Supplemental Type Certificate for the Cessna 172RG Cutlass

Cessna 172RG Cutlass · Supplemental Type Certificate

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Overview

This document serves as a Supplemental Type Certificate (STC) for the Cessna 172RG Cutlass, detailing modifications and approvals necessary for compliance with aviation regulations. It is intended for use by aircraft owners, operators, and maintenance personnel involved with the Cessna 172RG Cutlass. The STC outlines specific alterations, including any changes to the aircraft's structure, systems, or performance characteristics, ensuring that all modifications meet safety and regulatory standards. Key information includes installation instructions, operational limitations, and maintenance requirements associated with the approved modifications.

The document is a Supplemental Type Certificate for the Cessna 172RG Cutlass.
It details approved modifications and their implications for aircraft operation.
Installation instructions are provided to ensure compliance with the STC.
Operational limitations are specified to guide safe flight operations post-modification.
Maintenance requirements are outlined to ensure ongoing compliance and safety.

Document

Source

Originally published by air-britain.com. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.

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Document details

Type: Supplemental Type Certificate
Year: 1991
Pages: 112
File size: 37 MB
Publisher: air-britain.com

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In this document

Introduction

The introduction provides an overview of the Cessna 172RG Cutlass and the purpose of the STC. It outlines the significance of the modifications approved under this certificate and the intended audience for the document.

Modifications Approved

This section details the specific modifications that have been approved under the STC for the Cessna 172RG Cutlass. It includes information on structural changes, system upgrades, and any alterations to performance specifications.

Installation Instructions

Installation instructions for the approved modifications are provided, including step-by-step procedures, required tools, and safety precautions to ensure compliance with the STC.

Operational Limitations

Operational limitations associated with the modifications are outlined, including any restrictions on flight operations, weight limits, and performance parameters that must be adhered to.

Maintenance Requirements

This section specifies the maintenance requirements for the Cessna 172RG Cutlass following the approved modifications. It includes recommended inspection intervals, maintenance procedures, and any special considerations for maintaining compliance with the STC.

Safety notes

Ensure all modifications are installed according to the provided instructions to maintain airworthiness.
Adhere to operational limitations to prevent potential safety issues during flight.

Full document text

No.1 1991 ARCHIVE The AIR-BRITAIN Civil Aviation Historical Quarterly H-NACC, the prototype Fokker F.VII in KLM livery showing the complicated wide-track undercarriage and a four-blade propeller formed by bolting two two-blade airscrews together. A production list of all the F.VII variants begins In this issue. (Photo via H.J.Hazewinkel) ISSN: 0262-4923 No.l 1991 T h e AIRBRITAIN Civil Aviation Historical Quarterly Edited by David Partington Editorial address: The Haven, Nympsfield Road, Nailsworth, Gloucestershire GL6 OEA We start the twelfth year of ARCHIVE with yet another two new series, both of which have been some time in preparat- ion. The FOKKER F.VII production listing is aimed at comp- lementing the historical articles on the series commencing in Air-Britain DIGEST this month and is compiled by the same author, Harm Hazewinkel, to whom we are most grate- ful. Other credits may be found in the introductory para- graphs on page 3. Also commencing in this issue is the Whole Truth series on the PERCIVAL GULL (remember that the Mew Gull appeared in the last issue), which will look at the Gull Four, Gull Six and Vega Gull. Though ultimate responsibility for this rests with the Editor, he would like to acknowledge the contributions made by Gordon Riley, Cliff Minney, Jacques Chillon, Fred Kirby, Vic Smith, Ken Smy & Vincent Jacobs. Thanks too to suppliers of photos, although more would be welcome, as would further details of Australian histories of the type. Other articles this time include the continuing GREEK and NEW ZEALAND registers and the BOLKOW lightplane production list. The BRANTLY B-2 list comes to an end but we will be covering the model 305 next time to complete the set. Also finishing is the AMERICANS OVERSEAS register which has now generated a great deal of Feedback for use in the next issue - and that of course is one of the purposes of any feature in ARCHIVE. Jack Meaden's two-part COUPE MOTH art- icle comes to an end too, but there is still a little Moth Feedback to come. As usual your contributions to CASUALTY COMPENDIUM are most welcome - we note a refreshingly long list of correspondents in this edition. This also seems to be a good time at which to take up the points raised in the Chairman's ABMS90 Questionnaire and published in the Winter 1990 Digest supplement. The print quality critics would do well to consider that some of the originals we are using are over 60 years old, some of them are already "screened" which tends to accentuate the dot patterns, while others are photocopies of lost or damaged originals. We try to select the best, but an historically- interesting shot will always be used if possible! On some pages photos from several different sources may be used, variations in contrast will then make it more difficult to obtain an even result. As we have been averaging over 70 photos in each issue we feel that any greater consistency would be difficult to achieve economic- ally, if at all. Content seems to be well-received on the whole and our own postbag confirms this. Please remember that ARCHIVE was conceiv- ed specifically for tabular material and that narrative articles belong in DIGEST, the few exceptions relating directly to items already raised in this magazine. In this issue the Fokker article tie-up with DIGEST represents the balance that we are always hoping to achieve. We do get some frequent requests for East European reg- isters, pre-war registers /production and airliners; we continue to seek contribut- ions in all these areas but inevitably if no-one can be found with the expertise to offer or the desire to publish it there is not much more that we can do! HOW ? WHAT ? WHERE ? Fit Lt Sunderland's request for details of Cofton Hackett airfield last time brought several responses, including the Luftwaffe vertical photo of 5.9.40 (above) from Peter Green's collection. Here the airfield is in the circle "B" with the Austin car factory to the north and aero works to the south-south-east. The field was built by the Austin company in World War I for test flying the RE.7, RE.8 and SE.5A production and was also known as Birmingham (North- field) and Longbridge. From 1936 Fairey Battles were built there and flown out for testing - the maximum run in any direction being 1200ft. Later Hurricanes were built there, followed by Stirlings and Lancasters which went to Elmdon for final assembly. This all explains the Luftwaffe inter- est and the Geoffrey Alington photo below (also via Peter Green) shows the factory and the lift on which the air- craft were raised to the higher level of the airfield. We should also add that Neville Stack crashed a Battle into the railway cutting there in 1939 (was this L5254 ? ) . Our thanks to Peter, to John Withers and Barry Abraham for all this information - and more! The Consul which crashed In Spain on 15.7.47 is identified as G-AIIO of Extractors (Hull) Ltd (see p.85/82). Does anyone know anything about the company or have a photo of 110 ? Thanks to Messrs Collier, Kimber and Vic Smith. S&. "«». * DEADLINE FOR NEXT ARCHIVE : APRIL 13th 91/2 The FOKKER F.VII series PART ONE To coincide with the detailed historical article beginning In the current edition of DIGEST we are pleased to offer the first part of a production list of the Fokker F-VII In all Its versions - the slngle-englned F-VII and F-VIIa, the three-englned F-VIIa/3m and F-VIIb. The listing Is In c/n order with a series of appendices featuring licence production in other countries. Although the F-VII was one of the best-known and most numerous aircraft of its time a lot of details remain unknown and It is hoped that readers of ARCHIVE will together be able to fill at least some of the gaps. As the F-VII was built with a variety of different power plants mention is made of the engine(s) fitted where this

