Bill Hill's Vintage Aviation Images

 

Photos ©Bill Hill (forwarded by Richard Nash from his collection)

Richard Nash wrote me: "A good friend of mine has allowed me to scan all of his 200 photos, which were
taken during the 1960's.
A lot were taken at London-Gatwick but I am not certain who were the actual photographers; he may have traded."
A later, bigger batch of photographs were also included on 'Richard Nash propliner images', dubbed PAGE TWO:

PAGE ONE | PAGE TWO

It never became clear to me which images were taken by Bill Hill and which by Richard Nash himself. After page
two had almost 70 images and this page only 23, I began adding images here on page one again and for credit used
(e.g.) ©Richard Nash collection or ©Bill Hill / Richard Nash collection.
The process of adding images, in batches, to my website took several years and continues.

 

This is the Oct.2017 update...
DC-3 N4296
Douglas DC-3D N4296 (c/n 42962) of Fairline; destroyed 15Apr1969 at Coventry-CVT
Operators as per ATDB.aero: SAS OY-DCO -- Linjefly SE-CFT -- Loadair SE-CFT -- Fairline SE-CFT --
Faroe AW OY-DNC -- Aviation Enterprises N4296 -- scrapped, probably at the location shown.

DC-3 N139HH
DC-3 N139HH; the elongated nose and 'Weather Engineering' titles are striking on this C-52D (c/n 4112).
History as per ATDB.aero: DC-3A-197D / C-52D USAF 42-7708 -- United AL N15586 -- National Cash Register N10CR --- Willys Motors N115KW -- Hastings Harcourt / Pfaff N139HH -- Nevada AL N139HH - fate unknown.
Would love to know more about this 'Weather Engineering'!?! EMAIL
Mike McHugh wrote: '..the photo is at Gatwick."
David Peel wrote here: "I saw N139HH at Gatwick in May 1969; my memory (not totally reliable after all those years) seems to think it was en route to Africa for cloud-seeding work..? This involved dropping silver or potassium iodide pellets into clouds to induce precipitation. You may wish to read the lengthy Wikipedia article on the subject or save yourself a lot of time by just reading this sentence from it: 'Cloud seeding has never been statistically proven to work'.

DC-3 ZK-AOD, bill Hill
DC-3 ZK-AOD (c/n 27146) of Mount Cook & Southern Lakes Tourist Co Ltd; note the panoramic windows!
This is C-47B-DK ex/ USAAF 43-49885 -- Royal New Zeland AF NZ3532 -- NZNAC ZK-AOD --
Mount Cook Airlines ZK-AOD -- Fieldair ZK-AOD (unused; scrapped, at N.Palmerston?) [ATDB.aero]

Convair N270E
Convair CV580, N270E (c/n 202) of Engelhard Industries
The Dove in the background make me assume this photo was taken in England?
Mike McHugh: "N270E is at Gatwick, I took virtually the same photo!"
Chris Tott wrote: "The Dove in the background of the photo of N270E is most likely G-ANMJ, owned by Hawker Siddley. Furthermore, based on the history of the Convair and photo evidence of the Dove here - ABpic.co.uk/pictures/.../G-ANMJ , I think we can narrow down the photo to having been taken between
1965 and July 1967
as the picture on ABPic shows no lettering in the 1965 photo, lettering in the 1967 photo, and the
Convair was re-reg'd to N278E 24Jul1967!" Mike added:"it was early June 1966. I photographed it on June 2nd."

History by ATDB.aero: CV340-79 c/n 202 delivered to John W. Mecom as N776 (General Dynamics?) -- Engelhard Industries, converted to CV580 -- rr N278E for same -- Thunderbird AW N331G -- Forbes Magazine NN60FM -- McDonnel Douglas N8500 - EG&G* N30EG -- US Dept of Energy N30EG -- Mid Atlantic Air Museum N30EG -- KF Aerospace C-.... (conversion to waterbomber) -- Prov of Saskatchewan C-GSKJ - Written off (damaged beyond repair) @ 1,5 km (0.9 mls) NW of La Ronge Airport, SK (ASN accident report)

*)EG&G- Formed by Harold E Edgerton, Kenneth J Germeshausen and Herbert E Grier (EG&G) in 1947 as a contractor supporting the Atomic Energy Commission (later ERDA/Energy Research and Development Administration). Formed a transport division in 1979 to operate flights for federal organizations, including into Groom Lake AFB, NV (a.k.a. 'Area 51') and Tonopah Test Range.Low-visibility 'Special Projects' activites acquired in 1999 by The Carlyle Group (while the main optical activities were purchased by Perkin-Elmer). Acquired in 2002 by URS Corporation and operations taken over in 2008.

Convair CV580 N400J
Convair CV580, N400J (c/n 72); by below history belonging to Johnson & Johnson.
History as per ATDB.aero: United AL N73134 (CV340-31 c/n 72) -- Johnson & Johnson N400J (converted by PacAero Engineering #26 04Jun63-14Oct63) -- Great Lakes Paper Co CF-BGY -- Sav-a-Stop Inc N8EG --
Dept of Mines, Energy & Resources -- C-GRSC -- Innotech Aviation C-GRSC (ntu / unused) -- Environment
Canada Emergency Science Division C-GRSC - Anno 2017 current & active

Convair SP-LPA
Convair CV240 SP-LPA (c/n 153) of Polish Airlines / Polskie Linie Lotnicze
History: CV240-12 SABENA OO-AWP -- LOT Polish AL SP-LPA -- Westernair N653W (ntu/unused) --
Polarish Air Transport LN-KAP -- Mey-Air LN-KAP - Scrapped at Oslo-Gardemoen IAP [source: ATDB.aero]

Constellation N120A
Lockheed L.749A‑79‑12 Constellation, N120A (c/n 2617)
History: Eastern AL N120A -- Standard AW N120A -- Associated Air Transport (leased from Stadard) N120A --
Las Vegas Hacienda N120A -- Jovan Corp/Santa Fe N120A - Destroyed 04/08/1969 near Aracatuba,Brazil.
[source: ATDB.aero]

Constellation
Constellation N3??? of Miami Airlines (Greensboro,NC & Miami,FL 1946-1961)
I checked ATD.aero for Lockheed Constellations owned/operated by Miami Airlines and while I thought the first
letter of the tailnumber on the photo was a '3' it could also be a '9'. Miami AL owned 4 Connies (N9812F, N9813F,
N5595A, N5596A). N9812F (msn 2559) was ex/ KLM PH -TDG and N9813F (msn 2589) was ex/ KLM PH-TDI.
All four were scrapped or otherwise destroyed (N5595A, collided with DC-7 N312A at Oakland in 1961).
N9813F was scrapped at Miami.
Miami Airlines Constellation :tailnumber ???
Perhasp this one has more clues..
N9812F?
Paul van der Horst offered (and I think he could be right!): "Looks like N9812F..?

DC-6 Loftleidir TF-LLC
Douglas DC-6B Loftleidir, TF-LLC (c/n 44121)
Msn 44121 started its career with Pan Am as NN5121V -- Loftleidir TF-LLC - Transavia PH-TRZ -- Joint Church
Air PH-TRZ (wet-leased/franchised from Transavia / participated in the Biafra Relief Airlift) -- Flughjalp
TF-AAA -- Fuerza Aérea del Perú FAP-380 -- Unused / Scrapped???
Mike McHugh: "Looks like this was at the Biggin Hill Air Fair; Loftleidir had an aircraft there for a few years in the 60s. TF-LLC was there in 1966 but in my photo of it, it seems to be in a different position, maybe just a different day."

Bristol Freighter G-AMLJ
Bristol 170 Freighter Mk.31, J G-AMLJ (c/n 13072) of Middle East Airlines
This 'Biffo' was built in 1951, delivered direct to Aer Lingus from Bristol's production line in July 1952 and
served Aer Lingus as EI-AFR ('St Flannan') ; operated by BKS (G-AMLJ) from Oct.1958 until Mar.1966
when it was sold to Aer Turas and reg'd as EI-APC. So bought by Aer Turas in 1966 and flown in 3 different
colour schemes during a 6 year career with that airline. Then was passed on to Skyways, as G-AMLJ, and then to
MEA, and BOAC Associated Companies and BKS. Sold to TAR IN Dec.72, stored at Nice (F-BTYO) in 1976
and subsequently scrapped. [compiled from captions on Airliners.net, not on ATDB.aero]

Mitchell N65780
Mitchell B-25J N65780 (ex/ 44-31508), seen here with titles 'The Battle of Britain' (cameraship)
Mike McHugh added: "..looks like it was at Luton".

This B-25J was converted into a camera ship for film use, which saw her used in the Battle of Britain movie in 1967-1968 in Europe. She then wasn’t used until new buyers bought her in late 1970s. She was restored to flying status
and from the early 1980s to 1999 was flying as a warbird, but again withdrawn from use in 1999 at Franklin,VA.
The above quote stems from a very interesting online article, www.warbirdsnews.com:
History of B-25 N65780

Another quote from said article (05June2015 ):
"Australian Peter Smythe has been a warbird enthusiast, researcher and collector for a long time, with his efforts resulting in the ever-expanding Reevers warbird collection. (e.g. A-26, B-17, P-43 Lancer)
...
Other projects currently parked for future work include Curtiss P-40 Kittyhawk A-29-99 and Supermarine Spitfires BS219 and BS234.
...
As the primary researcher and co-ordinator of the B-25 Mitchell project for Reevers, Peter Smythe is focused on raising awareness to the largely forgotten history of WWII B-25 operations by the Dutch and Australian Air Forces.
...
I discovered the Dutch used them along with the RAAF in South East Asia and also in Australia. In researching the Dutch operations from Australia during WWII, I found that many sad stories were recorded such as the Broome Raids, Dutch refugees landing on remote parts of Australia with many perishing due to the elements – all of which lead me to discover that the Dutch, as well as the RAAF had a squadron each of B-25 Mitchells.
...
With further digging, Smythe discovered that Dutch involvement with fighting the Japanese from Australian bases was more significant than he had expected. So with an interest in Mitchells now sparked and a wish to give some recognition to the Dutch airmen who fought their war from Australia, Peter began extensive research on former operational aircraft, many of which are sadly rotting away.
...
After the sale and transfer of the aircraft to Reevers concluded in early 2015"

See also www.reevers.com.au/tag/warbird : "In April of 2015, she was purchased by Reevers Warbird Roundup. She is currently in Australia under restoration."

 

This is the 07Jun2017 update

Douglas C-54 LX-IOA of Interocean

C‑54B‑DC (DC‑4, c/n 10434 ) was delivered as 42-72329 to the USAF.
As N30045 it took on a career in civvie street, with United Air Lines. It went on to Transocean Air Lines (1946-1960), on to Iran Air (as EP-ADZ), returned to the US Registry as N30045 for Intercontinental US and then became LX-IOA for Interocean Airways (1960-1966).
Next step in its career was some sort of illegal move, as OB-IAO (also for Interocean?), next was Riis Flyrederei (reg'd as LN-KAE).
Back to the US Registry, as N90440, for one Richard J. Davis (a broker?); it probably did not go to the USA and remained in Europe for the next owner was Transportflug (D-ABOW).
Its career continued in Africa, for Société de Transport Taxi Aérien acquired it and reg'd it as 9Q-CTE and under that same registration ownership went on to Sodemac.
Destroyed 24Dec1980 at N'djili IAP (Kinshasa, FIH)
[-ATDB.aero]

 


Another C-54 of Interocean, LX-IAL

This Douglas C-54 (c/n 10399) of Interocean Airways has an equally impressive record!
This C-54A was delivered to the USAF registered as 42-72294; after its years in the military it went to American Air Lines and was reg'd N90442.
It went to Europe, reg'd LN-HHK for SAS Norge. For Icelandair it became TF-IAL. (-see note below).
From Icelandair it went to Interocean A/W, reg'd LX-IAL. As such it was also used on a lease by United Nations Organisation (based in Congo).
It then went to Riis Flyrederei and its identity changed to LN-KAF.
Its registration as N90442 for Military Travel Service was not taken up, the transaction was cancelled.
C-54A msn 10399 was scrapped in Norway, at Oslo's Fornebu Int'l Airport (ENFB/FBU), probably in 1969.
[-ATDB.aero]

Correction by Petur P. Johnson (Oct.2017):
'LN-HHK was purchased from the USA by Braathen's SAFE and later sold to Loftleidir Icelandic Airlines as TF-IAL, reg'd 15.07.1955.
Later leased and then sold to Interocean as LX-IAL.'

