De Havilland Mosquito FB.26 KA114

Photo: Simon Watts/Getty Images AsiaPac

More about this great restoration @ http://www.mossie.org/KA114.htm &
https://www.facebook.com/pages/De-Havilland-Mosquito-FB26-Ka114-Appreciation-Page/380660158677093

Dunkeswell Airfield

Liberator of VB-103 taking off from Runway 23

Dunkeswell Airfield (EGTU) is an airfield in East Devon, England. It is located approximately 5 miles north of the town of Honiton. Today it is a busy civilian airfield with a mix of light aircraft, microlights and parachuting.

The airfield was opened in 1943, during the Second World War, as RAF Dunkeswell. The station was originally planned as a RAF Fighter Command, then a RAF Coastal Command airfield, but was transferred for use by American units.  Dunkeswell was unique in that it was the only British airfield where the United States Navy Fleet Air Wing was stationed in World War Two. Dunkeswell was affectionately called by the Americans “Mudville Heights”.

It was first used by the American United States Army Air Force's Antisubmarine Command, 479th Antisubmarine Group, as a base of operations to fly antisubmarine missions over the Bay of Biscay using specialized B-24 Liberator bombers from August until November 1943.

In November the United States Army Air Forces turned over the antisubmarine mission to the United States Navy and its Liberators were reassigned to Navy Patrol Bomber Squadron VPB-103, Fleet Air Wing 7, which continued aerial antisubmarine operations from the station, the AAF aircraft being redesignated under the USN/USMC system of the time as PB4Y-1 Liberators. This was the first United States Navy unit to train with the RAF, later followed by VB-105 and VB-110. The Naval antisubmarine squadrons moved to the nearby RAF Upottery in November 1944.

With the departure of the Americans, the RAF used the airfield from August 1945 to April 1946 for ferrying aircraft to the Middle East by 16 Ferry Unit, RAF Transport Command. After September 1946 the station was put on care and maintenance status until the end of 1948, when it was sold by the Ministry of Defence.

Read more about Dunkeswell @ http://www.southwestairfields.co.uk/?page_id=53

Liberator taking off from RAF Dunkeswell, January 1944. 
There were three U.S. Navy bomber squadrons stationed
 at Dunkeswell during this time period, VB-103, VB-105 and VB-110

...the inscription from the memorial photo below:

A photo of runway 17 in 2012

  

Dunkeswell layout 2012.

Runway lenghts:
04/22 968m 3,176ft Asphalt. 17/35 644m 2,113ft Asphalt

OMA SUD Skycar

The Skycar even has a boot!

Read all about  @ http://www.omasud.it/Prodotti.htm

Piper PA-35 Pocono

The Piper PA-35 Pocono was an American 16/18 seat commuter airliner developed by the Piper in the late 1960s. Only one aircraft was built and the design was not developed

Piper started the design work in 1965 for a twin-engined piston non-pressurised commuter airliner and the prototype first flew on 13 May 1968. It was a low-wing monoplane that was intended to be powered by two 475 hp (354 kW) Lycoming TIO-720-B1A piston engines then under development. It was planned that the aircraft would be built at the new factory at Lakeland Municipal Airport in Florida. Due to problems during development the tail area was increased, the fuselage stretched and the engines uprated to 520 hp (388 kW) variants.
Development was stopped in 1969 initially to let the company develop other aircraft, but was also influenced by the lack of a suitable engine and a number of third-level airline operators in the United States going out of business. In 1970 the company proposed a four-engined and turboprop versions but they were not developed.
In about 1978 a cooperation programme between Piper and WSK Mielec (Poland) was planned. As part of this one fuselage with wings was transported from Florida to Poland and a team of designers was assembled at the R&D Center in Mielec. The programme was named M-19, with designer Tadeusz Widełka as the team leader. The programme was abandoned when the An-28 programme was launched in Mielec and the PA-35 fuselage was moved to the Technical University in Rzeszów. Later, probably in 1994, the aircraft was moved to the city of Widełka.  From Wikipedia

More reading, photos, and info here (scroll the page down a bit): 

http://www.avplan.co.nz/library/

Wilson Global Explorer

The Wilson Global Explorer is an American-built amphibious aircraft of the early 1990s which has been utilised to assist the exploration of remote areas. The high-wing twin-engine aircraft was designed and constructed by Dean W. Wilson to the order of the explorer Hubert de Chevigny and the aircraft first flew in April 1991. A second aircraft was constructed later.