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is known. Some F-VIIs received a new c/n in the United States, mostly In the 600 series, and this is mentioned in parentheses below the Dutch c/n. The thanks of the compil- ers of this study go to all those who have in any way con- tributed to our files on the F-VII. Special mention should be made of Richard S. Allen, Peter Alting, John C.Barbery (for original US records), Gerard Casius, Herman Dekker, Robert Esperou, Nico Geldhof, Roberto Gentilli, Frits Gerdessen, Tony Morris and Fred Zandvllet. Above all our thanks are due to Harm Hazewinkel for producing the final draft of what we trust will be the definitive F-VII list. C/n Model and engine details Regn Date Remarks 4759 F-VII H-NACC R-R Eagle IX (1925 Gnome-Rhone Jupiter) 11.04.24 First flown KLM Comite Vliegtocht Nederland-Indie First flight Amsterdam-Batavia, 01.10.24 to 24.11.24. KLM written off, Wolverthem, Belgium 17.06.24 08.09.24 06.25 09.07.26 4839 F-VII H-NACJ PH-ACJ Jupiter 12.01.25 28.02.29 16.04.36 15.10.36 10.05.40 KLM KLM KNVvL for future aviation museum regn eld destroyed by enemy action, Schiphol 4840 F-VII Eagle IX (Jupiter) H-NACK 09.02.25 KLM 01.07.27 Fokker C776 26.07.27 Reynolds Airways Inc 17.09.27 cr at Hadley Field, New Brunswick result of engine failure, stall and spin at low altitude KLM written off at Hythe, UK wing donated to Amsterdamsche Zweefvliegclub (Lorraine Dietrich, Jupiter) Fokker demonstrator Dereluft KLM KLM regn eld Pacific Aerial Transport, Wau, NG Mandated Airlines, Wau, NG regn eld Fokker, prototype F-VIIa to USA. Damaged in forced landing Thompson, Pa. Rebt with Jupiter regn eld W.R.Hearst, New York "Old Glory" disappeared over Atlantic 600 mis E of Cape Race, Newfoundland, in attempt to fly Old Orchard, Maine to Rome. Pilot Lloyd Bertaud. 4841 F-VII H-NACL 4845 F-VII Eagle IX 07.03.25 : 21.06.26 ' .32 l Napier Lion "H-NFOKKER" .25 \ RR21 H-NACR PH-ACR VH-UQF 4899 F-VIIa H-NACZ (501) 703 NX703 05.25 : 28.07.25 1 28.02.29 ] 12.05.31 : 21.08.31 : 06.10.36 ] 20.09.37 Liberty 21.08.25 ] 09.25 i 19.10.25 i 27.07.27 1 16.08.27 06.09.27 . Above: The prototype F-VII c/n 4759 H-NACC with 360 hp 12 cylinder vee water-cooled Rolls Royce Eagle IX. Notable are the balanced "elephant ear" ailerons and the oval rudder, larger than the rudder fitted on early flights. Only five F-VII aircraft were built, (via Jack Meaden) Below: A view of the third F.VII c/n 4840 H-NACK in flight with the distinctive shape of the ailerons again clearly visible, (via Harm Hazewinkel) Above: The first aircraft to fly over the North Pole was the first F.VIIa/3m trlmotor "Josephine Ford" flown by Cdr Richard Byrd. Originally designed for the 1925 Ford Reli- ability Tour which it won, c/n 4900 was an F.VIIa conver- sion fitted with three 200 hp 9 cylinder Wright J4B radial engines, (via Jack Meaden) 4900 F-VIIa/3m (600) BA-1 267 Whirlwind J4B 04.09.25 first flown, Schiphol. First /3m. Took 1st place in Ford Reliability Tour 28.09 to 03.10.25 as "FOKKER". Tested by Army Air Corps, Wright Field. .25 Purchased by Edsel Ford for Cdr. R.E.Byrd "Josephine Ford" 09.05.26 N Polar flight by Byrd and Floyd Bennett. Sold prior to 18.06.27 to: 29.06.27 Ford Motor Company 02.30 to Henry Ford Museum, Dearborn. 4901 F-VIIa H-NACT PH-ACT Jupiter 02.10.25 28.02.29 10.05.40 KLM KLM destroyed by enemy action, Schiphol 91/3 Above: A further view of the prototype F-VIIa/3m c/n 4900, marked only as "FOKKER" and with the Ford Reliability Tour identity number "20" on the fin. (via Harm Hazewinkel) Left: The second production F-VIIa, and the first for KLM, was c/n 4901 H-NACT with 480 hp 9 cyl Gnome Rhone built Bristol Jupiter VI.FM air-cooled radial engine. The fabric covered steel tube fuselage was lengthened from 44ft 3in in the F-VII to 47ft 6in in the F-VIIa and it carried two pilots and eight passengers. The all-wood cantilever wing was reduced in size from the 772.5 sq.ft of the F-VII to 629.7 sq.ft and it tapered to rounded tips with inset ailerons, (via Jack Meaden) Left: Clearly arousing a lot of interest among the service personnel F-VIIa/3m c/n 4917 J7986 was a visitor to Digby on an unknown date c.1930. It was initially known as the F- VIl/3m and was used for a variety of structural and performance tests by the A&AEE at Martlesham Heath and for radio trials by the RAE. I (M.Hodgson via P.H.T.Green) Left: The Fokker wing was re- moved from J7986 in 1931 and it was fitted with a 63ft span Gloster-built Stieger Monospar wing, seen here before fitting and covering with the single spar evident but without the stress-bearing leading edge which formed the drag member. A man makes a useful scale, (via Jack Meaden) Left: The fuselage of c/n 4917 with the Lynx nose engine in- stalled and with the Stieger Monospar wing assembled and covered. The wing engine mountings have been fitted and await the power units, (via Jack Meaden) 91/4 4909 F-VIIa Liberty 450hp .25 "Alaskan 4917 F-VIIa/3m Lynx J7986 30.04.26 12.31 09.35 4918 F.VIIa H-NADF L-BAAI OK-AAI 4919 F.VIIa H-NADG L-BAAH OK-AAH 4838 F.VIIa H-NADH G-EBPL 4952 F.VIIa H-NADJ Jupiter 10.03.26 26.03.28 .30 15.03.35 Jupiter 31.03.26 26.03.28 .30 14.06.34 Jupiter 16.04.26 20.09.26 01.27 12.01.27 Jupiter 12.05.26 20.09.26 03.27 Capt G.H.Wlklns for the Detroit News Arctic Expedition. Flown in Arctic 1926, 1927. Wing destroyed In accident. Never regd in USA. Fuselage, tail, engine displayed at Bismark, ND as part of Carl Ben Eielson memorial. Being rebt at "Bonanzavllle USA", Wells Fargo, ND. Air Ministry, for trials at A&AEE and at RAE fitted with Monospar wing, Gloster ended up as coffee stall or snack bar at Canvey Island 4953 F.VIIa H-NADK G-EBTS Jupiter 16.06.26 05.09.27 16.09.27 .28 .30 .32 .35 28.10.35 03.37 KLM R.H.Mcintosh "Princess Xenia". attempted Atlantic flight from Baldonnel (Mcintosh & Fitzmaurice), weather forced return to Ireland Air Communications Ltd "The Spider" made two return flights to India, 6.28 and 8.29, one to the Cape 4.30 C.D.Barnard Air Tours Ltd British Air Navigation Co Ltd . Sir Dossabhor Hormasje Bhuwandwella, Bombay CofA Validation expired 28.10.35 scrapped. .35 scrapped. 4954 F.VIIa/3m (601) KLM CLS CLS Czech Air Force, fate unkn. KLM CLS CLS Czech Air Force, fate unkn. KLM Rt.Hon. F.E.Guest resold to Fokker crashed on delivery flight near Estaires. Cannibalised, fuselage to KLM-3, wing to KLM-1. KLM regn eld. To A.Loewenstein resold to Fokker and turned over to KLM. Fuselage & wings used for KLM-2, other components for KLM-1. 1985 G-AUSU VH-USU Whirlwind J4 .25 Capt G.H.Wilkins "The Detroiter", for 1926 Detroit News Arctic Expedn .27 shipped back to USA from Alaska after accident .27 reconditioned by Boeing (with J5A engines), completed 8.10.27 Charles Kingsford-Smith, K.V.Ander- son & C.T.P.Ulm "Southern Cross". First Pacific crossing, Oakland to Brisbane 31.5.28 - 9.6.28 Charles Kingsford-Smith Charles Kingsford-Smith. First E-W Transatlantic crossing 23-25.6.30. Used by Australian National Airways 09.35 Withdrawn from use. Now preserved at Eagle Farm Airport, Brisbane. 31.10.27 07.28 09.29 4955 F.VIIa/3m (602) Whirlwind J4B 15.05.26 d/d to Continental Motors Corp, Detroit 2195 19.02.27 temp regn, C.M.C. 11.06.27 nose engine replaced by J5 07.07.27 accident, rebuilt as c/n 602 with wing of C-2 no.2 NC55 C3908 03.02.28 Western Air Express, Los Angeles 11.05.29 Continental Air Express, L A 20.09.29 accident, Saugus, California, in emergency landing due to engine failure 10.01.30 cancelled. Right; Two views of F-VIIa c/n 4953. The upper photo shows it in KLM titles as H-NADK, fitted with an ungeared Jupiter VI engine of which only the cylinder heads protrude from the cowling. The pilot stand- ing at the wheel is Duimelaar. (Photo Gemeentearchief Amsterdam via P.C.Kok) The lower photo shows c/n 4953 as the Duchess of Bedford's G-ABTS which had been fitted with a 480 hp geared Jupiter VIII and 4- blade propeller in 8.29 and named "The Spider" for its record return flight to India. The pilot Capt C.D.Barnard (right) and engineer R.F.(Bob) Little are seen here before the Capetown return flight in 1930. The front collector ring and exhausts had been removed from the uncowled engine but were replaced in 1.31. In all the F-VII variants the elevator and rudder control wires ran along outside the fuselage near the top as can just be seen here, (via Jack Meaden) 91/5 P*"«w:,««lSr> Left: Originally F-VIIa/3m "Detroiter" with 200 hp Wright J4B engines, c/n 4954 was fitted with the long span wing and 220 hp Wright J5C engines to become 1985 "Southern Cross" in which Charles Kingsford Smith was the first to fly the Pacific Ocean, from Oakland to Bris- bane between 31.5.28 and 9.6.28. Showing the larger squared-off rudder fitted earlier, 1985 is seen here taking off from Brisbane for Sydney after completing the Trans-Pacific flight. (Aeroplane via Jack Meaden) Left: "Southern Cross" shown taxying out at Croydon on 10.7.29 as VH-USU, although we believed that the marks were not changed from G-AUSU officially until 9.29. With the propeller slipstream blowing up dust, the pilot is applying right rudder to turn right aided by three helpers pushing the tail across. (Aeroplane via J.M.) 4980 F.VIIa/3m ? 4981 ? Philadelphia Rapid Transport Coy Reynolds Airways Philadelphia Rapid Transport Coy? Note: P.R.T. are believed to have had only three F.VIl/3ms c7ns 4956, 5007 and 5094. These two aircraft, c/ns 4980/1, "sent to USA" may have become US Army or Navy machines, US c/ns 604-8, 611, 613, 615-6 have no known Dutch c/ns. 4982 F.VIIA/3m Lynx Above, upper: C/n 4955 as C3908 of Western Air Express. The large landing light is clearly visible under the port wing, (via Harm Hazewinkel) Above: C/n 4982 I-BBEC, with a group of airline employees in this undated print, appears to have the original 7 cyl Lynx engines fitted, (via Roberto Gentilli) H-NADS G-EBPV I-BBEC 4983 F.VIIa H-NADO PH-ADO 00-ADO 4984 F.VIIa 26.11.26 17.01.27 18.03.27 05.28 12.09.33 29.01.34 26.04.35 23.07.36 03/04.37 Jupiter 16.12.26 28.09.29 25.04.36 28.04.36 Jupiter Fokker Rt Hon F.E.Guest (A.Loewenstein) eld, sold to Fokker Avio Linee Italiane Societa Aerea Mediterranea Avio Linee Italiane Ala Littoria sometime re-engined with 3x Alfa Romeo D.2 CoA suspended broken up. KLM KLM AERA, Antwerp destroyed. H-NADN 21.12.26 KLM PH-ADN G-AEHE 28.02.29 05.36 4956 F.VIIa/3m (603) C3080 Whirlwind J4B .26 Philadelphia Rapid Transport Coy, Philadelphia "Kendrick" .26 Wright Aeronautical Corp .26 Reynolds Airways Inc, NY 06.08.27 Reynolds Airways Inc, NY 18.02.29 accident Cincinnatti, Ohio, damaged taxying on rough ground 13.06.29 licence cancelled. PH-EHE 10.06.36 27.07.37 KLM League of Nations Union, (Prof. G.Murray) H.J.Warninkhof, to C.E.Jacobs used in Ethiopia in Red Cross marks 6.36 to 8.36 written off, Toulon. To be continued 91/6 Complete Civil Registers : 8 GREECE S X - PART SEVEN a>Z2*-' Right: Piper Warrior SX-AKJ (268) of the Piraeus Aero Club tied down on the apron at Marathon on 23.10.83. (Robert Swan) SX-HBC Bell 47G-5A 25114 6.9.79 (267) Ex N18091, G-BBIK, 5B-CCT, G-BBIK. Rotor Hellas AEE Crashed on Poros 3.7.80, regn eld 3.7.80. Rebuilt as SX-HBN (CoR No.325) 9.81, later 5B-CEU. SX-AKJ Piper PA-28-161 Warrior II 28-7916367 12.9.79 (268) Ex N2228Y, 5B-CEF, Aeroleschl Pelraios. To G.Leg- akls, K.Mantanlkas & A.Mandls 23.10.87. Current. SX-AKO Reims/Cessna A.188B Agtruck 03070T/0003 9.10.79 (269) Ex N731QK, SX-AHN rebuilt (see CoR No.220). Rotor Hellas AE, supplied by Alrclalms Ltd, London. To Concord EPE 18.8.83. Regn eld 11.3.85 on sale as SU-BHI. SX-AKH Reims/Cessna F.150L 0749 27.10.79 (270) Ex PH-LUO, D-EKOD. Aeroleschl Kastorlas. Current. SX-CBE Boeing 727-284 20201 31.10.79 (271) Olympic Airways SA "Mount Athos". (Purchased from Aircraft Leasing Co, originally No.145 In Foreign Register, dated 24.10.69) Current. SX-AKR Reims/Cessna F.172N 1876 29.2.80 (272) Ex F-WZIB. Georglos & Evangelos Papazafirlou. Current. SX-AKN Reims/Cessna A.188B Agtruck 03316T/0018 4.3.80 (273) Ex N1981J. Avlonlc Aeroporlkal Epharmogal. Regn eld 27.10.86 on sale to CAE Avn Sari as LX-AKN. SX-AKQ Reims/Cessna F.152 1635 26.3.80 (274) Ex F-WZIC, N1647Q. Aeroleschl tls Ellados. To Aero- leschl Lakonlas 18.5.81. Current. SX-BDP Reims/Cessna F.152 1634 14.5.80 (275) Ex F-WZID, N1646Q. Olympic Aviation. Current. SX-BDQ Reims/Cessna FA.152 Aerobat (276) Olympic Aviation. Current. 