_-...... - •-
'! • The years between 191 9 and 1939 saw the binh, growth and establishment of the aeroplane as an accepted means of public travel. Beginning in the early post-u•ar years with ajrcraft such as the O.H.4A and the bloated Vimy Commercial, crudely converted from wartime bombers, the airline business T he Pocket Encyclopaed ia of World Aircraft in Colour g radually imposed its ou·n require AIRLINERS ments upon aircraft design to pro duce, within the next nvo decades, between the Wars all-metal monoplanes as handso me as the Electra and the de Havilland Albatross. The 70 aircraft described and illu strated in this volume include rhe trailblazers of today's air routes- such types as the Hercules, H. P.41, Fokker Trimotor, Condor, Henry Fo rd's " Tin Goose" and the immortal DC-3. Herc, too, arc such truly pioneering types as the Junkers F 13 and Boeing l\'fonomajl, and many others of all nationalities, in a wide spectrum of shape and size that ranges fro m Lockheed's tiny 6-scat Vega to the g rotesque Junkers G 38, whose wing leading-edges alone could scat six passengers.
•
-"l."':Z'.~-. . . .. , •• The Pocket Encyclopaedia of \Vorld Aircraft in Colour AIRLINERS between the Wars 1919- 1939
by KENNETH M UNS O N
Illustrated by JOHN W. WOOD Bob Corrall Frank Friend Brian Hiley \\lilliam Hobson Tony ~1it chcll Jack Pclling
LONDON BLANDFORD PRESS PREFACE First published 1972 © 1972 Blandford Press Lld. 167 H igh llolbom, London \\IC1\' 6Pl l The period dealt \vith by this volurne covers both the birth and the gro\vth of air transport, for Lhere "·ere no a irlines ISBN o 7137 0567 1 before \Vorld \\'ar 1 except Lhose operated by Zeppelin air All rights reserved. No part of this book may be ships. For the airlines, therefore, the 1920s were as much a reproduced or 1ransmi11ed in any form or by any pioneering period as 1903-1+ \vas for aviation itself, and means, electronic or mechanical, includin~ photo copying, recording or by any information stora'e xnany \vere the historic flights and fan1ous n1en and aircraft and retneval system, without permission 1n involved. In a \'Olume of this size the selection of aircraft '"riling from the Publisher. to be included can only be a representati\'e one, and for the omission of any reader's favourite type I apologise in advanc.c. Ne\·crtheless, the 71 aircraft illustrated do, I believe, give a reasonably balanced cro~s-sec tion of the more important types, and related variants are mentioned in the text. T he products of Boeing, de J{avilland, Douglas, Fokker, Junkers and Lockheed figure prominently, which is as it should be. A second apology is perhaps needed for the brevity of the aircraft descriptions, even though this volun1c is longer than any other in the series. In the main, space has not permitted fuller details of aircraft sold from one airline to another, and only the initial customers are normally re corded. Similarly, it has not been possible to include full registration and fleet details of types built in very large numbers. There are, ho\vever, other more comprehensive a nd more detailed \\'Orks \vhich do give such infonnation, and which I am grateful to ackno\vledge as major sources of my O\.,.n reference \vhile compiling this volume. In particular I \vOu ld n1en tion British Civil Aircraft 1919-59, by A. J . Jackson (Putnam, 2 volun1es); European Transport Air
craft since 19101 by John Stroud (Putnan1); US Civil Air craft, by Joseph P. Juptner (Aero Publishers, volumes 1 to 5); a nd A History of tire 1¥orld's Airlines, by R. E. G. Davies (Oxford University Press). T o a ll of these the reader can confidenLly be recommended for further information about the aircraft and airlines mentioned in this volume. I n Colour printed by The Ysel Press, Deventer, Holland addition, ackno"•ledgment is made of items published at Text printed by 'f onbridge Printers Ltd., and books bound in Great Britain by various times by Richard Clay ('fhe Chaucer Press) Ltd., Bungay, Suffolk Air Enthusiast, Air Pictorial, Air Progress, Aircraft