These are pretty standard pre war NCO MQs. I have seen them at RAF Cranwell, RAF Halton, RAF Manby, RAF Tangmere , RAF Watton and RAF West Raynham.

Roger Byron-Collins and I became good friends whilst his father Arthur was stationed with 78 squadron flying Twin Pioneers in Khormaksar Aden between 1960 and 1962. I have followed his career in dealing with ex military housing over the past 35 years and his involvement in Aviation. He loved his Doves and Daks and here is some information about his history in this sector.

Roger Byron Collins wished to obtain a PPL when he was just 17 years old and decided shortly after he started his course at Denham airfield Uxbridge that it was only for professionals as he nearly had a nasty accident on landing. However he always maintained an aviation interest being the son of a former RAF aircrew officer who served in the RAF from 1939 to 1982. His father, Arthur flew Devons at RAF Northolt flying the then prime minister Harold Wilson and this prompted Roger into buying his first Dove 6 G-APZU c/n 04511 at the ripe old age of 24 from Lulsgate Aviation Services of Bristol airport. Initially he leased it to McAlpine Aviation at Luton and it was placed on their Air Operator’s Certificate for ad hoc charter work and passengers at that time included the Jackson Five and the Osmonds. Shortly afterwards he was approached by Harry Chang, a pilot of the then recently collapsed ‘troop carrier’ airline, Lloyds International who had available two contracts with Conoco and The Ford Motor Company. The first was to move offshore oil rig workers around North Sea ports and the second to convey spare parts for the recently introduced Ford Capri between Dagenham and Dusseldorf. With these contracts Roger secured a loan from his bank and formed Macedonian Aviation, a subsidiary of his London based property company Macedonian Securities Ltd and immediately established their first base at Southend airport. Roger went before the Civil Aviation Committee in the summer of 1972 to obtain their own AOC and the CAA chairman at the time was Lord Boyd-Carpenter and when it was granted he passed comment that “Mr Collins must be one of the youngest persons in aviation history to be awarded with an AOC”.

Dove G-APZU was relocated to Southend and Roger purchased the ‘workhorse’ of BAE Filton a Dakota DC3 G-AMPO cn 33186 in 30 seat configuration which was used to fly the engineers working on Concorde production between Bristol, Filton and Toulouse. Dove G-APZU went into service for passenger charters from Luton and Southend in the October with several flights to Hamburg,Copenhagen and Oslo. G-AMPO was put through a pre-service check with Dan Air at Lasham and re sprayed at Eagle Air Services at Leavesden, as was the Dove. The Dakota crew underwent training with Dan Air at Lasham and it paid many visits to Gatwick and Southend during this period. However in September 1972 G-AMPO undertook a very eventful trip. Roger’s business partner married an Indian diplomat’s daughter at the Anglican Church in Beirut, Lebanon and a wedding party of 25 guests flew out on an MEA scheduled flight from Heathrow. The day after the wedding Palestinian Terrorists murdered Israeli athletes at the Olympic games in Munich. The Israelis retaliated by attacking and besieging Beirut Airport which was closed and there were no scheduled flights to get the guests out of Lebanon. Roger telephoned his pilot Harry Chang who said he would take the Dakota from Gatwick to extract the party. Harry Chang knew Beirut airport well and advised the guests to remain on the beach by the airport which he would overfly and once he had landed to run to the aircraft and they could embark. Some 12 hours later after refueling at Genoa and Brindisi G-AMPO landed at Beirut airport escorted by Israeli military aircraft. The entire 25 wedding guests climbed over the perimeter fence and sprinted for the aircraft which did not shut down and it took off again within minutes for Nicosia Cyprus with the Israeli escort. The wedding party and reception continued their celebrations at The Dome Hotel in Kyrenia ( before the island was divided). The wedding guests returned to the UK with Cyprus Airways and Roger and the crew returned in the Dakota 2 days later to Gatwick via Genoa.

