Jacques Hémet shares his vintage propliner images

Jacques Hémet was director of Hémet Exploration and as such he travelled extensively. Photos from Hémet Exploration aircraft are shared on page 1, while this page is dedicated to his collection of other rare or remarkable aircraft.

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Photos © Jacques Hémet

 

Fokker H-NAEA
Fokker F.VIIa-3m H-NAEA in the hands (literally!) of the French army. At Aleppo,Syria in the 1930s.


Herman Dekker's website has the following information on H-NAEA:
Registered 27Sep1927 to NV Nederlandsche Vliegtuigenfabriek in Amsterdam, named 'Postduif' (carrier pigeon)
Registration cancelled 28Feb1929
Destroyed 13May1940 at Haamstede.
The registration was valid for the flight to the Dutch East Indies and return.
/. End quote (translation by Webmaster)

H-NAEA made a return flight to the Netherlands East Indies prior, to being delivered to the L.V.A.. Its pilot was Lieutenant G. Koppen.
In January 1926, Koppen had visited Fokker to discuss his plan for a fast mail flight to the Netherlands East Indies. One year later Fokker had made a F.VIIa-3m available at no cost, and funding was provided by the Comité Vliegtocht Nederland-Indië.
KLM's boss, Albert Plesman also sympathized with Koppen's idea as he felt it was about time for a regular service to the Netherlands East Indies. It was already 3 years since the pioneering first flight of H-NACC. Koppen departed from Schiphol on 01Oct1927 with KLM pilot G. Frijns as copilot and S. Elleman of Fokker as flight engineer. Ten days later the 'Postduif' arrived in Batavia. The return trip to Schiphol took 12 days.
The flight provided a wealth of information about the route and the available ground facilities, and Elleman had an excellent opportunity to check the behaviour of the aircraft and its engines under widely different climatic conditions. [Source: www.dutch-aviation.nl]

Fokker H-NAEA at Aleppo 1930s


This could be the same aircraft, as it also has 'Postvliegtuig' and 'Nederland - Indie' markings on it.
Jacques sent this with the remark 'Fokker at Alep'
Fokker at Alep, 'Postvliegtuig' Fokker  F.VIIa-3m


DH 9
DH 9 at Alep airfield.
Fortunately Alan Eyre was able to provide expert advise:
"This is DH9 D3180, which was supplied to India as part of the Imperial Gift scheme. It was acquired by Flying Officer JJC Cocks and registered G-IAAB. It was lost between Konia and Constantinople on 26 May 1927 while attempting to fly from Lahore (India) to England. Flying Officer Cocks and LAC Rowston (ex 60 Sqdn RAF) were never found...
I am always interested in photographs of the DH9 and DH9A."
Alan Eyre


DH planes, no details
deHavilland planes, somewhere in France; sorry, no registration marks readable.

 

Where could this be taken?
Jacques wrote: "nothing certain about the location here:  Spain, South America..?"
I found a reference to the name 'Vanguardia' on Golden Years of Aviation website:
Junkers W34 - c/n 2607 - registration 'Vanguardia' - operator Lloyd Aero Boliviano (Mar.1929) -
Crashed 12Apr1939
That website shows Lloyd Aero Boliviano operated many Junkers W34s, at first only using a name as registration, later the aircraft received a serial e.g. CB-17, CB-18, etc.

Lloyd Aéreo Boliviano was established on September 15, 1925, when it was founded in Cochabamba by Guillermo Kyllman. The airline's name was Lloyd Aéreo Boliviano S.A.. The name was chosen after Lloyd's of London for its image of safety and security (though the two firms are not related).
The airline's first airplane, a Junkers F-13, came as a present from the German community in Bolivia. It started operations on 23 September 1925. [...Wikipedia, more...]
Unidentified in S America
A Junker 2, perhaps in South America?

 

Unidentified plane, 1930s
Unidentified aircraft; 'an unexpected landing, in Syria, during a raid from Germany.'
It is not clear what significance the titles 'KÖLN' and Caspar has.
'GERMANIA' has been painted on the fuselage in large lettering. See further below.