l llustratrd, Aviation Afagazine, the j ournal of tir e American Aviation 1-fistorical Socit!ty, and Profile Publica tio11s Ltd. Advice concerning the colour schemes portrayed again came predo1njnantly from Ian D. HunLley, and among others who kindly provided help and encouragement in various ways were Everett Cassagneres, Lt Col :\ils Kindberg, \ V. B. 1:-\TRODUCTION Klepacki, Alec Lumsden, John Stroud and John \\'. R. Taylor. T o then1, and to Mrs Janet Ho,o;ell for typing tl1e Jn the period bet\,een \Vorld \Vars 1 and 2, t\vo great manuscript, my thanks are extended. competitive Aying events stand out above all others - the contests for the Schneider T rophy, \\'hich ended with a British victory in 193 1, and the '1\lacRobertson' race from England to Australia in 1934. The latter event \\'as held as part of the centenary celebrations of the state of Victoria and of 1\lelboume, its capital, "vith prizes donated by Sir \Villiam 1'lacPherson Robertson. The race \vas open to all nationalities, and \Vas djvided into a speed section (based June 197i on elapsed tune for the journey) and a handicap section (based on ffying time only). It started from 1\Iildenhall, Suffolk, and ended at Flemington racecourse, 1'1:elbourne, with main control points at Baghdad, Allahabad, Singapore, Darwin and Charleville; the total distance was 1 1,300 miles (18,185 km). So far as the record books are concerned, the 'MacRobertson' also ended in a British victory : the de 1I avilland D.H.88 Comet \Vas designed to win the race, and it did so. But of infinitely greater significance \vas the identity of the second aircraft to arrive in 1'1elboume, \vhich had ffo\11n a standard commercial route of 12,530 miles
(191875 kn1) - 1,230 miles (1,6go km) longer than the pre scribed route - and had done so in only 5f hours' flying time more than the D.H.88. I ts a\·erage speed for the whole journey '''as about 16o mph (257 km / hr). This aircraft ,.,,as a t\vin-engined Douglas DC-2 of KLl\1 Royal Dutch Airlines, cnrrying a 4-01an cre'"• 3 fare-paying passengers and a 420 lb ( 19 1 kg) cargo of mail. Before the race, many people had been sceptical of the chances of a normally-loaded commercial transport aircraft flown by an airline cre\v. It would be competing against several faster aeroplanes, some of them ffo,vn by such eminent competitive pilots as Charles Scott and T om Campbell Black, Roscoe 7 Turner and Clyde Pangborn, James and Amy ~Iollison, and d ecided to amalgamate them in 1924 to form Irnperial Air J acqueline Cochrane. I ndeed, one London ne\vspaper \vas \vays, the 'chosen instrument' of a ne\v British air uansport moved to dismiss the KLl\{ entry as 'an audacious assurnp ' policy. T he \vorld 'imperial' did not then provoke the in tion that such a ship could expect to compete \vith the ffanunatory reaction that it does today. I ndeed, one rnay fastest planes on the Continent'. KL~i, hO\vever, kne\v a \vell ponder how different the \vorld air transport scene thing or two about its latest An1erican acquisition, and might have been if tllere had been no empires forty years proved - as it had set out to do - that a standard, modem ago to provide tlle incentive to pioneer the global and trans commercial transport aircraft, carrying a useful payload, continental air routes \vhich \\"e no\v take for granted. The could CO\'er tl1e \\'Orld's longest air route in less than 4 days, a ir transport adventure of the 1920s and 1930s 1night have without any sacrifice of its passengers' comfort. The successes follo\ved a very different path \vithout tlle initiative of of botl1 tlle 0.I 1.88 and the DC-2 proved, more con\·incingly G reat Britain in opening up air routes to the ~{iddle East, tllan ever before, that the retractable undercarriage and South Africa, India and Australia; of France to North Africa variable-pitch propeller \vere henceforth essential ingredients and the Orient; of Belgium to tlle Congo; of the Netherlands for commercial aircraft of the future. to the East and \ Vest I ndies; and of