Later in September 1972 after completion of crew training G-AMPO returned to Southend to commence operations. On November 5th it took its first paying passengers to Amsterdam. The Dove G-APZU finally arrived at Southend on November 24th. Over the winter season the Dove operated a multitude of charter fights to Belgium, France, Germany and Holland. Finally the Dove G-APZU was sold to Shackleton Aviation in February 1973. By the spring 1973 G-AMPO was busy flying almost daily to Jersey, Ostend, Brussels and Saarbrucken. On May 3rd 1973 it flew a service to Groningen – Bergen – Birmingham – Brussels – Southend. By the summer that year the Dakota was working flat out on regular flights between Coventry – Jersey, Birmingham – Cologne, Southend – Castle Donnington – Stornoway. It also undertook many flights for Intra Airways. In November and December it was flying to Brussels, Calais, Cologne, Coventry Exeter, Geneva, Glasgow, Lisbon, Malta, Marseilles, Newcastle and Saarbrucken. During these months it was carrying various car components for the Ford Motor Company and transferring gold bullion for the UK Treasury to and from Germany, Belgium and France. In December 1973 Macedonian commenced oil rig support business for the first time and as a result the Dakota was then relocated to Aberdeen in connection with this contract. With this massive increase in work load Macedonian looked for more DC3s to buy and in March 1974 they purchased from Jersey, British Island Airway’s last 3 Dakotas. The first 2 aircraft G-AMHJ c/n 13468 and G-AMRA c/n 26735 arrived at Southend March 8 1974. They were in a convertible cargo/passenger configuration and were moved to Aberdeen on April 27th 1974 for transportation of crews and equipment to Sumburgh on the Shetland Islands. Dakota G-AMPO arrived in Aberdeen also in April but was moved back to Southend that spring for services to Amsterdam, Belfast Gibraltar, Hamburg, Hurn, Heathrow, Le Havre ,Lisbon, Ostend, Rotterdam, Saarbrucken and Teeside. Then in September the third ex BIA DC3 G-AMSV c/n 32830 arrived at Southend. In April 1974 Macedonian Aviation acquired the former Dutch Limburg Airlines route from Rotterdam to Le Havre replacing their Fokker Friendships with Dakotas. Then during summer of 1974 Roger was hearing that the oil companies were going to insist on turboprop operations so he opened negotiations to acquire 3 Aer Lingus Viscounts and 6 Air Canada Viscounts or 3 Eastern Provincial Heralds. These negotiations were not successful and having appraised the cost of running a turboprop operation which he was sure would not be profitable he sold the entire Macedonian Aviation as a going concern. On November 6th 1974 all the aircraft returned to Southend and the new owners were unable to raise finance to support turboprop operations by the end of the year they ceased all flying. The aircraft went to Humber Airways followed by Eastern Airways who operated the Heathrow – Norwich – Humberside scheduled service.

Roger went without another aircraft until 1995 until he acquired his second Devon/Dove VP961 G-HBBC c/n 04211 constructed at Hawarden in 1948 and was the former personal aircraft of HRH Prince Philip in which he learnt to fly twins whilst with the Royal Flight. HRH piloted this aircraft on 67 flights and Roger reintroduced it to him at RAF Northolt in 1998 and he commented on such a wonderful restoration and brought him many happy memories.

As a back up for it’s operations he purchased an ex RNAS Sea Devon XK896 G-RNAS c/n 04473 built 1956 originally at HMS Heron RNAS Yeovilton. Both Doves were based at Bristol Filton until 2002 when he relocated G-HBBC to Compton Abbas. G-RNAS was stolen from Filton and ended up in a quarry at Chepstow being used by a diving club. In 2001 Roger also acquired 4 Cessna 150 and 172s which were leased to Compton Abbas airfield for flying training.

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Roger Byron-Collins and I became good friends whilst his father Arthur was stationed with 78 squadron flying Twin Pioneers in Khormaksar Aden between 1960 and 1962. I have followed his career in dealing with ex military housing over the past 35 years and his involvement in Aviation. He loved his Doves and Daks and here is some information about his history in this sector.

Roger Byron Collins wished to obtain a PPL when he was just 17 years old and decided shortly after he started his course at Denham airfield Uxbridge that it was only for professionals as he nearly had a nasty accident on landing. However he always maintained an aviation interest being the son of a former RAF aircrew officer who served in the RAF from 1939 to 1982. His father, Arthur flew Devons at RAF Northolt flying the then prime minister Harold Wilson and this prompted Roger into buying his first Dove 6 G-APZU c/n 04511 at the ripe old age of 24 from Lulsgate Aviation Services of Bristol airport. Initially he leased it to McAlpine Aviation at Luton and it was placed on their Air Operator’s Certificate for ad hoc charter work and passengers at that time included the Jackson Five and the Osmonds. Shortly afterwards he was approached by Harry Chang, a pilot of the then recently collapsed ‘troop carrier’ airline, Lloyds International who had available two contracts with Conoco and The Ford Motor Company. The first was to move offshore oil rig workers around North Sea ports and the second to convey spare parts for the recently introduced Ford Capri between Dagenham and Dusseldorf. With these contracts Roger secured a loan from his bank and formed Macedonian Aviation, a subsidiary of his London based property company Macedonian Securities Ltd and immediately established their first base at Southend airport. Roger went before the Civil Aviation Committee in the summer of 1972 to obtain their own AOC and the CAA chairman at the time was Lord Boyd-Carpenter and when it was granted he passed comment that “Mr Collins must be one of the youngest persons in aviation history to be awarded with an AOC”.