0360 SX-125 Glaser-Dirks DG-100 100 (277) Konstantlnos Avgerlnos. Current. 14.5.80 30.5.80 SX-124 SZD-50-3 Puchacz B-954 30.5.80 (278) Aeroleschl Athlnon. To Anemoleschl Athlnon 18.5.81. Current. SX-AKD Piper PA-36-300 Pawnee Brave 36-7660082 12.6.80 (279) Ex N57787, 4X-AQB. Toxotls EPE. Regn eld 10.6.85 on sale as SU-BIC. Below: Olympic Boeing 727 SX-CBE "Mount Athos" taxles past at Amsterdam In March 1972. (John Wegg) 91/7 Left; Agtruck SX-AKN (273) was one of several parked at Marathon on 20.10.85. (Robert Swan) Far left, top: Airbus SX-BED (283) "Telemachus" landing at Heathrow on 6.6.82. (Peter Keating) Far left, centre; Another addition to the Olympic fleet in 1980, Boeing 737 SX-BCE (284) is shown here at Munich airport. (Peter Miche via John Wegg) SX-AKE Piper PA-36-300 Pawnee Brave 36-7460016 12.6.80 (280) Ex N43401, 4X-APY. Toxotls EPE. Crashed nr Irakleio (Heraklion, Crete) 17.7.80, regn eld 21.7.80. SX-AKF Piper PA-36-300 Pawnee Brave 36-7660080 12.6.80 (281) Ex N57777, 4X-APZ. Toxotls EPE. Regn eld 10.6.85 on sale as SU-BID. SX-BGA Short SD.3-30 SH.3043 20.6.80 (282) Ex G-BHJM. Olympic Aviation "Isle of Patmos". Regd in London 16.5.80, in Athens 20.6.80. Current. SX-BED Airbus A.300B4-102 058 23.6.80 (283) Ex F-WZEH. Olympic Airways SA "Telemachus". Regd in Toulouse 28.3.80, in Athens 23.6.80. Current. SX-BCE Boeing 737-284 22300 21.7.80 (284) Olympic Airways SA "Dionysus". Regd in Seattle on 25.6.80, in Athens 21.7.80. Current. SX-BGB Short SD.3-30 SH.3048 21.7.80 (285) Ex G-BHVL. Olympic Aviation"Isle of Kastellorizon". Regd in London 27.6.80, in Athens 21.7.80. Current. SX-HBM (286) SX-BCF (287) Bell 47G-5 25045 21.8.80 Ex G-AZBS. Rotor Hellas AE. Regn eld 11.9.85, sold abroad as 5B-CFG. Restored as SX-HBY 4.86. Boeing 737-284 22301 21.8.80 Olympic Airways "Poseidon". Regd in Seattle 24.7.80 and in Athens 21.8.80. Current. SX-BCG Boeing 737-284 22338 28.8.80 (288) Ex N8292V. Olympic Airways "Phoebus". Regd 21.8.80 in Seattle, in Athens 28.8.80. Current. SX-HBF Bell 206B Jet Ranger 3003 29.8.80 (289) Ekdotiki Etaireia Botsis-Apoyevmatini (newspaper publishing company "Apoyevmatini"). To Olympic Avn 6.10.81. To Express Service AE 5.4.85. Current. SX-AJO Rockwell Commander 114B 14295 8.9.80 (290) Ex N4957W. Apostolos Pendefoundas. Regn eld 19.2.85 on sale as G-BLVZ. To be continued . . . Far left, lower: We now know the fate of the Cherokee 140 SX-AFA (99) which crashed on a rock-strewn beach in Southern Euboea on 24.3.69 with extensive damage. The aircraft was not found for 4 days, (via A.Stamatopoulos) Left: Olympic had already used Short Skyvans and followed them with the Short SD.3-30. SX-BGB (285) is shown on turn-round at Athens on 28.10.84. (Robert Swan) 91/8 Aircraft Production List: 5 The BRANTLY B.2 PART TWO From the point reached at the end of Part One, c/n 197, there Is a gap In the sequence, production continued In two further batches c/ns 301 to 350 and 400 to 483. C/n Model Regn & remarks Yr bt 301 302 303 305 306 307 308 309 310 311 312 313 314 316 317 318 319 320 321 322 323 324 325 326 327 328 329 2A 2A 2A 304 2A 2A 2A 2A 2A 2B 2A 2B 2A (2A) 2A (2A) 2A N2147U N2148U G-ASEH XS682 G-ASEH G-ASEI N2149U N2150U N2151U G-ASEW CF-PDE N2152U N2153U N2154U N2155U G-ASHD 1.63 21.6.63 ntu wfu 15.12.70 1.63 w/o 19.10.65 2.63 wfu 17.12.73 3.63 CoA exp 1.3.70 w/o 8.3.65 eld 4.63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 315 2A G-ASHK XS681 G-ASHK N2156U (2A) N2157U (2A) N2158U G-ASHJ XS683 G-ASHJ 2A 2B 2B 2B 2B 2B 2B 2B N2159U N2160U N2161U N2162U N2163U G-ASJX w/o 19.2.67 -4.63 .63 21.6.63 10.63 w/o 18.12.75 .63 eld .63 eld .63 4.63 .63 21.6.63 10.63 CoA exp 14.10.75 .63 .63 .63 .63 .63 .63 2B N2164U (2B) N2165U 2B N2166U 2B N2167U 7.63 w/o 4.7.68 w/o 17.10.69 eld .63 .63 .63 .63 Above: Model B.2A c/n 304 G-ASEI was operated by Helicon Air when photo- graphed at Turnhouse on 11.8.63. (via Peter Keating) 331 332 333 334 335 336 337 338 339 340 341 342 343 344 345 346 348 349 2B 2B 2B 2B 2B 2B 2B 2B 2B (2B) 2B 2B 2B 2B 2B 2B 9.63 10.71 3.73 w/o 15.6, w/o 1.2.69 74 330 2B N2168U .63 G-ASL0 EI-AVK G-ASL0 N2169U N2170U N2171U N2172U N345WP N2173U N2174U N2175U N2176U N2177U N2178U N2179U N2180U N2181U N2182U N2183U N2184U D-HIDE 347 2B N2185U YV-T-ZTE 2.64 eld by 2B N2186U eld (2B) N2187U w/o 23.7.64 ( eld 4.64 eld 12.82 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .63 .73 .63 .64) 350 2B N2188U w/o 23.5.66 400 401 402 403 404 405 406 407 408 409 410 411 412 413 414 415 416 417 418 419 2B 2B 2B 2B 2B 2B 2B 2B eld eld N2189U N2190U N2191U N2192U N2193U N2194U N2195U N2196U Hynes H2 later 2B N2197U N2198U N2251U N2252U N2253U not built N2254U w/o 15.8.72 N2255U w/o 9.5.82 not built N2256U N16PL N2257U (G-ASUM) 7.64 ntu G-ASUN w/o 6.5.67 2B 2B 2B 2B 2B 2B 2B 2B 2B .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 Above: N2160U c/n 321 at Denver, Colorado on 15.12.63. (Harry B. Adams) Left: G-ASHJ c/n 319 of Ryan Air, Usworth, at Sywell on 6.7.75. (Editor) Right: UK imports arrived at LHR unpainted like G-ASJX in 8.63. (via PRK) 91/9 Left: Yellow and white B.2B N2272U c/n 437 at Ramapo Valley Airport, New York in June 1970. (Bob Parmerter) Below, left: Some thirteen B.26 were registered in West Germany, D-HIDE c/n 346 being one. (T.Breese via PRX) Below, right: G-WASP c/n 445 attempts an insect impersonation at Cranfield, July 1987. (Editor) Bottom left: G-ATFH c/n 449 was taken to Japan 7.66 to 9.66 for James Bond movie work and still wore its black & gold paint scheme and fake identity "OS-7241" when it returned to Kidling- ton afterwards, (via P.Vercruijsse) Bottom right: G-AWIO c/n 483 operated on floats in 1968. (RWS via PRK) 420 421 422 423 424 425 426 427 428 429 430 431 432 433 434 435 436 437 438 439 440 441 442 443 444 445 446 447 448 2B 2B 2B 2B 2B (2B) 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B N2258U N2259U N2260U N1122K eld * See notes below N2261U N2262U YV-204E eld N2263U eld N2264U N2265U N2266U N2267U w/o 23.6 N2268U not built N2269U N7WE .76 N2270U used for rebuild G-ASXD 10.64 (G-ASXE) ntu N2271U N2272U N2273U N2274U N2275U N2276U w/o 10.6 N2277U used for rebuild N2278U G-ASXE 10.64 G-WASP 2.77 N2280U G-OAPR 4.89 N2279U .68 81 D-HAKU 11.66 eld 6.71 G-ATFG 6.65 damaged eld 25.9 .83 .87 .64 .64 .65 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .65 .64 .65 .65 .65 .65 .65 .65 .65 449 450 451 452 453 454 455 456 457 458 459 460 461 462 463 464 465 466 467 468 469 470 471 472 473 474 475 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B 2B G-ATFH N2281U G-ATGH N2282U N2283U N2284U G-ATJY N2285U N2286U N2287U N4454L N2288U N2289U N2290U N2291U N1120K N4450 6.65 w/o 10.4.76 7.65 10.65 w/o 9.11.72 damaged 2.68 12.77 .65 .65 .65 .65 .65 .65 .65 .65 .66 .66 .66 .66 .66 .66 (.66) b/u UK .70. eld * See notes below N2292U N2293U G-BPIJ G-AVCA N2294U N2295U N2296U N2297U G-AVIP N2235U G-AVJN G-OMAX N2237U G-AXSR G-ROOF N2236U 3.89 8.66 w/o 8.2.80 3.67 CoA exp 19.11 4.67 8.87 11.69 eld 1. 12.85 .66 .67 .67 .67 .67 .67 .67 .67 .81 .67 .67 .67 6.76 .67 476 477 478 479 480 481 482 483 2B N1175K eld * See notes below 2B N2239U 2B N2240U eld 2B N2238U 2B N2233U 2B G-AWDU 2.68 2B N2241U 2B G-AWIO 4.68 G-0BPG 10.87 Brantly-Hynes production: 501 2B N501BH Unidentified aircraft: .67 .67 .67 .68 .68 .68 .68 .68 12.75 RP-C633 is known but not identified. HB-XBA and HB-XBB were not Two sent taken up. Hynes H2's (B2B) were reportedly ex USA to Turkey in 2. prelude to local production NOTES: * C/ns 422, 463, 476 are as Richard Currie. however ref 87 as a , quoted by erence to various US Registers 1966-71 results in the following sequences: 422 463 476 N2260U. N1120K (current 7.66). N1122K (1.68 onwards). neither N1120K listed c/n, nor N4450 listed this period. N1120K (current 1.68), (1.69 but eld by 7.71) Comments welcome! with this at all in N1175K 91/10 Complete Civil Registers : 3 New Zealand PART THIRTY-FOUR ZK-BRW PA-18A-150 Super Cub 18-5601 13.3.57 Airwork (NZ) Ltd. NZ CoA 10.6.57. To Aerial Work (Marlborough) Ltd, Blenheim 1.7.57; lad to Airlift (NZ) Ltd, Wellington 11/12.57. Hit steep slope and dbf, Redwood Pass nr Blenheim 11.4.58. Cld 2.5.58. ZK-BRX PA-18A-150 Super Cub 18-5686 7.5.57 Airwork (NZ) Ltd. NZ CoA 12.6.57. Cr at Springfield 8.8.60; rebt by Airwork as 3-seater. To Mercury Bay AC, Whitianga 1.12.61; to Airwork (NZ) Ltd 11.1.65; to A.B.Craig, Balclutha 23.4.65. Current. ZK-BRY PA-18A-150 Super Cub 18-5687 7.5.57 Airwork (NZ) Ltd. NZ CoA 28.5.57. To Cookson Air- spread Ltd, Wairoa 2.7.57; to Manewatu ATD Co Ltd, 7.7.71; to J.A. Chesswas, Wanganui 11.7.72; to D.B. Mahon, Arrowtown 3.2.77; to Taranaki Gliding Club, New Plymouth 14.4.86. Current. ZK-BRZ PA-18A-150 Super Cub 18-5767 7.5.57 Airwork (NZ)Ltd. NZ CoA 19.7.57. To Taranaki Aerial Service Ltd, New Plymouth 30.8.57; taken over by Rural Avn and sold to Wakeman Avn Ltd, Christchurch 22.2.60; to Airwork (NZ) Ltd 21.4.60; to Fieldair Ltd, Gisborne 4.7.60; to A.I.Hawker, Haast 14.11.68; to E.Wylie, Queenstown 2.3.71. Cr in sea off mouth of Gorge River, Fiordland 1.6.71, regn cld 14.7.71. ZK-BSA PA-22-150 Tri-Pacer 22-5122 6.6.57 Airwork (NZ) Ltd. NZ CoA 1.7.57. To Otago Aero Club, Taieri 23.8.57. Crashed nr Lake Onslow, Lammerlaw Range 11.7.59. Regn cld 15.3.60. Rebuilt & re-regd ZK-BZC 2.8.62 with c/n 22-5122R. ZK-BSB PA-22-150 Tri-Pacer 22-5417 27.8.57 Airwork (NZ) Ltd. NZ CoA 16.10.57.To Canterbury AC, Christchurch 23.10.57; to RNZAF Avn Sports Club, Hobsonville 24.7.67; to Simcan Investment Ltd (and hired to E.A.Bennett, Timaru) 9.3.72; to Bennett, 8.8.78; to V.R.Wood Ltd, Nelson 17.7.87. Crashed in gully on Lochinvar Station, 32km E of Taupo, with 2 fatalities 22.11.87. Regn cld 19.2.88. ZK-BSC PA-22-150 Tri-Pacer 22-5410 20.8.57 Airwork (NZ) Ltd. NZ CoA 12.11.57. To Tauranga Aero Club 21.2.58; to NZNAC Sports & Social Club, Christ- church 6.5.63. Crash landed at Eltham 30.8.70, one killed, reduced to spares. Regn cld 26.10.71. ZK-BSD PA-22-150 Tri-Pacer 22-5548 14.10.57 Airwork (NZ) Ltd. NZ CoA 29.11.57. To Cookson Air- spread Ltd, Wairoa 3.2.58; to Petersen Aviation Ltd 22.7.58; to Nelson AC 19.9.58; to Scotts Engineer- ing Co Ltd, Christchurch 24.2.66; to G. A. Ashe, Whangarei 18.11.66; to S. C. Haybittle, Auckland 24.9.68; to B.L.Haybittle, Auckland 16.5.69; to R. J.Hindmarsh, Papakura 24.7.69; to L.W.Denize, Te Kuiti 26.5.76; to Bob Shewry Avn Ltd, New Plymouth 20.2.79; to T.N. & B.A.Pidduck, Hamilton 31.8.81; to C.N. & C.J.Bellingham, Pukekohe 26.8.85; to P.J. & E.P.Gotlieb, Ohakune 20.10.85. Current. Above: Piper Caribbean ZK-BSI of the Taupo Flying School at Taupo on 6.4.71 (R. W. Kerr) ZK-BSE PA-22-150 Tri-Pacer 22-5486 21.11.57 Airwork (NZ) Ltd. NZ CoA 10.1.58. To Canterbury AC, Christchurch 25.3.58; to Airwork (NZ) Ltd 29.8.58; to Northlands Districts AC, Whangarei 1.10.58; to Airwork (NZ) Ltd 23.4.63; to Northern Wairoa Aero Club, Dargaville 21.8.63. Crashed at Maungatoroto, 21.7.64. Regn cld 5.5.69. ZK-BSF PA-22-160 Tri-Pacer 22-5997 17.3.58 Airwork (NZ) Ltd. NZ CoA 3.6.58. To Stratford AC, Stratford 26.7.58; to C. L. Sandbrook (Dannevirke Flying School), Dannevirke 23.3.65; damaged landing at Turangi 27.4.70, repaired. To I. G. Alexander, Pakotai 6.2.73; to D.F.R.McMillan, Kaikohe 15.1.81. Current. ZK-BSG PA-22-150 Tri-Pacer 22-3770 24.11.58 Ex ZK-BLD. Rebuild with new fuselage, original c/n. Airwork (NZ) Ltd. CoA 10.3.59. To Canterbury Aero Club, Christchurch 14.4.59; to A.N.Matthews, Taur- anga 31.8.65; (opd by Paraparaumu Fig Sch '67, by Aukland Fig Sch '68, & by Central Fig Sch, Christ- church '68). To W.R.Ashton & E.C.George, Dunedin 27.10.71; to Central Otago Flying Club, Alexandra 17.7.73; to J.S.Rutherford, Waiau 12.2.75. Crashed near Awakino 3.3.75. Current. (Note: an accident at Eltham on 30.8.70 is also recorded. C/n 22-7650 has been reported, if correct this could only be a late 1960 vintage spare fuselage number.) ZK-BSH PA-22-150 Caribbean 22-7321 3.3.60 Airwork (NZ) Ltd. NZ CoA 7.5.60, To Rotorua Aero Club 16.5.60; to Airwork (NZ) Ltd 15.1.62; to W.B. Easton, Dannevirke 20.7.62; to J. C. & M. J. Cole, Tauranga 7.3.67; to General Finance Acceptance (for H.V.Williams & G.Bell) 29.5.69; to H.V.Ryan.Waharoa 25.5.71 (opd by Matamata Gliding Academy); to E.A. Bennett, Timaru 9.3.72; to C.N. & C.J. Bellingham, Pukekohe 15.11.84. Mod to tail-wheel 1984. Current. ZK-BSI PA-22-150 Caribbean 22-7354 3.3.60 Airwork (NZ) Ltd. NZ CoA 23.5.60. To Hauraki AC, Thames 18.7.60; to Gate Pa Joinery Ltd, Tauranga 4.5.65; to Auckland Flying School Ltd, Ardmore (op by Taupo Fig Sch) 2.10.67; to W.A.Bennett & P.Mat- ich, Taupo 23.4.69; damaged 2.2.73 Turangi, to Rex Avn (NZ) Ltd, Ardmore 1.7.73 & rebt; to Manukau Fig School, Ardmore 2.10.73; to R.E.Thurston, Blenheim 27.11.73; to Bob Shewry Avn Ltd, New Plymouth 17. 