Germany to South Until that time, the air transport scene tlle \VOrld over America. had been dominated first by biplanes and tllen by lumber Cornfort, safety and speed : these were the attractions \vith ing, fixed-gear tri-n1otors. Prior to World War 1 tllere had \vhich the airlines set out to win tlleir prospective public. been no scheduled airline services in existence, apart from Designing cornfort into an aeroplane •.vas no great prob those operated in Germany with Zeppelin airships, and lern, but the number of airline accidents in the early years hence the early 1920s saw not only the beginnings of air of operation \vas too high to become an accepted nonn. transport as a business, but the use of many improvised Operating conditions, including the need to maintain 'airliners', many of then1 embodying only the minimum of schedules in often unfavourable weather, were partly to conversion from the wart in1e roles for which they \vere blame, but all too often aircraft succumbed to circumstances designed. I n some of these primitive conversions, the \Vhich more powerful or more reliable engines \vould have passengers were as exposed to the elements as the pilots, and O\•e rco1ne. Jn1provements in aero-engine design and output, had like\vise to be provided \vith leather coats, flying helmets, a nd in particular the progress made with air-cooled radial gloves, goggles, and - in extreme cases - a hot \\'a ter bottle engines after the \var, played a large part in the in1prove as \\•ell. ment in the general safety record of air transport as the Thus, perhaps, the n1ost pressing initial need of t11e embryo years \vent by. Nor is it mere coincidence that n1any of airlines \vas to offer their passengers a reasonable standard the n1ost successful airliners of the inter-war period \vere of comfort, and evidence of the importance a ttached to tllis those \vhich fle\v \vith many different types of engine. need \vas soon to be seen in such post-\var designs as tlle Anthony Fokker, one of tlle shre\,·dest salesmen in the Westland Limousine and the Bleriot-Spad 'berlines', a nd in aviation businei;~, very soon realised that the po\verplant the restaurant facilities introduced on se\·eral European of an aeroplane \\<"as, as often as not, the factor \vhich routes. Operating economics \\"ere not at first of widespread decided a customer for or against the purchase of a parti concern, at least on the continent of Europe, where most cular type of aircraft. H is policy therefore \vas to produce of the early pioneering airlines received substantial govern basic airfran1e designs that could be adapted readily to the ment assistance. T he lack of such assistance \\'as felt keenly po\verplant of a customer's choice, and it paid off hand in Britain, where the four n1ajor airlines of the early 1920s somely, especially in the case of the F.Vllb-3n1 tri-motor. had to struggle hard for survival until the government T he sarne degree of adaptability undoubtedly inOuenced the 8 9 popularity of many other types, including the J unkers F 13 tr0ction it introduced many other, lesser innovations. and the Ford Tri-motor. ~ong ~hese were the first use, in a production airliner, of Speed, the one selling factor paramount today over sur upercharged engines and control surface trim tabs. H ere was face transport, \vas slo\v to come to air transport. Para :n aircraft that, in its definitive 11odel 247D fonn, could doxically, it came at last from the United States, \vhere cruise at 189 n1ph (304 km/ hr) with a 2,582 lb (1,171 kg) passenger transport, playing second fiddle to the transporta payload of 10 passengers and baggage over a 750 mile tion of mail by air, had been relatively slo\v to develop. (i,207 km) range, and could climb under full load on one The turning-point ca1ne in 1927, the year in \vhich the US engine. . od . 