AIR-BRITAIN Civil Aviation Historical Quarterly No.1 2015

12.10.89 and SSSV order 16.10.89. YU-BJB Utva 65PS (Privrednik Super) 0732 26.3.74 Utva PA, Pančevo, CofR 998, 26.3.74. Crashed Alibunar, Serbia, 27.3.77 (Fell into the canal at the end of the airstrip and seriously damaged). Regn cld on Utva PA request 28.9.79. YU-BJC Utva 65PS (Privrednik Super) 0733 24.6.74 Utva PA, Pančevo, CofR 1020, 24.6.74. Engine failure, emergency landing on water and overturned at Idvor auxil- iary airstrip, Serbia, 4.3.78 (pilot injured). Regn cld on Utva PA request 28.9.79. YU-BJD Utva 65PS (Privrednik Super) 0734 24.6.74 Utva PA, Pančevo, CofR 1021, 24.6.74. Transferred to JAT PA. CofA expired 30.1.82. Regn cld on JAT PA Vršac request 12.10.89 and SSSV order 16.10.89. YU-BJE Utva 65PS (Privrednik Super) 0735 24.6.74 Utva PA, Pančevo, CofR 1022, 24.6.74. Engine failure, overturned during emergency landing near Feketić, Serbia 26.2.77. CofA expired 18.2.83. Regn cld on JAT PA Vršac request 12.10.89 and SSSV order 16.10.89. YU-BJF PZL-Mielec / Antonov An-2R (c/x) 1G-160-03 25.11.74 Built ’74. PIK Agro-Bečej, Bečej, Serbia (used by JAT PA Belgrade), CofR 1033, 25.11.74. RO Bečej (Radna organi- zacija = Company) 2.3.96. Noted dismantled 4.05. With thanks to the follow- ing for their contributions to this issue: John Wegg, Vojislav Jereb and Ognjan Petrović. YU-BJG Gates Learjet 25B 25B-187 25.12.74 SIV (Savezno izvršno veće = Federal Government of Yugoslavia), Service of Federal Authorities, Belgrade, CofR 1036, 25.12.74. Delivery flight to Yugoslavia 15.5.75. Regn cld on Avio Service request 8.11.02. Sold to USA as N187CA 11.02. YU-BJH Gates Learjet 25B 25B-186 25.12.74 SIV, Service of Federal Authorities, Belgrade, CofR 1037, 25.12.74. Delivered via Prestwick - Paris 28.5.75. Crashed and destroyed at Kreševo near Sarajevo 13.1.77. Regn cld on Avio Service request 1.6.78. YU-BJI Grumman G-164A Ag-Cat 1422 15.5.75 Schweizer-built .75. JAT PA Belgrade, CofR 1043, 15.5.75. PZL-3S engine fitted from .86, resulting in new designation G-164A/P. Regn still current, active. Right: Utva 65SP (Super Privrednik) c/n 0731 YU-BJA, Utva Factory, Pančevo, 1974 (Artwork: O. Petrović) Above: G-164A/P Ag-Cat YU-BJI, still active at the Ištvan Kanas Memorial Airshaw Belgrade 2008, October 19th, 2008 (M. Ruvidić) Left: Gates Learjet 25B YU-BJG used for VIP transport of Yugoslav and Serbian Government officials from 1974 to 2002. (O. Petrović) 2015/004 YU-BJJ Grumman G-164A Ag-Cat 1423 15.5.75 Schweizer-built .75. JAT PA Vršac, CofR 1044, 15.5.75. During conversion training, hit the ground and burnt, Vršac aerodrome 12.11.75 (pilot killed). Regn cld on JAT PA Vršac request 12.11.79. YU-BJK Grumman G-164A Ag-Cat 1466 15.5.75 Schweizer-built .75. JAT PA Vršac, CofR 1045, 15.5.75. PZL-3S engine fitted from .86, resulting in new designation G-164A/P. Regn cld on SSSV order 12.12.87. YU-BJL Grumman G-164A Ag-Cat 1467 15.5.75 Schweizer-built .75. JAT PA Vršac, CofR 1046, 15.5.75. Hit the ground and crashed, Crepaja, Serbia 14.6.87 (pilot injured). Regn cld on JAT Vršac request 6.10.87 and SSSV order 12.10.87. YU-BJM Grumman G-164A Ag-Cat 1419 15.5.75 Schweizer-built .75. JAT PA Belgrade, CofR 1047, 15.5.75. PZL-3S engine fitted from .86, resulting in new designation G-164A/P. Crashed during landing and burnt, Kalesija, Bosnia & Hercegovina 12.4.88; regn cld on PA Belgrade request 9.12.88 and SSSV order 22.3.89. YU-BJN Grumman G-164A Ag-Cat 1420 15.5.75 Schweizer-built .75. JAT PA Belgrade, CofR 1048, 15.5.75. Regn cld 9.10.91. YU-BJO Grumman G-164A Ag-Cat 1421 15.5.75 Schweizer-built .75. JAT PA Belgrade, CofR 1049, 15.5.75. PZL-3S engine fitted from .86, resulting in new designation G-164A/P. Hit the ground and burnt, Obrenovac, Serbia 25.4.86 (pilot seriously injured). YU-BJP Grumman G-164A Ag-Cat 1500 12.8.75 Schweizer-built .75. JAT PA Belgrade, CofR 1052, 12.8.75. Overturned during emergency landing at Ilinci auxiliary airstrip, Serbia 28.4.84. Regn cld by .91. YU-BJR Grumman G-164A Ag-Cat 1501 12.8.75 Schweizer-built .75. JAT PA Belgrade, CofR 1053, 12.8.75. Hit electric cables, crashed and burnt Pećinci, Serbia 29.6.80. Regn cld by .91. YU-BJS Grumman G-164A Ag-Cat 1504 21.8.75 Schweizer-built .75. JAT PA Belgrade, CofR 1059, 21.8.75. Hit trees and ground, crashed and destroyed in Sudan 6.8.77 (pilot died during transport to hospital). Regn cld on JAT PA Belgrade request 7.11.77. YU-BJT Grumman G-164A Ag-Cat 1484 21.8.75 Schweizer-built .75. JAT PA Belgrade, CofR 1060, 21.8.75. Private owner, New Belgrade 14.7.94; hit the ground and totally burnt, Crvenka, Serbia 8.5.98. YU-BJU Grumman G-164A Ag-Cat 1485 21.8.75 Schweizer-built .75. JAT PA Belgrade, CofR 1061, 21.8.75. PZL-3S engine fitted .86 resulting in new designation G- 164A/P. Crashed, Dalj near Osijek, Croatia, 20.3.86 (pilot injured). YU-BJV PZL-Mielec / Antonov An-2R 1G-167-01 3.12.75 ″Agrohemizacija″, Skoplje, Macedonia, CofR 1062, 3.12.75. Aviotransport, Skoplje, 22.11.90. Regn cld on owner’s request 31.3.94. To Z3-BGA 8.94, Aviotrans, Skopje. YU-BJW PZL-Mielec / Antonov An-2R 1G-167-02 3.12.75 ″Agrohemizacija″, Skoplje, Macedonia, CofR 1063, 3.12.75. Engine fire during take-off, burnt Vrsakovo auxil- iary airstrip near Štip, Macedonia 5.8.80. Regn cld on Agrohemizacija request 26.8.80. YU-BJX Piper PA-25-235 Pawnee 25-2592 12.2.75 Ex YU-BFY (the first CofR 737, regn cld 25.1.74), SE-EID. Repaired, to AK Zrenjanin, CofR 1038, 12.2.75. Gas Aviation Doo, Smederevo, Serbia 7.3.07; regn cld on owner’s request 13.2.09. YU-BJY PZL-Mielec / Antonov An-2R 1G-167-03 3.12.75 ″Agrohemizacija″, Skoplje, CofR 1064, 3.12.75; Magro, Skoplje 15.10.85; Aviotransport, Skoplje 26.11.90. To Z3- BGC 8.95, Aviotrans, Skopje. YU-BJZ PZL-Mielec / Antonov An-2R 1G-167-04 3.12.75 ″Agrohemizacija″, Skoplje, CofR 1065, 3.12.75; hit power lines and damaged, Žitoradja village near Vladičin Han, Serbia, 9.4.80; to Magro, Skoplje 15.10.85; crashed 21.3.88; regn cld on Magro request 14.9.88. To Macedonia, not regd, cancelled, wfu. YU-BKA PZL-Mielec / Antonov An-2R 1G-167-05 4.12.75 PA Osijek, Croatia, CofR 1066, 4.12.75. To Croatian AF; regd 9A-BKA 8.94 but still unmarked in camouflage 3.95; regd .98 and believed current. YU-BKB PZL-Mielec / Antonov An-2R 1G-167-06 4.12.75 PA Osijek, Croatia, CofR 1067, 4.12.75. Fell into canal and damaged, Grube airstrip near Đakovo 9.11.91, written-off. To Croatian AF (?) Above: G-164A Ag-Cat YU-BJP of JAT PA takes on another load of fertiliser between sorties during 1982. (JAT Review via O. Petrović) 2015/005 Above: Antonov An-2T YU-BKD pictured at Kruševac airfield, Serbia, during airshow in September 1982. (O. Petrović) Below: An-2TD YU-BKE, also wearing Yugoslav AF serial 70301 on its fin, at sport airfield Lisičiji Jarak near Belgrade, May 25th, 1985. (M. Micevski) YU-BKC PZL-Mielec / Antonov An-2R 1G-167-07 4.12.75 PA Osijek, Croatia, CofR 1068, 4.12.75. To Croatian AF, regd 9A-BKC c.94. YU-BKD PZL-Mielec / Antonov An-2T 1G-167-14 12.12.75 VSS (Vazduhoplovni savez Srbije = Aviation Union of Serbia), RVC (Republički vazduhoplovni centar = Republic Aviation Centre), Belgrade/Trstenik, Serbia, CofR 1069, 12.12.75. CofA expired .93; wfu at Pančevo. YU-BKE PZL-Mielec / Antonov An-2TD 1G-167-17 22.12.75 Built .76. VSJ (Vazduhoplovni savez Jugoslavije = Aviation Union of Yugoslavia), Belgrade, CofR 1070, 22.12.75; to JRV (serial 70301) 25.3.77, used by VSS, Belgrade; regn cld on Yugoslav AF Command request 25.6.93. Believed written-off 5.90. YU-BKF PZL-Mielec / Antonov An-2TD 1G-167-27 22.12.75 Built .76. VSJ, Belgrade, CofR 1071, 22.12.75; JRV 25.3.77, used by VSS, Belgrade; regn cld on Yugoslav AF Command request 25.6.93. YU-BKG PZL-Mielec / Antonov An-2T 1G-167-28 22.12.75 Built .76. VSBiH (Vazduhoplovni savez Bosne i Herceg- ovine – Aviation Union of Bosnia and Herzegovina), Sarajevo, CofR 1072, 22.12.75. Regn cld. YU-BKH Piper PA-25-235 Pawnee 25-2403 22.1.76 Built 1963. Ex YU-BBA (the first CofR 504 1.2.64, cld 12.4.65), N6828Z. PA Pan Adria, Zagreb, CofR 1076, 22.1.76. To Trans Adria (being established) .74; PA Zagreb 10.1.85; Regn cld 14.12.90 (on PA Zagreb request 14.3.91). Sold as HA-MJB 7.2.1992, current. YU-BKI Utva 65PS Privrednik Super 0736 17.2.76 Utva PA, Pančevo. JAT PA Vršac, CofR 1078, 17.2.76. CofA expired 18.2.83. Now displayed in Aeronautical Museum, Belgrade. YU-BKJ Gates Lear Jet 25B 25B-205 25.4.76 Ex N1468B. RIV SRM (Republičko izvršno veće Socijalsitička Republika Makedonija = Republic Government of Socialist Republic of Macedonia), Skopje, CofR 1079, 25.4.76. Dld to Skopje 30.6.76. Government of Federal Yugoslav Republic of Macedonia 2.7.92. Regn cld on FYRM request 21.3.94. To Z3-BAA 4.94. Current. YU-BKK PZL-Mielec / Antonov An-2R 1G-167-08 3.11.76 Built .76. JAT PA, Vršac, CofA 1083, 3.11.76. Current. YU-BKL PZL-Mielec / Antonov An-2R 1G-167-11 3.11.76 JAT PA, Vršac, CofA 1084, 3.11.76. Noted dismantled 4.05. YU-BKM PZL-Mielec / Antonov An-2R 1G-172-49 3.11.76 JAT PA, Vršac, CofA 1085, 3.11.76. Current. YU-BKN PZL-Mielec / Antonov An-2R 1G-172-50 3.11.76 JAT PA, Vršac, CofA 1086, 3.11.76; overturned during storm resulting in heavy damage, Vršac, 20.12.81. Regn cld on PA Vršac request 26.11.84. YU-BKO PZL-Mielec / Antonov An-2R 1G-172-51 3.11.76 JAT PA, Vršac, CofA 1087, 3.11.76. Current. Above: Piper PA-25-235 Pawnee YU-BKH at Pleso airfield, Zagreb, July 21st, 1987 (M. Micevski) Below: Utva 65PS Privrednik Super YU-BKI exhibited on permanent display at Aviation Museum, “Nikola Tesla” International Airport, Belgrade (O. Petrović) 2015/006 YU-BKP Cessna A188B Agtruck 18802875T 29.3.77 Ex N731GB. PIK (Poljoprivredno-industrijski kombinat = Agro-Industrial Combine) “Ilova”, Daruvar, Croatia, CofR 1090, 29.3.77. To ″Podravka″, Daruvar 11.2.81. To RO (Radna organziacija =Work organisation) ″Poljoprivreda″, Daruvar 18.12.90. Regn cld. Re-regd RC-BKP, 9A-BKP. Current. YU-BKR Gates Lear Jet 25D 25D-221 15.7.77 Ex N3819G. SSUP (Savezni sekretariat unutrašnjih poslova = Federal Secretariat of Interior Affair or Yugoslav Ministry of Interior), Belgrade, CofR 1092, 15.7.77; Federal Government Avio Service, Belgrade 19.9.77. Dld 14.6.77. Reg cld on Avio Service request 8.11.02. Sold to USA as N147CA 11.02, to XA-UKH. YU-BKS Cessna A185F Ag-Carrayal 18503325 25.5.77 Ex N5152H. COUOZS, (Centar za odgoj i usmereno obra- zovanje u zračnom saobraćaju = Air Traffic education centre) Zagreb, Croatia, CofR 1094, 25.5.77. To ZC (Zrakoplovni centar – Aviation Centre) “Rudi Čajavec” VZŠ (Viša zrakoplovna škola = Higher Aviation School) Zagreb 08.5.81. To PA Zagreb 21.10.86; AK “Zagreb”. Became RC-BKS, .92; 9A-BKS. Current. YU-BKT Piper PA-31T Cheyenne 31T-7720042 29.6.77 Built 5.77. Ex N82148. COUOZS, Zagreb (lsd from Feyock- Flug GmbH Permansens), CofR 1097/2, 29.6.77. Sold to COUOZS 13.3.78. To VZŠ Zagreb 8.5.81; to “Zagreb Aerodrome” 25.12.89; ZAGAL 4.6.90. Regn cld 25.7.90. Sold as F-GJPE 7.90; wfu .93. YU-BKU Grumman G-164B AgCat 210-B 1.8.77 Schweizer-built .77. Ex N6696Q. PA JAT, Belgrade, CofR 1099, 1.8.77. PZL-3S engine fitted in 1980s, resulting in new designation G-164A/P. Sold to private owners 12.3.96, then 20.8.98 and 20.1.01. Current, Serbia. YU-BKV Grumman G-164B AgCat 228-B 1.8.77 Schweizer-built .77. Ex N6712Q. PA JAT, Belgrade, CofR 1100, 1.8.77. PZL-3S engine fitted in 1980s, resulting in new designation G-164A/P. To domestic private owners in the country 9.10.98, then 5.4.00 again. To private owner in Nurnberg 39.7.05. CofA expired 27.5.10. YU-BKW Grumman G-164B AgCat 235-B 1.8.77 Schweizer-built .77. Ex N6724Q. PA JAT, Belgrade, CofR 