 


Douglas C-54 JA6014 of JAL-Japan Air Lines

C/n 10296 C-54A was delivered to the USAF as 42-72191, but went to the US Navy (BuN.39158) before it was prepared for civil use and this particular DC-4 went to PanAm, reg'd N88714.
After PanAm it took on the identity we see depicted in the photo: JA6014 for Japan Air Lines.
Its career continues in Asia when it was acquired by Philippine Air Lines

Philippine Air Lines was formed from 1932-born Philippine Air Transport Company (PATCO). It started operations on 15Mar1941. Acquired Far East Air Transport (FEATI) in 1947, Commercial A/L in 1948, Transasiatic A/L in 1950. Took-over Air Manila & Filipinas schedules in 1974.
Nationalised 1977 when acquired by state pension funds. After which it continued as Philippine Airlines.

Back to msn 10296!
However, we enter the foggy dimensions of history here...
It was reg'd N7756 for Midwest Aviation and rereg'd CF-PBC for Koonuit Co-Op Association.
And this is where the trails stops, its ultimate fate unknown...? [EMAIL me]
[-ATDB]

 


Douglas DC-4 JA6003 of Japan Air Lines

As we can read from the c/n 3115 this is an early production model of the Douglas C-54, delivered to the USAF as 42-32940.
As N86556 it went to Capital Air Lines, but its use by Northeast Air Lines and Modern Air is described by ATDB.aero as 'ex/ 42‑32940 USAF.
Then it went to Japan Airlines, became JA6003.
ATDB describes its fate as 'Destroyed 10/04/1962 at ITM (wreck displayed nr Kobe).'
ITM: Itami Airport (IATA: ITM, ICAO: RJOO), better known as Osaka Int'l Airport.

ASN Database describes this event as "The DC-4 made a wheels-up landing at Osaka, causing the plane to be damaged beyond repair." No fatalities the record stated.
The weels up landing would make it fairly presentable for display probably, but I have not found any reference that it still exists? Anyone?

 


Douglas C-54 HL4001 of Korean Air Lines

This is an actual Douglas DC-4 airliner: DC‑4‑1009, c/n 43094.
Delivered as N1625 to ARAMCO it continued on to California Eastern Aviation (reg'd N2281A), after which it moved to Korean Air where it was reregistered as HL108, later becoming HL4001 as we see it depicted on the photo.

During the years 1926-1947 the company was named Korean Aviation, upon its foundation it was transformed by Ryu Gye-Taek to Korean National Airlines and nationalized in 1961; thus its history is decribed for the years 1947-1962.
For the period 1962-1984 we have it known as Korean Air Lines (relevant to the photo above), but acquired in 1969 by the Hanjin Group (remaining 8% stake resold in July 2015) and was renamed Korean Air on 20Jun1984.
And though the fabric of ownership changed as few times it still operated as Korean Air. [-ATDB]

Unfortunately what happened to HL4001 is not known.

 


Douglas DC-3 YU-ABK (c/n 33277/16529) of Jugoslovenski Aerotransport (JAT)

This Douglas C-47B started with the USAF as 44-76945 but transferred to the RAF as a Dakota C.4 with serial KN624.
It continued its military use in Pakistan with the air force there, reg'd H709. And then to AP-AFK for Pakistan Aviation. AFter use by Arabian American Airlines it went to Air Serbia as YU-ABK.
During its use by Air Serbia it was destroyed in Austria on 08Jan1968, at St.Floriaan. [-ATDB]

The ASN Database describes the event thus: "The DC-3 cargo plane departed Munich (MUC), Germany about 16:00 on a cargo flight to Zagreb (ZAG), Yugoslavia.
En route near Linz in Austria, one of the airplane's engines began to ran rough.
Moments later flames were seen coming from the engine. The airplane lost height and the crew attempted an emergency landing at Linz-Hörsching Airport (LNZ).
The airplane did not make it and the pilot made a forced landing in a forest."

 


Bristol Britannia PK-ICB of Indonesian Angkasa Civil Air Transport

This Bristol Britannia 102 (c/n 12915) has a limited number of identities during its career, but plenty of users!
Delivered to BOAC as G-ANBN and it leased by several operators: East African A/W, Nigerian Airways and Malaysia-Singapore Airlines (MSA, which was split on 30Sep1972 into Singapore AL and Malaysian Airlines System).
After BOAC it went to Laker Airways (G-ANBN). Which leased it to Air Carriers of Zambia and Monarch Airlines and to probably to a British holiday charter (Euravia London? Britannia A/W?), which later ended up merged into present day TUI.
But during the Freddy Laker ownership, inspite of leases abroad, this Bristol Brittannia remained registered as
G-ANBN.
The last phase of its career we see illustrated on the photo, when it went to Angkasa Civil Air Transport and was reg'd PK-ICB. [-ATDB.aero]

At some point PK-ICB was scrapped at CGK, which is now officially known as Soekarno–Hatta Int'l Airport, but due to its proximity to the neighbourhood of Cengkareng in West Jakarta, the airport is also known as Cengkareng Airport, hence three-letter IATA designator 'CGK'.

The Bristol Type 175 Britannia was a British medium-to-long-range airliner built by the Bristol Aeroplane Company in 1952 to fly across the British Empire.
By the time development was completed, 'pure' jet airliners from France, United Kingdom and the United States were about to enter service, and consequently, only 85 Britannias were built before production ended in 1960. Nevertheless, the Britannia is considered one of the landmarks in turboprop-powered airliner design and was popular with passengers.
Most aircraft were built by Bristol at Filton but 30 were built at Belfast by Short Brothers and Harland.
Canadair purchased a licence to build the Britannia in Canada, adding another 72 variants. These were the stretched Canadair CL-44/Canadair CC-106 Yukon, and the greatly modified Canadair CP-107 Argus patrol aircraft.

The 102 variant of the Bristol Britannia was the production for BOAC, 25 ordered with the last 10 cancelled in favour of the 300 series, so only 15 built and delivered.
[Wikipedia, more...]

 


Boeing Stratocruiser 4X-FPZ/96
Mike McHugh wrote:"I'm pretty certain this is at Orly; I have similar photos with similar background taken there."

This Boeing B.377‑10‑29 (c/n 15962) was first delivered to American Overseas Airlines (1945-1950) and reg'd as N90946.
When American Overseas was acquired by Pan American World Airways in 1950 (a crucial year for the latter as during the period and since its founding 1927-1950 it had been known as Pan American Airways) the registry for N90946 of course to Pan Am's (know as such during 1969-1991) ownership.
From Pan American World A/W it went to Israel Aerospace Industries, but its registry as 4X-AOG remained unused. Instead for the Israel Defence Force - Air Force it became 4X-FOD, later changed to 4X-FPZ as we see it on the photo (the ownership remained the same).
Note, both AOG and FOD have damaging meanings in aviation: 'Aircraft on Ground' (meaning it cannot fly due to technical problems) and 'Foreign Object Damage'...
4X-FPZ (military serial quoted as 096) was scrapped at Tel Aviv, parts were used on c/n 15925. [-ATDB]

 


Lockheed Constellation N6000C of Lake Havasu City

Well, I must admit I'd never heard of this operator: Lake Havasu City! And, funny thing, the airline is not even listed as operator of Lockheed L.049 Constellation c/n 2070!
But I'll list what ATDB.aero does list (and with some digging we come to Lake Havasu City)-
First reg'd PH-TAW for KLM Royal Dutch Airlines. It was supposed to go to Swissair (HB-IBY), but the acquisition was cancelled.
Instead it became N6000C for Trans World Air Lines, moving on to Las Vegas Hacienda (1957-1962, formed by Dunes Hotel).
There were several leases during the Las Vegas Hacienda ownership: World Wide Airlines, Standard Airways and Dellair Aviation.
Still as N6000C it went to McCulloch Int'l AL (1971-1979; based at Long Beach,CA & Scottsdale,AZ).
And... we see Lake Havasu City (owned by McCulloch Properties with Hq in California) for the period 1964-1971 !

It was also leased by Holiday Hunters (opb Trans-Florida) and then went on Hughes Tool ('Full Gospel Mission'?) and to Trans-Florida Airlines (again operated for Holiday Hunters ATC.
And this was the last operator as N6000C, as it went to Quisqueyana (Dominican Republic) and was reg'd
HI-260.
Quisqueyana a.k.a. Aerovias Nacionales Quisqueyanas, active during 1962-1978; it ceased operations in May 1978, shortly after being revoked its license to carry passengers on scheduled Constellation flights!
[ATDB - http://atdb.aero/]

 


Lockheed Constellation N90831 of Lake Havasu City

While we have seen in the history of N6000C that for Lake Havasu City we have to consider the period 1964-1971 as the period in which this photo must ben taken, I am very pleased to note that this airframe still exists!

C/n 1970 was first delivered a military C-69 variant to the USAF, with serial 42-94549.
Its civil career started TWA, which was known as Transcontinental & Western Air for the period 1930-1945, then TWA stood for Trans World Airline, during 1945-1950, and TWA's final episode 1950-2001 as Trans World Airlines - the ending years a painful struggle with even Russia's Transaero attempting a takeover!).

But N90831 followed a similar route as N6000C: to Las Vegas Hacienda (leases also to World Wide Airlines, Standard Airways and Dellair Aviation), to McCulloch Int'l AL (formed by McCulloch Oil Corp, a property developer) and then, yesssss... preserved at Tucson's (Pima Air & Space Museum, in TWA colourscheme!

It has been restored as TWA's 'Star of Switzerland'and is the oldest surviving Connie, the sole surviving C-69!
You can find it illustrated on my 2008 report of my visit to the Pima Aviation Museum.

 


Lockheed Super Constellation N1006C of Intercontinental

The Lockheed L-1049 Super Constellation is a member of the Lockheed Constellation aircraft line. The L-1049 was Lockheed's response to the successful Douglas DC-6 airliner, first flying in 1950.

L.1049H c/n 4802 was first delivered to Seaboard World Airlines (Seaboard & Western Airlines 1946-1961, Seaboard World Airlines 1961-1980 - acquired by Flying Tigers and merged in Sep1980) and reg'd N1006C.
Though it remained registered as N1006C it was leased by Seaboard World AL to several air operators: Eastern Air Lines, SABENA, Trans State Airlines but this transaction did not come to pass (it was formed by Intercontinental US but was dissolved before starting operations) and Intercontinental US.
And so we arrive at the photo shown.
Intercontinental US was active during 1959-1964, based both at New York as well as /Luxembourg; it became associated with Interocean Airways, which was based in LUX and was active during 1960-1966. But Interocean mainly consisted of DC-4/C-54 aircraft, only one L.749A (c/n 2562, LX-IOK).