1· . . h government thre\v open all air mail operations to private At last the cost-effective m em air mer \vas 1n s1g t ; enterprise and the year in \vhich Charles Lindbergh fle\v but the Boeing 247 \Vas to maintain its lead for only a alone across the Atlanuc. Within months of Lindbergh's epic comparatively brief period. Little more than a _year after it flight orders \vere rolling in for the little Ryan Brougham, began airline operation it, too, ,,·as entered in the 1934 sister-ship of his Spirit of St Louis, but the aeroplane \vhich '11acRobertson' race. It 'vas the third of the competing air truly ushered in the speed era of air transport in the US \vas craft to reach Melbourne, but in doing so it took 12t hours the Vega - the first of Lockheed's famous 'plY\vood longer tllan tile DC-2. 'The resuJ~ of tile ~ngland-A ustra.l ia bullets'. air race', said the London Morning Post, have fallen like By the beginning of the 1930s, the world·s airlines had a bomb in the midst of British every-day commercial and to a great extent succeeded in making air transport attractive military aviation'; and what was true for Britain was almost to a large section of the public. They had yet to solve the equally true for the rest of Europe. T he paper went on : problem of making it attractive to themselves, in terms of 'Preconceived ideas of the maximum speed limitations of operating costs. The aircraft \vhich could carry a \vorthwhile standard commercial aeroplanes have been blo\vn sky-high. pa~load over a reasonable range were obsolescent and slo\v, I t has suddenly and vividly been brought home that, while while the faster types could carry only a small load over the race has been a triumph for the British de IIavilland shorter distances. Throughout the 1920s dozens of small air Comet, British standard aeroplane development, both com lines had been absorbed in mergers to form larger and mercial and military, has been standing still 'vhile America financially healthier organisations, \vhile others had dis has been going ahead. It has been realised \vith astonishment appeared altogether through failure to make their operations that America no\v has, in hundreds, standard con1mercial pay their \\'ay. The time \YaS ripe for a breakthrough, in t11e aeroplanes \vith a higher top speed than the fastest aero form of an aircraft that could combine the requirements of plane in re~la r service in any squadron in tile \vhole of the comfort, safety and speed with the best payload/ range Royal Air Force'. capabilities of existing types. Reaction reached its peak, ho\ve\'er, \vhen Douglas pro The first sign of such a breakthrough came 'vith the d uced the DC-3 in late 1935. Prompted by American Air Boeing 247, \vhich first fle\v on 8 February 1933 and entered lines, \vho ~e lumbering Curtiss Condors and Fokker tri service \vith United Air Lines in the same year. United's motors \vcre no match for tile Boeing 247s and DC-2s of its unprecedentedly large order for the 247 \YaS a family affair, rivals, Douglas e,·olved tile Douglas Sleeper Transport, \vhich for both it and Boeing \vere members of the huge United required a wider fuselage than tile DC-2 to accommodate Aircraft and Transport Corporation, but this cannot obscure 14 sleeping berths. Almost immediately, Douglas reali~d the advance in state-of-t11e-art airliner design '"hich the that, \Vithin this wider cabin, the daytime seating capacity Boeing 247 represented. Apart from its cantilever monoplane of the DC-2 could be increased by 50 per cent - and the layout, retractable landing gear and use of all-metal con- DC-3 \vas born. Already, in 1934, the presence of the DC-2 10 11 Early 1920s 1 had caused United Air Lines to tran~fer its Boeing 247s to Country 939 le ~ competitive routes, and when the DC-3 entered service VP-B they \vere eclipsed completely. Fron1 then until the outbreak Bahamas VQ-B of \var, airlines ordered DC-3s as fa ~ t as Douglas could build Barbados 00- them, and their impact upon air transport both inside and Belgium and Colonies 0-B VR-B outside the United States reached an unparallelled level. Bermuda CP Even the appearance of the Lockheed 'twins' - \vhich "''ere Bolivia C-V PP faster, but carried a smaller payload - had little effect on Brazil P-B British Guiana VP-G the DC-3's progre!'s. \ ' P-H I n 1936 the Collier Trophy \\' Ecuador E-E I-IC Egypt SU I1VTER.