1101, 1.8.77. PZL-3S engine fitted in 1980s, resulting in new designation G-164A/P. Wfu, regn cld 9.10.91. YU-BKX Grumman G-164B AgCat 246-B 1.8.77 Schweizer-built .77. Ex N6732Q. PA JAT, Belgrade, CofR 1102, 1.8.77. PZL-3S engine fitted in 1980s, resulting in new designation G-164A/P. To private owners 22.7.01, then 28.4.05. Current, Serbia. To be continued . . . Above: G-164B/P AgCat YU-BKX, at the Čenej Airshow 2007, Čenej airfield near Novi Sad, March 2006 (M. Ruvidić) Below: Governmental Gates Lear Jet 25D exhibited at the Batajnica 97 Air Show, Batajnica aerodrome, June 15th, 1997 (O. Petrović) Left:, Agricultural An-2R YU-BKM parked at Klenak auxiliary airstrip, Serbia, July 23rd, 2006. (O. Petrović) Below: Piper PA-31T Cheyenne YU-BKT of COUOZS at Pleso airfield near Zagreb, July 21st, 1987. (M. Micevski) 16/11/62; Permit issued for testing 20/11/64; withdrawn from use at Bielefeld I/175 D-IDAK DH.89A Dragon Rapide 6467 26/03/56 Hamburger Aero-Lloyd Hamburg Canx 15/11/62 ex OY-ACV, SE-BTT, G-AIUO, R5930; fuselage no 89208; reserved 07/02/56; To CofR 442 29/04/60; CofA expired 29/10/60; withdrawn from use I/176 D-ENUS Bücker Bü.181B-1 25081 26/03/56 Manfred Hammer Stuttgart Canx 18/07/57 Built by Hägglund & Söner AB; ex Flygvapnet 25081; reserved 17/10/55; badly damaged 28/03/57 on ground at Hamburg (struck by car); reserved as D-EGUC 08/12/58 but not taken up; used for spares by Deutscher Aero Express I/177 D-EDIS DH.82A Tiger Moth 85506 29/03/56 Godesberger Sportfliegerclub eV Bonn-Hangelar Canx 05/11/65 2015/007 The West German Civil Aircraft Register from 1955 : Part Five Robert Swan & Peter-Michael Gerhardt Above: The heading photo for this issue is of Piper L-4J Cub D-EBIS c/n 12513 which was registered in April 1956 and has been continu- ously current on the register since that time. It is seen here at its base at Wildberg on 26/04/13. (Robert Swan) Individual Aircraft Histories The data are given in the following format: CofR Regn Type c/n Regn date First registered owner Base Canx date I/171 D-ENOL Piper PA-18-150 18-4639 23/03/56 Max Egon Becker, Autoradio Werk Karlsruhe-Forchheim Canx 02/05/62 new; assembled by Deutscher Aero-Express; reserved 15/12/55; To CofR 414 25/04/60; carried ‘Becker Autoradio’ titles on fuselage; sold as HB-ORY I/172 D-EDAB Bücker Bü.181B-1 25015 23/03/56 Düsseldorfer Aero Club eV Düsseldorf Canx 07/07/69 Built by Hägglund & Söner AB; ex Flygvapnet 25015; reserved 11/10/55; to CofR 523 20/05/60; insurance expired 20/05/69; cancelled as withdrawn from use I/173 D-ELIS Comte AC.IV Gentleman 34 24/03/56 Aero Club Bamberg eV Bamberg Canx 17/12/79 Manufactured 1930; ex HB-IKO, CH-262; delivered 13/11/55 Lausanne-Bamberg; to CofR 1075 17/02/61; sold as HB-IKO I/174 D-ELYM Auster J/1 Autocrat 1880 24/03/56 Musterring Möbel GmbH Oerlinghausen Canx 20/12/65 ex G-AGWY; reserved 07/11/55; To CofR 1275 14/08/61; CofA expired Below Left: Comte AC.IV Gentleman D-ELIS was a rare survivor from 1930. It is seen here at an unknown location. (Karl Krämer via Rainer Haufschild) Below: Dragon Rapide D-IDAK is seen here in the long grass at Hamburg on 11 Aug 1962 following its retirement. (P-M Gerhardt) 13 allocated; reserved 16/05/55; Permit 15/06/55; operated while on permit by Pater Schulte; To CofR 188 01/03/60; sold as OY-DYJ; D- EAPN reserved for E. Petersen 19/09/77 but not taken up; D-EBKT reserved 14/07/83, Permit issued 24/07/84, CofR 13649 issued 10/07/85 to Paul-Michael Dressler, Gelnhausen; involved in accident when it crashed into spectators during flying day at Lauf-Lillinghof on 05/09/10, 1 killed, 38 injured, pilot unhurt; repaired and seen at Kirchheim-Hahnweide in 2013; CURRENT I/180 D-ENIX Piper J-3C-65 11379 [f/n 11204] 28/03/56 Willi Rudi Rudolph Egelsbach Canx 23/05/56 ex PH-NAB, 43-30088; reserved 31/01/56; sold as HB-OWS I/181 D-ABOM V.610 Viking 1B 167 28/03/56 Deutsche Flugdienst GmbH Frankfurt-Main Canx 11/05/64 ex G-AHPS; reserved for Aero Express as D-CEDU 15/11/55, not taken 2015/008 ex DE526; overhauled by Wiltshire School of Flying; Ersatz-nummer E- 9 allocated; reserved 16/05/55; Permit 15/06/55; operated while on permit by Pater Schulte; To CofR 350 13/04/60; named "Malaula" (battle cry of fighter sqn Jasta 17 in WW I; CofA expired 17/05/63; restored on Permit 30/11/66; CofR 3067 issued 09/02/67 for Aeroclub Gelnhausen eV, Gelnhausen; cancelled 27/07/72; sold to Geert Frank, who operated it as N38013 in Germany at Coleman Barracks AAF, Mannheim; later to OY-DVP I/178 D-IGEL DH.89A Dragon Rapide 6347 27/03/56 Nico Rüpke Vermessungsbüro Hamburg Canx 10/08/73 ex OY-DAS, OH-DHA, OH-VKH, OH-BLA; built at Hatfield, 1937; reserved 26/03/56; To CofR 354 13/04/60; burnt out 27/04/72 at Weser-Wümme I/179 D-EDOM DH.82A Tiger Moth 85223 27/03/56 Emil Kemmer Bonn-Hangelar Canx 10/05/67 ex DE153; overhauled by Wiltshire School of Flying; Ersatz-nummer E- Above: Tiger Moth c/n 85223 was registered as D-EDOM in 1956. Since returning from Denmark it has travelled widely. It is seen here at Kirchheim-Hahnweide on 8 Sep 2003. (Heinz Schneider) Right: It was previously painted in a red colour scheme as seen here at Woburn Abbey in Aug 1987. It has since been repainted silver - see Back Cover of this issue. (Juha Ritaranta) Left: Tiger Moth D-EDIS at Bonn-Hangelar, 1959. (Hans Egon Drue) Below Left: Dragon Rapide D-IGEL hangared at Hamburg 15 Jul 1962. It was burnt out 10 years later. (P-M Gerhardt) Below: Viking 1B c/n 167 began as D-ABOM but later became D- BORA in Lufthansa colours. It is seen here at Biggin Hill on 9 May 1964. (Rainer Haufschild) 2015/009 Below: Viking D-AFUS is seen at Southend prior to delivery wearing its registration but no titles. (via P-M Gerhardt) Below Right: D-ECOC was an SAI KZ-VII, seen at Egelsbach in May 1965. (J.E.Brownlow via P-M Gerhardt) Above: Cub D-EHYM was previously D-EDIF. It is seen at Siegerland on 13 Sep 1981 (P-M Gerhardt) Right: Viking D-AGIL at an unknown location. (MAP via Rainer Haufschild) Below Right: Cub D-ECIN seen following its accident at Kampen/Sylt on 17 July 1957 . (P-M Gerhardt) up; reserved as D-ABOM 24/11/55, delivered in Dr Tigges-Fahrten colours; repainted in Lufthansa colours 30/06/56; reserved as D-BORA 22/07/57, re-registered 21/04/58; To CofR 366 14/04/60; sold to Autair for spares, broken up at Luton 1964 I/182 D-AGIL V.610 Viking 1B 219 28/03/56 Deutsche Flugdienst GmbH Frankfurt-Main Canx 03/06/58 ex G-AIVF; reserved 19/01/56; to D-BARI 02/04/58; sold as HB-AAN, later restored as G-AIVF and broken up at Manston in Oct 1969 I/183 D-EDIF Piper J-3C-65 L-4H 10776 [f/n 10601] 29/03/56 Motorflug GmbH Donaueschingen Canx 25/11/57 ex PH-NFI, PH-NAE, 43-29485; reserved 25/11/55; Permit 13/03/56; badly damaged in an accident at Lübeck on 14/08/56; rebuilt and restored as D-EHYM as CofR III/226 on 06/06/58; to CofR 1371 02/12/61; converted to J-3C-85 in 06/87; CURRENT I/184 D-ECIN Piper J-3C-65 L-4H 11818 [f/n 11644] 29/03/56 Motorflug GmbH Donaueschingen Canx 17/01/66 ex HB-ODS, 43-30527; reserved 06/03/56; damaged 17/07/57 in forced landing at Kampen on Sylt island; repaired; to CofR 808 09/08/60; sold as OO-CIN II/001 D-ECOC SAI KZ.VII U-9 174 29/03/56 Motorflug GmbH Egelsbach Canx 12/08/65 ex HB-EPZ; to CofR 447 03/05/60; sold as OY-DMJ 1965 II/002 D-ECAB Aeronca 11AC Chief 11AC-1601 29/03/56 Deutsche LuftdienstEgelsbach Canx 11/07/56 ex N9953F, LX-AID; reserved 25/11/55; c/n quoted as 1601/TC761 by LBA and appears thus on aircraft dataplate; sold as HB-UPK; restored as D-EKUD, CofR III/221, on 23/05/58; to CoR 569 02/06/60; cancelled 29/09/76; to OY-AVN 08/91 II/003 D-ELAS Cessna 172 28380 29/03/56 Rudolf Albert Dortmund-Wickede Canx 21/12/59 ex N5780A; reserved 06/01/56; Permit 23/02/56; Crashed near Hartenholm 20/12/59, both occupants killed II/004 D-EKAR Bücker Bü.181B-1 25066 03/04/56 Hannoverischer Aero Club eV Hannover Canx 25/09/69 Built by Hägglund & Söner AB; ex Flygvapnet 25066; reserved 17/10/55; Permit 29/03/56; to CofR 221 16/03/60; sold as PH-JAN ntu, PH-OOO and crashed at Hilversum 18/05/88 II/005 D-AFUS V.629 Viking 1B 250 04/04/56 2015/010 Deutsche Flugdienst GmbH Frankfurt-Main Canx 22/10/58 ex G-AJBY; reserved 24/11/55 by Aero Express, which went bankrupt; order taken over by Deutsche Flugdienst; D-BELA reserved 22/07/57, registered 16/04/58; repainted 19/04/58 at Frankfurt; destroyed 17/10/58 at Zele, Belgium II/006 D-IBEC N.A. T-6A Texan 77-4259 09/04/56 Deutscher Luftfahrt-Beratungsdienst Mannheim Canx 17/08/63 ex SE-CAR, Flygvapnet 16287, 41-300; reserved 14/10/55; Permit 03/04/56; To D-FBEC 05/12/57; to CofR 140 08/02/60; sold to Portuguese Air Force as FAP 1793, and delivered 22/06/63 by Luftwaffe Noratlas from Erding to Beja, Portugal II/007 D-IDAM Avro 19 Anson Mk 1 1326 05/04/56 Bedarfs Luftfahrt P.C.Pracht Frankfurt Canx 27/12/61 ex SE-BUI, G-AHIK, TX252; To CofR 1386 14/12/61; withdrawn from use at Frankfurt; scrapped after 1967 II/008 D-ALAP Lockheed L-1049G 4637 06/04/56 Deutsche Lufthansa AG Frankfurt-Main Canx 20/12/66 New; US export CofA issued 20/02/56; reserved 22/07/55 as D-ACED; reserved 08/08/55 as D-ALAB; Permit issued 27/01/56 as D-ALAP; to CofR 63 11/01/60; withdrawn from use 15/11/66 at Frankfurt and broken up there 27/02/67 II/009 D-IGOR Avro 19-652A 1278 06/04/56 Aero Exploration KG Klaus Völger Frankfurt-Main Canx 11/02/60 ex G-AGVA; reserved 09/02/56; withdrawn from use and broken up, Feb 1960 II/010 D-ECAM Bücker Bü.131B 35 09/04/56 Geluna GmbH, Luft-und-Flugtechnische Betriebe München-Oberwiesenfeld Canx 22/10/65 ex HB-EKE, Flugwaffe A-85, HB-EKE; Built by Dornier, Altenrhein, 1938; reserved 10/10/55; to CofR 670 01/07/60; Destroyed 18/05/61 in forced landing near Murnau; rebuild attempted but abandoned 1970 II/011 D-EDIB Bücker Bü.181B-1 25039 09/04/56 Fliegergruppe Aalen eV (renamed Luftsportring Aalen in BWLV eV) Aalen-Elchingen Canx 09/02/76 Built by Hägglund & Söner AB; ex Flygvapnet 25039; reserved Top Left: Bücker Bü.131B Jungmann D-ECAM at an unknown loca- tion. (Michael Claver via Rainer Haufschildt) Above Left: Bücker Bü.181B-1 Bestmann D-EDIB painted as ‘Bü-181’ at Berlin-Tegel on the spectators’ terrace on 25 May 1977 (L.Freundt) Left: D-EDIB seen at Köln in 1975. (Steve Burland) Above and Right: Two images of T-6A Texan c/n 77-4259. It is seen (above) as D-IBEC with DLB Wiesbaden titles and long exhaust pipe indicating its use as a skywriter (P-M Gerhardt), and (right) as D-FBEC when it was in use as a target simulator for military radar units. (MAP via Rainer Haufschild) Below Right: Avro Anson D-IDAM is seen here at Frankfurt following the end of its career. (MAP via Rainer Haufschild) 2015/011 11/10/55; to CofR 646 24/06/60; bought by Air Classik GmbH in Sep 1974 and displayed at various locations, latterly in Luftwaffe camou- flage colours as ‘Bü-181’; sold as HB-USA in March 2011 II/012 D-EDEG Fairchild 24W-41A Argus 2 871 09/04/56 Süddeutsche Flug Gmbh (Südflug) Stuttgart Canx 28/12/61 ex HB-EAF, HB634, 43-14907; built 1944 at Hagerstown as a C-61A for the RAF; reserved 12/12/55; CofA expired 30/04/60, withdrawn from use; sold to Jens Toft 1973, and used in restoration of D-EHIB/OY-LPJ in 2004-2005 II/013 D-ELOM DH.82A Tiger Moth 84764 11/04/56 Segelflughorst Juist GzFdS eV Juist Canx 20/12/65 ex G-ANIX, T6390; reserved 17/10/55; to CofR 238 23/03/60; CofA expired 26/12/63, withdrawn from use and allegedly burnt on Juist. C/n 84764 was later quoted for composite rebuild D-EFTF, which was restored as G-ANIX prior to becoming D-EFTN in 1999 II/014 D-IDAH Cessna T-50 [UC-78] 5297 12/04/56 Süddeutsche Flug