Jürgen Scherbarth came up with the answer:
"the unknown aircraft named Köln/Germany was a Caspar C32 (a converted crop duster) flown by Otto Könnecke in 1928 on an attempted flight to the USA.
Initially he planned to cross the Atlantic Ocean westbound, but severe weather conditions forced him to try the opposite, eastbound, direction. His new routing was Hungary, Romania, Turkey, Persia, India, Korea and Japan, before crossing the Pacific to Alaska and further on to San Francisco and New York.
Unfortunately his trip was terminated at Etawah, India due to an unserviceable engine.
Read more here (sorry German only):
http://de.wikipedia.org/wiki/Otto_Könnecke
and here:
http://koelner-luftfahrt.de/koennecke.htm "

 

 

 

 

French-built Sud-Ouest SO.95 Corse II (French Navy, Algeria war) - Orléansville, 1958
SO 95

The Corse II began as the S.O.90, a nine-passenger aircraft. The S.O.93 and S.O.94 prototypes were developed as the S.O.95.
The aircraft was a cantilever mid-wing monoplane, powered by two Renault 12S engines with a retractable conventional landing gear. Seating up to 13 passengers, the seats could be quickly removed in order to carry more cargo.
Intended to serve Air France, it failed their aircraft requirements. 60 aircraft were built for Aeronavale, and a small number for other overseas airlines.
[Source: WIKIPEDIA, more...]

 

 

Where can this photo have been taken ???

Fernand Van de Plas responded: "Seeing the hangar layout in the background I presume it's Brussels-Haren airport."Fokker F.VIIb/3m OO-AIL
SABCA-Fokker F.VIIb/3m OO-AIL

Aviation Safety Network show OO-AIL to be written off on 08Jan1931, both occupants fatal.

 

"Somewhere in Africa in the 1930s..."
Fokker VII-3b SABENA OO-AGI
SABCA-Fokker F.VIIb-3m SABENA OO-AGI


Societe Anonyme Belge d'Exploitation de la Navigation (SABENA) was founded in 1923, upon the demise of the early Belgian air transport company SNETA. One of the oldest airlines saw its history cut short when in 2001 SABENA was declared bankrupt.
After a single Fokker F.VIIa (OO-AID) had been imported in 1929, the remainder of the fleet of 28 Fokker F.VIIb/3ms were licence-built by SABCA (Societes Anonyme Belge de Constructions Aeronautiques).
Source: EdCoates Collection


Jacques sent me this photo, placing it in the Congo:
Sabena Fokker F.VIIA-3m in the Congo

Fokker F.VIIa-sm (OO-...) of SABENA TRANSPORT in the Congo

Sabena Fokker somewhere in Africa
Sorry, no more info about this refueling somewhere in Africa...
Sabena Fokker somewhere in Africa
Duty free - good bargain!

 

Fokker F.VII H-NADP Fokker F.VII H-NADP seen in Syria during the 1930s.

Same place, H-NADP again, the prop is being pulled to prepare engine start:
Fokker F.VII H-NADP

Fokker F.VIIa H-NADP was flown in the 2nd long-range flight Amsterdam (Holland) to Batavia (present day Jakarta in Indonesia) in 1927. The American millionaire Van Lear Black had flown Fokker aircraft on several charters and decided for this historic flight. The first Holland - Batavia flight had been made in 1924, using Fokker F.VII H-NACC.
H-NADP took off on 15Jun1927 and after overcoming technical complications, sand storms and primitive airfields, arrival was recorded on 23Jul1927.
KLM started its regular service Amsterdam - Batavia in 1930.

 

Bloch 120
French-registered Bloch 120. They saw almost 6 years of service in the years just before WW2.
It was a particularly hardy & robust airplane, all metal, and thus the Bloch 120 was very well suited to operate for its service across the Sahara, from Alegria to Nigeria and from the Congo to Madagascar.

 

 

 

B-25 Tallmantz Aviation
When Jacques Hémet sent me this photo he wrote:
"A modified B-25 for inflight movies - picture taken in the 1970s at Oakland airport."

Albert Paul Mantz (August 2, 1903 – July 8, 1965) was a noted air racing pilot, movie stunt pilot and consultant from the late 1930s until his death in the mid-1960s. He gained fame on two stages: Hollywood and in air races.

