WAS CF-QWJ – Ex G-AMLP The Last Long Nose Bristol Freighter Flying?

Thanks to all of you!!!

A huge amount of information about the long nose Superfreighters life span.

In the day I had no idea that I was crewing on the last one flying!! It is also possible that I am the last person alive to have handled the controls of this aircraft as well.

It is a sad chapter that the end of the aircraft took 2 lives with it. They were both very much family men and I am sure it left a big hole for those who loved them.

Regards,

Truc

Hi Truc,

I flew ‘QWJ as Don Boone’s co-pilot a few times. The first time was on the fourth and fifth of March 1974. We did 2 trips to God’s Narrows on the 4th and one more on the 5th. I forget what we were hauling.
After that Brian Anderson split his time between flying as Don’s co-pilot and flying the Aztec, CF-SAD.
Don checked me out on the 180 with wheels/skis and I flew it for the rest of the month. When Bud got back from North Carolina he put me in the right seat of the DC-3 (again).

The last time I flew with Don on ‘QWJ was on the 17th of May 1974 – two weeks before the crash. We flew out of Churchill up to a couple of frozen lakes – Virginia Lake and Munro Lake – and then back to Churchill.

I got to fly it in cruise and taxi it a bit but never got to do a takeoff or landing. I also never got the endorsement on my license which bugged me at the time.

I stumbled on to this thread when I `Googled’ CF-QWJ. Great information on the Mk 32.

Thanks for that Truc

Does seemm a bit of one of those…..”Well it seemed a good idea at the time”.

Might well have got you out of a situation…….trouble is might give you a dozen others to worry about.:eek:

Garry

Here is the information on the rudder/aileron control interconnect.

I remember the first time I did a “Free and Full” control check in the cockpit of QWJ and being baffled that it “Didn’t”!!!! Licenced AME showed me the system – but don’t remember if he knew the answer as to why it was there.

Written info is from the flight manual for the Mk31 as is the control diagram.

I have seen varying limiters on controls and control interconnects – but never one that restricted controls all the time.

Ie – DHC-3 – single Otter has an interconnect between the elevators and the flaps as they lost an aircraft with rapid flap retraction – caused the aircraft to bunt and breakup in the air. Is a nice system as trimming the aircraft while using the flaps is minimal. But the system doesn’t interfere with normal operation of the controls – just synchronizes them.

– Dornier 328 – rudder is “Limited” over 160 knts – which means that at high speeds the rudder pedals are directly connected to the rudder. At low speeds “Unlimited” – the rudder pedals first operate a spring tab – which is very powerful. Purpose is to “De-power” the rudder input at high speed (tail bending issues as well) and allow easy full rudder control at low speeds. You still have full rudder movement in either condition.

Lots of aircraft have rudder/aileron interconnects – the most extensive being the Aercoupe that had no rudder pedals. Many were spring connections that still allowed you to overpower them if needed.

Other aircraft have variable ratio actuators – like the Boeing 737 rudder actuator that has seen some issues. Hydraulic control systems are another game altogether.

I am sure there are other control systems out there that have “Interesting” properties!!!

Regards,

Truc

Hi Truc

Thanks for the info

My model has the autocoarsening system but I was un aware of the control linking.

Although of interest to look at the diagram would not be of any use to me for modelling puropses as that is all done by maths.

I’ll send you a PM with some pics of the model as it is not really the right palce here.

Thanks again.

Garry

So – the plot thickens!!!!!!:rolleyes:

All we need now is the date of the last flight of APAV!!!

Any idea as to where we might find a record of that flight???:confused:

Garry

I have about 3 or 4 hours of flight time in QWJ – as a young engineer I would fly anything that I got a chance to. That was over 30 years ago now and I only flew her during the cruise stage. I don’t remember any drama with ground handling – just the funny noises made by the air brakes and pneumatics. If I remember correctly, straight and level flight was pretty easy as the high wing configuration naturally provides good stability – controls were heavier than the DC-3 but not nearly as heavy as the PBY-5a. Engine and prop control was pretty simple – Hobson carbs had some quirks regarding throttle settings and fuel consumption. The aircraft had 2 systems that many probably don’t know about – the first was an Auto-Coarse system that was used on takeoff – was not an Auto-Feather system – it just drove the props to full coarse to reduce the drag on an engine out. That system worked by sensing the positive pressure behind the prop disk via the pitot tubes behind the engine and compared it to the pitot tube pressure for airspeed. When the engine was delivering power to the prop, the pressure was higher behind the disk than the airspeed pressure. When an engine quit, the prop is driven by the airflow and the pressure behind the disk was less than the airspeed pressure and this activated the Auto-Coarse system. The system is only on the Mk31 and 32 aircraft and was probably a result of the tail folding accidents with an engine failure.