Gmbh (Südflug) Stuttgart Canx 11/12/64 ex HB-KIB, 43-7777; reserved 21/02/56; Permit 09/04/56; to CofR 189 Above: Fairchild Argus D-EDEG was on the German register for only five years. The location of this photograph is not known. (Clifton via P- M Gerhardt) Above Right: Tiger Moth D-ELOM of Segelflugschule Juist is seen here at Bonn-Hangelar on 11 Apr 1956. (Heinz Schneider) Below and Right: Cessna T-50 Bobcat D-IDAH c/n 5297 was used by Südflug until cancelled in 1964, then abandoned at Egelsbach; when photographed on 16 Nov 1966 the fuselage had been damaged; by 31 Mar 1968 it had been destroyed. (P-M Gerhardt) Foot of page: Lockheed Learstar D-CAFU was operated by Friedrich Krupp from 1956 to 1961 as an executive transport. It is seen at Hannover on 2 May 1960. (P-M Gerhardt) 01/03/60; withdrawn from use, derelict at Egelsbach in 1966 II/015 D-EBIS Piper J-3C-65 [L-4J] 12513 [f/n 12341] 13/04/56 Deutsche Luftwerbung Walter Dahl Düsseldorf ex 44-80217; reserved as D-EDUS 01/10/55, not taken up, reserved as D-EBIS 12/04/56; to CofR 295 04/04/60; CURRENT II/016 D-EBYR Piper J-3C-85 [L-4J] 12911 [f/n 12741] 13/04/56 Segelflugverein Gütersloh eV Bielefeld Canx 09/12/71 ex 44-80615; reserved 01/10/55; Permit 04/04/56; identity mis-quoted as 44-80511 at time of reservation; to CofR 200 08/03/60; CofA expired 23/03/71; sold to Denmark, but not proceeded with; last known at Stauning 1980; converted from J3C-65 to J3C-85, date unknown II/017 D-EDYS Piper J-3C-65 [L-4H] 11954 [f/n 11782] 13/04/56 Karl Johnen Worms Canx 29/07/64 ex 44-79658; reserved 01/10/55; Permit 12/04/56; to CofR 897 12/09/60; Crashed 14/07/64 at Dortmund-Wickede II/018 D-CAFU Lockheed 18-56 Learstar Mk 1 18-2499 14/04/56 Friedrich Krupp Düsseldorf Cx 15/09/61 ex N1Y, NX1Y, N9991F, N5477N, N9991F, F-BDAS, NC58161, 42- 56026; converted from C-60A Lodestar; reserved 28/12/55; CofR I/155 issued in error; to CofR 237 22/03/60; sold to Lear Siegler Inc as N511L and handed over 11/09/61 at Grand Rapids, Mich II/019 D-EJUN Aeronca 11AC Chief 11AC-1603 14/04/56 Otto Falter Arnbruck Canx 25/09/74 ex OO-GUS, OO-USG; reserved 20/12/55; to CofR 931 29/09/60; sold as OY-RPE 2015/012 Bohmte; c/n officially changed to c/n 475303 in 2007, reason unknown II/021 D-EDIV Auster J/1 Autocrat 2009 17/04/56 Hamburger Aero-Lloyd GmbH Hamburg-Fuhlsbüttel Canx 16/01/65 ex OY-DGO, G-AHHF; reserved 07/02/56; To CofR 896 12/09/60; CofA expired 14/09/63; withdrawn from use II/022 D-EJUF Bücker Bü.181B-1 25110 20/04/56 Dr Felix Komor Egelsbach/Braunschweig Canx 09/04/63 Built by Hägglund & Söner AB; ex Flygvapnet 25110; reserved 17/10/55; To CofR 878 05/09/60; Crashed 05/04/63, Baierbach (Rosenheim) II/023 D-EBOB FW.44J Stieglitz 30 17/04/56 Aero Club Braunschweig eV Braunschweig Cx 25/11/57 Built by CVV; ex SE-AYY, Flygvapnet 648; reserved 23/09/55; damaged 30/06/56 at Braunschweig; sold as HB-EBO, LX-OOI; restored as D-EKHD 07/09/88 as CofR 15030 to Hans Dittes of Speyer; CURRENT - to be continued... Above: FW.44J Stiegliz D-EKHD was built by CVV in Sweden and was previously registered D-EBOB. It is seen here at Speyer on 26 June 1988 and remains current on the German register. (P-M Gerhardt) II/020 D-EKUS Mraz K-65A Cap 741 07/07/56 Leonhard Monheim KG Aachen Canx 12/04/78 ex HB-IKA, OK-IKA; actually manufactured as a Fieseler Fi.156C-7 Storch c/n 741 by Automobilove Zawody in Czechoslovakia in 1944 but not completed; completed in 1947-48 as a Mraz K-65A c/n 741; oper- ated for Lindt & Sprüngli Company by their German subsidiary, Leonhard Monheim KG, under the trade-name ‘Trumpf’ as HB-IKA; reserved 15/02/56; to CofR 980 02/11/60; re-registered D-EMAV, Permit issued 30/06/78; registered 31/08/79 as CofR 11040; CURRENT, based at museum adjacent to Wunstorf Air Base, flies from Left: The full history of Storch D-EKUS / D-EMAV has only recently emerged. It was laid down during the war but completed only in 1948 as a Mraz K-65A Cap.It is now based at Damme but is seen here at Berlin-Schönefeld on 23 March 2009 (Heinz Schneider) Below Left: A rare photograph of Storch D-EKUS in the colours of Trumpf chocolates, the German identity of Lindt & Sprüngli. It was seen at Düsseldorf on 4 Oct 1958. (P-M Gerhardt) Below: Bücker Bü.181B-1 D-EJUF was photographed at Egelsbach on 22 Feb 1958. (P-M Gerhardt) Above: The heading photo for this issue is of Slingsby T.6 Kirby Kite, actually displaying its registration ‘G285’. This glider is now operated by the Museum of Army Flying at Middle Wallop. (via Richard Cawsey) 2015/013 Pre-War British Gliders: Part 6 From 1930 to 1940: BGA 261 to 290 Richard Cawsey British Gliding Association Register 1930 - 1940 261 Slingsby T.3 Primary (234A) 5.36 Inverness and District GC, delivered and test-flown at Longman Aerodrome on 25.4.36; the first club flying meeting was at Leanach, on Culloden Moor on 28.4.36. From April 1937 the club was permanently based at Longman, and the glider was badly damaged in a crash there on 19.5.37. Two primaries (one with a locally-built nacelle) and a Falcon I were in use by July 1938. 262 Slingsby T.7 Kirby Kadet (232A) 5.36 Midland GC; modified to Tutor. 263 Zander & Weyl Cambridge I 5.36 The Duke of Grafton and Ralph Slazenger, first flown at Dunstable 1.12.35. Initially based at Dunstable; later at Caxton Gibbet; Cambridge University GC .36 "Pons"; stored at Dunstable from 1940 to 1945. CofA renewed by CUGC 2.12.46, based at Bourn; G-ALTJ 22.6.49; (ARB CofA no. A3754 .52); crashed after midair collision with Olympia BGA 511, Camphill 15.6.52. 264 Slingsby T.4 Falcon III (235A) 5.36 Norman Sharpe, for use by Yorkshire GC; delivered and first flown at Sutton Bank 31.5.36. Impressed .40; GTS 4.12.40; 39 MU .41; to 3090M 5.42. 265 Slingsby T.7 Kirby Kadet (236A) 5.36 Derby & Lancs GC; Inverness and District GC; crashed (by) 3.39. 266 Slingsby T.1 Falcon I (237A) 29.5.36 Yorkshire GC; Furness GC; modified by G H Pattinson Ltd. as a flying-boat glider; first flown by Capt T C Pattinson from Windermere 3.2.43; stored. Fuselage to Windermere Steamboat Museum by 1977; restored with modified Tutor wings and on exhibition by 1983. Stored in 2014 awaiting redevelopment of the museum. 267 Slingsby T.7 Kirby Kadet (238A) 6.36 Reportedly for London GC, but delivered new by Slingsby to Furness GC and demonstrated by Sproule 18.6.36. Impressed. 268 Cramlington Cramcraft I (-) 6.36 Nacelled Cramcraft presented to the Newcastle GC by club president W L Runciman of Cramlington Aircraft Ltd, collected from Cramlington 14.9.35. Fleet number "P4", christened "Hadria" by Miss Ruth Runciman 20.10.35. 269 Slingsby T.7 Kirby Kadet (238B) 7.36 London GC 270 Slingsby T.3 Primary (nacelle) (239A) 7.36 Derby & Lancs GC, delivered by Slingsby 13.6.36; crashed (by) 2.39. 271 Slingsby T.6 Kirby Kite (240A) 7.36 John C Dent, John Sylvanus Fox & Thomas G Armstrong, Dunstable; to John Dent, Geoffrey Stephenson & Donald Greig, Dunstable April 1937, named "The Grey Kite"; Sold to Silvio Bucknall in October 1938, initially at Dunstable, then at Buckland from February 1939. To Surrey GC .40; impressed; GTS; 8 MU 31.12.41; 50 MU 4.5.42; 'reduced to produce'. Fuselage to BGA 394 ? 272 Slingsby T.7 Kirby Kadet (241A) 7.36 Yorkshire GC, tested by Holdsworth at Sutton Bank 25.7.36. Left: Dart Cambridge “2” at Dunstable, date unknown. This may well be G263, but G279 is also a possibility. The stripes on the fuse- lage may indicate CUGC ownership. (via JM Collection) Upward Bound Trust, Haddenham. Blown over. Rebuilt (new wood, old fittings) by John Smoker & Ken Harris, Weston-on-the-Green; restored 6.9.80; expired 7.95; to Neil Gregory & James Furnell, Portmoak .06; restored 6.07. 278 Manuel Willow Wren 8.36 Built by Tom H Palmer (of Essex GC). 279 Zander & Weyl Cambridge IIA (110) 8.36 Robert S Rattray & John Furlong, Dunstable (from February 1936; Zander & Weyl became Dart Aircraft Ltd. on 11.3.36); Leonard Hatcher & John Copeland, Buckland 11.38; later Hamsey Green; for sale by Hatcher in 1950. Stored at White Waltham 1961; to D A Wilson at Aberdeen GC in 1962; burned at Dishforth due to glue failure .67. 280 Hols der Teufel (-) ex G180 11.36 Mrs Edith Baker & ptnrs, Dunstable; Donald & Johnnie Campbell, Dumbarton .38; Aberdeen Gliding Group .50. 281 Schleicher Rhönadler (-) ex G171 1.36 Brian E A Vigers & Reginald G Robertson, Dunstable; B E A Vigers & John S Fox, Dunstable from March 1937; Fox partnered with 2015/014 Below Left: Slingsby Falcon I G266 airborne over Lake Windermere on its first flight there on 3.2.43. The tow line is still attached to a speed- boat just out of view on the left. (via JM Collection) Below Right: Flying-boat conversion of the Slingsby Falcon I, BGA 266 at the Windermere Steamboat Museum 23.5.94. (Richard Cawsey) 273 Slingsby T.3 Primary (242A) 7.36 Derby & Lancs GC; impressed. At 49 GS, Newton as 'G.273' until SoC 31.3.48. 274 Dart Totternhoe 8.36 Dart Aircraft Ltd.; London GC .36; stalled and crashed into the hill at Dunstable 25.7.37. 275 Hols der Teufel (244A) 8.36 (Built by Slingsby) Yorkshire GC; tested by Holdsworth at Sutton Bank 11.7.36. 276 Slingsby T.3 Primary (245A) 8.36 Derby & Lancs GC 277 Grunau Baby II 25.8.36 Built and owned by Fred Coleman, Camphill, first flown 5.4.36, named "Black Diamond". To Derby & Lancs GC at the end of 1945; CofA renewed 23.4.46; G-ALKU 3.5.49; Oxford GC, Kidlington .52. CofA expired 7.59; to RAFGSA 270, Bicester c.60; later sold to Above: Slingsby T.1 Falcon I flying-boat glider G266 on the Short Bros launching ramp at Windermere prior to first flight as such. G H Pattinson is on the left of the picture. (via JM Collection) 2015/015 Above Left: Scud III G283 became G-ALJR in March 1949 and later that year was motorised with the addition of a 350cc Villiers engine mounted on top of the fuselage. Below Left: G283/G-ALJR was converted back to a Scud III glider following an accident in 1950.(both via JM Collection) Above: The two Scud IIIs BGA 283 and 684 being worked on at Dunstable, 16.7.00. 283 has a curved trailing edge to the rudder, while 684 has a straight edge. Left: Schleicher Rhönadler BGA 281 at Cambridge University GC Easter camp at Huish, Wilts. 1938. (both Richard Cawsey Collection) 282 Dart Totternhoe 12.36 Howard K Seth-Smith, first flown at Dunstable 1.11.36, named "Scaup"; moved with its owner to Dorset GC in 1937. Damaged at Kimmeridge 3.7.37; restored; damaged when hangar collapsed in gale, Maiden Newton 11.38. Subsequent history (if any) unconfirmed, but believed to have been impressed; later becoming VD199 at 81 GS, Yeovil, then transferred to the RAFGSA on 14.7.50. 283 Abbott-Baynes Scud III (2) 18.12.36 Built for the 9th Duke of Grafton, but not delivered as Grafton was killed while racing his Bugatti in Ireland in August 1936. Bought by Llewellyn H (Bill) Barker, Sutton Bank and first flown 26.12.36. Stored at Stanley Park, Blackpool from 1940 to 1947; to Jack Clark, Warton .47; reflown 8.47; CofA renewed 1.10.48; G-ALJR 16.3.49; CofA 6.4.49; Mr Mellor, (Oxford); Handley Page GC, Radlett 5.49; Bob Swinn, Dunstable 7.49. Motorised with 350cc Villiers 8.49; moved to Lasham where it stalled and crashed after take-off in 1950. Rebuilt by Swinn without engine and moved to Sutton Bank in 1951 (the engine went to the Science Museum at South Kensington 2.51). To Charles Davidson, Aberdeen Gliding Group, Inverallochy 10.51; damaged; restored 4.53. Still with Aberdeen GC in 1955. Restored to Keith Emslie, Mike Henney, Dennis Carey and Martin Cowburn, Warton 5.4.56; expired 4.57; stored at Lytham from 1957; to Mike Garnett & Peter Philpot, Nympsfield in 1961; slowly restored and flown 20.6.76; CofA renewed 7.7.76; Martin Garnett, Duxford .81; later at Dunstable; Laurie Woodage, Dunstable .97 "ACF"; expired 3.06; registered as G-ALJR 21.1.08; CofA restored 3.09; donated to the Gliding Heritage Centre, Lasham 10.1.13. 