Acquisition of N1006C to Midair Inc was cancelled.
Capitol Air was the last operator, still as N1006C. Msn 4802 was scrapped at Sebring Regional (SEF) in Florida.
[-ATDB]

 


And Convair PH-CGE of KLM 'De Vliegende Hollander' (EN: 'The Flying Dutchman')

We see here Convair CV440 PH-CGE (c/n 113) of KLM Royal Dutch AL, which was the first owner, but it first been delivered as PH-TGE.
For Air Transport Leasing it was reg'd N156W and it moved to Ariana Afghan Airlines and was registered YA-EAP. As N880HW it was reg'd for HAC Enterprises (vaguely described as 'Private users in USA') and then to Strimenos Aviation as N22743.

On that last owner I can only find (June 2017) 'Strimenos Aviation, Inc. - filed as a Domestic for Profit Corporation in the State of Florida (adress: 7020 Biscayne Blvd-Miami, FL 33138) and is no longer active. This corporate entity was filed approximately 39 years ago on 10Aug1978 , according to public records filed with Florida Department of State.'
Head honcho seems to have been one Frank Freeman, also linked to Air Sunshine, Inc.

As N600GS this Convair CV440 was registered to Golden State A/W and has been scrapped somewhere, sometime.
[-ATDB]

 

The following batch was added 08Apr2017

Globemaster I HP385, by Bill Hill
Douglas C-74 Globemaster I HP385 (c/n 13915), untitled but probably reg'd to Aeronaves de Panama.
Mike McHugh: "HP385 is seen here at Heathrow".

Named 'Heracles', a name which was later also used on another C-74 (HP-367). In 1963 this very rare
aircraft crashed shortly after take-off from Marseilles, France. Ex USAF 42-65404.
From Aviation Safety Network (ASN): "(09Oct1963) The aircraft took off at night on runway 14,
having misunderstood the ATC clearance which was runway 32. The plane crashed approx 7 NM south of
the airport, hitting 800 ft high terrain only 15/20 feet below the summit. All 6 occupants fatal."

For the limited civilian use of these humongous aircraft, I can recommend reading Flying Cowboys by Tad Houlihan!

The Douglas C-74 Globemaster was a United States heavy-lift cargo aircraft built by the Douglas Aircraft Company in Long Beach, California.
The aircraft was developed after the Japanese attack on Pearl Harbor. The long distances across the Atlantic and, especially, Pacific oceans to combat areas indicated a need for a transoceanic heavy-lift military transport aircraft.
Douglas Aircraft Company responded in 1942 with a giant four-engined design. Development and production modifications issues with the aircraft caused the first flight to be delayed until 5 September 1945, and production was limited to 14 aircraft when the production contract was canceled following V-J Day.

During the Berlin Airlift, a single Globemaster (42-65414) arrived at Rhein-Main Air Base on 14 August 1948 and landed for the first time on 17 August at Berlin's Gatow Airfield in the British sector carrying 20 tons of flour. Over the next six weeks, the Globemaster crew flew 24 missions into the city delivering 1,234,000 lb (559,700 kg) of supplies. Several airlift records were set by the crew in 414 during Operation Vittles.

The invasion of the Republic of Korea by North Korea began another supporting phase of the C-74's career.
From 1 July–December 1950, the Globemasters logged over 7,000 hours in flights to Hawaii hauling troops and high priority cargo west toward the Korean War and returning eastward with wounded GIs.

Retirement from military service:
Most of the C-74s in storage at Davis-Monthan AFB were scrapped in 1965, although four wound up in civilian hands, mostly owned by Aeronaves de Panama (holding company for "Air Systems"). The National Museum of the United States Air Force scrapped the last vestige of Air Force Globemaster Is when they relegated the YC-124C, 48-795 (the prototype of the Globemaster II which had been converted from C-74, 42-65406) to fire-fighting training in 1969.

  • 42-65404 was sold on the civilian market as N3182G. It wound up in Panama as Aeronaves de Panama HP-385. It flew in Europe and to Middle East frequently but crashed near Marseilles, France on 9 October 1963, with six on board killed. After the crash, Aeronaves de Panama's licence to operate from Denmark was withdrawn, and the airline went out of business.
    A layman's account of travel on aircraft 42-65404, christened 'Herakles' by its owners, in the months before its fatal crash is offered by veterinarian/author who was on board the aircraft. In monitoring the health of a cargo of 40 pedigree English cows and heifers from Gatwick/London to Istanbul on 8–9 August 1963, he noted its bald tires, worn instruments, jammed loading hoist and undercarriage which did not properly retract... The starboard inboard engine caught fire en route to Istanbul, and the crippled aircraft barely cleared the Alps on a return trip to Copenhagen for repairs.
  • 42-65408 was sold on the civilian market on 24 March 1959 as N8199H, owned by Akros Dynamic. It was flown to Cuba in an attempt to sell it to the new Castro government.
    It later was moved to Panama as Aeronaves de Panama HP-367. It flew in Europe and to Middle East frequently. Abandoned after the airline went out of business in 1963, and dismantled at Milan, Italy in August 1972; it was the last surviving Globemaster.
  • 42-65409 was sold on the civilian market in 1956 as N3181G. After reconditioning, it wound up in Panama as Aeronaves de Panama HP-379.
    It flew in Europe and to Middle East frequently carrying live cattle from Copenhagen to the Middle East. It was abandoned at Milan, Italy in 1969 and appeared in the 1969 movie 'The Italian Job'. It was painted in the colors of the fictitious Communist Chinese Civil Aviation Airlines that delivered the gold to FIAT in Turin. Later moved to Turin airport, it caught fire while on public display on 11 June 1970 and again on 24 September 1970 while it was being salvaged, this time killing two salvage workers.

None of the Aeronaves de Panama C-74s ever came to Panama. Instead they were intended for cattle flights from Copenhagen. For a detailed account of these operations, read Flying Cowboys by Tad Houlihan.
I can recommend that book, truly a great read! (RL, webmaster)

  • 42-65412 was sold on the civilian market in 1956 as N3183G. She was dismantled at Long Beach, California in 1964.

The above from Wikipedia, more...

 

Hermes G-ALEU, by Bill Hill
Handley Page HP.82 Hermes 5 G-ALEU (c/n 82.01)
According to ATDB.aero it was last operated by British Ministry of Supply and destroyed at Chilbolton,UK (no date).
We turn again to Aviation-Safety Network (ASN) for an event that may have concluded the career of G-ALEU:
"HP-82 Hermes V, G-ALEU c/n HP.82/1 -10Apr1951- The Hermes V G-ALEU was on a test flight when the no. 3
engine oversped. The propeller was feathered. The no. 1 and no. 4 engines then also suddenly failed.
An emergency belly landing was carried out in a waterlogged field
."

The Handley Page HP.81 Hermes was a British civilian airliner built by Handley Page in the 1940s and 1950s. Closely related to Handley Page's Hastings military transport, the Hermes was a low-wing monoplane powered by four piston engines.
Twenty-nine were built, serving briefly with BOAC in the early 1950s and later with several charter airlines.

It was intended to introduce the Hermes before the Hastings, but production was delayed after the first prototype (HP 68 Hermes 1), registered G-AGSS, crashed on its maiden flight shortly after takeoff on 02Dec1945.
Handley Page's chief test pilot and the chief test observer were both killed.
Development of the civil Hermes was delayed to resolve the instability that caused the accident to the first prototype, and the chance was taken to lengthen the second prototype, producing the HP 74 Hermes II (G-AGUB), first flying on 02Sep1947.
Meanwhile, orders were placed on 04Feb1947 for 25 of the definitive HP 81 Hermes IV, fitted with a tricycle undercarriage and powered by 2,100 hp (1,570 kW) Bristol Hercules 763 engines, for BOAC and two HP Hermes V, powered by the Bristol Theseus turboprop engines.
[Wikipedia, more..]

 

Marathon G-AMHR, by Bil Hill
Handley Page HPR-1 Marathon 1A G-AMHR (c/n 129) of Derby Airways

The four-engine, triple fin, airliner originated as the Miles M.60 Marathon. Built by Handley Page at Reading. 'Monsal Dale' served West African Airways as VR-NAR then Derby Aviation (later British Midland) from Oct.1955 until withdrawal in Oct.1960.

I found something on Derby A/w in the Wikipedia page on British Midlands Int'l, which had its head office at Donington Hall in Castle Donington in North West Leicestershire, near Derby:
"The airline dates back to 1938, when Captain Roy Harben established Air Schools Limited as a school for training pilots of the Royal Air Force Volunteer Reserve.
Captain Harben had been approached by the Derby Corporation to run a new aerodrome under construction near Burnaston, which was planned to eventually become an airport. Sir Kingsley Wood, the Secretary of State for Air, officially opened the aerodrome as Derby Municipal Airport on 17Jun1939. Military flying training continued at the airport throughout the war.

Air Schools Limited formed a parent company, Derby Aviation Limited, in 1946, and Harben died the following year of a heart attack. His wife remained the controlling shareholder of the business and asked E. W. Phillips, who had been involved in running the flying school with Captain Harben, to become the new managing director.
The new parent company also incorporated Wolverhampton Aviation, based at Pendeford, which offered ad hoc charter and freight flights with de Havilland Dragon Rapides, as well as aircraft maintenance and brokerage.

In 1953, Derby Aviation ceased flying training, following the award of a licence to operate scheduled flights from Burnaston and Wolverhampton to Jersey. Flights in each direction were required to land at Elmdon Airport in Birmingham to allow passengers to clear customs. The first flight was made on 18Jul53, using a Dragon Rapide.

The following year, Wolverhampton Aviation was merged into Derby Aviation, and, in 1955, the company purchased its first Douglas DC-3, a converted former military transport.
International services to Ostend commenced in 1956, and flights carrying holidaymakers from the UK to mainland Europe began as well.
The company was also contracted by Rolls-Royce to transport aero engines to customers all over the world.

In 1959, Derby Aviation formed Derby Airways as its airline business and introduced a new livery incorporating the new airline's name. Domestic scheduled flights within the United Kingdom began the same year.

On 1 October 1964, after buying the Manchester Airport-based scheduled and charter airline Mercury Airlines, the company changed its name to British Midland Airways (BMA) and moved operations from Burnaston to the recently opened East Midlands Airport.
The corporate colours of blue and white were adopted at that time, along with the first turboprop aircraft, a Handley Page Dart Herald.

Or as Atdb.aero has it:
History Derby Airways

 

DC-3 N62046 Hawaiian Airlines
DC-3 N62046 Hawaiian Airlines
I have to assume that Bill Hill acquired this photo or negative from a correspondent (I fondly remember exchanging
photos/slides/negatives with correspondents all over the world during 1970s-1980s -Webmaster), or perhaps
N62046 staged through the UK at some point... Pity the background offers little details to identify the location.
N62046 is Douglas C-53 c/n 4816, ex/ USAF 41-20046.
What happened to this DC-3 is uncertain though ATDB.aero offers a clue:
Fate N62046

DC-6 TF-ISC
DC-6B TF-ISC c/n 43744 Icelandair / Flugfelag Islands.
From ATDB.aero I have the following history for c/n 43744: SAS OY-KME, to Thai Airways Int'l HS-TGA,
to Icelandair TF-ISC (via SAS? -see Petur's note below), to Concare Aircraft Leasing N19CA (converted to
DC-6B in 1973), to New World Air Charter N19CA. Destroyed July 1979 at NIC Nicosia-Lakatamia
(wreck trucked 10/96 from Nicosia).

Petur P. Johnson offered the following on TF-ISC (Oct.2017): HS-TGA was returned to SAS after end of lease and reregistered as OY-KME. In March 1961 it was leased to Icelandair, as OY-KME. It was purchased from SAS and registered to Icelandair as TF-ISC 'Skýfaxi' on 08Jun1961, registry cancelled 26Feb1973, to N19CA.'