The second system was also added to the Mk31 and 32 aircraft because of the tail folding problem. This was an interconnect system between the ailerons and the rudder that mechanically linked them together to prevent over-stressing the tail of the aircraft.

Consider a failure of the right engine – the right wing will lose lift and thrust at the same time – thus the aircraft will roll right and yaw to the right. Putting full aileron in to pick up the wing and full rudder in to correct the yaw will overstress the tail and cause structural failure. The interconnect system prevented this from happening. It was proportional system – so if you had full aileron you had rudder travel only as far as the centerline. If you had full rudder you only had aileron control to the centered position. Half rudder let you have half aileron.

It seems like a pretty silly system and probably would not ever get approval on a modern aircraft. I would suppose they did a risk analysis and decided this was an acceptable way of doing things. I often wonder if the system contributed to the demise of QWJ by preventing full use of the controls to correct the right engine failure at low level. I think it is possible that the aircraft simply did not have sufficient airspace to recover.

If you have an interest in the system I could post the systems diagram after scanning it.

Regards,

Truc

Just came across some more info about the last two MAC aircraft

When MAC folded they were wfu… G-APAU was at Lasham and ‘AV was withdrawn at Coventry.

When no buyers were found after some considerable time idle G-APAV made one last flight…..to Lasham for scrapping.

Garry

Hi Truc

A very sad event indeed. The only other fatalities on the Superfreighter were on G-ANWL which claimed the lives of the two crew. The passengers survived.

Did you actually pilot it??

I am building the Superfreighter for Flight Simulator and one of the difficulties has been finding anyone who actually flew them.

Garry

Thanks to all of you!!!

A huge amount of information about the long nose Superfreighters life span.

In the day I had no idea that I was crewing on the last one flying!! It is also possible that I am the last person alive to have handled the controls of this aircraft as well.

It is a sad chapter that the end of the aircraft took 2 lives with it. They were both very much family men and I am sure it left a big hole for those who loved them.

Regards,

Truc

Thanks for that

I sort of missed it

I think perhaps with G-APAV at least it may well have been withdrawn from use in Coventry then flown down to Lasham for disposal causing some confusion.

The reports at the time of MAC’s demise were quite clear on one being at each airport that that could be either wrong source info or an event that changed.

G-ANVR for example was wfu and stored at Lydd but quite sometime later made one last flight to Coventry to be used for spares.

Both G-APAU and G-APAV were bought by Shackleton Aviation so it is possible if one was wfu at Coventry it was flown down to Lasham for servicing if sold.

Garry

Garry
See my post above, G-APAV was scrapped at Lasham.

Thanks Richard

I have some pics also of ‘AU looking derelict

Although none of those say where it was taken, the derelict Comets and in one case an Ambassador in the background sort of gives the game away:eek:.

So that leaves G-APAV.

Fortunately none of this alters the original query as it’s demise at that time is without doubt..just the location.:)

Garry

Picture of PAU WFU at Lasham on this old thread dated May 73 http://forum.keypublishing.co.uk/showthread.php?t=75290&page=2

Richard

for interest, within my photo collection I have slides of G-APAV WFU at Lasham in April 1974 and G-ANVR WFU at Coventry in April 1973 so this confirms the final resting place of these 2 machines.

Hi Keith……Thanks

I have lists that give both at Lasham and also both at Coventry

Things like this were not well reported in those days.

There was one ex MAC Superfreighter reported at the time as looking very sorry in a derelict condition at Lasham……maybe it was there with Dan Air for servicing when MAC folded

At the time it seemed one was at Coventry and the other at Lasham and Lashams appears to be AU.

But recent reports seemed sure both were at Lasham which did seem odd to me.

So perhaps AV did remain at Coventry..