284 Slingsby T.6 Kirby Kite (246A) 12.36 Imperial College GC, Dunstable, delivered at the end of March or the beginning of April 1937; last flown at Dunstable in April 1940; impressed; CLE, Ringway 13.11.40; written off by November 1941. Dr H Tudor Edmunds and Peter Davis from February 1938. Fox set a British distance record on 18.4.38, 144 miles from Pewsey to Golant. Sold to Ralph Slazenger, Cambridge University GC in 1939; stored 1939-45; CofA renewed to Cambridge University GC 20.2.46; forced- landed after structural failure at Rearsby 22.4.46 (flown by Ray Wijewardine); later burned. 2015/016 Above: Kirby Kite BGA 285 at Staverton 13.6.87. It is now on display in RAF camouflage at the Museum of Army Flying, Middle Wallop - see below. (Richard Cawsey) Left: Kirby Kite G284 of the Imperial College Gliding Club wearing competition number “18”. (via JM Collection) 285 Slingsby T.6 Kirby Kite (247A) 30.12.36 Ronald Wagstaffe, Jersey (first flown at St. Ouen's 18.10.36); Ulster GC .38; stored 1939-46. CofA renewed by Ulster GC at Magilligan 11.6.46; G-ALNH 13.4.49; Gloucestershire GC, Staverton 3.50; Deeside GC, Sealand .52; Roy Procter & syndicate, Lasham .54 "Druid"; Ian Paul & Les Kiloh, Usworth .55; M & W Revell; Jim Beck, (Ripon) by .72; Michael & Tony Maufe, Sutton Bank by .75; Duncan Andrew, Eaglescott .78; expired 10.79; restored 4.84; expired 4.85; rebuilt by Classic Aeroplane, Staverton .87; to Phil Collins .88; loaned to the Museum of Army Flying, Middle Wallop .89, in RAF camouflage as "G 285", coded E"; restored to Edward Scott, (Andover) 5.91; expired 5.92; restored 5.98; expired 5.99 (on display at Middle Wallop in 2012). 286 Slingsby T.7 Kirby Kadet (248A) 12.36 Derby & Lancs GC 287 Slingsby T.7 Kirby Kadet (249A)12.36 London GC; Ulster GC 5.37; crashed; repaired by Slingsby; Derby & Lancs GC 4.38. 288 Slingsby T.3 Primary (250A) 12.36 Newcastle GC 11.36 "P5". 289 Hols der Teufel (251A) 12.36 (Built (or rebuilt ?) by Slingsby.) Yorkshire GC. 290 Slingsby T.7 Kirby Kadet (252A) 12.36 To Thomas Barlow & Sons (South Africa) Ltd., Johannesburg 12.36; believed to Rand GC, later becoming SAAF 23; then ZS-GAJ. - to be continued... Below: Kirby Kite BGA 285 displayed in RAF camouflage at the Museum of Army Flying, photographed on 17.6.13. (Peter Clarke) The two registrations in question were EC-W17 and EC-W18, tempo- rary registrations normally used for delivery flights, which up until now had always been assumed to have belonged to DH.60G Moth (Gipsy Major) c/n 5142 of the Aeronautica Naval and a privately owned DH.80A Puss Moth c/n 2246 in 1934. However, La Vanguardia in the Sunday 12th November, 1933 edition, reported the arrival in the early afternoon of the 11th at El Prat de Llobreget airport, Barcelona of a Fokker F.VII registered EC-W17 from Perpignan, France which was destined to be operated by L.A.P.E. In the edition of Tuesday 14th they reported the departure of EC-W17 on the 12th, destination Madrid Barajas. On Tuesday 21st November, 1933, La Vanguardia reported the arrival at El Prat in the afternoon of Sunday 19th from Lyon of a second Fokker F.VII destined to be used by L.A.P.E., EC-W18, which departed for Madrid the following day. Earlier in 1933 L.A.P.E. had placed an order with Fokker for 3 F.VII’s powered by 340 hp Armstrong Siddeley Serval IV engines and fitted with tail wheels to replace withdrawn obsolete equipment and also supplement the 4 F.VII’s that they had received from CLASSA. In European Aviation News, May 1960 an article about the Fokker F.VII which con- tained a production list attributes these 3 aircraft as c/n’s 5350, 5351 and 5352. It is known that the aircraft were assigned the following per- manent registrations EC-AAU (5350), EC-AUA (5351) and EC-UAA (5352). All three aircraft were registered in November 1933 and it is known that 5350 received its regis- tration on the 9th and 5352 on the 30th. La Vanguardia reports the daily national and Air France and Lufthansa inter- national aircraft movements at the Airports and the interna- tional S.A. Navigazione Aerea service at the Seaport of 2015/017 L.A.P.E and the Fokker F.VII by David Garbett Above: Fokker F.VII EC-AUA c/n 5351 was the second aircraft to be delivered to L.A.P.E. (via David Garbett) Líneas Aéreas Postales Españoles (L.A.P.E.) was born on 1st October 1931 as a direct replacement for Compañia de Líneas Aéreas Subvencionadas, S.A. (CLASSA), acquiring their routes and fleet which consisted of 3 Junkers G.24, a Junkers F.13, a CASA-Breguet 26T, a Savoia S-62P a Ford 4AT-F and 4 Fokker F.VII-b/3m’s, all of which were quickly disposed of as being antiquated or inadequate with the exception of the Ford and the 4 Fokkers. Whilst collaborating with Paco Rivas and Gerhard Mayer in an ongoing investigation into Junkers JU.52s, Gerhard sent me an e-mail asking what I knew about two Fokker F.VII registrations that he had found in a Spanish newspaper. Below: Fokker F.VII EC-W16 c/n 5350 at the Fokker factory, Schiphol during October 1933. It was registered EC-AAU on delivery. (Stichting Historisch Museum NLR) Barcelona, and on the 28th they reported that EC-AUA operated the Madrid-Barcelona service, arriving at 11:35 with 2 passengers, mail and cargo. Having identified two of the three temporary registrations all that remained was to identify the regis- tration of c/n 5350, with the suspi- cion falling upon EC-W16 as EC- W15 had been allocated in June 1933 to a privately owned DH.83 Fox Moth (c/n 4066), however EC- W16 was believed to have been allocated to a second DH.60G Moth (Gipsy Major) c/n 5141 of the Aeronautica Naval. An exchange of e-mails with Herman Dekker on AB-IX led to him putting me in contact with Jos Lottje, a Fokker historian at the Stichting Historisch Museum NLR (Dutch National Aerospace Laboratory) in Amsterdam, who not only confirmed that 5350 was EC-W16 but was able to provide me with a copy of the flight test report for the aircraft which not only contained confirmation of the relation EC-W16 – EC- AAU, but also a photo of EC-W16. A second photograph was also pro- vided in an article from one of the 1933 editions of the Fokker in-house Bulletin. The history of the three aircraft is thus: c/n History 5350 Armstrong Siddeley Serval IV (serial nº.s A.S. 9603, 9604 and 9605). f/f 10/10/1933 as EC-W16, allocated EC-AAI according to Fokker flight report but NTU. Registered as EC-AAU to Líneas Aéreas Postales Españoles on 09/11/1933, based Madrid Barajas, assigned f/n 14. Impressed 18/07/1936 by Republican forces and used during the Spanish Civil War initially as a bomber. Operated with the AA part of civil registration over painted with a red fuselage band. 06/1937 transferred to transport and training duties. Did not survive Civil War; 2015/018 Left: Fokker F.VII EC-UAA c/n 5352 is seen here immediately after deliv- ery to L.A.P.E. at El Prat de Llobreget, Barcelona in November 1933. (via David Garbett) Below Left: Fokker F.VII EC-AAU undergoing routine maintenance. Below Right: Two cuttings from ‘La Vanguardia’ newspaper in November 1933 record the delivery of the new Fokker F.VIIs (all via David Garbett) registration cancelled 12/11/1940, published in the Boletin Oficial de Estado 18/11/1940, p.7936. 5351 Armstrong Siddeley Serval IV. Registered EC-W17 10/1933. Delivered to Líneas Aéreas Postales Españoles at El Prat de Llobreget, Barcelona 11/11/1933. Registered EC-AUA 11/1933, based Madrid Barajas, assigned f/n 15. Impressed 18/07/1936 by Republican forces and used during the Spanish Civil War initially as a bomber. 06/1937 transferred to transport and training duties. Did not survive Civil War; registration cancelled 12/11/1940, published in the Boletin Oficial de Estado 18/11/1940, p.7936. 5352 Armstrong Siddeley Serval IV. Registered EC-W18 10/1933. Delivered to Líneas Aéreas Postales Españoles at El Prat de Llobreget, Barcelona 19/11/1933. Registered EC-UAA 30/11/1933, based Madrid Barajas, assigned f/n 16. Impressed 18/07/1936 by Republican forces and used during the Spanish Civil War initially as a bomber. Operated with the first A of civil registration over painted with a red fuselage band on the port side and the letter C over painted on the starboard side. 06/1937 transferred to transport and training duties. W/O 22/12/1937 at Bages, France when undercarriage collapsed. Reported to have been transferred to Air France, Montaudran for repair. Engines (serial nº.s A.S. 9605, 9610 and 9621) and propellers reclaimed by Spanish gov- ernment in 03/1941. Registration cancelled 12/11/1940, published in the Boletin Oficial de Estado 18/11/1940, p.7936. Shortly after World War Two the Feltham, Middlesex company Aviation & Engineering Projects Ltd produced a design known as the AP4 for a 4-seat low-wing twin-engined aircraft for private or club use. The chief designer was C R Chronander who pre-war had been responsible for the General Aircraft Cygnet. This twin-engined design was progressed as far as the mock-up stage at which point it was abandoned due to the ARB’s British Civil Airworthiness Requirements which stipulated that a twin should be capable of a single-engine rate of climb of 300 ft/minute. The impossi- bility of meeting the BCAR brought about a re-design as a light single- engined aircraft. Ironically the Requirement was later to be reduced to 200 ft/minute! The next stage was to identify a builder and, because of their estab- lished experience with wooden construction, Elliotts of Newbury was selected. This company had specialised in furniture manufacture pre- war but had then built Horsa gliders and components for Oxfords, Tiger Moths, Spitfires, Mosquitos and Miles types. Unable to obtain official Board of Trade permission to return to furniture manufacture post-war, Elliotts began to build gliders using the wood-working skills of its work- force. The rights to the Chilton Olympia were purchased and in 1946 this went 2015/019 The Newbury Eon No.54 Above: The Eon’s clean lines and finish are seen here but some observers have criticised the rather high-backed fuselage which would have been altered in later developments. (Aeroplane via JM Collection) Below: This Head-on View of the Newbury Eon shows the excellent forward visibility, comfortable cabin width and wide-spaced undercar- riage. (via JM Collection) into production as the Eon Olympia at the company’s Albert Road works in Newbury. Perhaps it was no coincidence that one of Elliotts’ managing directors was an enthusiastic glider pilot, H C G Buckingham. Construction of the two prototypes of the aircraft that was now to be known as the Newbury Eon began in 1947 and the first of these was completed in July, making its first flight from nearby Welford airfield on 8th August in the hands of Philip Stanbury DFC. Welford is of course the site just north of the M4 now marked as a ‘Works Unit only’ but serving a quite different military purpose. This prototype was G-AKBC which was powered by a 100 hp Blackburn Cirrus Minor II. The design specification was actually for a 125 hp engine but the Eon suffered from the post-wa5r shortage of suitable power units in Britain. This ‘same old’ story applied to other contempo- rary manufacturers too – there was no horizontally-opposed British design available and American imports were strictly limited, although