Mantz took his first flying lesson at age 16 using money that he made from driving a hearse during the influenza epidemic of 1919. Although he had accumulated hours towards his private pilot's licence, Mantz quit flying altogether when he witnessed the death of his instructor.

On September 24, 1924, Mantz became a part of a famous aviation event when he lent his car battery to the Douglas World Cruiser that had "dead-sticked" into a field on its way to San Francisco for a celebration of the world flight. He was invited to join the festivities at Crissy Field where many noted military aviators tried to persuade him to pursue a career in military flying.

After working briefly in commercial aviation, Mantz went to Hollywood, attracted by the large sums of money movie stunt pilots were making at the time.
Howard Hughes was among his first clients. After much difficulty finding steady stunt work, he accepted a particularly risky assignment, flying a Stearman biplane through a hangar with less than five feet of clearance off each wingtip for the 1932 film Air Mail. Mantz reportedly treated the challenge as an issue of thorough planning, which set him apart from most of the pilots then flying stunts for the movies.

Air racing also became a passion for Mantz in the late-1930s.

Mantz purchased a fleet of 475 wartime surplus bombers and fighters (including P-51 Mustangs) for $55,000 to use in film work. Mantz joked that he had the sixth-largest air force in the world, and sold the fleet's onboard fuel for a profit on his initial investment!

In 1945, Mantz flew a P-40 and directed aerial sequences in God is My Co-Pilot. Mantz piloted a Boeing B-17 for the belly-landing scenes in Twelve O'Clock High and the footage was reused in several other movies. His longest single flying assignment was in the late 1950s, for the TV series Sky King.
Mantz piloted a converted B-25 bomber to film footage for Cinerama travelogues.
Mantz died on July 8, 1965 while working on the movie The Flight of the Phoenix, produced and directed by Robert Aldrich. Flying a very unusual aircraft, the Tallmantz Phoenix P-1 built especially for the film, Mantz struck a small hillock while skimming over a desert site in Arizona for a second take. As Mantz attempted to recover by opening the throttle to its maximum the over-stressed aircraft broke in two and nosed over into the ground, killing Mantz instantly...
[Source: Wikipedia]
The book Hollywood Pilot is fascinating reading!

A very informative website on this subject, about Paul Mantz & Frank Tallman -Tallmantz Aviation- can be found here: www.aerovintage.com/tallmantz.htm

 

Wresk at Asmara (ca.1980)

Jacques Hémet
sent me this in Nov.2009:
"I was in Asmara,Eritrea, around 1980, and have these photos to share. They may be of interest to your readers/viewers."

 

 


I-MOLA Air Littoria


Caproni Borea C-308 I-MOLA (c/n 006) of Air Littoria at Khartoum, during the 1930s.
I-MOLA was written off during Feb.1938, according to this website: http://aerobernie.ae.funpic.de/Ala%20Littoria.html

Ala Littoria was the Italian national airline that operated during the 1930s and 1940s. It was formed by a merger of Società Aerea Mediterranea (SAM), Società Anonima Navigazione Aerea (SANA), Societù Italiana Servizi Aerei (SISA) and Aero Espresso Italiana (AEI) in 1934.
The airline created by this merger was owned by the Italian government and predominantly featured the Italian flag on its aircraft.
Ala Littoria flew to destinations across Europe and Italian colonies in Africa. During the WW2, Ala Littoria acted as a transport service for the Italian military. However the airline did not survive the war and was disbanded. [Wikipedia]

Ala Littoria: the images, by Andreu Carles López Seguí.

 


SiebelNC701 and 702
This picture was taken at Reghaïa air base, close to and east of Algers, Algeria.

Siebel These photos show a type of aircraft I had not heard of before; Jacques wrote-
"This aircraft was produced for the Luftwaffe, by the French, and later for the Armée de l'Air under designation NC 701 or NC 702, depending on the nose configuration.
The Argus engine was later changed to a Renault 12S, 12 cylinder V. I am not a specialist, I am writing this from memory.
In Algeria the aircraft was used for ambulance and for mail transport.
The photo was taken at Reghaïa air base in 1958.
To clarify, Hémet never operated Siebel aircraft, perhaps these aircraft were used by the French Armée de l'Air during the Algeria war.
To the best of my knowledge very few Siebel were operated by civilian companies. Maybe one in Sweden, for aerial photography, and another in Algeria. Poor reliability of the Argus engines was probably the cause."