Dove G-APZU was relocated to Southend and Roger purchased the ‘workhorse’ of BAE Filton a Dakota DC3 G-AMPO cn 33186 in 30 seat configuration which was used to fly the engineers working on Concorde production between Bristol, Filton and Toulouse. Dove G-APZU went into service for passenger charters from Luton and Southend in the October with several flights to Hamburg,Copenhagen and Oslo. G-AMPO was put through a pre-service check with Dan Air at Lasham and re sprayed at Eagle Air Services at Leavesden, as was the Dove. The Dakota crew underwent training with Dan Air at Lasham and it paid many visits to Gatwick and Southend during this period. However in September 1972 G-AMPO undertook a very eventful trip. Roger’s business partner married an Indian diplomat’s daughter at the Anglican Church in Beirut, Lebanon and a wedding party of 25 guests flew out on an MEA scheduled flight from Heathrow. The day after the wedding Palestinian Terrorists murdered Israeli athletes at the Olympic games in Munich. The Israelis retaliated by attacking and besieging Beirut Airport which was closed and there were no scheduled flights to get the guests out of Lebanon. Roger telephoned his pilot Harry Chang who said he would take the Dakota from Gatwick to extract the party. Harry Chang knew Beirut airport well and advised the guests to remain on the beach by the airport which he would overfly and once he had landed to run to the aircraft and they could embark. Some 12 hours later after refueling at Genoa and Brindisi G-AMPO landed at Beirut airport escorted by Israeli military aircraft. The entire 25 wedding guests climbed over the perimeter fence and sprinted for the aircraft which did not shut down and it took off again within minutes for Nicosia Cyprus with the Israeli escort. The wedding party and reception continued their celebrations at The Dome Hotel in Kyrenia ( before the island was divided). The wedding guests returned to the UK with Cyprus Airways and Roger and the crew returned in the Dakota 2 days later to Gatwick via Genoa.

Later in September 1972 after completion of crew training G-AMPO returned to Southend to commence operations. On November 5th it took its first paying passengers to Amsterdam. The Dove G-APZU finally arrived at Southend on November 24th. Over the winter season the Dove operated a multitude of charter fights to Belgium, France, Germany and Holland. Finally the Dove G-APZU was sold to Shackleton Aviation in February 1973. By the spring 1973 G-AMPO was busy flying almost daily to Jersey, Ostend, Brussels and Saarbrucken. On May 3rd 1973 it flew a service to Groningen – Bergen – Birmingham – Brussels – Southend. By the summer that year the Dakota was working flat out on regular flights between Coventry – Jersey, Birmingham – Cologne, Southend – Castle Donnington – Stornoway. It also undertook many flights for Intra Airways. In November and December it was flying to Brussels, Calais, Cologne, Coventry Exeter, Geneva, Glasgow, Lisbon, Malta, Marseilles, Newcastle and Saarbrucken. During these months it was carrying various car components for the Ford Motor Company and transferring gold bullion for the UK Treasury to and from Germany, Belgium and France. In December 1973 Macedonian commenced oil rig support business for the first time and as a result the Dakota was then relocated to Aberdeen in connection with this contract. With this massive increase in work load Macedonian looked for more DC3s to buy and in March 1974 they purchased from Jersey, British Island Airway’s last 3 Dakotas. The first 2 aircraft G-AMHJ c/n 13468 and G-AMRA c/n 26735 arrived at Southend March 8 1974. They were in a convertible cargo/passenger configuration and were moved to Aberdeen on April 27th 1974 for transportation of crews and equipment to Sumburgh on the Shetland Islands. Dakota G-AMPO arrived in Aberdeen also in April but was moved back to Southend that spring for services to Amsterdam, Belfast Gibraltar, Hamburg, Hurn, Heathrow, Le Havre ,Lisbon, Ostend, Rotterdam, Saarbrucken and Teeside. Then in September the third ex BIA DC3 G-AMSV c/n 32830 arrived at Southend. In April 1974 Macedonian Aviation acquired the former Dutch Limburg Airlines route from Rotterdam to Le Havre replacing their Fokker Friendships with Dakotas. Then during summer of 1974 Roger was hearing that the oil companies were going to insist on turboprop operations so he opened negotiations to acquire 3 Aer Lingus Viscounts and 6 Air Canada Viscounts or 3 Eastern Provincial Heralds. These negotiations were not successful and having appraised the cost of running a turboprop operation which he was sure would not be profitable he sold the entire Macedonian Aviation as a going concern. On November 6th 1974 all the aircraft returned to Southend and the new owners were unable to raise finance to support turboprop operations by the end of the year they ceased all flying. The aircraft went to Humber Airways followed by Eastern Airways who operated the Heathrow – Norwich – Humberside scheduled service.