One thing for certain is the end of MAC saw the end of the Superfreighter in the UK

Shame one was not preserved.

ATB

Garry

Excellent post Gary, Although I am no expert on these matters, your last two entries re. G-APAU & G-APAV.
I was looking at the website below, found an article on Midland Air Cargo, which says they were scrapped at Coventry ???

http://www.wonwinglo.scale-models.net/id48.ht

Rgds Keith.

Hello guys

Sorry to be a bit late but I saw this post, knocked it all together than took several days to join as the email hid away in my junk folder:mad:

Anyway most of the information has been pulled together in the above post but here is pretty well the complete picture and clarification

To answer the question about CF-QWJ……….yes it was the last Superfreighter to fly and the only other two existing had not flown since the demise of MAC and were delerlict by then.

There seems to be a little confusion about Superfreighters and identities due to original Mk 31 allocations being diverted to Superfreighter production

Hopefully I can help set the record straight

The original Mk.31 registrations were not used and in most cases re allocated. None of the nine aircraft concerned (G-AMWA – MWF, ’NWG – ‘WI) flew with the originally allocated marks. The whole Silver City fleet was registered in a follow on sequence WA-WN changing from G-AM to G-AN from ‘G onwards

There were 20 Superfreighters built….fourteen for Silver City (G-AMWA-‘WF, NWG-‘WN,………… ‘MWG-MWI mentioned in lists on this thread were Sycamore helicopters.

Air Charter had six, G-ANVR,’S, ‘OUU,’V, ‘PAU,’V.

In 1958 they required two more but the type had gone out of production

Two of their three Mk.31’s were converted to Superfreighters making 22 of the type in all. These aircraft, G-AMLP and G-AMSA were the only two built Mk.31’s converted to Superfreighters. The remaining member of the trio, (G-ANMF) remained as a Mk.31 and just made it to BAF.

Four of the Air Charter /Channel Air Bridge machines were converted by having a narrow, taller passenger door replacing the original. This door has a forward edge just behind the rear edge of the original. The aircraft concerned were G-ANVR, G-AOUU, G-APAU, G-APAV. Channel Air Bridge became a member of the British United group in June 1960 but retained their separate identity with British United Airways on the fin. On the 1st of January 1963 Silver City joined the fold and the two airlines were merged to form British United Air Ferries and a common livery was adopted.

The aircraft tended to remain based as they had with the separate operators until the BAF days which by then few of the ex Silver City aircraft were left in service. G-APAU however seems to have been transferred, as in the mid sixties it was at Lydd with its “V” name (Versitile) replaced by “City of Edinburgh”.

Midland Air Cargo were the last operator of the type in Europe. They bought four machines in all but only used three, G-AMLP, G-APAU & G-APAV. The fourth machine G-ANVR had been in store for a while and made one last flight to Coventry to be used for spares still in BAF liver minus titles.

G-AMLP was sold to Lambair as CF-QWJ and became the last of it’s type flying by far… G-ANVR had been scrapped while G-APAU and G-APAV now owned by dealers Shackleton Aviation and unflown since the demise of MAC lingered on in a derelict condition until after the crash of CF-QWJ

G-APAV was scrapped in summer 1975 and towards the end of that year G-APAU succumbed to the scrap man rendering the Superfreighter extinct.

Other operators were SABENA who operated a pool agreement with Channel Air Bridge and a Superfreighter was painted in full SABENA livery. It is said that only one aircraft at a time was in SABENA but it appears that for a short time two may have co existed. The aircraft was rotated and three were involved, G-AOUV, G-APAU, G-APAV….All retained their UK marks.

Air Ferry, a Manston based company within the BUA group but with its own identity, operated G-ANVR on lease for a while along with a couple of Carvairs. All these aircraft retained their dark blue BUAF livery with Air Ferry titles in the BUA red.

Compagnie Air Transport operated four in an adaptation of their previous Silver City livery and later two in over painted BUA stripes. One of these later machines, (F-BPIM) was returned to BAF to serve for a few months in the French adaptation with BAF titles restored as G-ANWM.