\'ATIONAL CIVIL AIRCRAFT REGISTRATION Eire EI- EI PREFIX LETTERS Estonia ES Ethiopia ET- Country Early 1920s 1939 VP-F Afghanistan YA Falkland Islands Federated Malay States VR-R Albania ZA \ ' Q-F Argentina *R Fiji K-S OH Australia G-AU Finland VH f- F- Austria *A- France and Colonies 12 ·- l'ountry Early 1920s 1939 Country Early 1920s 1939 Gambia VP-X Netherlands H-N PH- Gennany D- Netherlands East Indies PK- Gibraltar VR-G Ne,vfoundland VO- Great Britain G-E G- New Hebrides YJ- Greece S-G SX- Ne'v Zealand G-NZ ZK- Grenada VQ-G Nicaragua A-N YN- Gold Coast VP-A Nigeria VR-N Guatemala L-G TG- Northern Rhodesia V P-R Non,•ay *!\- Li"'\- Haiti II-H HH- Nyasa land VP-N Hejaz (Saudi Arabia) A-H UH- Honduras X-H HR- Palestine VQ-P Hong Kong VR-H Panama S-P RX- Hungary HA- Paraguay ZP- Peru 0 -P OB- Iceland T F- Poland P-P SP- India G-I VT- Portugal Iran RV- C-P CS- Portuguese Colonies CR- Iraq YI- Italy and Colonies I- I- Romania C-R YR- Jarnaica VP-J Japan J - J - Johore VR-J St 1 lelena VQ-H St Lucia VQ-L Kenya St Vincent VP-V Saar Territories TS- EZ- Latvia B-L YL- Salvador YS- Lee\vard Islands VP-L Santo Domingo HI- Liberia l,-L EL- Seychelles VQ-S Lithuania RY- Siam H -S HS- Luxembourg L-U UL- Sierra Leone VR-L Southern Rhodesia VP-Y J\!alta VP-M Spain }.1-A to 1'.f-N EC- }.1auritius VQ-M Straits Settlements VR-S 1'1exico XA-, XB- Surinam PZ- 1'1onaco CZ- Sweden S-A SE- Morocco CN- S\vitzerland *CH HB- 14 15 Country 1939 BREGUET 14 ( Franca) Tanganyika Territory VR-1 Trinidad and Tobago VP-1' Turkey TC- Uganda VP-U Union of South Africa G-U ZS _.;JAGB Uruguay C-U,. CX- USA .,_ t*:"I' USSR *URSS Venezuela ttX-S YV- Wei-hai-\vei (China) VP-W Western Pacific Islands VP-P Yugoslavia YU- Zanzibar VP-Z *prefix followed by nunterals instead of letters tfollo\ved by second prefix letter indicating certification category: X (Experimental}, C (Commercial) or R (Restricted) ttSerbia, Croatia and Slavonia TI IE COLOUR PLATES As an aid to identification, the colour plates \vhich follo\v have been arranged in an essentially visual order, with bi planes followed by monoplanes, grouped broadly according to \ving position and in ascending order of the number of engines. The reference number of each type corresponds to the appropriate text matter, and an index to all types appears on pp. 1 85-186. The 'split' plan view, adopted to give both upper and 1 lo\ver surface markings \vithin a single plan outline, depicts Breguet 14T2 S1lon of Comp1gnie des Messager1es A611enne1 (CMA). 1920. Engine One 300 h.p. Aen1ult 12Fe twelve·cylinder VH type. $fHn. 47 ft. 1* on. the colour scheme appearing above and below either the (14.38 m.). Lell(/th.· 29 n 61 on (9 00 m) Wmg arH 538 2 sq ft (50 00 sq.m.) port or starboard half of the aircraft, according to which Teke ·olf_,ght. 4.374 lb. ( 1,984 kg). CruflJngspffd 18 mph (125 km/Iv.) 11 S.560 It (2.000 m.). Service ~1111(1 14 765 ft. (4.500 m) lllln(l(I 286 m1 es ever aspect is sho\~'11 in the side elevation. (460 km) 16 17 D.H.4A (U.K.) LIMOUSINE ( U. K.) / 2 3 De Havtlland D.H.4A City of York of lnstone Air Line Ltd. ca late 1922/earl¥ 1923. Westland Limousine Ill. winner 1n the 1920 Atr Ministry Commercial Aeroplane Engine: One 350 h p. Rolls-Royce Eagle VIII twelve-cylonder Vee type. Span: 42 ft. Compett11on. Engme: One 450 h.p. Napier Lion 18 twelve-cylonder 'broad arrow' 4} in. (12.92 m.). Length: 30 ft. 6 in. (9.30 m.). Wmg area: 434.0 sq.ft. (40.32 type Span: 64 ft. O in. (16.46 m.). Lengch: 33 ft. 6 in. (10.21 m.). Wmg area: 726.0 sq.m.). Take-off we1ghr: 3.720 lb. (1.687 kg .). Maximum speed: 121· m.p.h. (195 sq.ft (67.45 sq.m.). Take-off weight: 5.850 lb. (2.653 kg.). Cruising speed: 90 km/hr.). Service ceiling. approx 20.000 ft. (6.100 m.). Range: 250 miles (402 km.). m.p.h. (146 km/hr.). Service cetlmg: 12.300 ft. (3.750 m.). Range: 520 miles (837 km.). 18 19 D.H.34 ( U.K.) D.H.50 ( U.K .) 