10.77; to N.M.Amourgis, Te Kuiti 20.6.78; to V.R. Wood, Nelson 21.11.78. Mod to tail-wheel 1979. To B.G.Stewart, Palmerston North 12.12.83; to Stewart & R.W.Adams, 12.1.89 "Bisszi"; to R.W.Adams, Palm- erston North 29.5.90. Current. ZK-BSJ PA-24-180 Comanche 24-2289 28.10.60 Airwork (NZ) Ltd. NZ CoA 25.1.61. To Wanganui Aero Club 23.7.62. Damaged landing at Kawhia 21.2.66 and regn cld 1.8.66. Rebuilt as ZK-CYT, c/n 24-2289R, 12.2.69. 91/11 ROBERTSON AIR SERVICE LTD „..*—<*' iiifTiii • ^ Left: Fletcher FU-24 ZK-BSM of Robertson Air Service receives a touch of paint on the yellow and black checkerboard fin. The name of the pilot Dick Lloyd, who later founded Aerial Work Ltd at Pukekohe, can be seen on the aircraft nose. Below, left: Piper Colt ZK-BSL was the first of the type to be imported into New Zealand. Below: Chipmunk ZK-BSV which last served with Aberdeen Univ- ersity Air Squadron before it was demobbed in 6.56, shortly to find its way to New Zealand. (all: W.Zwakhals collection) ZK-BSK PA-18-95 Super Cub 18-7580 25.1.61 Airwork (NZ) Ltd. NZ CoA 9.3.61. To Wellington AC, Wellington 2.4.61; to Sky Advertising Ltd, Auckland 5.9.66; to 0. M. Lund Ltd, Wellington 28.3.68; to J.K.Barrow, Huntly 2.7.68; to A.A.Young, Wellington 5.3.69; to Wellington Air Taxis Ltd 3.10.69; to B.W.Dando, Greymouth 5.11.70; to Bob Shewry Avn Ltd New Plymouth 20.2.79; to North Shore AC, Dairy Flat 18.4.79.' Current. ZK-BSL PA-22-108 Colt 22-8053 24.1.61 Airwork (NZ) Ltd. To Auckland AC, 9.5.61; to D.S. Hill, Papatoetoe 10.5.63; to Auckland Flying School Ltd, Ardmore 2.10.67; renamed Rex Flying School; to P.C.Prouse, Murchison 9.11.70; to V.J. Peterson & N.Taurau, Hokitika 14.8.73; to Peterson & R.P.Jacks, Hokltika 3.2.75;. to D.M.McDonald & ptnrs, Christ- church 28.6.77; to B.J.Robertson, Thames 19.8.88. Current. ZK-BSM Fletcher FU-24 18 8.11.56 Ex ZK-BHP. James Avn Ltd, Hamilton; f/f 19.1.57. To Aviation Enterprises, Hamilton 6.3.57; taken over by Robertson Air Service Ltd, Hamilton 2.6.61,"11". Converted to 240hp, t/f 15.8.61; then to 300hp, t/f 7.4.67. To FU-24-950M, t/f 3.2.78. To Super Air Ltd, Hamilton 22.9.88. D/d to Australia 8.4.89, regn eld 13.4.89 and regd VH-CTW to N.E.A.T., 11.5.89. ZK-BSN DH.82A Tiger Moth DHA/501 4.1.57 Ex NZ1415. E.P.Henshaw, Timaru (soc 28.6.56). To J.W.Rolleston & ptnrs, Timaru 1.9.61; to J.R.Dunn, Balclutha 8.12.66; to 27(Blenheim) Sqdn ATC 7.8.68; to Blenheim Tiger Syndicate 14.7.70; to V.L.A.Pow- ell, Blenheim 9.10.75 (op by Marlborough AC); to M.J.Nicoll, Blenheim 10.11.89. Current. ZK-BS0 DH.82A Tiger Moth DHNZ.113 6.12.56 Ex NZ1433. O.G.Birss, Balclutha (soc 8.8.56 - this was the last RNZAF Tiger Moth to be disposed of). CoA 20.12.56. To North Otago Gliding Club, Omarama, 20.11.57. Swung on t/o and cr, Omarama 5.1.59. Regn eld 2.3.59. ZK-BSQ Commonwealth CA28 Ceres C CA28-11 9.3.61 Ex VH-CEM. Aerial Farming (Holdings) Ltd, Palmer- ston North; f/f NZ 28.6.63. To Wanganui Aero Work Ltd, Wanganui 26.7.65 "Taringamotu". Forced landing at Coleman's Strip near Raetihi 24.5.68, damaged, roaded to Wanganui and wfu, used as spares by Mana- watu ATD Co; regn eld 18.1.73 [Note: In view of the regn date above, an earlier unknown allocation of ZK-BSQ seems likely.] ZK-BSR Registration not yet allotted. ZK-BSS DHC-1 Chipmunk 22 Cl/0616 18.7.57 Ex WK607, G-AOUM. H.R.Tressler, Raurimu (op Well- ington Aero Club). Damaged by fire 1960, broken up for spares, Wellington. Regn eld 11.2.61. ZK- ZK- ZK- ZK- ZK-BSP Cessna 180 31263 11.2.57 Ex N9164C. Rural Avn. NZ CoA 14.3.57. Middle Distr- icts AC, Palmerston North. Cr 16.11.57, rebuilt and t/f 16.6.58; to H.A.Sowerby, Temuka 10.9.62; to J. S.Sinclair, Balclutha 12.3.63; to McKinlay Bros Ltd, Dunedin 3.10.75, based Cromwell 18.11.80; to J.S. Sinclair, Balclutha 31.5.83. Current. 91/12 BST Cessna 180 32657 14.12.56 Ex N7760A. Rural Avn Ltd, New Plymouth. To Aircraft Hire Ltd 12.7.60, lsd to Northern Air Services Ltd, Te Kuiti. Lost prop blade In flight, spun in and cr Ngaroma near Mangakino 22.11.61. Regn eld 5.5.62. J Cessna 172 29604 14.12.56 Ex N6404B. Rural Avn Ltd, New Plymouth. NZ CoA 22. 2.57. To Hawera AC 5.4.57; to Rural Avn 1.2.62; to Taupo AC 28.2.62; to Rotorua AC 5.5.64. Crash land- ing at Rangipo Prison Farm, nr Turangi, 20.5.65 and sold "as is" to A.N.Reville. Regn eld 23.8.65. Re- built and re-regd ZK-CWK 30.1.68. BSV DHC-1 Chipmunk 22 Cl/0221 23.1.57 Ex WD283, G-AOSW. K.J.J.McCready, New Plymouth. NZ CoA 18.2.57. To McCready - Baigent Avn Ltd 24.6.57; to Wellington AC 13.4.59; to H.Sowerby, Temuka 10. 2.62; to Aviation Sales & Service, Palmerston North 10.9.62; to Otago AC, Dunedin 18.4.63; to W.C.H. Rolfe, Palmerston North 1.8.66; to R.S.Shewry, Taranaki 10.12.70; to Leather Fashions Ltd, Ardmore 2.3.72; to E.A.Jones, Auckland 9.9.80. Current. BSW Taylorcraft BC-12D 7512 15.2.57 Ex NC43853, N43853. W. J. Foley, Taihape. NZ CoA 11.4.57. To Airwork(NZ)Ltd 20.11.57; to B.J.Rhodes, Greytown 28.11.57; to D.B.Vallance, Masterton 4.11. 60; to B.R.McKay, Eketahuna 19.11.62;to H.A.J.Lamb, Carterton 26.10.72; to K.M.Campbell & R.H.Wilton, Masterton 30.4.74; to H.S.McKay, Bay View 21.6.78; to A.L.Lutyens, Featherston 28.9.81;to I.J.Cameron, Martinborough 29.11.89. Current. To be continued . . . The Whole Truth: PERCIVAL GULL PART ONE The three-seat Perclval Gull low-wing cabin monoplane was designed by Edgar Wlckner Perclval and first flew In 1932. After the prototype, which was built at Maidstone, a batch of twentyfour production Gulls was built by George Parnall & Company at Yate, followed by twenty-two from Perclval's Gravesend works. The company then moved to Luton, so pre- sumably the forty-eighth and last Gull was completed there. Considering that only 48 aircraft were Involved there are still a number of outstanding Gull problems. Five aircraft remain untraced, two Gull Fours and three Gull Sixes. There were three type numbers Issued to the Gull, depend- ing on the power plant fitted. The D.l Gull Four had a 130 hp Cirrus Hermes IV. The D.2 Gull Four had either a 160 hp Napier Javelin III, a 130 hp deH Gipsy Major, or a 135 hp Blackburn Cirrus Major I/II. The D.3 model was the Gull Six with a 200 hp deH Gipsy Six engine. Twenty-nine were laid down as Gull Fours,Including the prototype, and nine- teen as Gull Sixes Including the only open-cockpit version c/n D.56. Three of the Gull Fours were converted to Gull Six standard later. The "P" type numbers, which were allocated retrospectively In 1947, are not used below though for cross-reference the D.l Gull Four became P.l and the D.2 became the P.1A (with Javelin III), the P.IB (Gipsy Major I : Parnall), the P.1C Gipsy Major I : Perclval), the P.ID (with Gipsy Major II) and the P.IE (Cirrus Major). The D.3 Gull Six became a P.3 and the open-cockpit version a P.7 Production ran from c/n D.20 to D.67 as follows: A LUXURY AIRCRAFT T HE Percival " G u l l " has introduced this year a new standard of merit to aviation. It is the fastest and shapeliest three-seater ever produced. The " G u l l " in fact is the last word in flying luxury for it combines speed and beauty of line with comfort and safe flying qualities as they have never been combined in one aircraft before. Own a Percival " G u l l " and you own the finest light aeroplane in the world to-day. M A I N D E T A I L S L o w wing cantilever monoplane. Hermes I V or Gipsy " Major " Folding wings. ^ Engine. 145 m.p.b. M a x i m u m speed. Landing speed 40 m.p.b. Carries, in addition to pilot. Seats three in comfortshle 400 lbs. psy load (or 750 cabin. Wide track undercarriage. Attractive colour schemes. Exceptional stability snd control. miles at 125 m.p.h. Brakes and spats standard. Perfect - view. £1275 F U L L Y E Q U I P P E D I N C L U D I N G , C O M P A S S . NOW IN PRODUCTION: EARLY DELIVERY W R I T E FULL STOCK OF SPARES AVAILABLE NOW P E R C I V A L G U L L E. W. PERCIVAL, 20 GROSVENOR PLACE, LONDON, S.W.I. S l o a n e 3274 D.20 Built at Maidstone by British Aircraft Co as type D.l (Cirrus Hermes IV) and registered G-ABUR, 2.32. Tested at Martlesham Heath 3.32. Damaged In forced landing and rebuilt by Brooklands Aviation. CofA No.3521(TM) Issued on 30.6.32 to E.W.Perclval and regd to him 3.7.32. (Note: C/n was originally quoted as "4" In both Register and CofA records - date of change not recorded.) Flown In King's Cup 8-9.7.32 by E.W.Perclval as "50", averaged 142.73 mph In 12th place. Then came second In Thanet Air Trophy, Ramsgate 18.9.32; 2nd In the Hlllman Trophy Race, Romford 24.9.32 and first In the Yorkshire Trophy, Sherburn 25.9.32 at 136.5 mph. Re-englned with Javelin III 1933 as D.2 with CofA renewed 4.7.33 and flown in King's Cup 8.7.33 as "40" by F/L J.G.D.Armour. Re-englned later with Gipsy Major. No CofA between 3.7.34 and 17.6.35. CofA renewed 17.6.35 (until 2.6.36). Sold to Man Mohan Singh, Croydon In 5.35 or 6.35 and registered to him on 2.7.35. Damaged beyond repair at Luwlnga, Northern Rhodesia, 26.8.35 during Singh's attempt on the Cape record. Registration cancelled 12.36 as wfu. D.21 Built at Yate by George Parnall & Co as type D.2 Gull Four II (Javelin III). Registered G-ACAL to William Lind- say Everard MP, Ratcllffe 10.11.32 (Cert.4012) "Leicestershire Fox". C/n initially quoted as "2" In Register. CofA No.3824(TM) Issued to W.L.Everard 23.3.33 with c/n now quoted as D.21. To British Air Navigation Co Ltd, Heston .33 and won Vertical Interception Race, Heston, 10.6.33 flown by company chief pilot A.J.Styran. Crashed In bad weather at Hawkhurst, 1 ml from Sandhurst, Kent on 1.10.33, killing Styran, photographer Bertram Wilson and the company manager I.C.MacGllchrlst, who were returning from Beauvals following the unveiling of a memorial to the R.101 airship disaster of 5.10.30. Registration cancelled. D.22 Built at Yate by George Parnall & Co as type D.l Gull Four I (Cirrus Hermes IV). Registered G-ABUV to C.S.Napier, Croydon 10.11.32 and CofA No.3827 Issued to same 24.3.33. To Surrey Flying Services Ltd, Croydon 8.33 (?) for use as charter and photographic aircraft. CofA renewed on 29.3.34 and 14.9.35. To Marcus Maxwell MA, MP, Hanworth, 10.10.35 (Cert.6390). Left Croydon for Cannes 15.8.36 under suspicion of going to Spain. Crashed Into River Var near Nice 2.11.36, killing owner/pilot and passenger Joseph Ralnaud. Registration cancelled 12.36 as wfu. Right: The prototype Gull G-ABUR c/n D.20 which was built In the Lowe Wylde workshop In Kent In 1932. This re- touched photo was taken when It was fitted with a 155hp 6-cyllnder Napier Javelin engine In 1933. Evidence of Perclval's earlier association with designer Basil Henderson can be seen In the shape of the rudder (compare with Hendy 302A G-AAVT) which was to be altered on production machines and Is known to have been retouched on early photos of G-ABUR as well, (via Jack Meaden) 91/13 Left: Gull Four c/n D.25 was sold to Brazil in 1937 and as PP-BAA operated an air taxi service for Transporte Aero Brasileiro out of Rio de Janeiro. Below: The same aircraft was re- registered PP-TEL when Its licence was changed from commercial to the tourism and sporting category in 1938. (both via Carlos Dufriche) D.23 Built at Yate by George Parnall & Co as type D.2 Gull ^ M Four IIA (Gipsy Major I). Registered G-ACFJ to E. W. Percival, Heston 21.3.33 (Cert.4272). CofA No.3835 issued 31.3.33 to E.W.Percival, renewed 27.4.34. Reg- istration cancelled 1.36 as sold. Registered F-AOZS to Comte Guy de Chateaubrun(Percival agent in France) 15.6.36. Fate unknown. D.24 Built at Yate by George Parnall & Co as type D.l Gull Four I (Cirrus Hermes IV). Registered G-ACAT 20.3.33 to E.W.Percival, Yate(Cert.4023). CofA