viscountTwo unexpected occurrences:
One, when posted, all my paragraphs have run into one.
Two, the ability to ‘edit’ has gone AWOL.
Added in later on ‘edit’ – both fixed within a couple of hours. Excellent – thank you. Now edited my posts back to the intended appearance.
I was about to add that my mid 1970’s hand written ‘aircraft spotter’ logs record the RN Sea Herons as C.20 – at the same time as the book I was involved in the fringes of developing, was referring to C.1s. Yet I don’t recall there being a dispute at the time over designations.
Looking back over this thread, I would now go for the confusion with the Sea Devon C.20 theory. Certainly I’ve now got to go back into my research into the 1970s Liverpool Airport Visiting Aircraft Logs that I’m preparing for another web-site and change all references of Sea Heron C.20 to C.1.
Incidentally there is a passing reference in a post above to the RAF Devon C.2/2 designation. This was applied (possibly unofficially?) to DH Devons rebuilt at HSA Hawarden with the cockpit shape revised to that of the later civilian design mark (the Mk.8?) in the early 1970s.
viscountThe Air Britain monograph on the DH.104 Dove and DH.114 Heron compiled by C.Barber, D.Shaw and T.Sykes and published in 1973 – so contemporary with the Sea Herons being in service use the designation C.20. In the introductions there is a statement “Five ex-civil Heron 2’s modified for the Royal Navy were delivered as the Sea Heron C mk 20.”
However MAS (Merseyside Aviation Society) pioneering ‘British Air Arms’ 1977 B.Billington, PH.Butler horrifyingly calls them Hawker Siddeley Sea Heron C.1 – which is interesting as I was part of the proof-reading team and my instinct today is that they were C.20s and what I was setting out to prove (now looking to be incorrect!)
BARG (British Aviation Research Group) oversized tome ‘British Military Aircraft Serials and Markings’ of 1980 M.Pettit, M.Draper. D.Rough (FAA research), T.Stone refer to the aircraft as Sea Heron C.1.
viscountTwo clear photos of N467KS as a BT-67 with ‘Samaritan’s Purse’ titles at Liverpool Airport, UK on 30th October 2016 and night stopped, while being ferried Malta to Reykjavik. These are posted on an aviation forum:
viscountNow that “Pulsar-XP” is a far better result than I ever thought possible – for a previous owner to be a member of this forum to recognise the aircraft as having been in his care, within only a couple of hours of the British identities being established. Great result.
viscountI have had a ‘dig’ around various ‘paper’ sources, but with no result so far. A point of clarification, is it former registration D-6068 or c/no 6068? Asking because confusingly I find that Scheibe werke no. 6068 is a 1967 built Scheibe SF-27! Any idea of the year that the moves between countries took place? I have a good book listing British all BGA registration numbers upto mid 1980, but cannot spot either ex D-6068, or werke no 6068 in the listings. Also cannot spot either c/no. 6068 or a glider formerly D-6068 in a list of current BGA gliders published early 1986. As my glider registration information sources fade out in the mid ’80s I think I have reached as far as I can go on the information provided in the OP of this thread.
In reply to ‘ex-Brat’ the three SF-27s listed on G-INFO as de-registered are all SF-27M ie motor gliders, the OP clearly states ‘glider’ (not ‘self launching glider’) so would be a SF-27A or SF.25B. Fairly certain that a late 1960s build glider currently only requires registration with the BGA, and do not require a full CAA G- registration, so will not appear on G-INFO (an error on my part).
Added on ‘Edit’: HAVE FOUND IT !
In a list of current BGA (British Gliding Association) glider numbers, correct to early 2003:
BGA.3531, fixed tail tri-graph registration (worn) ‘FUF’. Construction number 6089 (so was built 1967), formerly D-6068. A Scheibe SF-27A Zugvogel V
UK BGA first registration date 30.09.89. In 2003 owned by the East Sussex GC, based at Ringmer, with an annual C of A due to expire 15.05.03 (so still airworthy at that time)
My apologies for questioning the registration, as you can see the German registration and werke number do prove to be confusingly similar! Anyhow, you now have the answer to the British registration number and identity tri-graph letters to work on, and the owner in 2003.
I don’t often get the opportunity to use my field of expertise on ‘Flypast’ forum, usually just admiring those who do know where to look for obscure information. So thanks for a challenge which I can contribute to – while I don’t have fully upto date information (yet) at least I am well on the way to an answer for “Pulsar-XL”.
My references: British Gliders, P.H.Butler. Merseyside Aviation Society, 3rd Ed 1980.