a 125 hp Lycoming was believed to be destined for the second Eon. So, G-AKBC took to the air with the Cirrus Minor in order to explore its flying characteristics but in underpowered form. Common feeling amongst pilots was that the Eon had a spacious, comfortable cabin with excellent visibility. However, they found that the controls were not well balanced, with sluggish ailerons and over-sensitive elevators. Being a tricycle design resulted in good landing characteristics but on rough ground it increased the likelihood of a bounce and potential prop-strike. With insufficient power the Eon could not yet be operated as a full 4- seater. Nevertheless G-AKBC obtained a CofA on 8.9.47 and was shown at the 1947 SBAC show at Radlett where inevitably it was demonstrated towing an Olympia glider. The target sales price was stated to be £1,750. Elliotts did their best to minimise the control problems while building up flight testing time. In June 1948 the Cirrus was replaced by a 145 hp DH Gipsy Major 10 which had the immediate effect of improving flight characteristics and increasing AUW making the Eon a full 4-seater at last, now designated Eon 2. Visually the difference could be identified 2015/020 Left: Inside the Eon’s cockpit with the pair of W-shaped control wheels and the flap lever between the comfortable seats. (via JM Collection) Above: G-AKBC being flown probably in late August 1947 on a photo- shoot for Aeroplane magazine. The rather short, spatted nosewheel leg is apparent. (Aeroplane via JM Collection) Left: Still unpainted, the Eon taxies during early demonstration flying. (via JM Collection) Below: The prototype Eon2 G-AKBC seen in flight on an unknown date. Painted in house colours, it loooks like a plausible production air- craft. (via JM Collection) Above: This view of the Eon 2 shows off the single short exhaust and cowling modifications for the Gipsy Major. Also visible are the aileron mass balances. (via JM Collection) 2015/021 as a short exhaust pipe which replaced the four stubs of the Cirrus and by modified air intake locations on the cowling. With the new engine the Eon was demonstrated to flying clubs and appeared at the 1948 SBAC show at Farnborough in August, again towing one of the company’s gliders. Proposals for a production version were put forward at the time but the economic climate was such that these were never proceeded with. This version was to have lower rear fuselage decking to allow a new sliding canopy with all-round vision to be installed. The fuselage would also be lengthened and the ailerons increased in size. Although the Eon’s performance had improved, the general aviation scene in the late 1940s was unable to support new designs in the light of the previously-men- tioned engine shortage. Surplus training and communi- cations aircraft were readily available and the overall result was that Elliotts withdrew from the project. The prototype continued to serve the company as a glider tug, even towing a number of Olympia 2 sailplanes ordered by the Royal Danish Air Force on delivery via Lympne, Ostend, Ypenburg and Hamburg to Denmark. It was on one of these delivery flights, on 14th April 1950, that the pilot of the presumably un- chocked Eon swung the prop in preparation for depar- ture from Lympne but failed to get on board before the aircraft, with sailplane in tow, started across the field. The Olympia pilot managed to evacuate his cockpit before the two aircraft smashed into a boundary hedge. The Eon was written-off as a result. The second prototype was never completed, the par- tially finished fuselage was reported still stored in the roof of Elliotts’ factory in 1962. The company continued to produce sailplanes, the last model being manufac- tured was the EoN460 series, until, following the death of H C G Buckingham in 1965, it was taken over by Slingsby Sailplanes with 55 of that final model having Above: Wing spar construction at Newbury. This photograph, published on 23.1.48, may have been taken much earlier, otherwise it could refer to the second prototype or even to an Elliotts sailplane. (Aeroplane via JM Collection) Below: Eon fuselage construction. Also published on 23.1.48, this may be an older photo otherwise it must show the second prototype which was not completed. Indeed it closely resembles the state of the stored fuselage seen in 1962. (Aeroplane via JMC) 2015/022 Above: Airborne “over Basingstoke” 23.9.48 following the installation of the Gipsy Major and the lengthened nosewheel leg Below: G-AKBC, the prototype Eon 2, posing with Elliotts’ sailplane offerings at the 1948 SBAC show at Farnborough. Bottom: The nosewheel not being steerable meant that manual assis- tance could be required to manoeuver out of parking space on grass. (all Aeroplane via JM Collection) Top: A reminder that Elliotts’ principal business was building gliders, and a foretaste of the EoN 1’s demise. The prototype, now painted in company colours, posed with an Olympia sailplane and Elliotts’ trailer. (Aeroplane via JM Collection) Above: The uncompleted second prototype Eon still on its jig was to be seen stored in the Newbury factory in January 1962. (Stephen Simms via JM Collection) Dimensions and performance: Eon 1 Eon 2 100 hp Blackburn 145 hp DH Cirrus Minor II Gipsy Major 10 Wing span 37 ft 0 in (11.28 m) 37 ft 0 in (11.28 m) Length 25 ft 0 in (7.62 m) 25 ft 6 in (7.77 m) Height 9 ft 9 in (2.97 m) 9 ft 9 in (2.97 m) Wing area 173 ft² (16.07 m²) 173 ft² (16.07 m²) Empty weight 1,314 lbs (596 kg) 1,714 lbs (777.5 kg) Maximum take-off weight 1,950 lbs (884.5 kg) 2,350 lbs (1,066 kg) Maximum speed 112 mph (180 km/hr) 136 mph (219 km/hr) Cruising speed 100 mph (161 km/hr) 116 mph (187 km/hr) Stall with flaps 43 mph (69 km/hr) 50 mph (80.5 km/hr) Ceiling 10,000 ft (3,000 m) 13,400 ft (4,085 m) Range 350 mls (563 km) 350 mls (563 km) been built. No other powered aircraft were built by Elliotts although there was a design proposed for a 2-seat trainer in competition with what became the Percival Provost. Design and specification: The fuselage was a rigid spruce and ply bonded construction with lam- inated ply rings at ten inch intervals attached to four main longerons and additional stringers, all skinned with birch plywood. The wing struc- ture was built around a single box spar with spruce ribs, covered with ply skinning ahead of the spar and fabric to the rear. Fabric-covered ailerons were fitted outboard and ply-skinned split flaps inboard. Two 9 gallon fuel tanks were fitted in the inboard wing sections. The Eon’s fin and cantilevered tailplane were also of wood with ply surfaces, the rudder and elevators being fabric-covered, with a trim tab attached to the port elevator. The fixed tricycle undercarriage was fully cantilevered and fitted with rubber compression shock absorbers. The faired main legs were attached to the rear of the main spar and had independent braking for ground steering. The nosewheel was castored and initially spatted but the spat was removed about the time of the engine change when the nosewheel leg was lengthened to reduce ground strike hazard. Cabin space and comfort was an important part of the Eon concept. Entry was by means of upward-opening doors from each wing with access to the two fore/aft adjustable front seats and the fixed bench seat behind. Dual controls were fitted with W-shaped push/pull wheels and bottom-hinged rudder pedals. A four-position flap lever was fitted between the front seats. Forward vision was excellent, largely due to the choice of tricycle undercarriage, but less good to the rear hence the proposed changes to canopy and rear decking. No electrical system was fitted to the prototype (which would have prevented the write-off incident) but it was intended to install one with radio and starter motor in production examples. The colour scheme of G-AKBC, applied a few weeks after its first flight, was light blue overall with dark blue trim. F-Update 1933 (continued) New Registrations: 3305 F-AMDR Caudron 270 Luciole 72/6692 Aéro Club de Blida, Blida, Algeria; “Ville de Marengo”. (24.1.33) 3315 F-AMDS Nieuport 391/2 26 Cie Aérienne Française, Suresnes. (21.2.33) 3316 F-AMDT Nieuport 391/2 27 Cie Aérienne Française, Suresnes. (21.2.33). Crashed 1.10.33. 3397 F-AMDU Nieuport 391/2 28 Cie Aérienne Française, Suresnes. (18.5.33) 3398 F-AMDV Nieuport 391/2 29 Cie Aérienne Française, Suresnes. (18.5.33) 3543 F-AMDX Nieuport 391/2 30 Cie Aérienne Française, Suresnes. (13.9.33) - F-AMDY CAMS 90 001 Société Générale Aéronautique, Paris. (built 1932) - F-AMDZ CAMS 80 001 Chantiers Aéro-Maritimes de la Seine (CAMS). (built 1932) 3607 F-AMEA Hanriot 14 sanitaire. 9/468 Etat Français (6.11.33); loaned to l’Association Aéronautique du Nord de la France, Lille. [Also quoted as c/n 9/469] 2015/023 F-1922 The French Civil Aircraft Register from 1922 Part 42 By Bernard Martin, Dave Sparrow and Robert Espérou 3400 F-AMEB Morane AR.35C 13 (or 1.S ?) Constant Crestey, Grand Quevilly, Seine Inferieur. (24.5.33) 3265 F-AMEC Carton G.900 free balloon 1 Eugene Boiteux & JB Boiteux, St Gervais. (8.11.32) 3266 F-AMED Carton G.900 free balloon 2 Eugene Boiteux & JB Boiteux, St Gervais. (8.11.32) 3334 F-AMEE Potez 36/13 3202 Club de Tourisme Aérien de Meknès, Meknès, Morocco. (13.3.33) - F-AMEF Nothing known - F-AMEG Nothing known 3318 F-AMEH Hanriot 14 sanitaire 110 Etat Francais; loan Aero Club de l’Atlantique, Nantes. (3.3.33) 3333 F-AMEI Potez 36/13 3203 Aero Club de l’Ain, Bourg, Ain. (13.3.33) Re-regd F-PEVA [CofR 266891] 1.2.55; later reserved as F-PFVA. - F-AMEJ Potez 36/13 3204 Operator unknown. 3343 F-AMEK Potez 36/14 3205 Aero Club des Causses, Maillau, Aveyron. (5.4.33) Above: F-AMDY was the prototype CAMS 90, with metal hull, wooden biplane wing and a 240hp Lorraine 7Me pusher on interplane mounts. A 3-seater, only one was built. Right: The contemporary CAMS 80 prototype F-AMDZ was a wire-braced all-metal monoplane with outer wing dihedral, enclosed 4-seat cabin and a pylon-mounted tractor 650hp Hispano-Suiza 12Nbr engine. (both via JM Collection) 2015/024 - F-AMEL Potez 36/13 3206 Operator unknown. 3616 F-AMEM Potez 36/14 3207 A Artigalas, Cahors. (14.11.33) Re-regd F-PHZN [CofR 269036] 12.7.57. Preserved in railway station at Albert, Somme. - F-AMEN Nothing known. - F-AMEO Nothing known. 3306 F-AMEP Hanriot 14 sanitaire 114 Etat Français; loaned to Association des Officiers de Réserve de l’Armée de l’Air, Paris. (24.1.33) 3299 F-AMEQ Farman 390 1/7348 Société des Avions HMD Farman, Billancourt. (16.1.33) 3836 F-AMER Hanriot 14/23 339 Etat Français; loan Aéro Club de la Sarthe, Le Mans. (9.7.34) - F-AMES Morane AR.35 1 Rebuild, operator unknown 3359 F-AMET Mauboussin 112 103 Aéro Club de Picardie, Amiens. (12.4.33) 3385 F-AMEU Mauboussin 112 101 Henri Tribet, Paris. (3.5.33) 3340 F-AMEV Caudron 282 Phalene 7/6695 Aéro Club de Caen et du Calvados, Caen. (21.3.33) 3347 F-AMEX Caudron 280/6 Phalene 1/6696 Claude Millo, Paris. (5.4.33) 3338 F-AMEY Caudron 282 Phalene 8/6697 Guy Liger-Belair, Bois du Roi, nr Pargny-s/Saulx, Marne. (21.3.33) 3327 F-AMEZ Caudron 282 Phalene 9/6698 Pierre Salomon, Ruoms, Ardeche. (7.3.33) “Jean de la Lune” - F-AMFA Nothing known. 3331 F-AMFB Farman 390 2/7349 Aéro Club de Picardie, Amiens. (13.3.33) “Y Alla II” 3370 F-AMFC Farman 390 3/7350 Capitaine Wauthier, Chaville. (19.4.33) 3307 F-AMFD Spad 54 bis 14 SA Blériot, Suresnes. (24.1.33) 3468 F-AMFE LeO 199/2 2 Ets Lioré et Olivier, Paris. (4.8.33) 3285 F-AMFF Farman 190 57/7354 Cie Air-Orient, Paris (30.12.32); to Cie Air France “L’Adroit”. 