According to Ju-Air’s homepage, HB-HOY was been retired from flying in 2016.

Two were registered post-WW2 in Denmark, pictures of one here (b/w photos, have no clue about the colors):

http://www.oy-reg.dk/register/187.html

I’m not being negative, I’m just pointing out an important part of the total package which seems to be missing at the moment.

I have no doubt that the group behind this aircraft are technically brilliant and dedicated, and that the aircraft can and will probably be restored to the most pristine condition. If however the paperwork is not or cannot be sorted out, then it’s all to no avail. The statement “… can satisfy safety checks… “ is an exact summary of this caveat. If it can, then that’s just great!

Yes, “several other restorations have been funded” in this manner, but the only restoration of a comparable technical and formalistic magnitude I can think of is the Vulcan. Remember how much was involved in this respect in terms of ensuring approved manufacturer/industry support? Without it, it would never have flown again. Similarly, “work carried out and overseen by a real licensed engineering company” is indeed what is also required, but has exactly that been ensured (cf. the underlined passages)?

This is not the restoration of an Auster on a Permit-To-Fly for a PPL and one/two passengers to enjoy on a Sunday afternoon; it’s the sole survivor of a complex, four-engined, turboprop transport aircraft, modified from its original form in limited numbers – and proposed for commercial operations to boot!

If you want to be involved with any flying aircraft today, you’ve got to keep abreast with EASA/CAA/FAA/whatever requirements, whether you like it or not. It’s a very unfortunate and tedious fact, but non-compliance will keep even the most fantastic aircraft firmly planted on the ground. Those are facts, they can be called “negative vibes” or whatever, but it won’t remove the problem.

Indeed, well done to the pilot, what a display of airmanship and coolness!

The report mentions that the flying controls are also hydraulically powered, and that he was justifiably concerned about loosing that part of the system as well. Yet, in the face of this additional concern, and faced with a wheels-up landing at a higher than normal approach speed, he still had the wit to “…shut the left engine down at two feet above ground level and shut the right engine down at touchdown”!

And then there’s this: “After the aircraft had stopped the pilot made the aircraft safe, satisfied himself there was no imminent danger and replaced the ejection seat safety pins.” I think I would have jumped out, started running and would not have stopped until I’d reached the next parish…

Incredible, this fella deserves a medal of some sort. I’d fly with him in anything, anytime, anywhere!

Secondly, I’m impressed with the amount of attention that the AAIB devotes to this incident. The last airworthy example of a very rare and exotic aircraft, which in all likelihood will never fly again, and in addition to the incredible amount of detail they’ve go into already, they are still investigating the source of the hydraulic contamination. When I think about the amount of fumes incidents in airliners and engine stoppages in light aircraft which the German equivalent (the BfU) is not investigating, apparently being short of manpower to do so….! Give these guys a medal too!

BAe revoked the type certificate for the BAC 1.11. Did they do the same for the Viscount?

So everybody wants to see NX611 fly again – but preferably without consuming any parts still around? Difficult nut to crack that is…

I’m all for not living in the past, but this is not in the very best taste. Those fellas in black & white ran to put their lives at risk and some may not have returned…

As far as I known, the Danish Monospar is no longer at Egeskov (nonetheless worth a visit) but in Helsingør, north of Copenhagen. I was an active member in the Danish Aviation Historical Society in Copenhagen in the early Eighties and followed its restoration there at close range. It was restored single-handedly by a former shop foreman of Skandinavisk Aero Industri A/S of KZ-aircraft fame), Ove Alexandersen, and to a very, very high standard. The one in New Zealand perished around this time; FlyPast had an article on it just before it happened.