EC-AMU by Bill Hill
Convair CV440 EC-AMU (c/n 404). Mike McHugh:"looks like it is at Heathrow."
From ATDB.aero I have the following history for c/n 404: Iberia EC-AMU (based Santa Isabel, Fernando Poo Aug.1968-Nov.1968), to SN Brussels AL OO-TVG (rereg'd OO-VGT), to Rhineair but acquisition cancelled, to American Inter-Island / American AL Inter-Island N44825, to Air Resorts Airlines N4825 and at some point
scrapped at Carlsbad-McClellan/Palomar in California.

Convair EC-AMV by Bill Hill
Convair CV440 Metropolitan EC-AMV (c/n 405). Seen at Heathrow, according to Mike McHugh.
From ATDB.aero I have the following history for c/n 405: Iberia EC-AMV, to Fuerza Aérea Española as T.14-3
(serial 911-23), to Interestatal de Aviación XA-LUT AW Int'l (Airways International a.k.a. YAC Aircraft, operated 1983-1984) N2954J, to Transalfa CP-1961, to NACIF Transportes Aéreos CP-1961.
Destroyed 21Aug1992 at LPB (El Alto Int'l Airport (ICAO: SLLP) is an int'l airport located in the city of El Alto, Bolivia, 13 km SW of La Paz) near Mt.Chacaltaya, Colorado, Bolivia.
From ASN database: 'CP-1961 was descending for La Paz in poor weather over mountains when it flew into Chacaltaya Mountain at FL150. Chacaltaya is a glacierial mountain range in Bolivia with an elevation of 5421 m (17,785 feet).'


Lockheed Super Constellation of Iberia
The registration is difficult to make out, Iberia operated 1 L.1049H (c/n 4825, EC-ARN) and 11 L.1049G's. My money would be on EC-AQN (c/n 4645) or ER-AQM (c/n 4644) or EC-ARN (c/n 4678).
EC-AQN was ex/ KLM PH-LKK, EC-AQM also ex/ KLM PH-LKI and EC-ERN was ex Guest AV México XA-NAF.


Lockheed Super Constellation, most likely EC-AMP, of Iberia
L.1049G EC-AMP had c/n 4673, was leased by Aviaco and left Spain for Int'l Aerodyne, to become N8021.
It was destroyed at Capitan Vicente Almando, La Rioja, Argentina 06Jun1970 (From ATDB.aero)
Aviation Safety Nework (ASN) has: 06jun70 N8021 'On landing the gear collapsed, and the aircraft caught fire.
Five occupants, none fatal. La Rioja Airport, Argentina. Written off (damaged beyond repair)'.


ATDB.aero has various airlines all over the world having operated as Holiday Air, Holiday Airways or Holiday Airlines.
Holiday Airlines (1965-1975, entered bankrupcy on 5/2/75.) of Oakland,CA seemed the best option,
considering I was looking for a US operator with a DC-6 in its fleet. Fortunately this air operator had only
1 DC-6 in its fleet: N90705 and looking at the photo again this seemed indeed very likely.

N90705 c/n 42858 started its career with American Airlines N90705, to TAN Honduras HR-TNI, to FB Ayer N90705, to Ecuatoriana HC-AMZ (unused?), from FB Ayer N90705 to Holiday Airlines, to Intermountain Aviation N90705, to Mackey Int'l Airlines N90705. Scrapped at Ft.Lauderdale,FL.

 

This batch was added 05Mar2017:

C-54 Seaboard & Western
C-54 N1220V of Seaboard & Western
Seaboard & Western Airline initially operated Douglas DC-4 aircraft, followed by Lockheed Super Constellation airliners. It adopted the name Seaboard World Airlines in April 1961.

N1220V is a Douglas C-54A with c/n 7469. It started out with the USAF as 42-107150 and after WWII moved to Scandinavia, was reg'd LN-HAV for SAS Norge.
The next move brought it to Seaboard and Western, as N1220V, which later raised the stakes and changed its name to Seaboard World Airlines.
N1220V operated for Trans Caribbean A/w on a lease after which it moved on to Onterocean Airways, for which it was rereg'd LX-LMK. During this period it was wet-leased to the United Nations Organisation, operating for 'ONUC' in Belgian Congo.
Then it moved to another continent, became VH-TAF for Australian Airlines.
Its last stage was with Air Vietnam, rereg'd XV-NUM, where it was destroyed during a hijack event 20Feb74 at Hue-Phubai. (Source: ATDB.aero)

 

CL-44 Seaboard World A/L
CL-44-D4-1 N123SW (c/n 30) of Seaboard World Airlines. At Heathrow, according to Mike McHugh.

While the Canadair CL-44 cannot be called sleek and graceful, this ungainly freighter is certainly impressive!

N123SW was first delivered to Seaboard World Airlines and the next owner was Transglobe Airways for which it was registered G-AWGT.
AWGT operated for Tradewinds A/w (Link Seaboard/Transglobe/Tradewinds described below) and moved on to Cyprus Airways, initially still as G-AWGT, later rereg'd as 5B-DAN.
It was destroyed at Akrotiri, Cyprus on 04Nov1980. (Source: ATDB.aero)

Seaboard World Airlines was an international all-cargo airline based in the United States. Its headquarters were on the grounds of John F. Kennedy International Airport in New York City.
It was founded on 16Sep46 as Seaboard & Western Airlines.
It initially operated Douglas DC-4 aircraft, followed by Lockheed Super Constellation airliners.
It adopted the name Seaboard World Airlines in April 1961.
Jet cargo service started in 1964 with the introduction of the Douglas DC-8.
The airline played a prominent role in the Vietnam War during the late 1960s, using Douglas DC-8-63 jets to connect McChord Air Force Base, Washington with Cam Ranh Bay, Vietnam.
In 1968, one of these flights operating as Seaboard World Airlines Flight 253A was forced to land in the Soviet Union with 214 American troops on board...

Seaboard was the first airline to fly a 747 Freighter service from the UK to the USA.
The airline merged with Flying Tiger Line on 01Oct80, resulting in the loss of its corporate identity.
It is now part of FedEx. [Wikipedia]


Tradewinds Airways Ltd (IATA: IK, ICAO: IKA, Call sign: Tradewinds) was a former British all-cargo airline.
Its head office was located in Timberham House, on the property of London Gatwick Airport in Crawley, UK.
It was founded in November 1968 after the collapse of Transglobe Airways and flew charter flights from its base at London Gatwick (LGW) airport, using Canadair CL-44-D4 aircraft previously operated by Transglobe.
In January 1969 the name was changed to Tradewinds Airways but since Seaboard World Airlines (a USA based company) had a large interest in Tradewinds, the British Government would not issue a license.
By April 1969 the majority of the stock was passed on to British nationals and the company was able to start operations later in 1969.
Tradewinds flew a lot of relief flights to Nigeria during the civil war with Biafra and that allowed the company to expand in Africa, the Middle East and the Far East. It also flew a lot of flights for the Ministry of Defense.
(Source: Wikipedia)

 

Seaboard World - C-46
Curtiss C-46A N10427 (c/n 30532) of Seaboard World

In my eyes one of the most impressive vintage 'propliners': the Curtiss C-46 Commando. On one of my earliest pages for this website I wrote a profile on the Curtiss Commando.

Msn 30532 started its career with the USAF, with serial 42-101077. It was transferred to the US Navy apparently(temporarily?), as 39573.
It entered civilian use as N10427 first for Aaxico Airlines. From there it went on to Seaboard World Airlines.
Then the infamous Hank Wharton appears on the scene! He employed this Curtiss Commando with Biafra Airways.
The next owner was... Joanne Fashions; now, what is that all about?!! (Source: ATDB.aero)

On Wednesday 21Feb1973 fate struck for this 'skytruck', whilst operating for 'Joanne Fashions' from Barranquilla (Colombia - destination Pereira Airport /PEI/SKPE), the no. 1 engine malfunctioned soon after take off, so the crew had to divert to Barrancabermeja with a feathered prop. While turning to finals, the aircraft crashed and caught fire about 3 km short of runway 03. (Source: ASN)


Hank Wharton makes up for some interesting reading!
Like here on www.mercenary-wars.net/biafra/jim-townsend.html
His real name was Heinrich Wartski and he was born in Germany in 1916. He came to the USA in 1937.
Wharton (or Warton) operated under several diffent company names, e.g. North American Aircraft Trading Co (a.k.a. 'Biafra Airways', with all 5T- registrations being fake!) and ARCO Bermuda in 1969-71. That last one was based at Sao Tomé, Basle and Stockholm.
Mike Zoeller did an excellent write up on www.oldjets.net/good-guys-went-bad.html

 

F-BAZO L. Constellation
Lockheed L.749A Constellation F-BAZO (c/n 2547) S.A.R.
This airframe had an unglamorous career: F-BAZO first served Air France, was leased to Tunisair and moved on to
SAR: Service Aérien de Recherches. This 'Search-and-Rescue' was government organisation set up to satisfy ICAO regulations, reporting to the civil SGACC and operationally controlled by the French Air Force; 1946-1969.
F-BAZO was scrapped at Saint-Yan (SYT / LFLN).

I-DIMU Societa Aerea Mediterranea
Douglas DC-6B I-DIMU (c/n 44888) of Societa Aerea Mediterranea. At Gatwick according to Mike McHugh.

Alitalia was the first operator for this 'Six', registered I-DIMU. Next it went on to Societa Aerea Mediterranea (1960-1976; formed by Alitalia, 80% owner, domestic services transferred to ATI in 1964).
Zantop Int'l Airlines became the next owner and had it reg'd N4888R; it was converted to DC-6B in Dec.1968.
As HP-538 it went to Inair Pananama and as N130AC to Overseas Aviation Corp.
St Lucia Airways operated it as J6-LBE, operating for the D.E.A.
I am not sure if it was reg'd N1125J before or after it was seized by US Customs, but it operated as such for the US Immigration and Customs Enforcement.
At some point it was registered to one Ronald P Lippert, as N1125J, but it is uncertain if this was actually taken up. Perhaps it had to do with plans to export it to Panama, but this did not come to pass.
Instead it was destroyed (24Aug92) by hurricane Andrew before delivery and the remains were scrapped mid-1990's at Miami's Kendall-Tamiami Executive (TMB/KTMB).

Douglas DC-6B N1125J (msn 44888/645) fell victim to Hurricane Andrew, see my page USA 1992.

 

N90773 Saturn Airways
DC-7 N90773 of Saturn Airways at London-Gatwick (LGW)

I found two airframes reg'd N90773, the first one was a DC-6B (c/n 44058, operated with American AL, Transamerica AL and President AL) and this DC-7C c/n 45117, which started with FB Ayer, then moved to Saturn A/w and ended its career with Int'l Aerodyne. It was scrapped at Miami. (Source: ATDB.aero)

A word on FB Ayer, a.k.a. FB Air or Pan Ayer. Formed by Frederick B Ayer, originally named Trade-Ayer Inc until Aug.1958 and based Linden, NJ.
It founded Pan Ayer division to market ex-Pan Am 707s. Also traded as FBA Corp.
Traded between 1946 - 1990.

 

DC-7C N90778 Saturn
DC-7C N90778 of Saturn Airways. At London-Gatwick, according to Mike McHugh.

And again, there were two N90778, a DC-6A (c/n 43841, operated with American AL and ended up in Colombia) and this DC-7C c/n 45114.
Msn 45114 started its career with BOAC as G-AOID. It was then destined to go to FB Ayer, reg'd N90778, but it seems that this did not come to pass and went straight to Saturn Airways.
From Saturn A/w it went to Int'l Aerodyne and suffered the same fate as N90773: it was scrapped at Miami.