The Global Explorer has an unusually deep and wide fuselage design with many inserted glazed areas and accommodation at the rear for sleeping and other purposes. For added strength, the high-set wings are each supported by brace structures from the side fuselage and from the lower sponsons. The nose gear retracts forward of the hull and acts as a bumper for operations off water. The main wheels can be removed and the fixed side sponsons assist flotation and manoeuvring on water. Various Lycoming engines of between 200 hp and 300 hp have been fitted, depending on the expected altitude to be reached during planned operations

The Global Explorer has been used by Hubert de Chevigny, with the name "L'Avion" on its nose, in the exploration and filming of a wide variety of locations including Australia's Great Barrier Reef, Argentina's Tierra del Fuego and Bolivia. It can be readily stripped down and shipped by sea to required locations and can carry and accommodate seven persons overnight.

Wikipedia

General characteristics:

Crew: 1

Capacity: 6 passengers and crew

Length: 39 ft 10 in (12.14 m)

Wingspan: 67 ft 0 in (20.42 m)

Height: 22 ft 0 in (6.71 m)

Empty weight: 4,995 lb (2,266 kg)

Gross weight: 8,000 lb (3,629 kg)

Powerplant: 2 × Lycoming IO-540 , 300 hp (220 kW) each

Performance:

Maximum speed: 120 mph (193 km/h; 104 kn)

Cruise speed: 110 mph (96 kn; 177 km/h)

Stall speed: 60 mph (52 kn; 97 km/h)

More info @:

http://www.coastcomp.com/av/fltline2/avion.htm

& @:

http://www.voulgaropoulos.com/US/NEW/EXPLORER/explorer.html

Scottish European

Scottish European (WW/SEU) was set up in July 1988 acquiring the two aircraft and licences of the defunct Chieftain Airways. Ad hoc charter operations started on October 5th 1988. Scheduled services between Glasgow, Brussels and Frankfurt were launched in November 1988. Edinburgh-Brussels was opened in May 1989, followed by Edinburgh-Frankfurt in July and Newcastle-Frankfurt in September 1989. The 748s were operated in a generous 40-seat configuration, with a high level of cabin service. The company after one large injection of cash and adding a third aircraft finally ran out of steam in April 1990.

Fleet details:

G-BMFT HS.748 2A (C/N 1714)

G-BPDA HS.748 2A (C/N 1756) ex Chieftain Airways

G-BPFU HS.748 2A (C/N 1757) ex Chieftain Airways

G-BPFU HS.748 2A (C/N 1757)

Chieftain Airways (C/N 1756) G-GLAS
 that ended up as G-BPDA with Scottish European

MD-80SF Freighter

A freighter version of the MD80 series had been talked about for years. With over 200 MD80s parked up and 600+ in service it makes the conversion an attractive alternative to the 737-400 for roughly one-third of the price. Due to the non standard cargo containers AEI is targeting airlines that do not transfer cargo between types.

The first MD-80SF Freighter has now been converted by Aeronautical Engineers (AEI). This is ex American Airlines MD-82 (c/n 49470, registration N73444). Everts Air Cargo will acquire this aircraft after certification has been completed.

AEI has firm orders for fifteen MD-80SFs from four undisclosed customers. So hopefully? Mad Dogs will be around for many years with this new lease of life.

More info @
http://www.aeronautical-engineers.com/AEI%20MD80SF%20Conversion%20Progress.pdf

Below is from: http://www.flightglobal.com
Florida's Aeronautical Engineers has performed the maiden flight of its converted Boeing MD-80 freighter, and the modification specialist is optimistic of obtaining a supplemental type certificate for the aircraft by the end of the month. The passenger-to-freight converted twinjet took off on its first flight on 28 September.

