 cockpit was 'found' in a desert north of Los Angeles, where it spent many years of outdoor storage.
    Perhaps it originates from the El Mirage 'Aviation Warehouse'?
    Btw, check out this report on El Mirage

    Tim Crippin posted this photo on the Fire Bombers group on Facebook: "Newly painted T-66 arrived in Medford around 5:40 this afternoon." That was 19Mar2015.
    T66 has a new paintscheme!

    October last year I was at Madras, see MY REPORT 'ERICKSON AIRCRAFT COLLECTION' for more details on T66

    Phil Brooks sent me this update on the YS-11 restaurant at St. Maarten; he wrote: I’ve never seen this business 'open'. This was taken at about 3pm on a Monday, Feb. 23rd, 2015".
    YS-11 plane restaurant @ St Maarten

    You'll find more images on my Off-Airport Gallery (Latin America). People keep reporting it isn't open, but what if it is only open after sunset when people stop taking pictures? I hope I am not doing an injustice to the owners, by reporting it is closed, as it does seem that the aircraft has been repainted at some point in recent years..?

    Knud Jorgensen sent me this 2004 image taken during a hunting / fishing trip at remote Nikolski, Alaska.
    DC-3 Reeve Aleutian, wreck at Nikolski Alaska
    To read more about this plane, and other wrecks, visit my Abandoned Plane Wrecks of the North


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    Created: 25-Feb-2015