No.3815 issued 27.3.33 (from 22.3.33) to E.W.Percival. Registration cancelled 4.33 as sold. Registered VH-UQW 5.33. Burnt in fire, Broken Hill, NSW 16.4.45. Regn eld 4.45. D.25 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major I). Registered G-ACGC to British Air Navigation Co Ltd, Heston 8.4.33. CofA No.3853 issued to owners 11.4.33, renewed 18.5.34. To F/L Neill Charles Ogilvie-Forbes, Netheravon/High Post 1.1.35 (Cert.5518). CofA renewed 11.5.35 and 19.7.36. Registration cancelled 1.37 as sold. Shipped to Rio de Janeiro on board M/S" Highland Chieftain", arriving 1.3.37. Registered PP-BAA in Brazil 16.6.37 to Transporte Aero Brasileiro Ltda, Rio de Janeiro, for air taxi use and semi-scheduled services between Rio and Campos. Re-registered PP-TEL to the same owners 24.10.38 on change of use to sport/tourism. CofA expired 15.1.46. Later sold to Nilton Leopoldo da Camara, Rio de Janeiro but still not airworthy and registration cancelled 31.12.68 due to "lack of inspection for more than ten years". D.26 Built at Yate by George Parnall & Co as type D.l Gull Four I (Cirrus Hermes IV). Registered G-ACFY 8.4.33 to E.W. Percival. CofA No.3852 issued to E.Jobling-Purser 27.4.33, renewed 27.6.34. To A.V.Roe & Co, Woodford 1.35 (?); used as communications aircraft. CofA lapsed 26.6.35. Registered to Alexander Collinge, Woodford 26.6.36 (Cert. 7147) and new CofA issued 27.6.36. Registration cancelled 6.37 as sold, thought possLbly to Spanish Civil War but does not appear as suspect in any PRO documents. D.27 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major I). Registered G-ACLG 8.5.33 (out of sequence fixed marks) to Loel Ciuinness MP, Heston. CofA No.3898 issued 10.5.33 effective from 8.5.33. Registered to Henly's Ltd, Heston 23~.1.34 (Cert.4837). CofA renewed 24.3.34 and 13.10.34. Registration cancelled 11.34 as sold. Registered VT-AFV to Indian National Airways Ltd, Delhi 11.34. Used on Karachi - Lahore mail service. Regn cancelled 7.6.38. D.28 Built at Yate by George Parnall & Co as type D.2 Gull Four II (Javelin III). Registered G-ACGP to Air Vice Mar- shall Amyas E.Borton CB, CMG, DS0.AFC, Heston 11.5.33 (Cert.4364). CofA No.3919 issued 31.5.33, dated 29.5.33, to Borton, who flew it in the King's Cup on 8.7.33 as "29". CofA progressively renewed 11.5.34, 22.5.35, 18.5.36 and 22.5.37 expiring 21.5.38 and registration cancelled 18.7.39. Sold to Charles Exton Gardner, Hamsey Green and reg- istered to him 27.7.39 but cancelled again 25.8.39. Surveyed for possible Impressment at Hamsey Green on 29.8.39 (when owner stated to be C.T.F. Aviation Ltd) and allocated to NAC.l - although this status was specifically for aircraft with a valid CofA. Registered to C.T.F.Aviation, Thame 18.9.39. Not Impressed but stored throughout the war. Insured in name of C.T.F. Aviation from 3.10.39 as "stored in a hangar at Haddenham, Thame" until policy was cancelled at owners' request 7.12.46. Registration cancelled by Secretary of State 1.12.46. Registered to Francis Charles Bettison, Haverfordwest 3.3.48 but cancelled as sold on 17.11.48. The aircraft is said to have been scrapped at Thame in (late?) 1946, so this last owner may have purchased parts with a view to restoration which was not then proceeded with. Left: A somewhat fortunate survivor having crashed in Belgium in 1934 and suffered various indignities during forty years of storage, c/n D.29 has been lovingly restored to static display condition at the Brussels Air Museum. It is shown here In an advanced state of recon- struction at the Museum in 12.90. (Vincent Jacobs) 91/14 GULL FOUR and GULL SIX D.29 Built at Yate by George Parnall & Co as type D.2 Gull Four II (Javelin III). Registered G-ACGR to Sir Philip Sassoon, Lympne 12.5.33. CofA No.3913 Issued 28.6.33 to owner. Painted duck egg blue and midnight blue. Flown by G.R.A.Elsmle In King's Cup 8.7.33 as "17". Flown In Folkestone Trophy as "8". Registered to Aircraft Exchange & Mart Ltd, Feltham 8.5.34 (Cert.5038). CofA renewed 21.6.34. Believed sold on to Sir John D.Kirwan, Heston 5.34, but not entered in Register file. Repainted sea green/midnight blue with red letters. Flown by Kirwan in King's Cup 13-14.7.34 as "26". Crashed into R.Escaut, Belgium 12.10.34 and cancelled 12.34 as wfu. Moved to Ostend for planned return to UK but instead was apparently sold in Belgium in damaged condition, discovered less engine and other components near Nleuwpoort by E. de Deurwaeder and then stored at Wauthler-Bralne near Waterloo until found in 6.75. Donated to Brussels Air Museum. Under restoration to static display condition in original colour scheme with a Gipsy Major I ho.523 to be fitted. Scheduled for completion in July 1991. D.30 Built at Yate by George Parnall & Co as type D.2 Gull Four II (Javelin III). Registered G-ACHA to E.W.Percival 17.6.33. CofA No.3941 issued 23.6.33, dated 17.6.33, to Percival Aircraft Co. Flown by Edgar Percival in King's Cup 8.7.33 as "11" and sold to Airwork Ltd, Heston 25.7.33, based at Manchester-Barton. Converted to Gull Six with Gipsy Six engine in 1934 (though a later source quotes it as a Gull Six in the King's Cup at Hatfield 8.7.33 which is certainly a retrospective error as G-ACPA c/n D.44 was the first Gull Six in 1934). CofA renewed 29.8.34 and 25.3.35. Registration cancelled 12.35 as sold. Registered VH-UTP to P.G.Taylor 9.6.35. Owned by Australian National Airways as "Pinega" 1938-9. Owned by The Salvation Army at 11.9.47 when an accident was recorded at Darwin. Cancelled. Restored as VH-UTP c.53 to K.S.Mullan, Raleigh, NSW. Ground looped 9.5.56. Registration canc- elled 6.59. Under restoration by John Hill and Don Johnson, Queensland, using parts of Vega Gull VH-BQA c/n K.98. 91/15 Left: British Air Navig- ation's Gull Four G-ACHM c/n D.32 parked outside a terminal bearing the name "La Palace" - can anyone locate this please? (via Cliff Minney) D.31 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major). Registered G-ACHT to Percival Air- craft Co 14.6.33. To Viscount Borodale 6.33. CofA No.3938 issued 21.6.33, effective 15.6.33, to Viscount Boro- dale; renewed on 11.7.34, 1.8.35, 14.7.36 and registered to Percival Aircraft Co, Gravesend 14.7.36. Registration cancelled 12.36 as sold but CofA renewed 25.8.37. No further information but possibly intended for Spanish Civil War? (Note: All Register and CofA files agree that G-ACHT was c/n D.31 and not D.32 as frequently quoted and as probably intended.) D.32 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major). Registered G-ACHM 24.5.33 to I.C. MacGilchrist, Heston (manager of British Air Navigation Co Ltd). CofA No.3912 issued 25.5.33 to British Air Nav- igation Co Ltd, renewed 17.5.34. Named "Vigilant". To Brian Allen Aviation Ltd, Croydon 27.5.35 (Cert.5913) and used for newspaper work in Abysinian War c.10.35, flown by C.F.French. Registration cancelled 5.36 as wfu but in fact sold abroad. This is another Gull thought to have Spanish Civil War connections, but without confirmation. Registered F-AQLZ 30.3.38 to Melle Spitzer. No further details. (Note: G-ACHM confirmed as D.32, not D.31 - see above.) D.33 Built at Yate by George Parnall & Co as type D.2 Gull Four II (Javelin III). Registered G-ACIP to Mrs Adelaide S. Cleaver, Heston 20.7.33 (Cert.4414). CofA No.3990 issued 28.7.33 to owner and renewed 22.8.34 and 4.9.35. Regis- tration cancelled 12.35 as sold. Registered PH-HCA to H.M.Schmidt Crans 6.12.35 (CoR No.198). Dutch references to type P.IB and Gull IIA seem to indicate engine change to Gipsy Major. Registration cancelled 6.12.41 on expiry of CoR, presumed lost during war. D.34 Built at Yate by George Parnall & Co as type D.2 Gull Four II (Javelin III). Registered G-ACIR to W.G.Robson, Heston 20.7.33. CofA No.3988 issued 26.10.33 to W.G.Robson, renewed 25.4.34. Sold to Henly's Ltd, Heston 2.6.34 (Cert.5129). Suffered at least four forced-landings due to engine failure, including two on Hounslow Heath on 18.2.35. Returned to Heston by road and fuel system overhauled but engine failed at 600 ft on a test flight from Heston on 20.2.35 and the Gull spun in and burnt out, killing Henly's test pilot R.Faulds and ground engineer H. Hitchcock. Fuel pump fault suspected. Cancelled 12.36 as wfu. D.35 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major). Registered G-ACIS to Air Service Training Ltd, Hamble 20.7.33. CofA No.3989 issued 25.7.33 to owners. To Henly's Ltd, Heston 2.8.34 (Cert.5290). CofA renewed 20.8.34 and again 13.10.34. Registration cancelled 11.34 as sold. Registered VT-AFU to Indian Nat- ional Airways Ltd, Delhi 11.34. Used on Karachi - Lahore mail service. Registration cancelled 11.2.35. D.36 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major). Registered G-ACJP to Percival Air- craft Co, Gravesend 22.8.33 (Cert.4439). CofA No.4072 issued 3.11.33 to Percival Aircraft Co, effective 1.11.33. Registration cancelled 2.3.34 as "change of owner", in fact sold to Japan as J-BASC. No further details. D.37 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major). Registered G-ACJR to Noshir Manesk Gazdar, c/o Air Service Club, Hamble 22.8.33 (Cert.4440). CofA No.4078 issued 7.11.33 to owner. Ran out of fuel en route Geneva - UK and crashed into the English Channel 1.5.34. Owner and passenger Hr.Hull picked up by French trawler "Rafale" together with most of wreckage. One wing, believed to be from a Gull, washed ashore at Berck-sur -Mer 15.5.34. Registration cancelled 12.34 as wfu. D.38 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major). Registered G-ACJW to Patrick Ran- dolphs, Heston 7.9.33 (Cert.4445). CofA No.4029 issued 18.9.33 to owner. Reportedly used by Everson Flying Serv- ices in Ireland 8/9.34. CofA renewed 22.11.34. Registration cancelled 11.34 as "change of owner", in fact sold to Australia and registered VH-UTC 1.35. Registration cancelled as wfu 1.46. D.39 Built at Yate by George Parnall & Co as type D.2 Gull Four IIA (Gipsy Major). Registered G-ACJV to Sir Charles Edward Kingsford-Smith, (c/o Kingsford-Smith Air Service Ltd, Mascot, Sydney, Australia), Heston 23.9.33 (Cert. 4665). CofA No.4038 issued 2.10.33. Named "Miss Southern Cross" and used on record flight to Australia, departing Lympne at 0528 on 4.10.33 and reaching Wyndham in 7 days, 4 hours, 44 minutes. Registration cancelled .34 as wfu but actually registered VH-CKS on 8.12.33 to Sir Charles Kingsford-Smith (note fixed registration marks). Was flown solo Sydney - Batavia - Sydney by P.G.Taylor 14/24.6.34. Crashed in forced landing in fog at night at Yerr- anderie, NSW 28.11.34 fatally injuring passenger L.Hinks and seriously injuring pilot O.B.Hall. Registration was cancelled 12.34. To be continued . . . Left: Charles Kingsford Smith's famous Fokker "Southern Cross" appears earlier in this issue, while here we have his Gull Four G-ACJV "Miss Southern Cross" with the extra fuel tank in the cabin for his record flight to Australia in October 1933. (via Cliff Minney) 91/16 Aircraft of European Civil Registers: 6 THE B O L K O W LIGHTPLANES PART FIVE BOLKOW BO 208 (continued) C/n Mod Regn 600 C D-ECGU /l C-l G-ATOC EI-AUR 601 C ZK-CJG 5W-FAG ZK-CJG 602 C D-ECGY /l C-l G-ATRI 603 C D-EFNI /l 604 C ZK-CJI D-EFNO 605 C D-EFNU /l C-l G-ATSI 606 C D-EFNY 607 C D-EJUB /2 ZK-CJH 608 C D-EJUC /2 C-l G-ATSX 609 C D-EJUM /2 HB-UPB 610 C D-EJUT /2 611 612 613 614 615 HB-UPC D-EHEF /l G-ATUI D-EHEH /2 C-l G-ATTR C D-EHEL /2 D-EHEM /2 G-ATVB C C-l C C C-l C D-EHER /2 C-l G-ATVX 616 C D-EHET /2 PH-HVD 617 C D-EHUW /2 C-l G-ATYP OY-POK SE-FIS 618 C D-ENEH /2 ZK-CJK 619 C D-ENEP /2 620 C D-ENEQ /2 CF-YAR C-FYAR 621 C D-ENER /2 ZS-EMT i22 C 623 624 C c C-l D-ENAG /2 HC- ? CC-PBP D-EMUH D-ELNE /2 G-ATXZ F/f 21.1.66 17.2.66 .66 3.66 2 4 . 2 . 6 6 2 5 . 3 . 6 6 .66 1.4.66 2 0 . 4 . 6 6 2 0 . 4 . 6 6 25.4.66 29.4.66 13.5-66 13.5.66 27.5.66 2 . 5 . 6 6 27.5.66 .66 1 6 . 6 . 6 6 2 0 . 6 . 6 6 3 0 . 6 . 6 6 3 0 . 6 . 