"It only has to do a smoke-test flight, and has already passed its smoke test on the ground," says Robert Convey, vice-president of sales and marketing for Aeronautical Engineers."We do not have to do any flight performance tests, because we are not altering those aspects of the aircraft."

AEI says it already has 15 orders lined up for the 21t freighter, which has a similar payload and range to the Boeing 737-400, although with a smaller cross-section. Customers are based in the USA, South America, Africa, the Middle East and Europe.

The company expects to have two to three lines performing the conversions from next May, for which it ultimately predicts demand for as many as 200, mainly from carriers in developing countries.

Aeronautical Engineers, which has already performed 737 conversion work, embarked on the MD-80 programme in February 2010 and has carried out the initial development work - including installation of a class-E cargo compartment on the main deck - on a former American Airlines aircraft.
(post updated 09/10/2012)

Princess Air

Princess Air (Q8/PRN) was a British airline that operated 2 x BAe146s between 1998-1991 based at Southend-on-Sea Essex. Formed by local Tour operator Burstin Travel operating passenger charter flights along with cargo flights at night (using its quick change passenger to freighter BAe 146-200QC G-PRIN). Cargo flights were operated between Cologne & Brussels. Charter passenger flights operated from Southend, Bournemouth, Bristol & Exeter amongst others to destinations that included: Jersey, Faro, Malaga, Alicante, Palma, Venice, & Dubrovnik. In the end with more aircraft (200QCs) on order they stopped operating in February 1991 due to the economic climate at the time.

G-PRIN BAe 146-200QC 

Info about Princess Air
click to enlarge or download to read

Inter European Airways  (IP/IEA) commenced operation in May 1987. Initial plans had indicated the use of two Boeing 737-300 aircraft, but in place of these a single 737-200 leased from GPA was used.

After operating during the Summer 1987 season, the aircraft was returned to GPA at the end of October and operations ceased for the winter.

Two new Boeing 737-300 series aircraft were however delivered in early 1988 - these too being leased from GPA.

Over the subsequent years, the IEA fleet grew to a total of 12 aircraft, though the maximum operated at any time was 8 aircraft during 1992 & 1993.

Other aircraft operated included the Boeing 737-400, Boeing 757-200 and Airbus A320-200.

In June 1993 parent company Aspro Travel was acquired by the Airtours Group for £20m.

Operations under the IEA name continued to the end of October 1993.

The Inter European Airways fleet was then either disposed of (Boeing 737-300/400 aircraft) or merged into the Airtours International fleet and repainted into their livery. 
From wikipedia.


More fleet details @:

http://www.planespotters.net/Airline/Inter-European-Airways

G-BNGK Boeing 737-2L9

G-BNGM Boeing 737-3YO

G-OAHK  Boeing 757-23A  

G-IEAG Airbus A320-231 

G-OIEA Piper PA-31P-425 Pressurized Navajo

Short SA.6 Sealand

Designed by C.P.T Lipscombe in 1947. The Sealand was a two crew, seven passenger twin engine all –metal amphibian. Powered by two 345hp De Havilland Gipsy queen 70-2 engines, with three-bladed reversible propellers. The prototype G-AVIX first flew from Belfast Lough on the 22^nd January 1948.

This fine looking aircraft did however have some problems during its early development. Throttle and yaw, engine cooling and basic water handling problems were ironed out. The first production aircraft G-AKLM on a sales tour in Norway crashed into a mountain on the 15^th October 1949 sadly killing the crew of three. After its tricky start orders slowly picked up even after a tour of many countries. Two variants were produced of the total 25 built, the SA.6 Sealand I and the SB.7 Sealand III, an extended version with longer wings, a deeper rudder and a strengthened hull.