Roger went without another aircraft until 1995 until he acquired his second Devon/Dove VP961 G-HBBC c/n 04211 constructed at Hawarden in 1948 and was the former personal aircraft of HRH Prince Philip in which he learnt to fly twins whilst with the Royal Flight. HRH piloted this aircraft on 67 flights and Roger reintroduced it to him at RAF Northolt in 1998 and he commented on such a wonderful restoration and brought him many happy memories.

As a back up for it’s operations he purchased an ex RNAS Sea Devon XK896 G-RNAS c/n 04473 built 1956 originally at HMS Heron RNAS Yeovilton. Both Doves were based at Bristol Filton until 2002 when he relocated G-HBBC to Compton Abbas. G-RNAS was stolen from Filton and ended up in a quarry at Chepstow being used by a diving club. In 2001 Roger also acquired 4 Cessna 150 and 172s which were leased to Compton Abbas airfield for flying training.

It was interesting reading about Macedonian aviation’s G-AMPO’s flight from Beirut under gunfire after the Israelis attacked the airport following the massacre of the Israeli athletes at the 1972 Olympics in Munich. It was piloted by Harry Chang who was based at Southend. I have attached a painting by the renowned aviation artist John Young of that event. It depicts Dakota G-AMPO fleeing Beirut and the Corniche seafront can be seen in the painting

[ATTACH=CONFIG]229455[/ATTACH]

It was interesting reading about G-AMPO’s flight from Beirut under gunfire after the Israelis attacked the airport following the massacre of the Israeli athletes at the 1972 Olympics in Munich. I have attached a painting by the renowned aviation artist John Young of that event. It depicts Dakota G-AMPO fleeing Beirut and the Corniche seafront can be seen in the painting

[ATTACH=CONFIG]229453[/ATTACH]

Delighted to read of the interest in the DH104 Dove/Devon. I have a personal interest in this wonderful aircraft as my father was in the RAF for 40 years and flew Devons with Met Comm Squadron out of RAF Northolt and RAF Wildenrath Germany throughout the 1960s and 1970s. Because my father enjoyed flying Devons as well as Pembrokes at RAF Northolt flying the then prime minister Harold Wilson it prompted me into buying my first Dove 6 G-APZU c/n 04511 at the ripe old age of 24 from Lulsgate Aviation Services of Bristol airport. Initially I leased it to McAlpine Aviation at Luton and it was placed on their Air Operator’s Certificate (AOC) for ad hoc charter work and passengers included the Jackson 5 and the Osmonds. In 1972 I formed Macedonian Aviation and immediately established our first base at Southend airport and obtained our own AOC. Dove G-APZU was relocated there and I purchased from BAE Filton a Dakota DC3 G-AMPO cn 33186 which was used to fly the engineers working on Concorde production between Filton and Toulouse. The Dove and Dakota were put through a pre-service check with Dan Air at Lasham and a respray at Eagle Air Services at Leavesden for both aircraft The Dove G-APZU arrived at Southend on November 24th.1972 and went into service for passenger and freight charter from Luton and Southend in the October with several flights to Hamburg, Copenhagen and Fornebu, Oslo. Over the winter season we operated a multitude of charter fights to Belgium France Germany and Holland. Finally the Dove G-APZU was sold to Shackleton Aviation in February 1973.
I went without another aircraft until 1995 until I acquired my second Devon/Dove VP961 G-HBBC c/n 04211 constructed at Hawarden in 1948 and was the former personal aircraft of HRH Prince Philip in which he learnt to fly whilst with the Royal Flight. He piloted this aircraft on 67 flights and I reintroduced it to him at RAF Northolt in 1999 and he commented on such a wonderful restoration and brought him back many happy memories. As a back up for it’s operations I purchased an ex RNAS Sea Devon XK896 G-RNAS c/n 04473 built 1956 at Staverton and was formerly at HMS Heron RNAS Yeovilton. I stored it RAF North Coates from 2004 to 2008 when it was relocated to Filton. G-HBBC was operated by my operator BBC Air and was based at Compton Abbas. G-HBBC was sold to Roger Gawn in 2010 and it now located at Sculthorpe Norfolk. Here is a photo of G-APZU at Exeter in 1972 with myself on the left :[ATTACH=CONFIG]228945[/ATTACH]

This makes such interesting reading as I used to live in married quarters at RAF Wildenrath and my father allowed me to see inside the Devons and Pembrokes
when they arrived from RAF Northolt. What was the name of your father