Saturn Airways was a US 'supplemental carrier', i.e. a charter airline. It operated from 1948 until 1976.
Its headquarters were located on the grounds of Oakland Int'l Airport, Oakland,CA.
The airline was initially known as All American Airways (Oakland) and used Curtiss C-46 Commando aircraft.
In 1959 it became known as Saturn Airways and began operating Douglas DC-6C planes. Larger Douglas DC-7C aircraft were purchased in 1963 from BOAC and were operated on transatlantic passenger charter flights.
In 1965 Saturn acquired AAXICO Airlines.
In resp. Dec.67 and Jan.68 Saturn took delivery of 2 Douglas DC-8 Super 61CF jets. This allowed it to operate transcontinental cargo and charter flights, some of which included military flights to Vietnam.
Between 1968 and 1974 more DC-8's were added.
After absorbing the assets of defunct Universal Airlines in May 1972, it added 9 Lockheed L-188 Electra aircraft to its fleet. Saturn also operated 19 Lockheed Hercules aircraft.
It was finally absorbed by Trans International Airlines in December 1976, making Trans International the largest air cargo operation at the time. (Wikipedia)

 

York G-AMUN Scottish Airlines
Avro York 685 G-AMUN (Set 55) of Scottish Airlines.
The Avro York was a British transport aircraft developed by Avro during the WWII. The design was derived from the famed Avro Lancaster heavy bomber that was being produced at the time for the Royal Air Force (RAF); several sections of the York and Lancaster were identical. Wikipedia, more..

On Monday 23Dec1957 G-AMUN, on a flight which originated at Malta, tried to land two times at London-Stansted (STN). On the 3rd approach the Avro collided with a tree, some 3/4 mile short of the runway, and crashed in flames... All 4 occupants perished. [ASN]

Scottish Airlines (Prestwick) Limited was formed in 1946 as a subsidiary of Scottish Aviation Limited.
The airline commenced worldwide passenger and cargo charter flights from bases at Prestwick and Stansted. It also participated in the Berlin Airlift, became a trooping carrier for the British Armed Forces.
It also performed contract flights on behalf of Air France, British European Airways (BEA), Compagnie Belge des Transports Aériens, Iceland Airways and KLM.
And it operated scheduled services in its own right between Prestwick Airport in Scotland and Ronaldsway Airport on the Isle of Man.
Scottish Airlines ceased operations in 1960. Its aircraft and routes were taken over by Dan-Air in 1961.
(Wikipedia)

 

Bristol Freighter ZK-CPT S.A.F.E.
Bristol Freighter ZK-CPT S.A.F.E.

C/n 13126 had been built by Bristol as G-AMRR and was flown to Spain as EC-WHI, where it became EC-AHI of Iberia in March 1953.
Sold some years later to Aviation Traders Ltd., Southend, it again became G-AMRR on 28Jan1965 and was bought by SAFE the following September.
Registered as ZK-CPT on 02May1966 it arrived at Woodbourne on the 25th May and entered service on 18th July as Merchant Courier.
Transfered into the ownership of Safe-Air Ltd. 31Oct1967, ZK-CPT finished service 7Feb1986 and the registration was cancelled 28Apr1986.
This was not the end for ZK-CPT, as it was flown Woodbourne-Omaka on 15Jun86 for preservation by the Marlborough Aero Club, in whose name the aircraft was again registered 22Oct1987.
This was cancelled 05May1991 and the Bristol remained static for some years.
Later efforts by volunteers have enabled ZK-CPT to undertake ground movements at Omaka.
From: rnzaf.proboards.com/thread/11951?page=2

 

This batch was added in Feb.2017

Aero Spacelines Guppy
Aero Spacelines Guppy, but I cannot make out the tailnumber..? Last letters could be '7V'?
I would guess N1037V, because this is a Mini Guppy (opposed to Pregnant Guppy and Super Guppy), noting the
aircraft opens with a tailswing. Only two Mini Guppies were built, using parts from surplus Boeing 377/C-97Js
c/n 15947 & 15967; but with an all-new fuselage.

Comment on Classic-Propliners (Yahoo) forum): "It has to be N1037V: it has piston engines! The other Mini-Guppy was a turbine one, N111AS (ref: www.allaboutguppys.com) and had a very short life, crashing a couple of months after first flight...
My own shot of N1037V at Van Nuys Sep '74: www.flickr.com".

Having determined this is indeed N1037V (c/n 15937), here is its history.
It first flew 11Aug49 as Boeing 377 for Pan Am (reg'd N1037V). Converted to Mini Guppy in 1967. She flew kit parts for Super Guppies No.3, F-GDSG and No.4, F-GEAI being assembled in Le Bourget.
Later msn 15937 became N422AU and this unique Boeing 377MG is preserved by Erickson Air Crane Company at Tillamook,OR. There is a fine photo of it at Tillamook, by Terry Fletcher, on my Photos by Friends & Guests 34.
Mini Guppy on Wikipedia

 

Aero Spacelines was formed with only one customer in mind. NASA required a way to transport outsized cargo from their suppliers' manufacturing plants to Cape Canaveral Air Force Station in Florida. Their freight shipments were too large to be safely transported by rail or truck; shipping by sea was time consuming, expensive, and fraught with the danger of damaging the shipments on turbulent seas. The only viable means of transporting NASA's cargo was by air. However, due to the large size of the components, no existing aircraft was capable of accomplishing the task.

John M. 'Jack' Conroy, an ex-USAF pilot, and Lee Mansdorf, an aircraft salesman and entrepreneur, formulated the Guppy concept.
Once the company was established at Van Nuys Airport in California, Aero Spacelines began in 1960 to engineer the transformation of the Boeing 377 airliner into the Pregnant Guppy (see Wikipedia).
In 1967, Aero Spacelines encountered financial difficulties and was acquired by Unexcelled Inc. Jack Conroy organized a new company, Conroy Aircraft, which built more airplanes for transporting oversized cargo.
Conroy ceased operations in 1972. [-Wikipedia]

There were and are (including jet-engined conversions, e.g.Airbus Beluga) variants of the Guppy, including this Canadair CL-44 of Johnson Air, 9G-LCA - see my Bournemouth report.

 

C-46 N10012 Reeve Aleutian
Curtiss C-46D-10-CU Commando N10012 (c/n 33271, first flown 1945) of Reeve Aleutian Airways.
On the fateful Wednesday 10Feb71 it had departed Anchorage (ANC/PANC) for Nondalton Airport (NNL/PANO),
the C-46 nosed up on touchdown on an ice covered lake... The nose section, including cockpit, broke off when the
plane broke through the ice.There were no fatalities (2 occupants). ASN

DC-3 N54705 Pan Am
Douglas C-47A N54705 (c/n 12844) of Pan American.
Msn 12844 was delivered to the USAAF 24Mar1944 as 42-92983 and operated in North Africa. On 15Mar46 it
was reg'd NC54705 for Pan American World Airways. It crossed the 'big waters' again for Spantax SA in Spain
where it became EC-WQB/EC-AQB, delivered 19Jun60. It moved to Aeroflete SA, reg'd 10May68. It was reported
derelict at Alicante Apr74-Nov01. (DC-1 DC-2 DC-3 - The First Seventy Years, Air-Britain, 2006)
ATDB.aero database: "Aeroflete SA based at Alicante, 1968-1974; 'AQB was scrapped at Alicante, wreck
moved in 2003Q3 to Barrax, Albacete)."

C-54 N88886 Pan Am
Another Douglas airframe that started its career with the Air Force: C-54E 44-9085 USAF before becoming DC-4 for Pan Am, reg'd N88886. The next career move was to Libanon for TMA as OD-ADW. After which
it was converted to ATL-98 Carvair (DC-4 conversion #15, new c/n 15/27311 - f/f 23Mar66) and
registered G-ATRV for British World Airlines. Next it became F-BOSU for Compagnie Air Transport.
It was scrapped in France at Nîmes/Arles (Camargue/Garons - LFTW).

In April 1993, British Air Ferries was renamed British World Airlines (BWA, ICAO code BWL) - a rich history!

DC4 ZS-AUB SAA
I think I can make out 'ZS-AUB' on this photo, which is nice because this DC-4-1009 (c/n 42984) is still around!
It started its career as ZS-AUB for Suid-Afrikaanse Lugdiens (SAA) and later moved to the air force, reg'd 6905.
It enjoys preservation by the South African Airways Museum Society today. relevant links to this museum:
www.saamuseum.co.za + www.flyskyclass.com
'AUB was used by Swissair for promotion use, temporarily painted as 'HB-ILI'. And it was also painted in full BOAC colourscheme as a faked Hermes, for a movie.

DC-6 N6110C PanAm
Douglas DC-6B N6110C (c/n 44110) of Pan Am. Seen at Heathrow, according to Mike McHugh.
After its career with Pan American World A/w it passed on to Pacific Airmotive (unused?), to Vagabond Air
Travel Club, to World Travels, became N111DG for Pacific Alaska Airlines (DC-6A/B; operator active at
Fairbanks,AK 1973-1989) and Mackey Int'l Airlines (Ft. Lauderdale 1967-1981). Msn 44110 was scrapped @KFLL.

DC-6 CF-??? Pacific Western
DC-6 CF-P?? Pacific Western, at London-Gatwick I was told.
Pacific Western Airlines (1953-1987) took-over Transair in 1979 and was taken-over by Canadian AL, merged 26Apr1987. The DC-6 on the photo is not DC-6A CF-CZZ I don't think, it isn't DC-6 CF-PWP & PWQ either
but it could be one of the 4 DC-6B's CF-PWF, CF-PCI, CF-PWA & CF-CZU. My money is on CF-PCI...!
CF-PCI (c/n 43555) was leased from Wardair, returned but its ultimate fate is obscure. (ATDB.aero)
Mike McHugh offered: "This is at London- Gatwick and I think it is CF-PCI as well !".

DC-7C Pan Am
DC-7C Pan Am. If it is N737PA it is another airframe with 'its ultimate fate obscure'!
Mike McHugh identified the location as London-Heathrow.
N737PA (DC-7C/F c/n 44879, line nbr 686) was converted to DC-7C in 1960 and went to Aaxico AL (N73774),
on to Southern Air Transport, to Florida Aircraft Leasing, leased to BWIA Wrst Indies A/W and with its last
phase describe as: Maitland Brothers Corp Inc; G Robberecht Seafood (19Jul74); CATAA Corp (10May77);
Cain Sales (11Jul79) & landed Pueblo,CO in 1979 with fake regn N771 and was impounded; ferried to
Chandler in Arizona, in 1980, and parked; then left Chandler in 1982 for unknown destination...)

DC-7C PP-PDM Pan Air Do Brasil
PP-PDM is another Douglas DC-7C, c/n 45124. It was N757PA of Pan Am before going to Panair do Brasil.
It was destroyed 08Apr1963 at Rio de Janeiro (GIG/SBGL)
Mike McHugh: "PP-PDM is at Heathrow here".

Lockheed Constellation PP-_DP, Pan Air Do Brasil
No doubt the most beautiful 'propliner' ever to grace the skies: Lockheed L.049 Constellation. This is PP-PDP c/n 2052.

Msn 2052 was first delivered to American Overseas Airlines, reg'd N90922. Next it went on to Pan Am from where it went to to Panair do Brasil, (temporarily?) registered as XA-MAG, before reg'd PP-PDP.
It was scrapped at Rio de Janeiro (GIG).

Alfonso Flores forwarded me an image to show msn 2052 actually did operate as XA-MAG, for Aeronaves de México (1934-1971; merged into AeroMéxico). The link is obvious because Aeronaves de México was formed by Antonio Diaz Lombardo, with Pan American assistance.
Aeronaves started services on 14Sep1934, was nationalized in 1959, taking over LAMSA in 1952, Aerovias Reforma in 1954, Aerolineas Mexicanas in 1960 and Guest Aerovias in 1961. [-ATDB.aero]
XA-MAG Aeronaves, credit unknownThe photographer is unknown, the location is Mexico City around 1956.