6 6 14.7.66 14.7.66 G-ATRI y jggg|HN 5^ ISv^ Remarks to UK 23.2.66, regd 3.2.66, eld 20.10.70, regd 19.11.70, eld 1.5.80. (ex 566) shipped to NZ 8.65 unflown and less engine, regd .65 regd 14.8.69, regd 12.75, current, (ex 551) to UK 24.3.66, regd 3.3.66, current, (ex 552) shipped to NZ 1.12.65 unflown less engine, regd 6.66, current, (ex 553) w/o Holzhausen nr G'oppingen 26.7.86. (ex 554) to UK 22.4.66, regd 14.3.66, current, (ex 556) current, (ex 565) reserved 11.1.66, ntu, shipped to NZ 10.65 unflown less engine, regd 6.66, current, (ex 557) to UK 22.4.66,' regd 7.4.66, current, (ex 558) to Switzerland 3.5.66, w/o Lommls 24.7.80, eld 19.11.81. (ex 559) to Switzerland 3.5.66, eld 19.11.81, fate unkn. to UK 5.66, regd 4.5.66, current, to UK 3.5.66, regd 28.4.66, current, w/o Munster-Telgte 10.9.69. to UK same day, regd 30.6.66, w/o Rockshlll 6.1.72. to UK 6.66, regd 9.6.66, current, to Holland 17.5.66, regd 12.5.66, current, to UK 15.9.66, regd 23.8.66, eld 28.7.76, regd 28.7.76, eld 24.4.79, regd 23.5.79, current, shipped to NZ 6.66 unflown less engine, regd 12.66, current, current. regd 18.7.66 to H.Bauer (a Canadian Flight Capt), dam- aged In Quebec 2.8.67, regn eld 4.9.67, regd 5.70 after rebuild, re-regd, no further info, to South Africa 23.8.66, regd 17.10.66, w/o Brits 16.5.85, eld 16.9.85. to Ecuador 6.7.66, identity unknown, regd in Chile .85. current, to UK 15.8.66, regd 28.7.66, current. Above: G-ATRI c/n 602 at Barton on 3.8.75 (Editor) Below: HB-UPC c/n 610 on 28.8.71 at Lommis (A.Vercruljsse) ilill Above: PH-HVD c/n 616 at Hoogeveen 17.5.75 (P.Vercruljsse) Below: 0Y-P0K c/n 617 at Stauning 6.77 (Erik Holm) Bottom: The "Red Eagles" display team of the early 1970s with PH-CEP,-HVD,-KAT and -KAE. (H.Wadman/Airnieuws) 625 C D-ELN0 /2 27.7.66 626 C 627 C F-B0XZ D-ELAC /2 D-ELAW /2 29.7.66 29.7.66 regd 28.7.66, to France 15.8.67, regd 17.10.67, w/o current, current. .69 91/17 Above: Line-up of five Juniors at Cranfleld on 2.7.89 with (1 to r) G-ATTR (612), D-ECGO (599), G-ATSI (605), G-ATDO (576) and D-ENVF (692). (Editor) /(Luc Wittemans) Below: D-ELAC (626) at Dlest 8.88 labelled "Frankfurt". / 628 C D-EKAD /2 PH-KAS 12.8.66 mmmm 629 630 631 632 6 3 3 634 635 636 C C-l C C - l C c c c c c D-ENFA G-ATZA D-ENNA G-AVGX D-EFMA D-EFMB D-EFMC D-EFMD D-EFME D-EGFA 0 0 - S I S PH-DYM PH-KAE / 2 / 2 n a n 19.8.66 2 4 . 8 . 6 6 23.9.66 10.10.66 28.10.66 28.11.66 2.2.67 11.1.67 Above: G-BIJD c/n 636 was a Brlenne visitor In 1983. (Henk Wadman/Alrnleuws). HB-UPF c/n 637 was one of three Juniors with Mfg Thurgau at Lommls 28.8.71. (Ad Vercruijsse) Below: D-EGQA c/n 647 was at Lauphelm 19.5.74 (P.Gerhardt) and D-EJMA c/n 651 was at Its home base of Egelsbach on 11.10.78. (P.Vercruijsse) ..;•;* ' IIIIIV^ • • • I G-BIJD 637 638 639 640 641 642 643 644 645 646 647 648 649 650 651 652 653 654 655 656 657 658 659 660 661 662 C C c c c c c c c c c c C-l c c C - l c c c c c C-l c c c c c c c D-EGFE HB-UPF D-EGFI D-EGFO D-EGFU D-EGAL D-EGIC D-EGM0 ZK-CJL D-EGMY D-EGNU D-EEWW D-EGOC D-EGQA D-EGRA G-AVKR D-EGRE ZK-CJJ ZK-EDH D-EGUC G-AVLO D-EJMA D-EJMB D-EJMC D-EJMD D-EJME G-AVNH D-EJMF D-EJMG PH-KAT D-EJMH D-EEAH D-EJMI D-EJMJ HB-UPG D-EGVE D-EGVI / l / 3 n n n n ii a n n ii A A A 3 0 . 1 . 6 7 2.2.67 14.2.67 1.3.67 10.3.67 22.3.67 . 6 7 30.3.67 22.3.67 30.3.67 13.4.67 2 0 . 4 . 6 7 . 7 4 2 6 . 4 . 6 7 16.5.67 16.5.67 19.5.67 24.5.67 29.5.67 7.6.67 26.6.67 26.6.67 28.6.67 1.8.67 9.8.67 16.8.67 regd 18.8.66, eld 27.12.66 as sold to Holland, regd 5.1.67, w/o Gillenfeld, Germany 13.12.72. Wreck dum- ped nr Seppe, eld 11.3.74. to UK 10.1.67, regd 2.9.66, current, to UK 6.4.67, regd 13.2.67, w/o 12.11.72 Kamp-Lintfort, Germany. Cld 9.9.81, wreck to Biggin Hill w/o St.Georgen 24.4.74, cld 6.5.77. current, current. w/o 9.4.70 location unkn, cld 22.5.70. current. to Belgium 10.2.67, regd 13.2.67, cld 18.3.70, reserved 16.2.70, ntu, regd 21.4.70, CoA exp 13.10.80, cld 9.12.80, regd 9.12.80, CoA 11.1.83 after rebuild, current, to Switzerland 10.2.67, current, current. current, current, current, current. shipped to NZ 10.2.67 unflown less engine, regd 5.67, current, current. reserved 16.8.66, ntu, current, current, current, to UK 10.5.67, regd 28.4.67, current, shipped to NZ 25.4.67 unflown less engine, ntu, remained in storage, regd 11.74, current, to UK 10.5.67, regd 8.5.67, current, current. CoA expired 5.85, stored at Bonn, still regd. w/o Oldendorf 18.9.76. w/o Sulzbach/Murr 15.4.73. to UK 6.67, w/o Steyning, nr Shoreham, 10.3.68, cld 4.71. current• to Holland 7.67, regd 12.7.67, w/o 19.5.75 Seppe, cld 30.11.76. Now at Eelde for rebuild, reserved 10.3.67, ntu, regd 28.6.67, erroneously painted "D-EGAH" on f/f, current. CoA expired 8.84, stored at Paderborn-Lippstadt. to Switzerland 8.67, w/o Hohenbodman, Germany, 27.6.75. CoA to Permit 3.3.88, current, current. To be continued . . . 91/18 N 9 9 9 9 F : Americans overseas PART FOUR Above: Although no longer with TWA, Fairchild C-82 Packet N9701F was still active In 1975 . (via Peter Keating) Regn N9743F N9742F N9741F N9740F N9739F N9738F N9737F N9736F N9735F N9734F N9733F N9732F N9731F N9730F N9729F N9728F N9727F N9726F N9725F N9724F N9723F N9722F N9721F N9720F N9719F N9718F N9717F N9716F N9715F N9714F N9713F N9712F N9711F N9710F N9709F N9708F N9707F N9706F N9705F N9704F N9703F N9702F N9701F N9700F Type Hlller UH-12AB Hiller UH-12 Auster J/5G ) No record traced - Douglas C-47B ) No record traced - Boeing B-17E Curtlss C-46A Cessna 120 Cessna 170B Cessna 140A Cessna 170A Cessna 172 Bonanza 35 Stlnson 108-3 Aeronca 7AC Champion ) ) ) ) No record traced - ) ) ) Beech D18S Douglas DC-4 C-82 Packet F.24 Argus III C/n 167 680 3062 presumed 26915 (USCAR presumed 2682 27085 14338 20560 15695 18969 28321 D-122 3956 2749 presumed A-18 43068 10184 988 Ex N8167H, G-APZO, SU-ALK. PI-C365, G-APTN. VP-KKO, AP-AHK. not used. 43-49654. .quotes 4419654 ?) not used. 41-9210, N5842N, 23 CF-ICB. 42-107398, N277K. N2113V, LG-BEF, TG-BEF. N2408D, TG-BOV. N1132D, YS-85, YS-117P N9208A, TG-BIA. N5721A, TG-CIB. AN-ACV. N956C, HP-293. N84062. not used. NC44610, OB-WBH-497, OB-LHV-497, OB-M-497 VH-TAD. 45-57814, N2047A ET-T-12. 43-15024, HB750, F-BFPA. Date .62 8.62 . .7.64 4.52 . 3.63 . . .52 . . 4.65 9.59 9.60 L0.57 Fate eld 13.12.63. eld 10.9.71. eld 12.1.71. eld 4.8.64, to CP-753 11.64, lat To TG-ABA 5.56, OB-YAA-564, OB-R-564 CX-AXY, ZP-CBN, (CP- cld 20.10.65 To AN-ACV 3.52 ?, N87813 1.75. To HP-226. eld .75. To CF-LOY .60, N9702F .66, N6531D. To USA; Remarks Cr 25.7.63 Antakya, Turkey. Executive Helicopters A.Chadwlck, Geneva European Research & Supply Corp Four Star Aviation Inc er N8WJ. 731). Restd 29.7.68, C.K.Taylor Panama Canal Zone PCZ, later Greenland Panama Canal Zone Guatemala Conv to model 35R c/n D-122/R14 FAA Panama Canal Zone Albrook AFB, PCZ F.Sage, Miami European Asiatic Wfu .66. TWA, Paris L.Krout, France 91/19 POSTSCRIPT From research done by Colin Smith it seems that some US-registered aircraft were certified in Europe before the above batches were used. Most were probably registered in late 1946 or early 1947, so we wonder whether other, as yet unid- entified, blocks were used during the 1948 to mid 1951 period? NC79800 NC79802 NC79803 NC79804 NC79805 NC79806 NC79807 NC79808 NC79809 NC79814 NC79815 NC79816 NC79819 NC74115 NC74116 NC74117 NC74118 NC74119 NC74121 NC74122 NC74123 NC74124 NC74136 NC74137 NC74138 NC74139 NC6400N J-3C-65 Cub J-3C-65 Cub J-3C-65 Cub J-3C-65 Cub J-3C-65 Cub J-3C-65 Cub J-3C Cub L-4J Cub J-3C Cub PA-12 Super Cruiser J-3C-65 Cub J-3C-65 Cub J-3C-65 Cub J-3C Cub J-3C Cub L-4J Cub J-3C Cub J-3C Cub L-4J Cub J-3C Cub J-3C-65 Cub J-3C-65 Cub Douglas DC-3 L-4J Cub Spitfire XI Douglas DC-3 J-3C-65 Cub 10938 12969 13158 13266 13255 13290 12062 12937 13167 12-3492 11725 11242 12192 13348 12492 12656 13195 13153 12932 13254 12696 12788 11923 11810 . 4930 12109 43-29647 44-80673 45-4418 45-4526 45-4515 45-4550 44-79766 44-80641 45-4427 NC4059H 43-30434 43-29951 44-79896 45-4608 44-80196 44-80269 45-4455 45-4413 44-80636 45-4514 44-80400 44-80492 42-92154, HB-ATO 43-30519, PL983 42-6478, 6252M, G- 44-79813, FL562, G-AISV TJ167, AJLC G-AJBE . Fate unknown To F-BEGH1.48, CN-TTI 2.59 To F-BGQK 6.53, HB-OGV 27.7.67 To F-BDTV 9.47, w/o 10.5.65 Le Havre To F-BEGT 23.3.48, G-ICUB 20.8.81, EI-BSX 25.3.86 (but f/n now given as 8999 would be c/n 8912) Fate unknown To F-BCPT 5.47, G-BKHG 13.9.82 To F-BDTE 5.47, 7T-VLE 11.64 To F-BEGS 2.48, w/o 8.64 To F-BFQO 5.50 To F-BFQN 10.50 Fate unknown To G-ANXP 13.12.54, D-EGUL 28. 00-GMS 2.9.85 10.55, PH-CMS 28.10.81, I-GINA 3.61 To F-BFFN 7.49 To F-BEGR 2.48, HB-OVF 1.62 To F-BFBH 9.49, HB-OXN .60, To F-BFBP 10.48 To F-BFBO 10.48 To F-BETT 6.48, G-AXHP 9.6.69 To F-BETC 7.48 To F-BFOZ 1.51 To F-BFQL 8.50 To 00-APB 11.3.48, Israel 15.10.48, 4X-AES 2.4.57 Fate unknown Fate unknown To 00-APC 11.3.48, N74139 10.8.50 To G-AKNC 5.1.48, 0H-CPC 10.51 Designations in list above are those actually quoted for the aircraft. Top: DC-4 N9702F in European Asiatic titles parked at Heathrow in 1959/60/ (Peter J. Marson collection) Left: Fairchild Argus N9700F apparently in the old Farman hangar at Toussus-le-Noble in 1960 with a Proctor 3 F-BFPS and a partly dismant- led SUC Courlis behind. (via Peter Keating) 91/20 The Whole Truth: PART FORTY-FOUR DH.60 MOTH Above: Alan Butler's G-AACL wearing racing number 25. It was a standard coupS Moth with the newly-Introduced slim wheels and narrower tyres. These became popular with private owners until doughnut tyres became available In 1931. (Aeroplane via Jack Meaden) DH.60 Moth variants THE GIPSY MOTH, SLOTS AND THE COUPE HOOD (concluded) In October 1928 Geoffrey de Havllland was flying G-AAAA with the coup§ hood and in the same month G-AACL with coupe hood was registered to Alan Butler, the DH Company Chairman. On 7th December 1928 Butler, with his wife as passenger (more propaganda for flying wives), broke the 100 km closed circuit speed record at 119.8 mph. He also used it for racing and on 26th May 1929 at the Bristol & Wessex Club meeting he gained 48 points out of 55 in a competition for good and safe flying to win the Duprez Challenge Cup. A week earlier on 20th May at the Northamptonshire Aero Club Whitsun Meeting, A . C M . (Maurice) Jackaman flew G-AADX to obtain 44 out of 50 points to win the silver cup for a similar competition; these and other events all helping to publicise the coupe: Moth. On 22nd December 1928 Capt W.R. Bailey, a member of the Cavalry Club, took delivery of J-AADC but advertised it for sale only eight months later. The Hon Lady Mary Bailey, just returned from her Cirrus Moth South African trip (see p.90/30), purchased G-AAEE in Feb- ruary 1929 and later used it for racing and competitions but soon removed the coup! and covered the front cockpit for racing. With the availability of light aircraft suitable for touring the European countries, the National club competitions and races were followed by International events such as the "Challenge Internationale de Tourisme". In a European competition of 27-30th June 1929 both Lady Bailey and Maurice Jackaman took part in their coupes and in the Challenge de Tourisme of 7-14th August 1929 Hubert Broad was the winner in coupe G-AAHS. The course of 3907 miles was flown from Paris/Orly around 24 landing points including Brussels, Amsterdam, Hamburg, Berlin, Warsaw, Prague, Vienna, Budapest, Belgrade, Milan and Geneva. Points in the competition were given for speed, regularity, fuel consumption and features of aircraft equipment such as wingfolding, self starters, dual controls, fire extinguishers, parachutes, etc. Today's pilots will no doubt be surprised to know that all the 47 entries were equipped with parachutes, but of course flying was less safe then than it is today and in the 1929 Challenge Herr Nehring In Darmstadt D.18 "B5" wrecked the cantil- ever biplane in a crash in Poland and Herr Hofmann was killed in the crash of Arado L-l cantilever monoplane "C9". Right: W. R. Bailey's G-AADC is here seen to be a standard coupe Moth with the old standard wide tyres and long exhaust pipe. The wing- folding notice can be seen in the normal position by the leading edge wing root, (via Jack Meaden) 91/21 Left: Maurice Jackaman's G-AADX with Its name "Peridot III" on the nose making a racing take-off at Lympne led by Lady Bailey's G-AAEE now with coupe hood removed and the front cockpit covered. Below: Hubert Broad (In white overalls) In front of coupe1 G-AAHS as "H5" at Hamburg during the 1929 Challenge Internationale de Tourlsme. (both Aeroplane via J.M.) .,':S**:::.?: Above: DH.60M G-AAGE as