It is notable that to fit in with the Silver City/BUA fleet the French registrations kept the last letter of their British identity

F-BKBD (G-AMWD), F-BKBG (G-ANWG), F-BLHH (G-ANWH), F-BKBI (G-ANWI), F-BPIM (G-ANWM), F-BPIN (G-ANWN)

G-AMLP (13078) Built as Freighter 31E: Delivered Air Charter 20 Dec 1953 “Vanguard”: Converted to Superfreighter 1958: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963: British Air Ferries 01 Oct 1967: To Midland Air Cargo Nov 1970: Sold Lambair CF-QWJ May 1971: crashed 31 May 1974.

G-AMSA (13142) Built as Freighter 31E: Delivered Air Charter 09 Feb 1954 “Voyager”: Converted to Superfreighter 1958: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963: Wfu 30 June 1965: Scrapped Lydd 1967 Trooping XH385

G-AMWA (13073) was to be Mk.31E G-AMLK ntu . Converted on the line as G-AMWA. Delivered Silver City 31 Mar 1953. “City of London”: British United Air Ferries 01 Jan 1963 Crashed on take off Guernsey 23 Sep 1963, Rear fuse to Guernsey airport Fire Service. Burnt about 1970. Trooping as XF650.

Often causing confusion……..G-AMLK ntu at that time but eventually issued to 13060 ex ZK-EPD 10-Sep 1982 to Atlantic Airlines second Mk.31 ex ZK-EPD as a ‘period’ registration. It was one of very few Bristol 170’s that had never had a UK mark allocated on the production line.

G-AMWB (13127) originally allocated as Mk.31E. G-AMPE ntu.: Built as Superfreighter. Delivered Silver City 02 Apr 1953 “City of Salisbury”: British United Air Ferries 01 Jan 1963. wfu 1967 Scrapped 04 APR 1968 Trooping as XF651

G-AMWC (13128) originally allocated as Mk.31E. G-AMPF ntu.: Built as Superfreighter. Delivered Silver City 08 May 1953 “City of Durham”: wfu 1967 Scrapped Southend Trooping as XF652

G-AMWD (13131) originally allocated as Mk.31E. G-AMPG ntu.: Built as Superfreighter. Delivered Silver City 29 May 1953 “City of Leicester” later “City of Hereford”. Leased Cie Air Transport F-BKBD “Quatorze Julliet” 24-Jun 1961: Restored to British United Air Ferries 07 Jan 1963.: wfu & scrapped Southend 1967 Trooping as XF653

G-AMWE (13132) originally allocated as Mk.31E. G-AMPH ntu.: Built as Superfreighter. Delivered Silver City 12 June 1953 “City of York”: British United Air Ferries 01 Jan1963.: wfu Oct 1965:Scrapped Southend 1967. Trooping as XF654.

G-AMWF (13133) originally allocated as Mk.31E. G-AMPI ntu.: Built as Superfreighter. Delivered Silver City 23 June 1953 “City of Edinburgh” later “City of Coventry”: British United Air Ferries 01 Jan1963.: Scrapped Lydd 1968. Trooping as XF655

G-ANVR. (13251) Built as Superfreighter: Delivered Air Charter 24 Mar 1955 “Valiant”: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963. British Air Ferries 01 Oct 1967: WFU & stored Lydd August 1970 : To Midland Air Cargo, did not enter service, flown to Coventry and wfu July 1972, used for spares, scrapped Sep 1973.

G-ANVS. (13252) Built as Superfreighter: Delivered Air Charter 04 Apr 1955 “Vigilant”: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963. British Air Ferries 01 Oct 1967: Last flight 28 Nov 1967: Scrapped Lydd Aug 1970

G-ANWG (13211) originally allocated as Mk.31E. G-ANMG ntu.: Built as Superfreighter. Delivered Silver City 23 June 1954 “City of Winchester”: to Cie Air Transport F-BKBG “Quatorze Julliet” 03 May 1961: Scrapped 1968

G-ANWH (13212) originally allocated as Mk.31E. G-ANMH ntu.: Built as Superfreighter. Delivered Silver City 07 Jul 1954 “City of Hereford”: British United Air Ferries 01 Jan 1963: To Cie Air Transport F-BLHH “Dix Huit Juin” 07-Jan 1963: damaged beyond repair in ground incident Le Touquet 11 June 1969