Panair do Brasil (or simply 'Panair') was an airline of Brazil. Between 1945 and 1965 it was considered to be the largest carrier not only in Brazil but in all of Latin America!
Its roots go back to 1929, as NYRBA do Brasil S.A.. On 30Apr1930 NYRBA was sold to Pan American and, as a consequence, on 21Nov1930 the new owner of the subsidiary renamed NYRBA do Brasil as Panair do Brasil.
Shortly after the end of World War II, Panair seized the opportunity to grow further.
On 1946, the majority of its shares - 52% - was in the hands of Brazilian nationals and thus satisfied one of the preconditions to operate abroad.
The last lot of shares in the hands of Pan Am was sold in 1961.
The airline gradually set such a high standard for its customer services and for many years in Brazil the expression padrão Panair (EN: 'Panair standard'), became a synonym of excellence in aviation.

In 1955 the unused funds of the Comet order (cancelled because of flaws in the Comet design) were used to purchase 4 Douglas DC-7C, at that time the ideal aircraft for long-haul operations. The first arrived in 1957. In 1961 Panair purchased 4 Sud Aviation Caravelle, which entered into service in 1962.
In 1961, Panair started operating the Douglas DC-8-33 to Europe.

Panair do Brasil was forced to cease operations abruptly on February 10, 1965, when the Brazilian military government, which seized power the year before, suspended its operational certification and allotted its international route concessions to Varig and domestic to Cruzeiro do Sul.
The sudden suspension of Panair shocked the country. Since its financial problems were not serious enough to justify the government's actions, the company tried to protect its assets by filing for bankruptcy protection while its lawyers debated the issue in Court. Pressured by the military, the judge that was studying the carrier's plea declared Panair officially bankrupt on 15Feb1965.

Later It was determined that the shutdown of Panair do Brasil was not based on financial or technical reasons, but on other political factors. [-Wikipedia]

Super Constellation, REAL

REAL (Redes Estaduais Aéreas Limitidas) Transportes Aéreos a.k.a. Real Aerovias Brasil, was a Brazilian airline founded in 1945. It was merged into Varig in 1961, when Varig bought the Consórcio Real-Aerovias-Nacional, of which Real was the main carrier.
Real was founded by Vicente Mammana Netto and Linneu Gomes, two former TACA pilots. TACA also started up Aerovias Brasil, a Brazilian airline that later would form a consortium with Real.

In November 1945 Mammana and Gomes bought three Douglas DC-3 and on November 30, 1945 it was authorized to fly. The first flight took off on February 7, 1946 from São Paulo to Rio de Janeiro. Later a second route, São Paulo to Curitiba was started.
To compete with Varig which flew from Rio de Janeiro to New York City with Lockheed Super Constellations 1049G on the east coast, Real received three Lockheed Super Constellations 1049H in 1958 and started a flight from Rio de Janeiro to Los Angeles via Manaus-Ponta Pelada, Bogotá, and Mexico City. In 1960 this route was extended to Honolulu and Tokyo-Haneda; São Paulo to Tokyo and return took just over a week.
The expansion took its toll leading to the gradual purchase of the Consortium Real-Aerovias-Nacional by Varig between May and August 1961.
en.wikipedia.org:_Real_Transportes_Aéreos
en.wikipedia.org:_Aerovias_Brasil


REAL fleetlist from ATDB.aero
REAL fleetlist from ATD.aero

Loclheed Constellation 524 Pacific Northern
Another fine Lockheed Constellation photo, of L.749A N86524 (c/n 2660) of Pacific Northern.
The final phase of its career was an adventurous one!

This airframe started with Chicago & Southern Airlines and then moving to Delta Air Lines.
Next in line was Pacific Northern Airlines from where N86524 after which it moved to Western Airlines and onwards to Phoenix A/W, as 5N-86H.

The last owner registration change to Air Cargo Int'l may have gone unused, but 5N-86H was reported operating flights for Biafran Airlift, subsequently stored at Faro,Portugal in 1970 while growing ever worse for wear and finally scrapped in 1978. Actually it seems after scrapping it was buried, as airport works on a new taxiway uncovered 1 wing and 1 engine... in very bad condition of course!
www.airliners.net/photo/3951093/L
www.airliners.net/photo/3951135/L

Pacific Northern Airlines (PNA) was based at Seattle and Anchorage for the period 1932-1967.
Formed as Woodley A/W, the name Pacific Northern Airlines was adopted in 1945. With the award of a trunk route between Anchorage and Seattle, PNA started this service in October 1947 in competition with Northwest Airlines.
PNA was taken-over by Western and merged in June 1967.
In the late 1960s Western aimed for an all-jet fleet, adding Boeing 707-320s, 727-200s and 737-200s to their fleet of 720Bs. Lockheed L-188 Electra turboprops were then replaced with new Boeing 737-200s.
www.worldhistory.biz/contemporary-history/78933-pacific-northern-airlines-1-united-states-1945-1967.html
en.wikipedia.org:_Western_Airlines



Kar-Air
Kar-Air DC-6 departing from LHR.
The flight is seen off by relatives, at least that is my interpretation: might be a bit early for plane spotters?

Kar-Air (prefix: KR/KAR) Helsinki,Finland - 1957-1995.
Formed to succeed 1951-born Karhumäki Airways (itself formed originally in 1933 as 'Avoin Yhtio Veljekset Karhumäki'). 27%, then 51% stake taken by Finnair in 1962 (again later 29.8% and further increased in 1990 to 90%), along with 45% with Selen Shipping Co.
Renamed KarAir in 1980. Integrated into Finnair in Dec.1995.
Its fleet types included DC-3s, Convair 440 series, DC-6B's, Fokker F.27s, ATR-72s and jetliners such as Airbus A300B4's and DC-8's.
The tailnumbers of the Sixes were OH-KDA (c/n 45202), OH-KDB (c/n 45501) and OH-KDC (c/n 44169).
OH-KDB is still more or less 'alive': via Belgium (OO-EVG) it ended up in Canada with Conair (C-GHLY, Tanker 46) and recently a sale was reported to Everts Air Cargo in Alaska (N501ZS).
Source AeroTransport Data Bank

 

L.100 Hercules 9J-RBW
Lockheed L.100 Hercules of Zambian Air Cargo, tailnumber 9J-RBW

9J-RBW has c/n 4129, a Lockheed L.100-20 Hercules.
After a career with Zambian Air Cargoes, it continued with Pacific Western Airlines (C-FPWN), then to Markair (N109AK) in Alaska, from where it went to St Lucia Airways (J6-SLO), but it found its demise with the CIA (!) (N9205T) on 27Nov2011, at Jamba,Angola.
Source ATDB.aero

 

N4700C Turbo Three
N4700C Turbo-Three; perhaps either at Farnborough or the Paris-Le Bourget Air Salon
David Peace (2017) showed a similar photo, with the tails of U.S. Coastguard HC-130B 1344 and USAF C-9A Nightingale 88935 and so we know the location and the date: 05Jun1969!
Mike McHugh confirmed here: "This is at the Paris Air Show, the aircraft to the left is a C-9A."

N4700C (c/n4903) is the famous Conroy Turbo Three. At this time it is with Basler Turbo Conversions (the DC-3 turbo converter which came out on top) in Oshkosh,WI; it has been reported in derelict condition, alas.
From Wikipedia:
Conroy Aircraft was a US aircraft manufacturer founded by John M. Conroy in Goleta, California in 1968 after Conroy's resignation as President of Aero Spacelines. The company imitated Aero Spacelines' success with its Guppy aircraft by converting a Canadair CL-44 to carry oversized cargo as the Conroy Skymonster.

In 1969 the company then tried to make a name for itself in turboprop conversions to aircraft such as the Cessna Skymaster (as the Stolifter), Douglas DC-3 (as the Turbo Three and the Tri-Turbo-Three), and Grumman Albatross (as the Turbo Albatross), as well as a turboprop conversion of a C-119 Flying Boxcar. But none of these progressed past the prototype stage.
The company dissolved in 1972, at which time Conroy founded 'Specialized Aircraft', and moved to Camarillo airport in California.

 

Twin Otter at London-LGW
A deHavilland DHC-6 Twin Otter at London-LGW

By browsing the Twin Otter Archive I found that this Twin Otter is operated by Air Paris, which was later taken over by TAT.
Haven't been able to determine exactly when this airline operated, but DHC-6-200 F-BRPC (c/n 152) was one airframe they operated.
Airliners.net had a Sep.1971 photo of F-BRPC and the caption included "Air Paris - Another short-lived European third level airline".
It may well have been the only Twin Otter with Air Paris!


 

C-82 N9701F
This must be N9701F, a C-82 Packet stationed in Europe by TWA to haul engines around when aircraft needed their engine replaced. The plane was nicknamed 'Ontos'.

The website www.c82packet.com has an extensive history on this remarkable transport, TWA's Flying Repair Station!
TWA invested a major modification to the C-82 with all the aircraft's systems being updated and a Steward-Davis J3400 Jet-Pak later added to boost performance.
For over 16 years N9701F served TWA before returning to the USA in 1973, to be upgraded to Jet-Packet 3400B standards by Steward-Davis, with R-2800-CB16 radial engines.
The aircraft then spent the remaining years of its career in Alaska mostly with Northern Pacific Transport Inc.
out of Anchorage.
N9701F was purchased by Hawkins & Powers of Greybull,WY in 1992. H&P became the last operator of the type anywhere in the world. When they closed their doors in 2005, N9701F was auctioned off. The successful bidder was Hagerstown Aviation Museum and they flew the last ever C-82 flight back to Hagerstown. The aircraft arrived on 15Oct2006 where it has been on display since.
I found N9701F at Greybull upon my visit in 1994: www.ruudleeuw.com/greybull.htm
And here is Roger Wyckoff's eye-witness report on N9701F's arrival at Hagerstown:
www.ruudleeuw.com/others-c119-wyckoff.htm

 

TWA Super Constellation
TWA Super Constellation

When the Constellation was conceived, Lockheed was not a major player in the air transport business. The company made some large single-engine 'airliners' based on the Vega, as well as the Lockheed 10, 12 and 14 twins, all of which were blown away by the ubiquitous Douglas DC-3!
Douglas, the industry leader, was already at work on its own four-engine, triple-tail design, the DC-4E.
And Boeing had a substantial background in large four-engine transports: the huge 314 Pan Am Clipper flying boats and the 307 Stratoliner under development.
Even Martin and Sikorsky had more experience with big multimotors, with their own four-engine flying boats.

Lockheed was developing the P-38 Lightning and the Hudson patrol bomber, a military refinement of the Model 14, when company officials decided they needed to get in on the mini-boom in domestic airline travel that took place in the mid- to late 1930s. The obvious answer was a four-engine 14, and Lockheed called it the Model 44 Excalibur. No thanks, the airlines said: not big enough, not fast enough, not enough of a leap forward.

So in the summer of 1939, Lockheed began on its own to develop the Model 49 Excalibur A, soon to be designated the L-049 Constellation.
The above was learned from www.historynet.com which also expands on a few fables surrounding the myth of this famous air transport.

I have taken the trouble to expand on the background of the Lockheed Constellation
Don't belief my word for it: en.wikipedia.org - Lockheed_L-1049_Super_Constellation
Best source of information for the surviving Connies is Ralph M. Pettersen's www.conniesurvivors.com

 

United Arab Airlines DC6
DC-6 SU-ANO of United Arab Airlines: probably better used to sandy surroundings than this snowy landscape!