3332 F-AMFG Morane 35.EP2 2416/2736 Etat Français; loan to Club Provencal de Tourisme Aérien, Marseille. (13.3.33) “Titin” 3290 F-AMFH Caudron 272 Luciole 19/6699 René Caudron, Issy. (5.1.33) 3295 F-AMFI Caudron 272 Luciole 20/6700 René Caudron, Issy. (11.1.33) 3296 F-AMFJ Caudron 272 Luciole 21/6701 René Caudron, Issy. (11.1.33) 3297 F-AMFK Caudron 272 Luciole 22/6702 René Caudron, Issy. (11.1.33) 3291 F-AMFL Caudron 272 Luciole 23/6703 René Caudron, Issy. (5.1.33) 3309 F-AMFM Caudron 272 Luciole 24/6704 René Caudron, Issy. (26.1.33) 3323 F-AMFN Caudron 272 Luciole 19/6705 Club Aéronautique de Sidi bel Abbes, Algeria. (3.3.33) 3321 F-AMFO Caudron 272/2 Luciole 2/6706 Aéro Club de Mostaganem, Mostaganem, Algeria. (3.3.33) 3782 F-AMFP Caudron 272/2 Luciole 3/6707 Mlle Rival de Rouville, Paris. (1.6.34) 3339 F-AMFQ Caudron 272 Luciole 29/6708 Aero Club de Mostaganem, Mostaganem, Algeria. (21.3.33) 3311 F-AMFR Hanriot 14 sanitaire. 106/13/436 Etat Français; loan Aéro Club de Provence, Marseille. (26.1.33) 3292 F-AMFS Fokker F.VIIb/3m 5262 ex PH-AFR. Cie Air Orient, Paris. (5.1.33); to Cie Air France, “La Curieuse”. Possibly to Spain 1936/37 Above: Labelled “Avions Mauboussin Peyret Type Zodiac M.112”, F-AMET was a design based on the Peyret-Mauboussin PM XII and developed into the Mauboussin M.120 Corsaire. Powered by a 55hp Salmson 9Adb radial with a distinctive downward-sloping cowling, this example wears the Aéro Club de Picardie badge below the front cockpit. (via JM Collection) 2015/025 - F-AMFT Nothing known. 3367 F-AMFU Farman 390 4/7351 Henri Le Tournir, Tours. (19.4.33) “Tilili IV” 3365 F-AMFV Farman 390 5/7352 Les Ailes Marocaines, Casablanca, Morocco. (13.4.33) 3429 F-AMFX Caudron 282/4 Phalene 7/6709 Roger Narbonne, Hussein Dey, Algeria. (27.6.33) 3545 F-AMFY Caudron 282/4 Phalene 1/6710 Pierre Bouyou dit Moreno, Xertigny. (14.9.33) “L’oiseau fou” 3371 F-AMFZ Farman 204 4/7355 Henri Fallou, Etampes. (19.4.33) “Cri-cri” 3411 F-AMGA Caudron 282/2 Phalene 17/6711 Aéro Club de l’Allier, Montluçon. (1.6.33) Re-regd F-BBCG [CofR 18311] 27.12.46 as C.282/10. 3579 F-AMGB Caudron 289/2 Phalene 1/6712 René Lefèvre, Paris. (2.10.33) 3437 F-AMGC Caudron 282/2 Phalene 11/6713 Jean Bivoit, Ardennes. (1.7.33) 3372 F-AMGD Caudron 282/2 Phalene 9/6714 Club Oranais de Tourisme Aérien, Oran, Algeria. (21.4.33) 3490 F-AMGE Caudron 282/8 Phalene 31/6715 Emile Hennion, Tourcoing. (16.8.33) 3401 F-AMGF Caudron 282/2 Phalene 5/6716 Jean de Broë, Paris. (26.5.33) 3420 F-AMGG Caudron 282/2 Phalene 10/6717 Aero Club de Mascara, Mascara, Oran, Algeria. (12.6.33) 3439 F-AMGH Caudron 282/2 Phalene 15/6718 Club Aéronautique de Tiaret, Tiaret, Oran, Algeria. (4.7.33) 3357 F-AMGI Caudron 286/2 Phalene 2/6719 Maurice Berthelot, Paris. (11.4.33) Cancelled 9.33. 3373 F-AMGJ Caudron 282/2 Phalene 5/6720 Georges Burlaton, Lyon. (21.4.33) Regd postwar [CofR 8278] 13.2.50. Type change .58 to C.282/9 c/n 5/6720. Current 1960. 3368 F-AMGK Farman 204 5/7356 Pierre Gouguenheim, Etampes. (19.4.33) “Zuba” 3314 F-AMGL Hanriot 14 sanitaire 111 Etat Français; loaned to AC d’Auvergne, Clermont Ferrand. (17.2.33) 3409 F-AMGM Potez 43/4 3332 Société des Aéroplanes H Potez, Paris. (31.5.33) Sold 3.37 to Uruguay, regd CX-AAK. 3413 F-AMGN Potez 43/4 3333 Duchone Marullaz, Algiers. (1.6.33) 3392 F-AMGO Potez 43/1 3334 Aéro Club de la Somme, Section Touristique Abbevilloise, Abbeville. (10.5.33) 3550 F-AMGP Potez 43/2 3335 Joseph Samat, St Denis, La Réunion. (14.9.33) 3386 F-AMGQ Potez 43/0 3338 Société des Aéroplanes H Potez, Paris. (5.5.33) [ICAN quotes c/n as 3336] 3329 F-AMGR Breguet 230 01 SA des Ateliers d’Aviation Louis Breguet, Paris. (7.3.33) 4629 F-AMGS Bernard 207T 3 Vital Chapeau, Paris. (16.3.36) [Originally Bernard 201T built 1933 and flown to Niger. CofR, if any, unknown] - F-AMGT Bernard 201T 4 Société des Avions Bernard, Paris. Destroyed on test flight 13.4.33. 3443 F-AMGU Farman 357 1/7357 Maurice Arnoux, Montrouge. (8.7.33) 3536 F-AMGV Morane 149 1 Etat Français; loaned to l’Association des Officiers de Reserve de l’Armée de l’Air, Paris. (13.9.33) [Probably a rebuild of 1928 air- craft with no connection to F-AJSL c/n 01 of 1931] 3537 F-AMGX Morane 149 12/3143 Etat Français; loaned to l’Association des Officiers de Réserve de l’Armée de l’Air, Paris. (13.9.33) [Rebuild of 1928 aircraft] 3424 F-AMGY Farman 400 1/7358 Societe des Avions HMD Farman, Billancourt. (16.6.33); later Farman 404 and re-regd F-BBAY. - F-AMGZ Nothing known. 3330 F-AMHA Caudron 272 Luciole 30/6721 Club Aéronautique du Maroc Oriental, Oudja, Morocco. (13.3.33) Right: F-AMGR, the sole example of the Breguet 230 recon- naisance biplane which first flew in October 1933. A two- seater, it was powered by a 650 hp Hispano-Suiza 12Nb and should probably be described as a sesquiplane since the lower wing has a much narrower chord and appears shorter than the upper wing. (via JM Collection) 2015/026 3322 F-AMHB Caudron 272 Luciole 31/6722 Roger Haeseler, Limoges. (3.3.33) “L’Ajasse” 3396 F-AMHC Caudron 272 Luciole 32/6723 Aéro Club de Mascara, Mascara, Algeria. (16.5.33) 3341 F-AMHD Caudron 276 Luciole 4/6724 Jacques Dupuy, Paris. (27.3.33) Destroyed 1.36 3431 F-AMHE Caudron 272/2 Luciole 5/6725 Club Oranais de Tourisme Aérien, Oran, Algeria. (27.6.33) 3345 F-AMHF Caudron 272 Luciole 33/6726 Baron de Foucancourt, Algiers. (5.4.33) “Dieu le veut” 3430 F-AMHG Caudron 272 Luciole 34/6727 Aéro Club de Picardie, Amiens. (27.6.33) 3412 F-AMHH Caudron 272 Luciole 35/6728 Aéro Club de Bougie, Bougie. (1.6.33) [ICAN has c/n 36/6728] 3435 F-AMHI Caudron 276 Luciole 6/6729 Maurice Harle, Verteuil d’Agenais. (28.6.33) 3419 F-AMHJ Caudron 270 Luciole 73/6730 Gaston Augrain, Paris. (12.6.33) “Azur II” 3395 F-AMHK Wibault 282T.12 4 Cie Internationale de Navigation Aerienne, Paris. (15.5.33) To Cie Air France 10.33; named “Le Diligent”. 3405 F-AMHL Wibault 282T.12 6 Cie Air Orient, Paris. (30.5.33) To Cie Air France 10.33; “Le Fougueux”; later “Ville de Kaolack”. 3474 F-AMHM Wibault 282T.12 7 Cie Air Orient, Paris. (9.8.33) To Cie Air France 10.33; “L’Intrepide”; later “Ville de Niamey”. 3389 F-AMHN Wibault 282T.12 3 Cie Air Union, Paris. (9.5.33) To Cie Air France 10.33; “Le Vaillant”. 3408 F-AMHO Wibault 282T.12 5 Cie Air Union, Paris. (31.5.33) To Cie Air France 10.33; “Le Temeraire”. Change of type 5.35 to Wibault 283T.12 3496 F-AMHP Wibault 282T.12 8 Cie Air-Union, Paris. (21.8.33) To Cie Air France 10.33; “La Voile d’Or”. Destroyed 8.34 To be continued . . . Left: Publicity photo of the Farman 400 three- seat cabin monoplane with 120hp Renault 4Pdi which could show either F-AMGY or F-AMHV Below: Luciole F-AMHD was sold to Madagascar in 1935 via La Réunion where it was displayed at St-Denis by pilot Georges Genet and his acrobat brother Marcel. (both via JM Collection) Above: One of the Wibault 282T 10-passenger airliners in Air Union’s red and gold colour scheme with the Golden Clipper fleet name on the star- board side. Left: Wibault 282T F-AMHM already in Air France titles and blue colours but with company logo on the nose obscured, departing Le Bourget for Russia with the French Air Minister on board on 12.9.33 - before the offi- cial merger date. The nose mounted Titan Major is now fitted with a Townend ring cowling. (both via JM Collection) Above: Hiller UH-12E 1005 c/n 2312 of the Royal Thai Police was delivered in September 1964 and later became HS-TZE with the CATC in 1987. It survives as an instructional airframe at ChatuChak. (Mick Forrest via Steve Darke Collection) 2015/027 Feedback on Part 10 (Spring/Summer 2010) A new paperback book, “At Least We Lived: The Unlikely Adventures of an English Couple in World War II China” by Emma Oxford, has recently been published. This is a biography of her parents, who spent long periods in China and Hong Kong in the 1930s to 1950s. Max Oxford was well known at Kai Tak as the airport’s Assistant Superintendent. [IDJ 10May2014] This book discusses CNAC’s move to Hong Kong from Shanghai in 1949 and the subsequent requisition of their facilities at Kai Tak. The Notes on Chapter 10 show extensive research, including in the British National Archives (TNA), which has caused the current author to consult additional TNA files, including FO 371/75924 & 75925. CNAC C-46s & C-47s Phil Hawks has written about some apparent discrepancies in Parts 10 and 12 [PH 26Sep2014]. His first comment concerns CNAC C-46Fs XT-32, XT-40 and XT-42. In Part 10 on page 2010/25 we have listed c/ns 22433 and 22507 as either XT-32 or XT-42 with XT-40 as c/n 22508. Then on page 2010/65 we have listed XT-32 and XT-40 as either c/n 22433 or 22507. Finally, in Part 12 on page 2010/167 we list XT-42 as c/n 22508 and suggests that XT-32 was possibly c/n 22433 and “XT-38” (sic) was possibly c/n 22507 but there is clearly a typing error here as XT-38 is shown as c/n 22500, whereas the c/n of XT-40 is unknown. C-46s XT-30 to XT-42 (even numbers only) were 7 Chinese Government aircraft leased to CNAC from the spring of 1948 (all ex Tachikawa, Japan on 17Jun48), see Archive page 2010/25. Page 2010/66 shows XT-42 as c/n 22508, which became N8392C and later N4882V, etc. Thus XT-32 & XT-40 are c/ns 22433 & 22507, possibly in that order. The tie-ups and fates are unknown. In Part 10 on page 2010/64 we have shown C-46 XT-13 as becoming s/n 97042 of the PLAAF. This cannot be correct, as 97042 was defi- nitely a C-47 (or Li-2), as seen in the Datangshan museum. Page 413 of World Air Forces Directory (8th edition) by Ian Carroll shows 97042 as a C-47. In Part 10 (page 2010/68) we have listed both C-47s XT-T81 f/n 111, unknown c/n, and “XT-81?” c/n 32817, unknown f/n. These may be the same aircraft but there is no evidence to make that connection, so two separate entries are shown. Finally, Phil Hawks has a note that c/n 20806 was possibly CNAC f/n 100, to XT-T20 but does not know where this information came from. C/n 20806 was C-47B s/n 43-16344, delivered to China as lend-lease on 31-Jul-1944. This later became XT-119. (See Archive pages 2008/185 & 2010/68-69.) In Part 6B (page 2008/185) we speculated that c/n 20806 might have become f/n 104, assuming that CNAC fleet numbers were allocated in order of delivery, and therefore suggested that f/n 100 might have been c/n 20702. We are still unable to identify the C-47Bs with fleet numbers above 98, as these were not included in Moon Chin’s fleet list. Feedback on Part 12 (Winter 2010) On page 2010/165 we have listed XT-51 as DC-3 c/n 19062 CNAC fleet number 87 to XT-1.. & N8355C and XT-T51 as C-46 c/n ?, CNAC fleet number 121, w/o 05Jan47. Phil Hawks has written: “Even allowing for the fact that it’s possible that some of these registrations may have been purely numerical (i.e. without the ‘T’), it seems pretty unlikely that The Development of Commercial Aviation in China: Feedback Part 6 EDITED BY MARTIN S BEST, CHINA HISTORY RESEARCH GROUP a projected 3,000 regular CNA Special Forces troops sent to train Liu Yuan-lin’s army and lead it into Yunnan. Taipei’s use of Special Forces offensively against the PRC, however, would violate the agreements under which Washington had equipped and helped train those troops. Washington learned of plans to circumvent those agreements and pressured Taipei into cancelling its Special Forces airlift into Burma. By then, however, approximately 1,200 Special Forces troops were already on the ground in Burma. “The Nationalist Chinese build-up in the tri-border area alarmed Rangoon and pushed it into military cooperation with Peking. The ongoing series of Sino-Burmese Joint Boundary