G-ANWI (13213) originally allocated as Mk.31E. G-ANMI ntu.: Built as Superfreighter. Delivered Silver City 23 Jul 1954 “City of Glasgow”: To Cie Air Transport F-BKBI “Onze Novembre” May 1961:Scrapped 1968

G-ANWJ (13254) Built as Superfreighter. Delivered Silver City 31 May 1956 “City of Bristol”: British United Air Ferries 01 Jan 1963: British Air Ferries 01-Oct 1967: Last flight 03 Mar 1968: Scrapped Jul 1970

G-ANWK (13259) Built as Superfreighter. Delivered Silver City 19 Jun 1956 “City of Leicester”: British United Air Ferries 01 Jan 1963: British Air Ferries 01-Oct 1967: Last flight 20 Oct 1969:Scrapped Aug 1970

G-ANWL (13260) Built as Superfreighter. Delivered Silver City 05 Jul 1956 “City of Worcester”: Crashed Guernsey 01 Nov 1963 when failed to gain height after missed approach due to propeller malfunction.

G-ANWM (13261) Built as Superfreighter. Delivered Silver City 19 Jul 1956 “City of Aberdeen”: British United Air Ferries 01 Jan 1963: British Air Ferries 01-Oct 1967: To Cie Air Transport F-BPIM “Onze Novembre” 21 Jan 1968: Restored 22-Nov 1968: Re entered service with British Air Ferries: Scrapped Aug 1970

G-ANWN (13262) Built as Superfreighter. Delivered Silver City 31 Jul 1956 “City of Hull”: British United Air Ferries 01 Jan 1963: British Air Ferries 01-Oct 1967: To Cie Air Transport F-BPIN “Quatorze Julliet” 01 Feb 1968: Last flight ferried back to Lydd 04 Apr 1969: Scrapped Aug 1970

G-AOUU. (13257) Built as Superfreighter: Delivered Air Charter 18 Dec 1956 “Venture”: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963. Wfu 15 June 1965: Scrapped Southend 1967

G-AOUV. (13258) Built as Superfreighter: Delivered Air Charter 07 Jan 1957 “Valour”: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963. British Air Ferries 01 Oct 1967: Wfu 29 May 1967: Scrapped Lydd Apr 1968

G-APAU. (13256) Built as Superfreighter: Delivered Air Charter 07 Jun 1957 “Versitile”: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963: Transferred to Lydd as “City of Edinburgh” by mid 1960’s: British Air Ferries 01 Oct 1967: To Midland Air Cargo Apr 1971: Wfu Lasham: Scrapped 1975

G-APAV. (13263) Built as Superfreighter: Delivered Air Charter 26 Apr 1957 “Viceroy”: Channel Air Bridge Feb 1959: British United June 1960: British United Air Ferries 01 Jan 1963: To Midland Air Cargo: Wfu Lasham: Scrapped July 1975

Garry

A previous thread has discussed these a/c see http://forum.keypublishing.co.uk/showthread.php?t=75290&page=2

I doubt Lasham have records as the engineering company that is there now, took over from DAN AIR engineering when that business failed. Could ask them I supose, see their web site http://www.atclasham.co.uk/

I do recall visiting Lasham about then, the only B170’s present were one painted in Lambair colours, just prior to its delivery to Canada and another ex RAE/A@AEE Boscombe Down which was there for scrapping.

Richard

Mark

It looks like PAU and PAV were the last surviving airframes – until 1975

“With all others of the total 13 survivors being Mark 31’s, it would seem that CF-QWJ/G-AMLP was not only the last flying long nose Freighter, but also the last surviving one?

regards

Mark Pilkington”

Pogno

Thanks for the info on PAU and PAV – do you have any way of knowing what dates the aircraft were flown in???

Did the airport keep a record of the comings and goings of the aircraft?? or since they were to be scrapped did anyone even care??

Were you involved with the aircraft??

Thanks

Truc

Just found all the stats that I need!!!

