On a regular basis people sent me photos, to share their enthusiasm for vintage airliners or to illustrate a question. These photos have been lingering in a scrapbook or a discarded box somewhere and/or probably wouldn't find their way to Online-use or publication. |
To prevent them from getting lost, with permission of the sender, I would like to share them on this page.
Photos already online (personal websites, airliners.net, jetphotos.net, etc) are not meant to be included here.
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).
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 DHC-2.com 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.
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."
Updated the Richard Nash Aviation (Re)collections with some early-1950s images.
Terry Fletcher sent me these 2014 images, 2 photos taken at Jandakot Airport during his vacation in Perth , Western Australia.
Scott Anderson wrote me a nice update on the Stinson SR-10 Reliant on Phil Smith' gallery
Updated Paul Weston's webpage on my website with 3 images, one of which is shown here
|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
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
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. "
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.
SEE JOHN HUME'S 2014 PROPLINER REPORTS:
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.
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 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.
- 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 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 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.
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.
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.
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.
Gary Larkins shared some propliner memories!
I wrote Gary: "..this VC-118 53-3234,
this link offers the details as flown by Northern Air Cargo, Bob Sholton's outfit:www.aerialvisuals.ca
Gary responded with more details: "The C-118 I acquired from the Air Force at Davis Monthan.
Here are a few more images (& comments) from Gary, of 'Ol'Smokey' being prepared for a civilian career:
Gary also wrote a similar history on C-117 C-117 serial no. 17140:
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.
John Vogel sent me this nice update from California !
Btw, speaking of MAFFS, the earlier MAFFS used two tubes which dumped fire retardant over the (open) rear ramp
Ray Bonneville posted this on his Facebook page: Ray Bonneville and his Beaver in Clova, Quebec in 1989...bush pilot!
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."
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 @Airliners.net by Alain Rioux)
Source : Geoff Goodall - http://goodall.com.au/beech18-production/beech18-part-2.pdf
Ron Buninga sent me these vintage images from his collection, taken many years ago by his parents (mainly) at Amsterdam's Schiphol airport.
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!
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.
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.
Phil Brooks forwarded me this sad tale...
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: www.pal-item.com/story/news/crime/2015/03/25/carberry-airplane/70462266/ -
Terry Fletcher seems to have found the solution!
Neal Stebbing wrote me with a very nice 'Propliner Update'!
Also present was at St. Lucie County Airport was DC-3 N138FS which arrived from Puerto Rico last summer,
See Photos by Friends & Guests #54 for a photo update by Gerben Groothuis of N138FS operating with/for
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!
Phil wrote (27Mar15):
South Bend International Airport (IATA: SBN, ICAO: KSBN) is 3 miles northwest of South Bend, in St. Joseph County, Indiana.
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.
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.
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".
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.
To read more about this plane, and other wrecks, visit my Abandoned Plane Wrecks of the North
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