Committee meetings served as a vehicle for secretly planning a pre-emptive Sino-Burmese strike against the growing YAVA force on their common border. Preliminary planning for that attack began in May 1960 and continued at the Committee’s meeting in Rangoon from 27th June to 5th July. The PRC insisted that its participation on Burma’s side of the border be kept secret to avoid international repercussions. Secrecy suited the Burmese too, as they did not want to admit they needed help policing their own territory. “Participants at the fourth Sino-Burmese Joint Boundary Committee session in Kunming from 27th October to 6th November agreed on a detailed plan for coordinated military operations against the Nationalist Chinese. The PLA would commit 3,600 troops against the strongest KMT concentrations, those immediately north of the China-Burma-Laos border junction. Burma would be responsible from the Chinese border further north around Mong Yang and from its borders with Thailand and Laos. “To demarcate their respective areas of operation, the Committee established a “red line” 20 km inside Burma. Between that line and the Yunnan border, the PLA could freely operate. Crossing that line would require prior Burmese consent. Both armies were to begin their opera- tions around 20th November, with the final date and time to be deter- mined. After the initial round of operations, the Burmese would decide whether the PLA should return to Yunnan or remain to provide securi- ty for border survey teams. “On 19th November Chinese Communist aircraft dropped leaflets on YAVA positions urging them to surrender. Two days later, PLA radio repeated that call. In the pre-dawn darkness of 22nd November, 1,800 troops from the PLA 37th and 38th divisions attacked YAVA positions. They had not given the agreed advance notice to the Burmese. Caught unawares, Burma Army units were largely spectators as PLA forces sent surprised KMT troops into headlong retreat from the border. “One PLA column crushed a division of YAVA’s Fourth Army at Hsan Kho and went on to capture that army’s headquarters at Mong Ma. Simultaneously, a second PLA column overran First Army headquar- ters at Mong Wa. “By noon, the PLA had cleared YAVA units from its sector of the border and reached the “red line”. Fortunately for Liu Yuan-lin, most of his troops were in positions several miles back from the frontier, allowing them to retreat safely and limit their losses. Had the PLA not stopped at the “red line”, it might well have destroyed YAVA on the spot. Tatmadaw officers claimed credit for routing the KMT, concealing the PLA’s role even from senior civilian government ministers. At a press conference on 20th December, U Nu denied having allowed PRC troops into Burma and assured the public that any intruders who crossed the border inadvertently would be asked to leave. By the end of December, most PLA troops had returned to Yunnan, leaving only about 400 as security for border survey teams.” “Only a red line on a map had saved Taipei’s army from annihilation. As YAVA forces regrouped, Taipei ordered Liu Yuan-lin to hold both Mong Paliao and Keng Lap until PLA intentions became clear. Meanwhile, Liu Yuan-lin moved his headquarters from Keng Lap to the airfield at Mong Paliao, from where he oversaw two subordinate commands. Maj. Gen. I Fu-en (chief of CNAF intelligence and commander of its 34th Special Operations Squadron), which was responsible for supporting Liu Yuan- lin’s forces logistically) flew to Mong Paliao on 20th December to inspect the battlefield. “Three CNAF transport/cargo aircraft had deployed to Vientiane’s Wattay airport in July 1960 specifically to support Liu Yuan-lin’s army. That arrangement had ended abruptly with Kong Le’s coup d’état in August. In December, however, with Phoumi and the rightists back in 2015/028 there were two with the same number. I can’t see any other examples of this, and surprisingly you haven’t mentioned this apparent anomaly in any Notes. The two aircraft concerned are also both listed in their respective tables in Part 10, but again there’s no mention of the obvious conflict.” [PH 26Sep2014] We agree that ‘51’ is the only case where this number is duplicated in the XT-! and XT-T.. registration series and this apparent duplication needs to be investigated. CNAC C-46 XT-T51 f/n 121 is listed in Part 10 on page 2010/64 with the reference “Leary PM p.23”, which refers to “Perilous Missions” by William M Leary. As page 23 is a map, this reference is clearly incor- rect and the relevant text is actually on page 24. Another reference should be to page 203 of “The Dragon’s Wings” by William M Leary. These sources give reports of the crash of a CNAC C-46 near Tsingtao on 5 January 1947. Matt Miller (MM) lists this as CNAC f/n 121 but no XT- registration is quoted. CNAC C-47s are also discussed in Chapter 13: The DC-3 in China, in The Douglas DC-1/DC-2/DC-3, Volume 3, 75 Years. On page 100 c/n 19062 is shown as CNAC f/n 87, to XT-51 and N8355C. On page 102, XT-T81 is shown as f/n 111. Aviation Safety Network lists a CNAC DC-4 (sic) as crashing near Tsingtao on 05-Jan-1947 with 38 fatalities but this is actually thought to be a C-46. The pilot was C J Sharkey and fleet number 121. [MM 21Apr2003] After further research, it is apparent that the registration “XT-T51” came from the CNAC website Accidents database (http://www.cnac.org/allac- cidents01.htm). This shows that the accident on 5 January 1947 bear Tsingtao was to CNAC C-46 f/n 121, registration XT-T51. A photo at http://www.cnac,org/accident022.htm shows the tail of a wrecked C-46 with the markings “121 XT-T51” clearly shown on the fin. On page 459 of Gradidge Volume 2, c/n 19062 is shown as “CNAC 87 D07Dec43 –Rn XT-51 – Cr Dinjan Apt Jun45, repaired – N8355C”, etc. (The unknown XT-1.. registration is omitted.) CNAC DC-3 XT-51 c/n 19062, f/n 87 is listed in Part 10 on page 2010/68 with references to “TDW” (i.e. The Dragon’s Wings) and “Hanks”, i.e. “Saga of CNAC #53” by Fletcher Hanks. The accident to f/n 87 at Dinjan in June 1945 is shown in Annex D, page 235, of “The Dragon’s Wings” by William M Leary. (No XT- registration is quoted.) The crash of C-47 f/n 87 on 20 May 1944 is listed in Table II on page 252 of Saga of CNAC #53. Again, no XT- registration is quoted. The CNAC accident database lists CNAC C-47 f/n 87 as crashing on 20 May 1944 but no XT- registration is quoted. These two pieces of evidence justify the inclusion of both C-47 XT-51 and C-46 XT-T51 on page 2010/165 of Part 12 but there is little evi- dence to support the inclusion of XT-51 by Gradidge and this requires further investigation. Caution: AVG currently warns of malware on the CNAC website. In Part 12 (page 2010/167) we have shown XT-119 as a C-47B with no known c/n but to N8350C, which was c/n 20806 (see page 2010/69). Feedback on Part 17 (Spring 2013) The following feedback follows on from page 2014/074 of Feedback Part 5 in the Summer 2014 edition of Archive and includes extracts from “The Secret Army” by Richard M Gibson. Operation MEKONG There had been two views about the presence of KMT forces near the border with Yunnan. One view saw the KMT as a shielding force that would help protect Burma from invasion by Communist China, whereas the other view saw the KMT as a provocation for retaliation by the PLA. During the early 1950s, the PRC relied on the Burmese Army to control the KMT and prevent further invasions of Yunnan but the Burmese had difficulty in meeting this objective while also fighting multiple insurrec- tions. “With Mong Paliao’s airfield operational after 24th January 1960, Taipei initiated Operation Breeze. Initial flights from Taiwan brought the first of 2015/029 control of Vientiane, CNAF aircraft again began flying out of Wattay to deliver supplies to YAVA units in Burma. Participating aircraft were reg- istered to China Airlines, Taiwan’s national air carrier, but controlled by 34th SOS. The CNAF aircraft using Wattay to deliver support were described as “leased” to Veha Akhat, a Lao airline. “Much of the materiel and weapons going to YAVA in 1960 were divert- ed illegally from US Military Aid Program (MAP) stocks given to Taipei, thereby violating the latter’s end-use agreements with Washington. “During December 1960 and January 1961, 34th SOS routinely flew troops and weapons to Mong Paliao via refuelling stops in Bangkok. “The Burmese Army had been largely left out of the fighting in November 1960 but continued to attack YAVA positions from 30th November and into January 1961 but made only limited progress. On the afternoon of 21st January, Burmese and PLA officers met near Mong Yu and agreed that China’s army would re-enter Burma, cross the “red line”, and move against Mong Paliao and Keng Lap from the north. Simultaneously, Tatmadaw forces would continue to fight their way eastward from Mong Lin towards those same YAVA bases. “On 24th January, PLA troops assaulted Hsopyawng Command posi- tions northeast of Keng Lap along the Mekong River. The ROC Second Army confronted the PLA from prepared positions on favourable terrain, but with too few defenders dispersed over too wide an area. Individual strong points were forced to fight in isolation as PLA attack- ers easily drove the defenders back to Keng Lep. On the morning of 25th January, another PLA column moved southward through Mong Yawng toward Keng Lap and Mong Paliao, defended respectively by Hsia Ch’ao’s Special Forces and two of Li Wen-huan’s Third Army divi- sions. “As fast-moving PLA forces headed for Mong Paliao’s airfield, Liu Yuan-lin ordered a general retreat across the Mekong River. Evacuation into Laos by the Special Forces, the First, Second, Fourth and parts of the Third Armies began in the afternoon of 25th January and continued throughout the night. At about 8 a.m. the next morning lead PLA units reached the riverbank and fired upon the last departing boats, which had carried perhaps 7,000 troops and dependents to join previous arrivals along the Lao bank of the Mekong River. “The retreating YAVA troops were welcomed in Laos under a deal between the Lao and ROC governments. Their deal autho- rised Liu Yuan-lin to set up bases within a 50-km wide strip of Laos along the Mekong as far south as Ban Houei Sai. In return, YAVA units would help Phoumi fight his communist adver- saries.” [Gibson pp.191-203] The Privateer Incident The shooting down of a Chinese PB4Y-2 and Burmese Sea Fury on 15th February 1961 were described in Archive pages 2013/030 & 031. The following information was provided subse- quently. Steve Darke said that the Privateer had serial number ‘423’ and provided a link to a short article in The Times. [SMD 23Jan2013] Jan Forsgren suggested that one possible previous identity for this could be Bu 59423, which was “transferred from Navy custody, declared excess, Stricken 30Jun1946” at NAS Corpus Christi, TX. [JF 24Jan2013] but George Kernahan does not agree and suggests that ‘423’ was a CNAF serial number not related to the BuA number. [GK 20Mar2013] For a scan of the Times report on this incident please see: h t t p : / / w w w . t h a i - aviation.net/files/MACR/Sea_Fury_UB466_15Feb61-Times.pdf. Phil Hawks has commented (edited by author) as follows on the above: “! the suggestion that ‘423’ was a CNAF serial number is almost certainly not correct. CNAF Privateers are mysterious beasts, and their serial numbers are completely unknown (they wore only two-digit ‘codes’ rather than full serials as on almost all other CNAF aircraft of the time). However, even allowing for the fact that these codes may have been truncated forms of the full serial, ‘423’ cannot have been part of the full serial. CNAF/ROCAF serials all follow some kind of a logical pattern, and all start at ‘001’ for each specific type. So, even assuming code ‘23’ was in fact part of the serial, the full serial would have been ‘xx023’, not ‘!423’. What the ‘423’ actually refers to here is unknown, but it is much more likely to have been part of its US serial rather than a CNAF serial. In which case 59423 is entirely plausible (but equally entirely unproven!). We will probably never know for sure.” [PH 05Feb2015] Royal Thai Police: Hiller UH-12B On Archive page 2013/033 there is a table of RTP Hiller UH-12Bs in which the “date” and “p/i” columns are blank. (These columns were deleted in Part 17A.) The author had intended to include US export CofA E-numbers and dates in these two columns, extracted from the “export5” PDF file on the Air-Britain members’ only website. This infor- mation is as follows: c/n s/n p/i date fate 496 103 E-22155 06-Jan-1953 to G-ATKG 497 102 E-22158 08-Jan-1953 to G-ATZB 498 ? E-22154 06-Jan-1953 ? 