JOIN THE FACBOOK  GROUP CLICK HERE

Original operators:

Airlines
Norway x 2 Vestlandske Luftfartselkap
Pakistan (East) x 3 - East Bengal Transport Commission
Yugoslavia x2 - Jugoslovenski Aerotransport

Corporate/Private
Brunei x1 – Shell

Dutch East Indies/Indonesia x2 - Christian Missionaries
Egypt x1 - private/exec transport
Singapore x1 - Shell
Venezuela x1 - Shell

Military
India x10 - Indian Navy

 Data: Sealand III

 ENGINE 2 x de Havilland Gipsy Queen 70, 254kW

 WEIGHTS

    Take-off weight 4128 kg 9101 lb

    Empty weight 3205 kg 7066 lb

 DIMENSIONS

    Wingspan 18.75 m 62 ft 6 in

    Length 12.85 m 42 ft 2 in

    Height 4.57 m 15 ft 0 in

    Wing area 32.79 m2 352.95 sq ft

 PERFORMANCE

    Max. speed 298 km/h 185 mph

    Ceiling 6340 m 20800 ft

    Range 958 km 595 miles

Two complete aircraft remain in India and Serbia but not flying sadly :-( One other aircraft is being restored in Northern Ireland.

DC-3 Campervan & Messerschmitt

I like it!

AVRO 740

I came across this interesting model recently at the Avro Heritage Museum, Woodford, Manchester. http://www.avroheritage.com/Avro%20Heritage%20Centre.html  It was designed in 1957 to be a BEA 79 seater. Powered by 3 engines (Bristol Olympus 551 or RR RB141s), with a range of 1000 miles & cruise speed of Mach 0.87. Sadly it never got made.

Loganair - 50th Anniversary

The company began in 1962 as the air taxi service of the Logan Construction Company Ltd, operating a single Piper Aztec from Edinburgh.When it became that there was a demand for scheduled services in addition to the primary role as an air taxi Loganairs fleet grew.In 1964 Loganair mounted an inter-island scheduled network in Orkney and a similar network in Shetland commenced in1970, and the strong association with these island communities continues today. Air ambulance services were established in 1967 covering Coll, Colonsay, Oronsay, Mull and Oban and it continues to provide cover with dedicated Britten Norman Islander aircraft at Glasgow, Kirkwall and Lerwick.

Over the years it has gone through various ownerships until it was bought by management in 1997 led by current chairman Scott Grier. Grier, who has written a book on its history,says that no other airline has operated for nearly  as long under its original name."During the lifetime of Loganair, at least 50 Scottish-based airlines and aviation companies have come and gone, but were still here and thriving," he says."There have always been airline failures and this will continue, but were in good shape to face the endemic uncertainties and vagaries of the airline industry for the next 50 years."Following the buy-out in 1997,the company had just five 8-seat Britten-Norman Islander and a single Twin Otter aircraft. Today, Loganair now operates a fleet of 20 aircraft delivering vital services throughout Scotland and beyond."

http://en.wikipedia.org/wiki/Loganair

Loganair chairman Scott Grier celebrating the airline's 50th birthday

Loganair Short SC-7 Skyvan 3 back in 1971 @ Manchester

Somers-Kendall SK-1

One of the first jets designed for private civil use, the SK-1 is a tandem two seat aerobatic tourer/trainer/racer. It was powered by a 330lb st Turbomeca Palas 1 turbojet, mounted on top of the shoulder wing. Designed by the late Hugh Kendall in 1954 for J. 'Nat' Somers to compete in the National Air Races, it was built by Somers-Kendall Aircraft Ltd in a garage in Berkshire, England.

Registered G-AOBG, the SK-1 was first flown on 8th October 1955, a C of A being issued on 25th March 1956. Minor defects prevented participation in the 1956 Air Races and the aircraft suffered turbine failure in the air on 11th July 1957 which grounded it. After Storage at Cranfield it passed through various hands but was never restored to fly again.


Data: .
Power: one Blackburn-Turbomeca Palas of 350-lb. thrust.
Accommodation: two seat.
Dimensions: span 22 ft.9 in.; length 20 ft. 10 in.
Weights: empty 810 lb.; all-up 1,500 lb.
Performance: maximum speed 332 m.p.h, cruising 250 m.p.h. at 30,000 ft. Sea-level rate of climb: 1,100 ft./min.

Taking off from difficult locations...