5 De Hav1lland D H.34 of Daimler Hire Lid. 1922. Engine: One 450 h.p. Napier Lion De Hav1lland D.H.50 prototype. in the markings of de Hav1lland Hire Service, ca twelve·cyhnder 'broad arrow type. Span: 51 ft. 0 in. (15.54 m.). length: 39 It. O 1n. 1924. Engine: One 240 h.p. Siddeley Puma six-cylinder in-hne. Span: 42 ft. 9 in. (11.89 m.). Wing area· 590 0 sq It. (54 81 sq m.) Take-off weight: 7.200 lb. (13.03 m.). length: 29 ft. 9 1n. (9.07 m.). Wing area: 434.0 sq ft. (40.32 sq m ). (3.266 kg.). Cruising speed. 105 m.p.h. (169 km/hr.). Service celling: 14.500 rt. Take-off weight: 4.200 lb. (1.905 kg.). Crvising speed: 95 m.p.h. (153 km/hr). (4.420 m.). Range: 365 miles (587 km.). Serv1cece1/ing: 14.600 It. (4.450 m.). Range: 380 miles (611 km.). 20 21 B LERIOT-SPAO (France) AVIA BH-25 (Czechoslovakia) f·AIOH 6 7 Blenot-Spad Type 56-4 of Compagnie Internationale de Navigation Aerienne Avia BH-25 of Ceskoslovensk~ Letecka Spolecnost (CLS). ca 1929. Engine: One (CIDNA). ca 1927-28. Engine.· One 420 hp. Gnome-RhOne (Bristol) Jupiter 9Ac 450 h.p. Walter (Bristol) Jupiter IV nine-cylinder radial. Span: 50 fl. 21 in. (16.30 nine-cylinder radial. Span: 43 ft. 1 1n. (13.13 m.). Length: 29 ft. 6l in. (9.00 m.). m.). Length: 41 ft. 4' 1n. (12.61 m.). Wing area: 672.7 sq.ft. (62.50 sq .m.). Take-?11 Wing area: 523.1 sq.ft. (48.60 sq .m.). Take-off weight: 5.979 lb. (2.712 kg) .. weight: 6.393 lb. (2.900 kg.). Cruising speed: 99 m.p.h. (160 km/ hr.). Service Cruising speod: 99 m.p.h. (160 km/hr). Service ceiling: 13.1 25 ft. (4.000 m.). ceiling: 1 3.450 ft. ( 4.1 00 m.). Range: 373 miles (600 km.). Range: 301 miles (485 km.). 22 23 VIMY COMMERCIA L ( U.K.) 8 Vickers Vimy Commercial CitV of London of S. lnstone & Co. Ltd. Aerial Transpon Department. 1920. Engines: Two 360 h.p. Rolls- Royce Eagle VI II twelve-cylinder Vee type. Span: 67 ft. 2 in. (20. 47 m.). length: 42 ft. 8 in. (13.00 m.). Wing area: 1.330.0 sq.ft. (123.56 sq.m.). Take-off weight: 12.500 lb. (5.670 kg.). Cruising speed: 84 m.p.h. (135 km/ hr.). Service cetling: 10.500 ft. (3.200 m.). Range: 450 miles (724 km.). 24 25 GOLIATH ( France) F- A , , 9 Farman F.60 Goliath Languedoc of Air Union. 1923. Engines: Two 260 h.p. Salmson 9Cm nine-cylinder radials. Span: 86 ft. 11 i tn. (26.50 m.). Lengrh: 47 ft. Oi tn. (14.33 m.). Wing area: 1.733.0 sq.ft. (161.00 sq.m.) Take-off weight: 10.516 lb. (4.770 kg.). Crwsing speed: 75 m.p.h. (120 km/hr.). at 6.560 tt. (2.000 m.). Service celling· 13.125 ft (4.000 m ). Range: 248 miles (400 km.). 26 27 LIOR£ et OLIVIER 21 (France) 10 Liore et Olivier 213 of Atr Union. 1931 ·32. Engines: Two 450 h.p. Renault 12Ja twelve-cylinder Voe type. Span: 76 ft. 1Oi 1n . (23.43 m.). Length: 52 ft. 4 in. (15.95 m.). Wing area: 1, 167.9 sq It. (108.50 sq.m.) . Take· off weight: 12.566 lb. (5.700 kg.). Cruising spo/XI: 109 m.p h. (175 km/hr.) at 3.280 ft. (1.000 m.). Sorvtce coiling· 14.765 ft. (4,500 m.). Range: 348 miles (560 km.) 28 29 HANDLEY PAGE W .Sb ( U.K.) ARGOSY ( U.K.) I G-EBBH 11 12 Handley Page W.8b RMA Pnnce GeOlge of Handley Page Transpon Ltd .. 1922. Armstrong Wh1twonh A.W. 155 Algosy I C11y of Birmingham of Imperial Airways Engmes: Two 360 h.p. Rolls-Royce Eagle VIII twelve-cylinder Vee type. Span:75 ft. Ltd., autumn 1926. Engmes: Three 385 h.p. Almstrong S1ddeley Jaguar Ill fourteen 0 in. (22.86 m.). Leng1h: 60 ft. 1 in (18.31 m.) Wmg area: 1.456.0 sq.ft. (135 26 cyhnder rad1a 1s. Span: 90 ft. 0 in. (27 43 m.). Length: 64 ft 6 in. (19 66 m.). Wing sq.m.). Take-off weigh1: 12.000 lb. (5.443 kg.). Maximum cruising speed: 101 area: 1.890.0 SQ.fr. (175.59 SQ.m.) Take-off weight: 18.000 lb. (8.165 kg.) Cru1s1ng m.p.h. (163 km/hr.). Service ceiling.· 10.000 ft. (3,050 m.). Range: 400 miles (644 speed: 90 m.p.h. (145 km/hr.). Range: 405 miles (652 km.). km.). 30 31 HERCULES (U.K.) BOEING SOA (U.S.A.) G:.... EBMW 13 14 De Hav1lland D.H.66 Hercules C11v of Cairo of Imperial Airways Ltd .