For United Arab Airlines (not to be confused by an airline with that name hailing from Sudan, founded in 1995) its origin is found in 1932, when formed by Airwork Ltd, UK and Misr Bank (Egypt) as Misr Airwork; initially as a flying school.
It was renamed Misr Airlines SAE in 1948, when it became fully Egyptian-owned.
Renamed Misrair SAE when nationalized in 1949; it took over SAIDE in 1952 and became closely associated with Syrian Arab AL when Egypt and Syria united in 1958: becoming United Arab Airlines in 1961.

It kept the UAA name for several more years, following Syria's withdrawal in 1961, hoping that other Arab airlines would join. In 1964 it founded an associated company, Misrair, in 1964; which was re-absorbed in 1968.
Then on 10Oct1971 UAA was renamed EgyptAir, when the United Arab Republic became the Arab Republic of Egypt.

SU-ANO is Douglas DC-6B c/n 45320, which was scrapped in 1998.
It wore the following identities: N579 (Northwest AL), SU-ANO (UAA, Egypt Air), 4W-ABF (leased by Yemenia), OY-STT (Sterling AW), SE-ENZ (lease, UN), N515TP (Concare A/c Lsng, Flagship Express AL), N444SQ (Macavia Int'l, Int'l Air Response, Nighthawk Air Systems).
Source: ATDB.aero

N444SQ was scrapped but the nose section was saved and it is preserved at the Western Aerospace Museum, Oakland,CA. See my visit 2008

 

Vickers Viking XB-QEX
Vickers Viking XB-QEX - off to Mexico it seems!

XB-QEX is a Vickers 657 Viking 1 (c/n 109). A caption on Airliners.net learned: "Owned by the Mexican Government from August 1952 until 1956, but little used by that entity. Ex and returned to G-AGRR."
From Wikipedia:
The Vickers VC.1 Viking was a British twin-engine, short-range airliner derived from the Vickers Wellington bomber and built by Vickers-Armstrongs Limited at Brooklands near Weybridge in Surrey.
In the aftermath of the Second World War, the Viking was an important airliner with British airlines pending the development of turboprop aircraft like the Viscount.

Alfonso Flores added some interesting details: "The ownership of XB-QEX belonged to Jorge Pasquel, a bussinesman; he was very close and best friend of President Miguel Alemán.
In fact Jorge Pasquel was the provider of many airplanes to Aleman's government and was also his personal strawman...
The plane was baptized as 'Jorge'.
Pasquel, the crew and staff died on his Lockheed C-60 (c/n ?) on 07Mar1955" - details of Lockheed 18 Lodestar XB-ZEH crashing that date into Cerro El Sabino 8 minutes in flight, after take off from Pasquel's private ranch near Tampico: ASN Database.

 

 

Lockheed Constellation PH-LKF KLM

Lockheed L-1049G Super Constellation PH-LKF (c/n 4630) of KLM Royal Dutch Airlines, at London-Gatwick.
Roger Botting noted: "this looks more like the old Amesterdam airport, than the Gatwick ramp areas..?"
This Connie had briefest history: it was delivered to KLM and instead of being sold off it was scrapped at Amsterdam!

DC-2 KLM
DC-2 of KLM Royal Dutch Airlines.

This must be PH-AKK 'Koetilang', of KLM Royal Dutch Airlines.
PH-AKK was c/n 1357, first flown 14Apr1935.
For delivery it was flown from Long Beach to New York that same month, and shipped from New York to Cherbourg (France) 24Apr1935.
It was reg'd PH-AKK on 26Apr1935 and named 'Koetilang'.
PH-AKK departed on 23May1935 as the first KLM DC-2 on the scheduled service Amsterdam - Batavia. The return flight departed Batavia 12Jun1935 and arrived at Schiphol 17Jun1935.
It also flew scheduled (summer) services for the KLM to the island of Texel, which can only be described as short haul!
The end came on 10May1945 when PH-AKK was damaged on the ground at Schiphol by German air raids.
Source (Dutch) www.wimparmentier.nl/klm_dc-2's.html

 

DC-4 F-BILL Air France
DC-4 F-BILL of Air France.
Tom Singfield identified the location: "This shot of F-BILL was taken at London-Gatwick (LGW)".

F-BILL is DC-4-1009 c/n 42924 and was first delivered to KLM, reg'd as PH-DAS, later rereg'd PJ-TAS for Dutch Caribbean Airlines.
Upon its return to KLM it was reg'd PH-DBS and KLM sold it to Air France, where it became F-BILL.
The lease to Tunisair did not alter the tailnumber. And it remained F-BILL when it was leased to Air Afrique.
The next owner became Transgabon and it was subsequently registered TR-LKA. That tailnumber did not change when Transgabon was rebranded to Air Gabon.
TR-LKA was reportedly scrapped at some point.
Source ATDB.aero

 

Privateer N6816D
Privateer N6816D of WenAirCo Inc; Tanker 42 is seen here at an unknown location.

This aircraft was BuNo 59905 while in service with the US Navy. It was reg'd N6916D in 1958 and apparently found employment with WenAirCo, becoming Tanker 42, in 1963. It continued service until its fatal crash in 1972.
This was at Wenatchee-Pangborn Field in Washington State and on 27Jul72 when the aircraft caught fire during approach. Flames destroyed the aft section of the fuselage forward of the tail. Both crew fatal.
http://aviation-safety.net/database/
The rear fuselage of PB4Y-2 N6816D was noted at Chandler-Gila River Memorial Airport (Arizona), see photo on Airliners.net

These remains were reported as early as 1978 or 1979 at Buckeye,AZ (owned by Sergio A. Tomassoni) - the outer wing sections were shipped to Australia, for B-24 A72-176.
Parts were also used for restoring B-24 at the Yankee Air Museum, Willow Run,MI.

The name WenAirCo obviously has something to do with its location: Wenatchee!
Here is a brilliant video: Golden Years of Air Tankers at Wenatchee www.youtube.com/watch?v=ANuDjDJWdtE

 

 

 

C-46 HP-407 Aerovias PanamaCurtiss C-46 Commando HP-407 Aerovias Panama

Curtiss C-46A Commando c/n 249 started its career with the USAAF, with serial 43-47178. After the war it found employment with Linea Aérea Transatlantica Colombia, registered C-64. Its career in Colombia continued with LATC reregistered as HK-65, it moved to RANSA as YV-C-ARE, which changed to HP-407 for Aerovias Panama/APASA, becoming CP-833 for SANIA and when operating as CP-914 for Servicios Aéreos Bolivianos was destroyed 15Jul1970 at Espiritu, Bolivia
Source: ATDB.aero

 

DC-3 7T-VBB
DC-3 7T-VBB Afric Air

This Douglas C-47 is c/n 4387, former USAAF 41-18349, entering civil registration as N22410.
As I-LUCE it went to Italy for Alitalia, to France for TAI as F-BJUT, leased by Air Inter Europe, to Air Atlantique (still F-BJUT) and as 7T-VBB for Afric Air. It was scrapped at Toulouse (Montaudran/Ramonville).
Source: ATDB.aero

 

Air Afrique TU-TCH
Air Afrique TU-TCH Air Afrique

The Douglas DC-6B we see here is c/n 43557/248 which started its career with Philippine Airlines (PI-C295) before it ended up in France with UAT as F-BGVV (temp reg'd TU-TBD), was leased by TAP Portugal and entered service with Air Afrique as TU-TBD.
It was again reg'd F-BGVV, for UTA and again temp reg'd, as TU-TCH before it returned to Air Afrique as TU-TCH. From there it went to Force Aérienne Gabonnaise, as TR-KEA, and met its fate when scrapped at Libreville.
Source: ATDB.aero

 

DC-4 7T-VAZ Air Algerie
DC-4 7T-VAZ Air Algerie. Photo taken at Paris-Orly?
Mike McHugh wrote: "Yes, this is at Orly ."

7T-VAZ is Douglas DC-4 c/n 10400 which first went to work for the USAAF (42-72295), continued with Pan AM as N88913 before becoming I-DALT for Alitalia and F-BGZK for Air Algérie; which had it reregistered as 7T-VAZ.
When this ended it was registered F-BRHG for Air France, moving to Vietnam, registered XV-NUP for Air Vietnam.
Its ultimate fate is obscure.
Source: ATDB.aero

 

Constellation F-BGNI Air Cameroun
Lockheed L.1049G Constellation F-BGNI Air Cameroun. Possibly taken at Paris-Orly..?
Mike McHugh: "I agree, looks like it is at Orly".

This beautiful Lockheed L.1049G Super Constellation has c/n 4518, which was delivered to Air France as F-BGNI, under which registration it continued its career with Air Cameroun. It was scrapped at Nimes/Arles.
Source: ATDB.aero

 

 

Percival P48 Merganser  G-AHMH
With these photos was the following comment provided: "G-AHMH was the only Percival P48 Merganser built.
The fuselage was completed in November 1946 and shipped to Paris by Train Ferry. First flight was from Luton
Airport on 09May1947. The aircraft was scrapped in August 1948."

"These 'Lep photos' must have been when the aircraft went from Luton to Paris". Lep Transport Ltd website.

Percival P48 Merganser  G-AHMH
The Percival Merganser on transport. Of the tailnumber only AHM is visible; it may also be the static and structural testframe Wikipedia mentions.

The Percival P.48 Merganser was a light, civil transport of the late 1940s. It was a twin-engine, high-wing monoplane of all-metal, stressed skin construction with retractable tricycle undercarriage.
The Merganser was designed as a five-passenger, light airliner with an emphasis on "passenger appeal".
Only one Merganser was flown; when it made its first flight on 09May1947 from Luton Airport, the engines were on loan from the Ministry of Supply.
A second Merganser was used as a static and structural test airframe.
Although the Merganser never entered production, further development, based on the data gathered from its test programme, would lead to the larger Prince, President and Pembroke series.
Source: Wikipedia.

 

This batch of images was added in august 2016.
British Air Ferries Carvair
British Air Ferries Carvair trundling past the photographer, at Southend. I was unable to make out the registration.
http://aviationtraderscarvair.com/production.htm

HeavyLift CL-44 Guppy
Another unique vintage transport: the CL-44 Guppy.
Mike McHugh offered: "This one looks like it is at Stansted."

The Conroy 'Skymonster' first flew on 26 November 1969, under the US registration N447T.
The CL-44 from which it had been converted also bore this same registration, and was previously operated by the Flying Tiger Line.
Only one prototype was built. Another one was ordered, but the CL-44 on which it was to be based crashed before delivery.
In 1970, the prototype was leased by Transmeridian Air Cargo, who gave it the name 'Skymonster'.
Despite its being renamed 'Bahamas Trader' later on, the name Skymonster stuck, and it is now commonly known as this.
The Skymonster at Bournemouth, when it was registered as 9G-LCA In 1978, was bought by British Cargo Airlines.
In 1982, it went to Heavylift Cargo Airlines, who re-registered it with the Irish registration EI-BND.
The aircraft went into storage in 1993, but was bought by a leasing company only two months later and leased to Buffalo Airways.
Its next lease was to Azerbaijan Airlines in 1997, under the registration 4K-GUP.
In March 1998, it was leased to Baku Express.
In August 1998 it went to First International Airlines and was registered 9G-LCA.
In 1999, it was placed into storage, initially in the USA, but then it was flown to Bournemouth Airport, UK, where it was scheduled to be scrapped.
In December 2006 the aircraft was registered in the Philippines (RP-C8023) and was being prepared for service in Australia.
As of March 2008, the Skymonster was still at Bournemouth-Hurn.
In August 2008, it was reported that the aircraft was in the process of being scrapped, however as of September this was on hold amid further rumours about donation to a museum in Germany.
On 14Jan2010, Bournemouth International Airport Limited offered the aircraft for sale in the London Gazette.
After a long period of storage, activity was again seen around the Skymonster during the summer of 2013.[8]
In July 2013 it was registered N447FT in the United States to a Jordan Harlan Wayne.
Source: Wikipedia (01Aug2016)

I (webmaster) have visited this Skymonster (a.k.a. 'Guppy') when registered 9G-LCA at Bournemouth in 2003.