499 ? E-22159 09-Jan-1953 ? 500 ? E-22157 07-Jan-1953 ? 501 ? E-22161 10-Jan-1953 ? 502 ? E-22162 09-Jan-1953 ? 503 ? E-22163 15-Jan-1953 ? 504 ? E-22164 20-Jan-1953 ? 505 105 E-22165 26-Jan-1953 to G-ATLG [MSB 05Mar2013] Notes: 1. Hiller UH-12A c/n 156 (E-22105 14Jul1950) was delivered to the RTAF; c/n 131 (ex N8131H) was the first Hiller for the RTP (E-13794, 29Nov1949, possibly s/n 101.) This was purchased by Hiller’s distribu- tor in Thailand, Sangar Bhanich Co. Ltd on 15-Dec-49 and sold by them to the Police Department of the Ministry of Interior in Bangkok and allo- cated registration markings as PL-1001. [BC 19Feb2012; FAA N8131H; GS 21Mar2013; MSB 03Nov2013] 2. UH-12B c/ns 596 to 599 (E-22188 to E-22191) were exported to Sangar Bhanich Co. Ltd, Bangkok, for the RTAF on 17Sep1953. 3. Similarly, there are no export E-cards for later RTP UH-12Bs, c/ns Above: This map of Burma and the neighbouring states illustrates the locations involved in Operation Mekong in 1960-61. (Sue Bushell) Möng Yang Möng Ma Hsan Kho Fuhai Möng He Möng Wa Möng Yu Möng Yawng Möng Paliao Möng Lin Nankun Hsopyawng Chieng Kok Kēng Lap Tang-or Ban Ha Hen Ban Houei Sai Möng Pong Ban Kwan Tachilek Chiang Saen Möng Hpāyāk 20 kms Line BURMA LAOS YUNNAN THAILAND 20 kms Line 2015/030 701, 724, 725 & 726, in “export5” but data on the export cards has kindly been provided by Barry Collman and Graham Slack: 701 ? E-27921 11-Feb-1955 ? 724 ? E-27922 17-Feb-1955 ? 725 ? E-27927 14-Feb-1955 ? 726 116 E-27928 14-Feb-1955 to G-AVAJ [BC 19Feb2012; GS 21Mar2013] Union of Burma Air Force: C-47 Dakota On Archive page 2013/033 there is a table of UBAF C-47s. This includes s/n UB731, UB735 & UB736 with no known c/ns. Peter Marson has written: “To add to the queries on identities of Burmese AF aircraft, I have received a photo of C-47/Dakota UB-732 coded “C”. The photo is unfor- tunately undated, but was with a batch taken in Singapore/Hong Kong area mid-late 1960s. This would suggest that there is a batch of “new” Dakotas serialled UB-731 to 735 inclusive.” [PM 20Mar2013] Further research FO 371 files 101008 to 101012, mentioned on Archive page 2013/033 and listed on page 2013/035 were reviewed during February 2013. List of references Dr Joe Leeker has updated his two Air America e-books and the new URLs are as follows: The Aircraft of Air America (5th edition), 4 March 2013: http://www.utdallas.edu/library/specialcollections/hac/cataam/Leeker/ai rcraft/index.html The History of Air America (2nd Edition), 4 March 2013: http://www.utdallas.edu/library/specialcollections/hac/cataam/Leeker/hi story/index.html. [JFL 13Mar2013] Feedback on Feedback 4 (Summer 2013) Part 13C – Cuban Connections Archive page 2013/079-080: C-46F c/n 22445. An FAA CD has been acquired with the aircraft records for N3914. The Registration file therein shows that N4878V s/n 44-78622 was sold by Ultramar International Corporation to Compañía Cubana de Aviación S.A., Havana, Cuba in March 1954 (letter dated 18 March 1954). N4878V was duly cancelled on 30 March 1954. On 28th March 1955 Compañía Cubana de Aviación, S.A. sold this aircraft back to Ultramar International Corporation. The Comisión de Aeronáutica, Republic of Cuba, confirmed on 29 March 1955 that Cuban license CU-T557 had been cancelled. Feedback on Part 21B (Winter 2013) Formosa Airlines Cessna 404 Titan Courier II See Archive page 2013/166: The FAA aircraft record for Cessna 404 N88690 c/n 404-0224 has been acquired. This shows that N88690 was cancelled on 28-Mar-1979 on export to Yung Shing Airlines, Taiwan. Heli Orient (Pte) Ltd, Singapore, is listed as the exporter on US export CofA E130469 dated 27 February 1979. This aircraft became B-12204 with Formosa Airlines. The FAA aircraft record for Cessna 404 N3952Y c/n 404-0408 has also been acquired. This shows that N8785K was cancelled on 11-Jun-1979 on export Taiwan via Heli Orient Ltd, Singapore. US export CofA E155724 shows the exporter as Cessna Aircraft Company, Wichita, the foreign purchaser as Heli Orient PTE LTD, Singapore, and the country of destination as Republic of China, whereas the registered owner was Floair, Inc., Wichita. Chinese registration B-12205 was deregistered on “Aug, 0, Limited to Asian Aviation Services, Inc.1982”. A bill of sale dated 4-May-1983 shows that B-12205 was sold by Heli Orient (Pte.) to Asian Aviation Services, Inc., Bedford, Texas, to whom it was regis- tered as N3952Y prior to export to Australia. Given purchase and sale via Heli Orient, there is no specific mention of Formosa Airlines in this FAA file. The FAA aircraft record for Cessna 404 N8807K c/n 404-0418 has also been acquired. This shows that N8807K was cancelled on 17-Dec- 1979 on export to Formosa Airlines, Taiwan. Heli Orient (Pte) Ltd, Singapore is listed as the exporter on US export CofA E130470 dated 27 November 1979. This aircraft became B-12206 with Formosa Airlines. © M S Best, 2015 Above: The graduation parade of the first in-country rotorwing pilot class, at CATC, Hua Hin, in January 1968. Hiller UH-12s and a CATC Aztec are visible in the background. (Mick Forrest via Steve Darke Collection) A History of the Fairchild Hiller FH-1100 Helicopter Part 4: Restarting Production of the FH-1100 Martin S Best price. Touring the Hagerstown plant and expressing interest were Michael K. Hynes, president of Brantly-Hynes Helicopter, Inc. ! and famed attorney F. Lee Bailey who then owned Enstrom Helicopter Corporation. However, because of the soft condition of the commercial helicopter market and Fairchild remaining firm about the price, the FH- 1100 tooling remained in storage until 1980. At that time, Hiller Aviation finally purchased all tooling, engineering documentation, and the type certificate for the FH-1100 and announced that it would resume its pro- duction in Porterville. Hiller Aviation president Edwin L. Trupe also announced that their production version would be upgraded with the installation of a higher power Allison 250-C20B engine to replace the 250-C18 and provide a higher useful load for the aircraft. “Setting up for production in California took time and it was not until 1982 that Hiller Aviation received FAA certification. In addition to the uprated engine, the new machine would include new main rotor blades with a three-inch wider chord, tail rotor blades with increased area, and an improved engine-to-transmission coupling shaft. The new FH-1100 was also given the name of Pegasus – which must have raised a few eyebrows, as that flying horse had been one of Fairchild’s logos since the 1920s. Were some old Hiller employees rubbing it in for Fairchild? “All did not go smoothly with reactivation of the FH-1100 production line. The expensive recertification process left the company strapped for cash. In the September 15, 1983 edition of the Wall Street Journal it was reported that Robert A. Cook, a Canadian businessman, had Introduction In Part 3, we considered production of the FH-1100 helicopter by the Fairchild Hiller Corporation (FHC), later the Fairchild Republic Division of Fairchild Industries, Inc. (FRD). In this final article we consider attempts to restart production in the 1980s. This article also includes an accident database, a list of known pre- served aircraft, and some feedback from previous articles in this series. RH-1100 Pegasus “Also in 1971, Fairchild Hiller had become one of two contractors selected by the U.S. Air Force to perform a competitive prototype devel- opment phase of a new A-X close support fighter airplane. (Fairchild Hiller’s entry in the competition became the A-10A, the other entry in the competition was the Northrop A-9A.) During the company’s annual stockholders meeting held in April, it was voted to change the corpora- tion’s name from Fairchild Hiller Corporation to Fairchild Industries, Inc. – a signal that Fairchild was out of the helicopter business. The company was concentrating a major part of its resources and efforts toward the eventual production of the A-10A. “After production of the FH-1100 ceased, spare parts and service support continued until 1973 when the responsibility was assumed by Heli-Parts, Inc., of Porterville, California. Heli-Parts had already acquired the older piston engine-powered Hiller UH-12 series heli- copter tooling, spares, and FAA type certificates from Fairchild and was building a few of that model as a subsidiary called Hiller Aviation. Fairchild also wanted to sell the FH-1100 package but was asking top 2015/031 Above: The proposed military version of the RH-1100 Pegasus, the RH-1100M ‘Hiller Hornet’, is seen here displayed at the 1985 Paris Salon at Le Bourget. (Rod Simpson) 2015/032 been elected a director, chairman and chief executive officer of Hiller Aviation, Inc., after shareholders approved the purchase of a 70 per cent controlling interest in Hiller by Mr Cook’s company. Ed Trupe remained president and treasurer. “Then, a disastrous automobile accident wiped out the top manage- ment (and funding) of Hiller Aviation in one fell swoop. The company was soon forced to file for protection from creditor lawsuits under Chapter 11 of the Bankruptcy Code on January 23, 1984. On April 4, the bankruptcy court approved sale of the assets to Rogerson Aircraft Corporation. Once again the FH-1100 program was moved, this time to the northern coast of Washington State at Port Angeles, where at last report, service support and limited production was under way. “As of 1994, used FH-1100 helicopters were being advertised for sale in the Trade-A-Plane publication and still commanding a price of $150,000. “Most who flew and maintained the FH-1100 preferred it for its flight characteristics, good altitude performance, lifting capacity, and ease of maintenance. It – as many other aircraft - was just in the wrong place at the wrong time. Fairchild management had lost interest in the com- mercial helicopter business and opted to concentrate on the more lucrative military business. “Subsequent to the preparation of this [AAHS] article, it was announced in the July 25, 1994 issue of Aviation Week & Space Technology mag- azine that “Rogerson Aircraft Corp. is selling its helicopter unit, Rogerson-Hiller, to Stanley Hiller, Jr., who founded the Aircraft Div. of Hiller Industries in 1942, and members of his family. Rogerson-Hiller made the UH-12 and RH-1100 helicopters, but neither has been pro- duced for several years. The division has been making spares for exist- in