• ca 1927. Boeing Model BOA of Boeing Air Transport Inc. ca 1930-31. Engines: Three 525 hp. Engines: Three 420 h.p. B11stol Jupiter VI nine-cylinder radials. Span: 79 ft. 6 in. Pratt & Whitney Hornet B nine-cylinder radials. Span: 80 It. 0 1n. (24.38 m ). (24.23 m.). Length: 55 h. 6 1n. (16.92 m.). Wing area: 1.547.0 sq.ft. (143.72 sq.m.). Length.· 56 ft. 6 in. (17 22 m.) Wing area: 1.220.0 sq .ft. (1 13.34 sq m.). Take-off Take-off wa1ght: 15,600 lb. (7.076 kg). Cruising speed: 110 m.p.h. (177 km/hr.). weight: 17.500 lb. (7.938 kg.). Cruising speed: 125 m p.h. (201 km/hr.). Service Service cet1ing: 13.000 ft. (3.960 m.). cet'ling.· 14.000 ft. (4.267 m.). Range: 460 miles (740 km.). 32 33 HANDLEY PAGE H .P.42 ( U.K.) 15 Handley Page H.P.42W Horatius of Imperial Airways Ltd. ca 1932. Engines: Four 655 h.p. Bristol Jupiter XFBM nine cylinder radials. Span: 130 ft. 0 in. (39.62 m.). Length: 89 ft. 9 in. (27.36 m.). Wing area: 2.989.0 sq.ft. (227.69 sq.m.). Take-off weight: 29.500 lb. (13.381 kg .). Maximum cruising speed: 105 m.p.h. (169 km/hr.). Range: 250 miles (402 km.). 34 35 CONDOR (U.S .A.) DRAGON {U.K.) 16 17 Curtiss Model AT-32·A Condor of American Airways. 1934. Engines: Two 710 h.p. Prototype de Havolland O.H.84 Dragon 1. as May/ands of H1llman's Airways Ltd. Wright Cyclone SGR-1820-F3 none-cylinder radials. Span: 82 ft. 0 in. (24.99 m.). early 1933. Engines: Two 130 h.p. de Havilland Gipsy Ma1or I four-cylinder in-lines. Length: 48 ft. 7 in. {14.81 m.). Wing area: 1.208.0 sq.ft. (112.22 sq.m.). Take-off Span. 47 ft. 4 on. (14.43 m.) Length: 34 ft. 6 on. (10.52 m.). Wing area: 376.0 sq.ft. weight: 17.500 lb. (7.938 kg.). Speed: 167 m.p.h (269 km/hr.) at 8.000 ft. (2.438 (34.93 m.). TaktJ·off weight: 4.200 lb. (1.905 kg .). Cruising speed: 109 m.p.h. (175 m.).Serv1ce ceiling: 23.000 ft. (7.010 m.). Maximum range: 716 miles (1,152 km .). km/hr.) et 1.000 ft. (305 m.). Service ceiling: 12.500 ft. (3.810 m.). Range: 460 miles (740 km.). 36 37 - DRAGON RAPIDE ( U.K.) D.H .86 (U.K .) G-AEYR 18 19 De Havolland DH 89A Dragon Rapode of Ollev Aor Service Ltd .• 1935. Engines· Two De Havolland D.H.86A of Brotosh Airways. 1936. Engines: Four 200 h.p. de Havilland 200 hp. de Ha111lland Gipsy So< S••·c:ylonder on-lines Span: 48 I: 0 in (14.63 m ). Gipsy Sox I sox-cylonder on-lines. Span: 64 ft. 6 in. (19.66 m.). Length: 46 It. l:l in. Length 34 fl. 6 on (10 52 m) Wing area 336 0 SQ I!. (31 22 sq.m.). Take-off ( 14 05 m.). Wing a~a: 641.0 sq .ft. (59.55 sq.m.). Take-off weight: 10.250 lb. weight: 5.500 lb (2.495 kg .). Cruising speed: 133 m p.h. (214 km/hr.). Ser111ce (4.650 kg.) Cruising spaed: 145 m.p.h. (233 km/hr.). Service ceiling: 17.400 It. ceiling· 16. 700 fl. (5,090 ml. Range: 578 moles (930 km.), (5,300 m.). Range: 764 miles (1.230 km.). 38 39 MERKUR (Germany) FOCKE-WULF A 17 (Germany) 20 21 Dornier Merkur of Deruluft. ca 1927-28. €ngine: One 600 h.p. BMW VI twelve Focke-Wulf A 17a Mowe Leer of Deutsche Luft Hansa, ca 1932. €ngine: One 480 cylinder Vee type. Span: 64 ft. 3i in. (19.60 m.). Length: 41 ft. 0 in. (12.50 m.). h.p. Siemens -built Bristol Jupiter VI none-cylinder radial. Span: 65 ft. 7! in. (20.00 Wing area: 667.4 sq .ft. (62.00 sq .m.). Take-off-weight: 7.936 lb. (3.600 kg.). m.) Length: 48 ft. 0 in. (14.63 m.). Wing area: 672.7 sq.It. (62.50 sq.m.). Take-off Cruising speed: 112 m.p.h. (180 km/hr.) Service ceiling: 17.060 ft. (5.200 m.). weight: 8,818 lb. (4.000 kg.). Maximum cruising speed: 109 m.p.h. (175 km/hr.). Service ceiling: 16.400 ft. (5.000 m.). Range: 497 miles (800 km.). 40 41 FOKKER F. 111 (Netherlands) SUPER UNIVERSAL (U.S.A.) HNABH 22 23 Fokker F.111 of KoninkliJke Luchtvaart Maatschapp11 (KLM). 1921 ·22. Engine: One Naka1ima-bu11l Fokker Super Universal of the Manchunan A11 Transport Company, 245 h.p. S1ddeley Puma s1x-cyhnder in-line. Span: 57 ft. 91 in. (17.62 m.). late 1932. Engine: One 450 h.p. Naka11ma-bullt Bristol Jupiter mne-cyhnder radial. Length: 36 ft. 31 in. (11 .07 m.). Wing area: 420.9 sq.ft. (39.10 sq.m.). Take-off Span: 50 ft 71 in. (15.44 m.). Length: 36 ft. 7 in. (11.15 m.). Wing area: 370 sq.ft. weight: 4,850 lb. (2.200 kg.). Cruising speed: 81 m p.h. (130 km/hr.). Endurance: (34.37 sq. m.). Take· off weight: 6.271 lb. (2.391 kg.). Cruising speed: 118 m.p.h. 5 hours. (190 km/hr.). Service ceiling: 18,000 ft. (5.486 m.). Range: 675 miles (1.086 km.). 