Wikipedia had limited information on Siebel and none on this type of aircraft: "Siebel, originally Flugzeugbau Halle, was a German aircraft manufacturer in Halle an der Saale.
It was revived in 1948 as Siebelwerke/ATG (SIAT) before being absorbed by MBB in 1970."
Then I found information under a different designation: Siebel Si 204

Airliners.net has a photo of Nord NC-701 Siebel (Si-204D).
Elsewhere, Cyril Defever refers to it as Siebel Si-204: "photos of SNCAC NC 701 Martinet, a Si 204 built after war in France. Three were delivered to Sweden for aerial Mapping in '47-'49. Two ex Armée de l'Air were delivered later, one of this being used before in the old African colonies. The NC 701 ended their operational life in Sweden in the late 60's."
aircraftwalkaround.hobbyvista.com/siebel/siebel.htm

 

DC-3 TT-EAB Tchad
"Photo of TT-EAB taken on N'Damena airport. The plane was badly damaged during fights with Lybian troops (around 1980)."
Douglas C-47A TT-EAB c/n 9157 was scrapped at N'Djamena at some point. (-Webmaster)
Tchad Air Force C-47

"Tchad air force C-47, after departure of Lybian troops from N'djamena airport, in the 1980s."

One suggestion offered on the identity was: "Looking at the length of the Tchad AF C-47 serial number it could be either 348291/TT-LAB (c/n 25552) or 348861/TT-LAC (c/n 26122). There appears to be what looks like a '4' at the beginning of the serial number which could be the third digit of the fiscal year: 1943."
Iain C. MacKay

 

Propliners, unidentified, at Oakland in 1972.
The ConvairLiner has 'Forbes Magazine' -titles on the fuselage, I think. Mick Butt added: "the ConvairLiner is surely N60FM, Convair 580 c/n 202, which visited Heathrow in this guise - I have it logged there on 15Dec1973. It was in the same c/s including the 'Forbes Magazine'-titles and the name 'Capitalist Tool' on the nose."

Convair Liner Forbes

Bill Bailey wrote the following on the Grumman Mallard in the foreground and included a photo he's taken of N2945:
"In most cases privately owned Mallard paint schemes are pretty unique to the individual airplanes.Mallard N2945
Add the location of the antenna mounted over the cockpit and the location of where the photo was taken (Oakland, California) and it almost certainly identifies the Mallard as N2945.
Mallard N2945 is and has been based in the San Fransisco/Oakland area as long as Mr. Dennis has owned it.
I've seen the airplane in person, and been in it long ago.
It has the same paint job now as it had then, there's no other Mallard painted like it that I'm aware of and I have pictures of most of them.
It's one of the nicest Mallards around!
A search on AIRLINERS.Net will yield several photos of the airplane, inside and out."

 

Catalina at Seattle
Consolidated Catalina at Seattle, 1969, no registration readable.

Canso in the fog
Canso in the fog; I cannot make out the registration.... Ron Mak confirmed it to be C-FMIR.

And Bill Bailey wrote me in Dec.2010: ".. your photo of the Canso C-F (?) is indeed C-FMIR.
According to David Legg's book on PBY survivors, it was the only Canadian PBY with a registration that started with C-FM or CF-M.
There are a couple photos of MIR in the book, including one showing it in the same configuration (i.e. Super Catalina and all the geo-exploration gear), but in a different paint scheme."

Canso C-FMIR
C-FMIR. This Canso in geophysical configuration was operated by Geoterrex. Picture taken in the 1980's on our parking at Toulouse Blagnac.
Geoterrex was our Canadian colleague. The Canso stayed one winter on our facilities and we took care of the engines during this period; according to Jacques.

Canso and kids
Jacques' daughter Sabine on the left in the picture.