United Kingdom and Ireland Civil Registers 1986, Ed Malcolm Fillmore, Air Britain(Historians)Ltd. 1985
Civil Aircraft Registers of United Kingdom & Ireland 2003, Ed Barrie Womersley. Air-Britain Publication. 2003.
Entry updated on ‘Edit’: THERE IS MORE !
On a whim, looked up main G- sequence register for ‘FUF’ as many glider owners on needing a full registration simply used the next available in sequence marks featuring their ‘tri-graph’ tail letters. Immediately found that BGA.3531/FUF is now also G-DFUF, registered as such August 2014 to R.Savage with an address in Hampshire and that the aircraft registration marks are current – so it looks as though ‘your’ SF-27A is still potentially airworthy and active at an age of 51 years (CAA confirm the 1967 build date). If “Pulsar-XL” wishes to contact the current owner then the address is ‘public access’ provided on the CAA G-INFO website. A quick ‘Google’ does not locate any photo on the web though.
viscountNot just aeroplanes. Look at any Public Service bus and there will likely be not only anti-creep markings on tyre and rim, but also easily observed pointers on the nuts to reveal any movement. HGVs too – but less easy to spot due to accumulated road dirt. So it is not only the rubber accelerating on touch-down, but also the drag under braking that is a potential cause of creep – a condition presumably worse when a tyre becomes under-inflated.
However while following this thread, a tyre question of my own – do aircraft tyres of the 50’s have inner-tubes as did (at least) some vehicles of the period – and my bike!
viscountHaving earlier this evening just watched a slightly dated programme on PBS via Internet Tele regarding the restoration of the Q.6 G-AFFD – I was reminded that this surely is a major candidate to be top of this list – apparently the sole survivor of a innovative British design – and being restored to flight!
viscountOut of interest turned to my usual reference of anything G-E***, Peter Moss ‘The British Civil Aircraft Registers 1919-1928’, Air Britain 1969. The entry for G-EAAF is sparse on detail and of very little help, except for the information that by 1922 the British C of A had expired and the 0/400 aircraft had been modified to become a type Handley Page 0/7.
For what it is worth the entry states:
G-EAAF Handley Page 0/400, service registration F5414 (HP-13).
C of A No.1 issued 1.5.19, Handley Page Ltd
Modified to 0/7 with new C of A issued 14.9.19
Flown as G-5414 initially
Withdrawn on C of A expiry 8.20.
The book has two photos of civil 0/400s, one with ‘G’ on the fin and large ex service ‘D.8350.’ on the fuselage, the other, again with ‘G’ on the fin and ‘G-5417’ on the fuselage, the G- simply replacing the letter of the service identity used a civil registration until after the International Air Navigation Convention met in Paris in early July 1919 to allocate national markings. Before late July 1919 aircraft used their service identity as a registration or the sequence K-100 to K-175 if no service identity.
viscountSeem to recall this problem has come up before in the initial days of the ‘update’. Advice then was, on the Section index page go to the small blue rectangle to the right of thread name, and left click over – it will take you direct to the most recent post (apparently).
viscountWithout looking at the video, Amsterdam springs to mind, sometime mid/late 80s? Brief ‘flash’ flooding following major rainfall, rather than dyke failure as the airfield is below sea level.
viscountSo what aircraft type would that likely have been used by QANTAS in 1952 London to (presumably) Sydney via at least 5 stops?
Added on edit
Posts crossed ie the answer was not there when I started composing. I don’t appear to be able to delete, can the Mods do so for me?
viscountNow that is sort of information is I’m sure is exactly what ‘Gateguard’ is really after. Struck gold with a superb human interest story with North Sea oilfield connections. Fantastic publicity opportunity for Moravia at the right moment too. What an incredible story to go with their exhibit once on display.
viscountI’m near certain that Air Britain (Historians) once published a small monograph on the history of 110 Sqdn (all blue cover with a picture of a Whirlwind) – likely late 70s/early-mid 80s. Seem to remember lots in there on their active role with Whirlwinds. Reached out for my copy on my shelves – and it is no longer there having not survived a pre-move cull, but if someone still has their copy the information my be of interest to ‘Gateguard’, Perhaps a general lead to what 110 Sqdn were doing in the Far East, rather than specific to ‘their’ machine.