Alrosa Mirny TU-154 @ Izhma

From  http://avherald.com/ - An Alrosa Mirny Air Tupolev TU-154M, registration RA-85684 performing flight 6R-514 from Polyarny to Moscow Domodedovo (Russia) with 72 passengers and 9 crew, was enroute at 10600 meters (FL347) when the aircraft suffered a complete failure of electric power resulting in loss of navigation devices and fuel pumps. At around 07:47L (03:47Z) the city emergency services of Ihzma were advised the airplane might approach their disused airfield and deployed to the city's old airfield. The crew was able to put the airplane down onto Izhma's abandoned runway (about 1200 meters long) now only used as a helicopter platform but overran the runway by about 150-200 meters into a small wood at around 07:55L (03:55Z). The airplane received substantial damage, no injuries occurred.


Read more @ : http://avherald.com/h?article=430a1d01&opt=0

Gulfstream II @ Mallow


Mexican Gulfstream II XA-FOU  piloted by Captain Reuben Ocaña made a precautionary landing at Mallow Race Course, Cork, Ireland . A temporary tarmacadam runway of 910 m (3,000 ft) in length which was paid for by the plane's insurers was laid to enable the aircraft to leave five weeks later, whereas in the meantime Captain Ocaña became a local celebrity. On May 23, 1983 just before the plane departed, the Captain said his farewell to the people of Ireland in the Irish language, forever endearing himself to the nation. The runway was subsequently utilised for parking during race meets and was a popular facility for learner driving. Light aircraft have occasionally landed at the racecourse on the grass area. The F3A World Model Aircraft Aerobatic Championship was held there in 2001.

Seaboard World Airlines DC-8 landing @ Marble Mountain

The Seaboard World Airlines landing at Marble Mountain was an incident that took place in Vietnam in summer 1969 (most likely in April). A transoceanic Douglas DC-8 Super 63 full of Vietnam-bound troops erroneously landed at Marble Mountain Air Facility, a helicopter support base with a 1.4 km (4300 ft) asphalt runway. Confused by the nighttime illumination, the aircrew had mistaken it for Da Nang Air Base, which had a 3.0 km (10,000 ft) runway. The aircrew made a full-stop landing with no damage or blown tires.


There were 217 American troops on the aircraft, which had originated at March Air Force Base via Honolulu and Guam. The aircraft landed at about 0300 hours, thus causing the entire base to go on alert. Several enterprising Marine officers put a ladder up to the door of the airplane and escorted the crew to their officer club. When daylight came fuel was drained from the tanks prior to backing the plane down the runway to make it light enough for a short-obstacle takeoff the next day. The plane was then ferried to Da Nang.

See also: http://theaviationanorak.blogspot.com/2011/02/blog-post_04.html

Cunliffe-Owen Concordia

The Cunliffe-Owen Concordia was 12-seat medium range transport aircraft with twin Alvis Leonides LE 4M engines. A separate luggage compartment could accommodate 45 lbs of luggage per passenger. Designed by W. Garrow-Fisher and built at Eastleigh, Hampshire in 1947. The prototype aircraft Y-0222 was first flown at Eastleigh on the 19th May 1947. A second aircraft G-AKBE was displayed at the 1947 SBAC Show at Radlett and made an extensive European sales tour.

Work was suspended on 18 November 1947 on a production batch of six aircraft. These included one aircraft for the Nawab of Bhopal and two for British European Airways Air Malta placed an order for one example in early 1947. It was concluded there was not a market for the aircraft. Cunliffe-Owen never recovered from this setback and went out of business in 1948.

JOIN THE CONCORDIA GROUP ON FACEBOOK

General characteristics:

Capacity: 10 passengers

Length: 44 ft 10 in (13.67 m)

Wingspan: 56 ft 7in (17.25 m)

Height: 16 ft 9 in (5.1 m)

Empty weight: 4,450 lb (2,023 kg)

Loaded weight: 12,500 lb (5,682 kg)

Engines: 2 × Alvis Leonides L.E.4M radial engine, 550 hp (410 kW) each

Performance:

Maximum speed: 216 mph (348 km/h) at 3,000 ft

Cruise speed: 194 mph