Viscount G-AOYM
Vickers Viscount G-AOYM (c/n 262) of British Air Ferries, at Southend I am told.
Mike McHugh wrote: "I agree, this is at Southend."
For a complete account of its career see www.vickersviscount.net

Lockheed Constellation HS-TCC
Now this is a very interesting one: Lockheed L.1049G Super Constellation HS-TCC (c/n 4678) of Thai Airways.
It had been built new for Thai Airways as HS-TCC in 1954 and after service with Aerovias Guest and Aeronaves
with stints in Spain and the US, c/n 4678 went to Panama as HP-467, and was written off in a take off crash at Panama City in 1968. See: www.edcoatescollection.com:_XA-NAF

DC-7 N6321C
Douglas DC-7 N6321C (c/n 44285) was originally delivered to United Airlines in 1954 and was promptly named Mainliner Detroit. This DC-7 flew with United Airlines until 1960, when she was sold back to Douglas and then
served with various companies. She was later re-named City of Oakland. On Sunday 24Jan1965 it was involved
in a taxiing accident at Stapleton Airport, Denver, CO where she collided with a parked aircraft. In the incident
report the DC-7 airliner is listed as a non-commercial corporate/executive flight, because earlier she had
been refitted by Dooley Aviation, AZ as was apparently being used on charter flights with Temple Airlines.
It survives until this day stored in a part of Denver,CO - see my page Off Airport North America.

Here is another DC-7 of Temple Airlines:
DC-7C N286 of Temple Airlines
Douglas DC-7C 'Seven Seas' N286 (c/n 45205) Temple Airlines. Found to be at London-gatwick (LGW).
It was delivered to Northwest Airlines, operated with/for Modern Transport and Temple Airlines and was scrapped.
Douglas DC-7 Production List

DC-3 TC-YUK of Turkish Airlines
Douglas DC-3 TC-YUK (c/n 10107) of Turkish Airlines. At Gatwick, according to Mike McHugh.

DC-3s of Turk Hava Yollari visited London-Gatwick in the 1960s, but since they were overhauled by Fokker they also visited Amsterdam. The building in the top right corner has 'British United' on it.
Roger Botting wrote: "The DC3 TC-YUK was taken at Gatwick on the south apron."

This C-47A (ex/ 42-24245) probably joined THY 24jan48 and was sold on 22jan71 to Stan Air Inc of
Fresno,CA (reg'd 05feb71) as N77777; the registration was canx 18feb72 as withdrawn from use.
Sources: www.ole-nikolajsen.com/TURKISH FORCES/civil DC-3 fotos.htm and www.aerialvisuals.ca

DC-6 OD-AES operated by TMA of Lebanon
Douglas DC-6B OD-AES (c/n 44064), TMA of Lebanon.
Probably at Gatwick, 31may1966, as a very similar image is published on www.na3t.org/air/photo/WB00016-01
Mike McHugh wrote: "AES is at Gatwick, you can see the tail of a BUA aircraft of the left of the picture.."
Here is a fine 1966 image by Henk Geerlings, OD-AES seen at Amsterdam.

Douglas DC-4-1009 EC-BER
Douglas DC-4-1009 EC-BER (c/n 42908) of Trans Europa Compania de Aviación S.A.
Also reg'd as: F-BFDI, PH-TAT and F-BMMI, impounded at Niamey (www.airport-data.com/aircraft/EC-BER.html)

Lockheed Starliner ZS-DVJ
Lockheed Starliner ZS-DVJ (c/n 1042) of Trek Airways
Delivered to Lufthansa January 1958 as L1649A D-ALOL - Leased to World Airways October 1962 to February
1964 as N45520 - To Trek Airways April 24, 1964 as ZS-DVJ - Leased to South African Airways May to
September 1965 - To Safari Travel Ltd and leased to Luxair May 18, 1967 as LX-LGX - Returned to Trek Airways June 1968 as ZS-DVJ - Retired by Trek April 1969 and stored at Johannesburg, South Africa.
See my website with recollections on Trek Airways' ZS-DVJ HERE...
Full history on www.conniesurvivors.com/ZS-DVJ.htm


 

This batch was added 27Oct2016.
Vintage airliners by Bill Hill
Super Constellation L.1049G CF-PXX (c/n 4580) of World Wide Airways, at LGW, taken near the old Fuel Farm.
It started its career as VH-EAA with QANTAS of Australia, returned to Lockheed and reg'd N9714C,
World Wide Airways was next which registered it as CF-PXX. Its final stop was with Aerotransportes
Entre Rios (AER, which operated between 1962-1981) in Argentina as LV-IXZ. Scrapped at
Ministro Pistarini International Airport (IATA: EZE, ICAO: SAEZ), known as Ezeiza Int'l
Airport owing to its location in the Ezeiza Partido in Greater Buenos Aires.

Vintage airliners by Bill Hill
Super Constellation L.1049H N6931C (c/n 4813).
Cannot make out which operator this is. But its career started with California Eastern Aviation and N6913C
moved to World Airways and Trans World Airlines, both on lease. Sky Truck Int'l was the next owner which
leased it to Transair Cargo Service, Airlift Int'l and Slick Airways.
Scrapped at Pointe-à-Pitre, its nose section moved at some point to Musée de l'Air et de l'Espace, Paris-Le Bourget.

Vintage airliners by Bill Hill
Super Constellation L.1049H N6932C (c/n 4823) of Hemisphere Aircraft Leasing Corp.
Like N6931C this Super Constellation started out with California Eastern Aviation. And it too was
leased to World Airways and Trans World Airlines. And to Airlift Int'l and Slick Airways.
Ownership went to Balboa Air, which leased it to Hemisphere Aircraft Leasing and Unlimited Leasing.
Balbao Air did business as 'B Airways/Bal Trade'. C/n 4823 was temporary reg'd as HI-254 but a deal
with owners in Dominican Republic fell thru. The Super Constellation was scrapped at Miami.

Vintage airliners by Bill Hill
Nordair operated 5 L.1049H Super Constellations.
Nordair operated between the years 1957-1986, but saw its origin in Mont Laurier Aviation (1946-1957).
Boreal Airways was taken over in 1957. Nordair was acquired in 1985 by CP Air and merged into CPAL.
A lot of aviation history there. Some of it can be found on Wikipedia.

Vintage airliners by Bill Hill
Douglas DC-4-1009 5H-AAH (c/n 42931). Believed to be at Southend.
SAS had it delivered from the Douglas factory and operated this Skymaster as OY-DFI. From Scandinavia it
went to Britain, reg'd G-AOXK for Air Charter; British United Airways (BUA) was next. Williamson Diamond
Mines acquired it and reg'd it as 5H-AAH, seen here. From there ownership went to people in Tanzania,
while it was reg'd in the US as N39430, operated by/as Fabens Air Service. Actual operation as
N39430 seems in doubt; next was Zaire Aero Service (ZAS) in the Democratic Republic of Congo (DRC)
as 9Q-CPM. It probably was scrapped at Brazzaville.

Vintage airliners by Bill Hill
Douglas DC-4 Skymaster VH-INJ (c/n 42927) of Airlines of South Australia (NSW). Before it was converted to
ATL.98A Carvair! But its career started with SAS in Sweden as SE-BBD, from there it went to Japan (JA6008).
Next was Ansett Australia Airlines which reg'd it as VH-INJ and had it converted to Carvair (conversion #19,
f/f 14Sep65), but apparently not before leasing it to NSW and Ansett Express. South East Asia Air Transport
acquired the Carvair, reg'd it N33AC and as such it was also operated by Air Cambodge on a wet-lease.
It was scrapped at Phnom Penh, Cambodia.
Mike McHugh offered: "INJ is operated by Airlines of NSW, see en.wikipedia.org:Airlines_of_New_South_Wales "

Vintage airliners by Bill Hill
Douglas DC-6 N428NA (c/n 43575) of NASA.
This is Douglas C-118A, delivered to the USAF as 51-3828, may have operated for NASA as N67962 and as
such it went to Air Americana. But it was returned to the USAF again, 51-3828, became NASA28 and NASA428.
Its last identity was N428NA and was at some point scrapped at Davis-Monthan,AZ.

Vintage airliners by Bill Hill
DC-3 British United - Radio Calibration Unit & Lake LA-4 N7612L (written off 02Dec71 @Tok-Ckok-To, Korea)
Roger Botting wrote:"G-AOBN is the DC-3 at the old Morton Hangar here behind Lake LA-4 N7612L.

I thought this to be G-AOBN for I have seen several images that look very similar. In fact this website
www.british-caledonian.com/AOBN_Radio_Calibration.html quite probably shows the same hangar: "outside
Mortons hangar at LGW" and with caption: "The Radio Calibration work continued with many tours being flown
by our C53. In November 1968 she became part of British United Island Airways fleet following
BUA's rationalisation of it's divisions, BUA (CI), BUA Manx and Mortons."

G-AOBN is Douglas C-53D c/n 11711 and is ex/ USAF 42-68784. First civilian operator was SAS (SE-BAU),
next was Air Outre-Mer (F-OAIF) and G-AOBN for Air Kruise, Silver City Airways, British Island Airways
Air Anglia, Skyways Aviation, was reg'd ET-AGR for Ethiopian Airlines but was not taken up and continued to
RRC Air Service (Relief & Rehabilitation Committee). The aircraft was destroyed by 'straffing' at Jijiqa Air Base.

Vintage airliners by Bill Hill
DC-3-208A N21748 (c/n 2106) of Wien Alaska.
N21748 started out with American Airlines from where it went to Northern Consolidated Airlines and Wien AL.
It was reg'd N666DG for Pacific Alaska Airlines but when it went to Shaw Flight Service it was reg'd N21748
again. Next was Seair Alaska AL, Flying Fireman, Caribbean Aviation Services and ending with Air Taxy Int'l.
There is an unsatisfactory ending to this, because the ultimate fate of N21748 is unknown..!

Vintage airliners by Bill Hill
Convair CV640 N7263 (c/n 10).
This Convair was delivered from the assembly line as a CV440, N727A for ARAMCO. The next owner was
General Dynamics for which it was rereg'd N7263 and upgraded to CV640. From there it went to Pacific Western
Airlines as CF-PWU, followed by Worldways Canada (as C-FPWU). Registration N2569D was not taken up, N860FW
was next for Wright Airlines, purchase by Corporate Air fell thru and next was Eagle Air, still as N860FW. Kitty
Hawk Aircargo was the next owner from where it was intended for Rhoades Int'l, but instead it was scrapped Fort-
Worth-Meacham Field. It reportedly survives at Vintage Flying Museum, fuselage only, in Kitty Hawk colours.
I visited that museum in 2015 (my report), did not see it; it's probably scrapped or only the forward part survives.

Vintage airliners by Bill Hill
NAMC YS-11A-600 JA8714 (c/n 2070). Roger Botting: "JA8714 seen here was at Gatwick during its
demo tour, the ground equipment you can see was BUA stuff."
JA8714 went to Korean Air as HL5206, from where it went to Philippine Airlines as RP-C1417.
As N125MP it was reg'd for Mid-Pacific Cargo and rereg'd as P4-GLC for Global Aircargo. Next it became S9-CAP
and onwards to XA-TQP for Alcon Servicios Aéreos and as EJC-122 for Ejército Colombiana. Reregistration to
XA-MDG fell thru and this NAMC YS-11 may survive to this day (2016), reportedly stored at Bogotá-Madrid AB.


Almost all of the information for this Oct.2016 update was obtained thru ATDB.aero, online aviation database.

 

 

 


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Created: 04-Nov-2017