My 1979 edition of JJ Halleys Air Britain Publication ‘The Squadrons of the Royal Air Force’ does in their brief summary of each Squadron give some clues as to the roles of the Squadrons XJ723 served with:
155 Sqdn. On 1st September 1954 No.155 reformed at Seletar with Whirlwind helicopters and provided transport and casualty support for the Army and Police in Malaya during their fight against Communist guerillas in the jungle. On 3rd June 1959 it joined with No.194 to form No.110 Squadron. 155 Sqdn is listed as flying Whirlwind HC.4 helicopters eg XJ410.
No.110 Sqdn. On 3rd June No.110 Sqdn was reformed by combining Nos. 155 and 194 Squadrons at Kuala Lumpur. Initially the Squadron flew Whirlwinds but in April 1960 added Sycamores which had been out of service for a period for technical reasons. It flew both types on supply and transport duties in Malaya and in April 1963 sent a detachment to Brunei which, as the Indonesian guerilla attacks on the Malaysian Federation grew, developed into the whole Squadron being involved in operations in Borneo. These continued until November 1967 when the Indonesians gave up and the Squadron returned to Singapore. This is the bit I initially acquired the A-B Unit history for. Bases are listed as Kuala Lumpur 3 Jun 1959, Butterworth 1 Sep 1959, Selatar 17 Jan 1964 Detachments are not differentiated from unit HQ base though).
No.228 Sqdn. ….. No.228 Squadron at Leconfield flew Sycamores on air-sea rescue duties until they were passed tto No.118 Squadron and replaced by Whirlwinds. On 1 September 1964 the Squadron was renumbered 202 Squadron. No.228 operated Whirlwind HAR.2, 4 and 10s.
No.202 Sqdn. On 1 September 1964 No.228 Squadron at Leconfield was renumbered 202 Squadron which has since been engaged in search and rescue duties with the Whirlwinds helicopters over the northern half of the British Isles. The Unit’s move to Finningley and onto Sea Kings is after Halley’s book was published.
Doubt this adds much to your knowledge, but I found it fun doing a little general unit background. So camouflage in the Far East, yellow ASR in the UK, colour scheme-wise. Likely wore an individual unit identifying letter with 110 Sqdn at least.
I have XJ723 as built as a WS-55 Whirlwind HAR.2 (NB there is confusion between sources as to HC. or HAR. and if built as Mk.2 or Mk.4), C/no. WA.94, with a Pratt & Whitney engine (marks 5 to 8 had Alvis Leonides Major). Converted to HAR.10 with a Gnome turboshaft (Anglicised GE T-58) engine early 60s (presumably likely on return from the Far East and prior to 228 ASR Sqdn) the Aircraft Record card will confirm sequence and dates. I have a note of seeing it with 202 Sqdn, C Flt at RAF Leuchars B of B Sept 1973, and as 202 Sqdn Finningley July 1977. A delve into enthusiast group magazines shows that Finningley July 1977 was the R.A.F. Royal Jubilee Review. While XP403 represented 202 Sqdn in the static, XJ723 was in Hangar 4 suspended from the roof.
viscountEJ- has been available to the Irish Republic for many years, but unused. After all the EI- register is only a little under a third used with in-sequence allocations and currently no reallocations.
At least EJ-**** (4 letters) will visually be different from the current EI-*** (3 letters). As the register is intended for corporate aircraft, presumably 4 letter allows for more word combinations. Following the Manx example there is clear money to be made from Corporate registrations.
viscountI have a very informative little Paul Jackson monograph “Hawker Siddeley Gnat” published by Alan W. Hall Publications/Aviation News, although undated. 34 x A5 pages, mainly providing aircraft histories. Agrees with what has been stated so far.
XR992 (C/no. FL586), first flight 8.5.64. Awaiting collection 1.6.64 and delivered to RAF Valley 5.6.64, taken on charge by 4 FTS on 8.6.64.
Appropriately painted it flew with the 4 FTS Yellowjacks team summer 1964, until delivered to No. 5MU at Kemble on 1.10.64 for an overall scarlet re-spray.
On 12.2.65 transferred to CFS for the Red Arrows aerobatic team. Apart from a recondition by HSA between 24.9.68 and 20.3.69 it remained with the Unit until w/o.
On 16.12.69 whilst flying with the team on aerobatic practice, the pilot mis-heard a radioed fire-warning intended for another aircraft (XR995) and baled out of a perfectly serviceable XR992.
Aircraft struck off charge the same day.
The potted history, clearly compiled using the already illustrated history card, ducks the question as to what colour scheme it was delivered in, but as one of the first 3 aircraft delivered specifically for the Yellowjacks it would likely be in the yellow scheme – in which case XR992 would never have been in standard training colours.
Any other Gnat histories wanted, then the monograph is in my bookcase!
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