coupe1 demonstrator with "Gipsy Moth" on the fuse- lage sides, a character- istic of DH Company Moths (see p.90/79). Here 'GE is returning from Teignmouth while located at Filton. Right: Miss Winifred Spooner has help to move G-AALK as "K8" in the 1930 Challenge Internationale de Tourlsme. Lifting the tail by the tailplane bracing strut allowed one person to move the Moth, but on rough ground help was needed to push, (both Aeroplane via J.M.) Initially sales of the coupe went well, backed up by G-AAHS with the DH Sales Department and G-AAGE as a demonstrator. G-AAGM was sold to Austria and became A-63, G-AASB was based in Paris, two others went to South Africa as ZS-ABK and ZS-ABL, and one went to Spain - initially as MW-117. The coupe hood was expected against the freezing slipstream Antarctic as a whale spotter, were used on skis and floats for 89/104). G-AAGT was purchased by Miss Paula Gllllbrand) with a coupe hood which extended right Broad and Lady Bailey, Miss Winif to provide shade, to make the cockpit cooler i in high latitudes. The Norwegian N.42 operated it was lost in December 1929 with pilot Lief Li the British Antarctic Air Route Expedition by the Cuban Marquis de Casa Maury and christened bottle of champagne at Stag Lane on 25.5.29. It back to the fin. In the 1930 Challenge, in addi red Spooner flew F.E.Guest's G-AALK, a standard n hot climates, and to give protection on floats from the S.S."Kosmos" in the er and his observer. G-AAUR and G-AAZR the Royal Geographical Society (see p. "Toi et Moi" by the Marchesa (formerly had a non-standard fairing behind the tion to entries by Alan Butler, Hubert coupe with stub exhausts, as "K8". The coupes were all Gipsy (see p.88/87). A few non' the others either to spe being flown from the front and faired back to the tai competitions in 1929 and it had a low-drag straight riage with normal diameter Moths with the exception of G-AAIM "Arom II" of Shell-Mex & BP Ltd which was Hermes powered standard coupe1 hoods were produced for racing, at least one by DH for publicity purposes and cial order or by modification to owners' requirements. G-AAHR was a racing DH.60M, unique in cockpit and special in having a lower than usual enclosed hood, flush over the rear cockpit 1. It was specially built for Hubert Broad who used it for UK racing and continental touring 1930, winning "La Coupe Zenith", a 1044 mile circuit of France in 1929. In racing condition -axle undercarriage with small wheels, but later in touring competitions a divided undercar- wheel of special thin section was fitted. Another special was G-AAXG, a DH.60M with Gipsy II, produced in 1930 to be raced by Alan Butler. It had a straight- axle undercarriage and small racing wheels and in the 1930 King's Cup it came second and made the fastest speed of 129.7 mph. Like G-AAHR it was then fitted with a divided undercarriage with normal diameter wheels of thin section and took part in the 1930 Challenge de Tourisme as "K5". Flown by Edward Bret it won the Coupe Zenith in September 1930 and again in 1931. It was unique in having special centre-section strutting designed to fit around the flush front cockpit with fold-over top, transparent roof and side windows. This was designed for quick exit and re-entry by the passenger when reporting at competition stops while the pilot kept the engine running; the side windows allowing the passenger to see when it was time to get ready to undo his straps and be ready to jump out as every second counted in competitions. The transparent roof provided light in the cockpit and the pilot's cockpit had a semi-enclosing wind- screen which also opened upwards to the left. This aircraft still exists as ZK-AEJ and, although now converted to open cockpits and with short stubs replacing the buried exhausts, the thin centre-section with Its unique strutting, front fuselage fuel tank and close-fitting cowling are unchanged (see p.82/45). 91/22 In the 1930 King's Cup flown on July 5th the coupe top was seen to have sired two developments, Nigel Norman's G-AAHI with the enclosure over the rear cockpit only and the front cockpit covered over, and G-AAWR flown by Major Marmaduke Pllklnthorne with a special 2-seat enclosure sunk into the fuselage, Its roof level with the fuselage top. The 750 ml race was won by Winifred Brown In open-cockpit Avian G-EBVZ and G-AAWR later reverted to open cockpits. The standard coupe hood was replaced on G-AAHI and It was still a coupi when It attended Cowes aerodrome for the 1935 Fleet Review. The coupe Moth, not being fully enclosed, was something of a midway point between open cockpits and a cabin and, being neither one nor the other, did not suit the proponents of either. Coup§ Moth owners often wore the same flying cloth- ing, helmets and goggles that they did in open cockpits, another way of saying that If you wanted to fly bareheaded In a business suit you used a cabin aeroplane (and DH soon realised this, the cabin Puss Moth first flying In 1929) but if you wanted a Moth It was because It had the open cockpits on which almost all pilots had been trained and to which they were accustomed. The hood degraded the view somewhat and did not retain popularity, most lasting little more than two years. It was easily removed and the coupes soon reverted to open cockpits and had standard windscreens fitted. Slots, on the other hand knighted) had developed first trials being made both wings and with the t the 1927-9 Guggenheim Saf successful when fitted spin, and this was the f successor, the DH.82A Tlge Tiger Moths today. remained popular. Frederick Handley Page (who, like Geoffrey de Havllland, was later to be and patented automatically operating leading edge slats which formed slots when opened, the on a 1920 modification of DH.9 H9140. A slot demonstration biplane with full span slots on op wing centre slots Interconnected with flaps, was the HP.39 Gugnunc, built to take part in e Aircraft Competition (see p.88/76 and photo p.89/94). However, automatic slots became most to wlngtlp leading edges only, reducing the risk of a wing dropping In a stall leading to a orm optionally available to purchasers of Moths from late 1927. By the time the Gipsy Moth's r Moth, was produced, slots had become a standard feature which can still be seen on vintage The spring quadrant air speed Indicator went out with the biplane, but of surviving Moths CF-AAA (ex G-ABJJ), G-EBWD, G-AAHY, G-AAMY, G-AAVJ, G-ABEV, G-ABYA and G-ATBL still carry it, all having the later left-side version. The Gipsy engine and the Moth were such a successful combination (with 595 built In Britain and about 290 built In France, Norway, Australia, Canada and the USA) that In the years before the war the writer recalls that members of the public tended to call every light biplane a "Gipsy Moth". Inverting the Gipsy II engine made It into the III which be- came the Gipsy Major and led to a whole new chapter of successes, but that - of course - Is another story. Right: Mr.E.C.Brown, the manager of W.B.Dick & Co, equipped with flying helmet and goggles, In front of his company's standard coupe Moth G-AATA. (Aeroplane via Jack Meaden) Above: H.S.Broad's low-top enclosed Moth G-AAHR in Its Initial racing configuration with straight-axle under- carriage and small wheels. Flown from the front cockpit It was later converted to a large wheel divided under- carriage. (Aeroplane via Jack Meaden) Right: K-SATA of the Porl Flying Club on the west coast of Finland Is shown with the centre part of the coupe hood removed for summer operation. It seems to be doubling as an advert- ising billboard! (Aeroplane via Jack Meaden) Right: Coupe G-AAZR on skis with polar bear painted on the rudder and "The British Arctic Air Route Expedition" on the fuselage. This photo shows well how the downward- opening door flap was needed on the front cockpit to allow the occupant to get In and out. The roof has been removed from the pilot's (rear) cockpit and the wing- folding jury struts are in position, (via Jack Meaden) 91/23 Left: Two views of G-AAXG showing the redesigned centre section struts to allow access to the enclosed front cockpit and the closely-cowled Gipsy engine. Upper: G-AAXG as "76" made the fastest time in the 1930 King's Cup fitted with straight-axle undercarriage abd small racing wheels. Lower: The same aircraft later in 1930, after Edward Brett (in cockpit) won the Coupe Zenith, with divided undercarriage and slim large wheels. The black streaks from the buried exhausts show how the LH prop slipstream carried exhaust fumes down and away from the cockpit, (both Aeroplane, via Jack Meaden) Above: Nigel Norman's G-AAHI flew in the 1930 King's Cup as a single-seater with a hood over the pilot's cockpit faired right back to the tail and with the front cockpit covered over. It also had stub exhausts fitted, (via Jack Meaden) Right: G-AAWR was another 1930 King's Cup entry, as no."51". It was fitted with a completely flush cover (except apparently for the top of the pilot's head!), windows in the top and sides of both cockpits, and stub exhausts, (via Jack Meaden) Below: Summary table of all the known Moth coupe or enclosed cockpit versions. COUPE HOOD MOTHS Regn C/n Model First owner G-AAAA G-AACL G-AADC G-AADX G-AAEE G-AAGE G-AAGM G-AAGT G-AAHI G-AAHS G-AAIM G-AALK G-AATA G-AAUR G-AAZR K-SATA G-AASB ZS-ABK ZS-ABL MW-117 N.42 805 887 917 1002 981 1332 1009 1052 1082 1011 1153 1174 1460 1245 1275 992 1053 1143 1145 1098 1339 60G 60G 60G 60G 60G 60M 60G 60G 60G 60G 60G 60G 60M 60G 60G 60G 60G 60G 60G 60G 60M Capt. G. de Havilland Alan S. Butler Capt. W. R. Bailey A. C. M. Jackaman Lady Mary Bailey de Havilland company S. B. Cave, Vienna Marquis du Casa Maury Nigel Norman de Havilland Co Sales Dept Shell-Mex & BP Ltd Rt Hon F. E. Guest W. B. Dick & Co Royal Geographical Society Royal Geographical Society Satakunnan Ilmailukerho S. J. P. Eloff Major Allister Miller Major Allister Miller Duke of Estremara Lief Lier, Norway see: Remarks 90/109 Prototype coupe hood 100 km Closed Circuit Record Extra large locker "Peridot III" 89/12 Stub exhausts Company demonstrator Austrian regn A-63 "Toi et Moi" see also lower list Burled exhausts 88/97 "Arom II" Hermes engine Stub exhausts Ilo Lubricating Oils 89/104 Arctic Expedition, floats, skis Arctic Expedition, floats, skis Pori, Finland. Floats Paris based, Le Bourget Union Airways, South Africa Union Airways, South Africa M-CGAA, Spain Whaler "Kosmos", floats Note: The writer has not been able to find photographs to confirm the reported coupS hoods for the last five Items listed above but the reports are believed to be correct. Photos confirming their status would be gratefully received for Feedback. SPECIAL ENCLOSED COCKPIT MOTHS G-AAHI G-AAHR G-AAWR G-AAXG 1082 1068 1237 1542 60G 60G 60G 60M Nigel Norman Hubert Broad Eric J. Brighton Alan S. Butler Temp.mod., rear cockpit hood 89/11 Front pilot's cockpit hood Both cockpits flush cover Redesigned centre section 91/24 PART FORTY Casualty CompendiumRight: Sponsons instead of wingtip floats were a feature of the Boeing 314 flying boat (4x Wright 1200 hp GR-2600-A2 14-cyl 2 row radial engines). The 3rd aircraft, NC18603 was christened "Yankee Clipper" by Eleanor Roosevelt on 3.3.39 but was destroyed on 22.2.43 at Lisbon after 241 Atlantic crossings, (via Jack Meaden) With thanks for contributions of: Geoff Allen, John Battersby, John Davis, Peter Davis, Oleg Drobych- eff, Alain Gode, Mike Gradidge, Harm Hazewinkel, Peter Hocking, Gordon Kimber, Fred Knight, Jack Meaden, Barry Moores, Tony Morris, Terry Murphy, Vic Smith, Gilbert Sunderland, John Wegg and John Withers. First a small number of comments on earlier casualties: 16.3.39 This DLH twin was likely to have been a Junkers Ju 86. 29.11.40 Panagra DC-2 was named "Santa Silvia". Accident also reported to have taken place between Arequipa and Lima. 26.9.41 Ford 5-AT-80 was registered CB-CAM-2 in Bolivia. Date also quoted as 27.9.41. 23.10.42 Location for NC16017 should be Mt Jacinto, also corrects DC-3 Monograph. 