Catalina CF-MIR
CF-MIR showing the magnetometer installation.

Bureau #: 46633
Construction #: 1997
Civil Registry:
  N10023
  CF-MIR
  N608FF
  C-FMIR
  G-BLSC
  VR-BPS
  VP-BPS
Model(s):
  PBY-5A
  Super Canso 1000
Name: None
Status: Restoration
Last info: 2002
  History:
Delivered to U.S. Navy as Bu. 46633, Jan. 1945.
- Withdrawn from service, stored NAS Litchfield Park, AZ, Nov. 1952.
Trade Ayer Inc, Linden, NJ, 1956.
- Registered as N10023.
Miron & Freres Ltd, Canterville, Quebec, July 1957-1961.
- Registered as CF-MIR.
- Converted to Super Canso by Noorduyn Aircraft, Montreal, Quebec, completed Dec. 9, 1960.
Laurentian Air Services Ltd, Ottawa, Ontario, Sept. 1964-1965.
Survair Ltd, Ottawa, Ontario, Sept. 1965.
Equitable Leasing Co Corp, Burbank, CA, July 1967-1969.
- Registered as N608FF.
- Leased to Firefly Inc, Portland, OR, July 1967.
- Leased to Aeroservice Corp, Philadelphia, PA, 19??.
- Leased to Barringer Research, 19??.
Geoterrex Ltd, Terra Surveys, Ottawa, Ontario, 1970-1984.
- Registered as C-FMIR.
- Survey operations in Europe, Ireland & South Africa.
Plane Sailing Air Displays Ltd, Duxford, Dec. 1984-1994.
- Registered as G-BLSC.
- Delivered to UK from Johannesburg, Feb. 14-20, 1985.
- Flew as RAF/JV928/Y.
Plane Sailing (Bermuda) Ltd, Duxford, UK, Feb. 11, 1994-1996.
- Registered as VR-BPS.
- Flew as RCAF/9754/P.
Plane Sailing (Bermuda) Ltd, Duxford, UK, 1996-1998.
- Registered as VP-BPS.
- Crashed during water landing, Southhampton, UK, July 27, 1998.
-- Aircraft sank, recovered.
-- Stored, damaged, Hamnle, 1999.
Super Catalina Restoration, Hamble (later Lee-on-Solent), UK, 1999-2002.
- Moved to Lasham, May 23, 1999.
- Moved to Lee-on-Solent, Mar. 11, 2001.
-- Under restoration to airworthy. [Source: www.warbirdregistry.org ]

 

UPDATE--> 25May10: the part-assembled Catalina VP-BPS is parked on the south side of Weston, UK

 

A Farman at LeBourget?
Probably a Farman at Le Bourget. No date.
Kevin Moore corrected me (july 2011): "..not a Farman but a Liore et Olivier LeO-213."
Wikipedia:
The Lioré et Olivier LéO 21 was a 1920s French biplane airliner and later military transport based on the earlier LéO 20 night bomber.
First flown in August 1929 the LéO 21 was a twin-engined biplane airliner with a fixed tailskid landing gear.
It retained the basic structure of the LéO 20 night bomber, but with a new wider fuselage.
It had room for 6 passengers in a nose cabin and a further 12 passengers in the main cabin with an open cockpit for the pilot.
The second LéO 21 was fitted with two 450 hp (336 kW) Renault 12Ja engines and re-designated as a LéO 212. It was converted by the Wagons-Lits company as a dining aircraft. The first LéO 21 became an avion-bar in 1929 and was re-designated LéO 211; it was later modified in 1931 with Renault engines as the LéO 213.
One aircraft was produced as the LéO 21S fitted as a 10-stretcher ambulance.
The 1st production LéO 213 was built in 1928 and a total of 11 were built and operated on routes from Paris to London, Lyons, Marseilles and Geneva.
The LéO 213 had an increased wingspan, improved sound proofing and three baggage holds. When modified for night services they were re-designated as LéO 213N.
In 1934 all the surviving LéO 213s were bought by the French Air Force and were converted to transports for 14-troops on bench seats and re-designated LéO 214.

 

 

 

 


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Created 22OCT2010