14 to Silver City

G- AMLK – prototype – became G-AMWA – Crashed 9/63

AMWB – was originally AMPE c/n 13127 – Broken Up 1968
AMWC – was originally AMPF c/n 13128 – Broken up 1967
AMWD – was originally AMPG c/n 13131 – Broken up 1967
AMWE – was originally AMPH c/n 13132 – Broken up 1967
AMWF – was originally AMPI c/n 13133 – Broken up 1968
AMWG – was originally ANMG c/n 13211 – Broken up 1968
AMWH – was originally ANMH c/n 13212 – Damaged beyond repair – France – 1969
AMWI – was originally ANMI c/n 13213 – Broken up 1968
ANWJ – c/n 13254 – Broken up 1967 Lydd –
ANWK – c/n 13259 – Broken Up – 8/70 – Lydd
ANWL – c/n 13260 – Crashed Nov1,1961
ANWM – c/n 13261 – WFS Oct 1970 – Broken Up 8/70 Lydd
ANWN – F-BPIN – ANWN – c/n 13262 – Broken Up – 11/70

B,C,D,E,F,G,H,I listed as conversions from Mk31 aircraft.

6 + 2 to Air Charter

ANVR – c/n 13251 – Air Charter – Channel Air – Broken up 3/74
ANVS – c/n 13252 – Air Charter – Channel Air – Broken up 7/70
AOUU – c/n 13257 – Air Charter – Channel Air – Broken up 5/67
AOUV – c/n 13258 – Air Charter / Sabena – Channel Air – BAF – Broken up 4/68
APAU – c/n 13256 – Air Charter – Channel Air – Midland Air – wfu – 73 – Scrapped with PAV – 1975
APAV – c/n 13263 – Air Charter – Channel Air – BAF – wfu 73?? Broken Up – May 25 1975

Plus the last 2 Mk 31E conversions – Documented as such.

AMLP – to CF-QWJ – c/n 13078- Air Charter – BAF – Lambair – Crashed May 31, 1974
AMSA – c/n 13142 – Air Charter – Channel Air – BUA – Broken up 4/67

Total of 22 long nose aircraft – 10 Mk32??? and 12 “Modified” Mk 31 aircraft documented as such.

Source: Piston Engine Aircraft Production List (Eastwood and Roach) December 2007

So this means that unless APAU or APAV flew after March 31, 1974 – AMPL – QWJ was the last long nose Bristol flying in commercial service and possibly the last one flying in any configuration.

APAU and APAV appear to have been withdrawn from service in 1973 so it would be very unlikely that they were flown after that date.

If anyone has any info to the contrary please post and confirm.

I obviously have a personal interest in the history – The last surviving crew member of this aircraft would be Roy Boyes of Lambair – I was crewing on the aircraft 3 days before the final flight and had a Bell 47 contract not come up I could have been crewing on the aircraft that day. As it was I was (along with the Bell 47 pilot) the first from the company on the scene. Was not an good day!!

Roy decided to go for lunch that day with the Churchill Base Engineer – John Finch and thus was not on the aircraft for the flight.

Truc

List of registrations that I have been able to find.

List of Long Nose Bristol Freighters.

14 to Silver City

G- AMLK – prototype – became G-AMWA

AMWB – was this originally AMPE?? c/n 13127
AMWC – was this originally AMPF?? c/n 13128
AMWD – was this originally AMPG?? c/n 13131
AMWE – was this originally AMPH?? c/n 13132
AMWF – was this originally AMPI?? c/n 13133
AMWG
AMWH
AMWI
ANWJ – Silver City – BAF
ANWK – Broken Up – Aug – 1970 – Lydd
ANWL – Crashed Nov1,1961
ANWM – WFS Oct 1970 – Broken Up ? Lydd
ANWN – F-BPIN – Broken Up – Aug – 1970

Are B,C,D,E,F also conversions from standard Mk31 aircraft??? or are the registrations temporary ones to hold a block???:confused:

6 + 2 to Air Charter

ANVR – Air Charter – Channel Air Bridge
ANVS – Air Charter
AOUU – Air Charter
AOUV – Air Charter / Sabena
APAU – Air Charter – Channel Air Bridge – Scrapped with PAV
APAV – Broken Up – May 25 1975

Plus 2 Mk 31E conversions – Documented as such.

AMLP – to CF-QWJ – Crashed May 31, 1974
AMSA – Air Charter – BUA

Total of 22 long nose aircraft – 20 Mk32??? and 2 “Modified” Mk 31 aircraft documented as such.

Still possible that one of these aircraft (or more) was still in service after June 1974.

Any info would be appreciated.

Truc