7.11.42 Would presumably be a TWA Boeing 307B, but all went to the USAAF then to France, so it could not be a w/o. 20.2,40 3.3.40 5.5.40 20.6.40 Solutions to the casualty problems listed in the last issue are as follows: 22.1.40 KNILM aircraft which crashed in the sea off Djimbaran, Bali was Lockheed 14-F62 PK-AFO c/n 1415. It had taken off from Den Pasar airport, operating the Batavia - Sydney route. Capt J.J. Schott and seven of the eight occupants were killed, only mechanic A.Van Riet survived. Both engines reportedly failed. Caudron 282/10 Phalene F-ANBI c/n 6949/2 of Air Club of Guinea was damaged in crash on landing at Kanken, French Guinee. It was operating inaugural Conakry - Kindia - Dabola - Kanken mail service. Air France Bloch 220 F-AOHA c/n 01, operated by L'Armee de l'Air Groupe Aerien de Transport 1/444 and named "Capitaine Delage", crashed in fog on Mt Ventoux, near Orange, Vaucluse, killing crew of 3. One report gives the pilot as Georges Delage - possibly this is the source of the aircraft name? Air France seaplane burnt out landing Marseille, returning shortly after take-off for Beirut. No casualties. Trimotor of Air France shot down at Ouistreham. Pilot (or radio operator?) Andre Descamps killed. Regn F-AFTD quoted but more likely to be F-ARTD Dewoitine D.338 c/n 22, believed shot down by French anti-aircraft fire in error. 11.10.40 Dewoitine en route Niamey - Cotonou which crashed and burnt out at Carnotville, Equatorial Africa was D.338 c/n 10, F-AQBJ "Ville de Calcutta" of Air France. The two crew, pilot Perrichon, mechanic Locqueneux and r/o Bossard were killed. 27.11.40 Farman 2234 F-AROA c/n 2 "Le Verrier" of Air France, flown by Henri Guillaumet and Marcel Reine, was actually down in the Mediterranean during hostile action. On board was the High Commissioner of Lebanon, Jean Chiappe, the destination being Beirut, via Tunis. F-AROA had flown over a British convoy heading for Malta escorted by the Ark Royal, which was under attack by Italian aircraft and is believed to have been shot down in the con- fusion by a British fighter. However a message was intercepted from an Italian aircraft to Cagliari claiming to have shot down a large unidentified aircraft. The Italians maintained this claim until the identity of the passenger was revealed. Exact location was 73 mis from Bizerte (Tunisia) and 45 mis from Cape Spartivento in Sardinia. 24.12.40 Ju 52 seaplane of CAUSA wrecked at Buenos Aires would have been CX-ABA or -ABB, probably the letter. "Buenos Aires Herald" reports indicated that it was sunk in a gale and later salvaged. Savoia SM.75 I-BAYR c/n32013 (ex I-TELA) of LATI lost between Natal & Cape Verde Is. Made mayday call after the centre engine developed problems. A week-long search by shipping failed to find the aircraft which had two four-man crews and two passengers on board. Ju 52 of Malert was HA-JUA c/n 5523 "Kaszala Karoly". The crash between Budapest and Cluj was near Nagy-Varad airfield but the casualty reports show 3 crew and either 9 or 10 passengers killed with either 4 or 7 other passengers injured. Date of 17.1.41 is quoted by Hungarian sources. Trans Canada Lockheed 14-H2 CF-TCP c/n 1501 hit trees one mile short of runway on landing approach at Arm- strong, Ontario (not Manitoba) in snow at 0350 hrs, killing 3 crew and 9 passengers on board. SAA aircraft which crashed at Elands Bay, Cape Colony, was L.18-08 Lodestar ZS-AST c/n 2034. It hit a ridge at Baboon Point while flying low in poor visibility en route Windhoek - Cape Town. Capt E.W.le Roux, three crew and six passengers were killed. The Aer Lingus DC-3 which overran landing at Barton must be EI-ACA c/n 2178. The airport operations log shows that it landed at 11.05 hrs with a crew of 3 (Capt Hammond) and 20 passengers. No mishap is recorded, but neither is any departure! Subsequent Aer Lingus services, as many previous ones, were operated by DH.86s. The DC-3 was actually diverted from Liverpool and slid on landing, striking a post. It was dismantled and shipped back to Dublin on the "Lady Kilkenny" on 1.6.41, only re-entering service in 8.42 due to shortage of spares. Aeroflot DC-3 crashed on take-off from Moscow for Stockholm in a snowstorm. Pilot and two passengers injured. Air France Caudron C.444 Goeland F-AOMR c/n 7267/3, ex Air Bleu, struck high ground at 1500 metres altitude at Salvezines, Aude in bad weather. Pilot Rives and radio operator Joly killed, along with French aviatrix Claire Roman who was a passenger. Aircraft was on regular Vichy - Perpignan - Pau route. Bloch 220 F-AQNL "Languedoc" c/n 12 of Air France crashed into a lake at Bollemont near Marignane after port engine failure on take-off for Toulouse and Vichy. Reports of the casualties vary but either there were no fatalities or pilot Robert Ane, his two crew and 12 or 13 passengers were killed leaving two survivors. F-BAAE destroyed at Panosas near Cremieu, Isere, was Caudron C.445 Goeland c/n 8710/155 of SCLAM. It flew into high ground in bad weather and pilot Pichon and 3 occupants were killed. One report gives F-BAAZ. Misr Airwork "DH.84" was actually DH.89A Dragon Rapide SU-ABQ c/n 6299. It crashed 18 mis from Port Sudan during approach to land. 15.1.41 18.1.41 6.2.41 28.3.41 19.4.41 25.4.41 4.8.41 1.9.41 3.9.41 9.10.41 91/25 7.11.41 Aero OY Junkers Ju 52/3mce OH-LAK c/n 4014 ditched In sea off Turku, Finland (Abo being the Swedish name for the same location) on Stockholm to Porl service. Two passengers drowned after leaving the aircraft. The air- craft was salvaged and returned to service In October 1942 but written off on 31.10.45. 2.7.42 France - Senegal aircraft destroyed near Port Etlenne, Mauritania, shortly after take-off was Lockheed 18-07 F-ARTL c/n 2011. No serious Injuries to pilot Lafannechere or two other crew members. 13.8.42 Air France LeO H246 F-AREJ c/n 403, operating Marseilles - Algiers, was shot at by four RAF aircraft (said to be Hurricanes?) 80 km from Algiers but with two of Its four engines disabled It reached Its destination where it sank on landing. Two of the twelve passengers died in the attack, film actress Miss Rey and a Mr Riviere, one or two others subsequently, and several were wounded. Pilot Meresse, radio operator Glmle and mechanic Marie survived. The aircraft was repaired and remained In service on the route until 1946. 27.9.42 Air France Dewoltine D.342 F-ARIZ c/n 1 operating Algiers - Dakar service crashed after take-off from Algiers at Ameur El Aln as a result of a mid-air explosion and loss of the port wing. Pilot was Gaston Chenu but there were two airline crews on board among the total of 25 occupants lost. Sabotage was suspected but there is also a report that a crew member accidentally opened the emergency exit above the pilot, his surprised reaction causing the aircraft to dive into the ground. 21.1.43 PanAm "Philippine Clipper" was Martin 130 NC14715 c/n 557. It left Pearl Harbor, Honolulu at 1530 local on 20.1.43 as Navy service V1104, destination San Francisco/Treasure Island, with Capt Robert Elzey in command, eight crew and ten passengers including Rear Admiral English, Pacific Area Submarine Commander. Because of poor visibility off California Elzey flew north of San Francisco while deciding whether to divert to San Diego. Carburetter icing forced the aircraft lower as it held in the storm but the Martin had drifted over land and at 0730 local time it struck high ground between Ukiah and Boonville. All the occupants were killed. Total time at accident was 14628 hrs. The aircraft was so far off course that the wreckage was only found ten days later. A memorial was erected at the crash site in 1990. 22.1.43 The Panagra DC-3 which hit a mountain at Chaparra, near Arequipa, Peru was NC33645 c/n 4124. It was en route from Santiago, Chile to Lima, Peru with Capt G.Gardener, 3 other crew and 11 passengers of whom only 1 sur- vived. The DC-3 crashed at 12,500 ft in poor weather and was destroyed. 22.2.43 PanAm "Yankee Clipper" was Boeing 314 NC18603 c/n 1990. It left La Guardia on 21.2.43 to fly the New York - Bermuda - Horta - Lisbon - Foynes route with Capt R.O.D.Sullivan in command. On making the final turn to land on the Tagus River, Lisbon, the port wing struck the water. The wing outboard of the No.l engine and the bottom of the hull were sheared off. Twenty-four of the thirty-nine occupants were killed, including singer Tamara Drasin and novelist Ben Robertson. 3.5.43 Air France aircraft lost and burnt near Lyon is said to have been a LeO 45, the last of a batch built by Air France technicians. Returning to Lyon-Bron from a test flight it crashed near the Berliet factory at Veniss- ieux killing pilot Felix Logerot and four others on board. Cause may have been loss of control following an engine failure but it was suspected that a German aircraft hindered the LeO on finals and the attempted over- shoot failed. The latter theory was reinforced by the rapid removal of the wreckage by Lufthansa personel. 28.7.43 B0AC Sunderland III flying boat G-AGES crashed at 0530 hrs into Slieveglass Mountain, near Brandon Head, in County Kerry and was destroyed by fire (our original source misprinted as Derry!). It was on the Lisbon to Foynes sector of a flight from Bathurst and had arrived early and had flown off course while waiting for day- light. Capt T. Allitt and nine passengers were killed, nine other passengers and six crew members survived. 28.7.43 American Airlines Douglas DC-3 NC16014 "Flagship Ohio" c/n 1552 struck trees and was destroyed by fire near Trammel, 20 miles SE of Bowling Green, Kentucky at 2240 hrs whilst en route Louisville - Nashville. The pilot Harry S.Stiller, 3 crew and 15 passengers were killed but two passengers survived. Cause believed to be a severe down-draught during thunderstorm conditions. 26.8.43 BWIA Lockheed 14H VP-TAH c/n 1406 was burned out at Piarco Airport, Trinidad, during refuelling. I-DIRE photo: the Ala Littoria Caproni Ca 133 crashed about 2 km southwest of Gabode airfield, Djibouti on Friday the Thirteenth - 13.10.39. It was on a regular flight from Addis Ababa to Djibouti with three crew and three passengers who were all staff of the Italian consulate in Djibouti. Pilot Jereb turned for landing and the port engine stopped at about 100 metres and he was unable to avoid a hilltop and other obstacles as the air- craft crashed. The Caproni was declared destroyed, 3 crew and 1 passenger received minor injuries, the star- board engine was salvaged but the port engine, when examined, failed to reveal any cause for failure. Now a selection of "new" casualties, starting with three referred to us by readers. Identities please for: 14.6.40 Aero Ju 52/3m shot down in Estonia. 3.10.42? American Export A/L Sikorsky cr Botwood, Nfld. 30.6.43 B0AC Hudson VI cr on approach at Khartoum. 4.8.43 Tata Sons a/c cr 50 mis east of Bombay. 27.8.43 VASP a/c crashed on take-off, Rio de Janeiro. 27.8.43 ABA DC-3 missing on UK - Sweden flight. 15.9.43 American A/L a/c crashed on take-off at Dallas. 24.9.43 PAA Commodore stalled and crashed, Miami. 15.10.43 American DC-3 crashed at Centreville, Tenn. 22.10.43 ABA a/c cr on Halbo Island after air attack. 12.11.43 BOAC aircraft force-landed north of Oporto. 26.1.44 Australian National A/W a/c cr between Coen and Iron Range. 30.1.44 Aeromaritime Sikorski cr landing at Accra. 10.2.44 American A/L aircraft crashed at Memphis. 23.2.44 DETA a/c cr between Quelimane & Lourenco Marques 25.2.44 Rabat - Algiers aircraft crashed near Taza. 27.2.44 Avianca a/c force-landed near Medellin. 27.5.44 CNAC airliner lost between Calcutta & Dinjong. 20.6.44 Varig a/c cr west of Porto Alegre, Brazil. 15.7.44 BWIA Lodestar crashed, services suspended. 25.7.44 LAV a/c cr & dbf at Barcelona, Venezuela. 8.8.44 PAA Sikorski lost on take-off at Antilla, Cuba. 9.8.44 Airliner of Swissair crashed at Stuttgart. 21.8.44 Lloyd Aero Boliviano a/c crashed at La Paz. 29.8.44 BOAC aircraft crashed on mtn in central Sweden. 30.8.44 Panair do Brasil a/c cr landing at Sao Paulo. 18.9.44 Faucett aircraft missing in Peru. 21.9.44 Panair do Brasil a/c cr on take-off at Bahia. 11.10.44 Qantas flying boat sank landing at Sydney. 11.10.44 Navegacao Aerea Brasileira a/c cr at Pirapora. Above: Oleg Drobycheff has sent us another view of the accident to Caproni Ca 133 I-DIRE which he describes in detail for us above. 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All Cessna 172RG Cutlass supplemental type certificate