42 43 DETROITER (U.S.A.) BROUGHAM (U.S.A.) 24 25 Sunson Model SM·l Oetroner of Braniff A11ways. 1928. Engine: One 220 h.p. Ryan Model B-5 Brougham of P1ckw1ck Laun American Airways ca 1929-30 Wnght Whirlwind JSC nine ·cylinder radial. Span 45 ft. 1O in (13.97 m.). Lengrh: Engine· One 300 hp Wright Wh11lw1nd J6 nine-cylinder rad1a: . Sf] 44 45 ... - P.W .S.24 (Poland) KALININ K-5 (U .S.S.R.) C:C:CP-3-6 26 27 Podlaska Wytwornia Samolotow P.W.S.24 Filip of Polskie Linie lotnicze (lot). Kalin in K-5 of Dobrolet. ca 1930. Engine: One 450 h.p. M-15 (Bristol Jupiter) nine· 1933. Engine: One 220 h.p. Skoda-built Wright JS Whirlwind seven-cylinder radial. cylinder radial. Span: 67 ft. 3 in. (20.50 m.). Lengrh: 52 fl. Oi in. (15.87 m.). Wing Span: 49 ft. 2io in. (15.00 m.). Length: 31 ft. 8 in. (9.65 m.). Wing area: 341.7 sq.ft. area: 710.4 sq.ft. (66.00 sq. m.). Maximum rake-off weighr: 8.267 lb. (3,750 kg.). (31. 75 sq.m.). Normal rake-off weight: 4.078 lb. (1,850 kg.). Best cruising speed: Cruising speed: 97.5 m.p.h. (157 km/hr.). Service ceiling: 15.680 ft. (4.780 m.). 99 m.p.h. (160 km/hr.). Service ceiling: 11.480 ft. (3.500 m.). Range: 577 miles Range: 590 miles (950 km.). (930 km.). 46 47 FLEETSTER (U.S.A.) LATl':CO£RE 28 (France) 28 29 Consolidated Model 17 Fleetster floa1plane of New York. A10 and Buenos A;res Latecoere 283 Comre de le Vaulx ot Compagnie Generale Aeroposrale. flown by Line Inc. 1930.Engme: One 575 h.p. Pratt & Whitney A· 1860 Hornet 8 nine-cylinder J ean Mermoz. 1930. Engine: One 750 h.p. Hispano Su1za 12 Lbr twelve-cyhnder rad1a' Span: 45 IL 0 m. (13.72 m.). L•ngth ( andplane) 31 It 9 1n. (9.68 m.) Wmg Vee type. Span: 63 It. 1I 1n. (19 25 m.).Length: 47 ft.O 1n. (14 325 m.) (floatplane): ern 313.5 sq ft. (29 125 sq.m.) Take-off weight: 5.570 b. (2.527 kg.). Crwsmg 44 It. 9t in. (13.645 m.) (landplane). Wing area: 626 5 sq ft. (58 20 sq m.). Take-off speed 145 m.p.h. (233 km/hr.). Service ce1tmg · 11.ooo ft. (5.182 m.). Range: 600 weight: 11.060 lb. (5.017 kg.). Cru1s1ng speed: approx 124 m.p.h. (200 km/hr.) at m•les (966 km ) 9.845 fl. (3.000 m.). Range. 1.988 miles (3.200 km). 48 49 VEGA (U.S.A.) AIRCRUISER (U.S.A.) / 30 31 Lockheed Vega M odel DL-1 of Braniff Airways. ca 1934-35. Engine: One 450 h.p. Bellanca Model 66-70 Cargo Aircruiser of Mackenzie Air Service Ltd. 1935. Engine: Pratt & Whitney Wasp Cl nine-cylinder radial. Span: 41 ft. 0 in. (1 2.50 m:). Length: One 658 h.p. Canadian-built Wright Cyclone nine-cylinder radial. Span: 65 ft. 0 in. 27 ft. 6 in. (8.38 m.). Wing 1rt11: 275.0 sq. ft. (25.55 sq. m.). Take-off weight: 4,270 (19.81 m.). Length: 42 ft. in. (13.03 m.). Wing area: 664.0 sq.ft. (61.69 sq.m. ). lb. (1,937 kg.). Cruising speed: 150 m.p.h. (241 km/hr.). Service ceiling: approx 9 Take-off weight: 11.400 lb. (5.171 kg.). Speed: 1 54 m.p.h. (248 km/hr.) at 12,000 22.000 ft. (6.705 m.). Ranga: approx 700 miles (1. 126 km.) ft. (3.658 m.). Sarv1ce ceiling: 20.000 ft. (6,100 m.). Range with maximum payload of 4.000 lb. (1,814 kg): 660 miles (885 km.). 50 51 TUPOLEV ANT-9 (U.S.S.R.) ROHRBACH Ro VIII ROLAND ( Germany) URIS•8311 M-CB~ • 32 33 Tupolev ANT-9 Chaika (Seagull) of Deruluft. ca 1932-33. Engines: Three 300 h.p Rohrbach Ro VIII Roland I of Companoa A~rea de Transportes (Iberia). C4 1928. M-26 (WnghtJ6Whirlwind) se11en-cyllnderr11di1lsSp11n:77 ft. 101 on. (23.73 m.). Engines: Three 230 h.p. BMW IV stx-cylonder in-rnes. Span: 86 ft. 3! in. (26 30 m.). Length: 55 ft. 91 on. (17.00 m.). Wing 11r1111: 904 2 sq ft. (84.00 sq.m.). Take-off Length: 52 ft. 9! in. (16.10 m.). Wing area: 958.0 sq.ft. (89.00 sq .m.). T11ke·oH weight" 13.228 lb. (6.000 kg.). Crwsmg speed: 115 m p.h. (185 km/hr.) Service weight: 15.763 lb. (7.150 kg.). Cru1S1ng speed: 109 m.p.h. (175 km/hr.). Service c~lmg· 11 , 155 ft. (3.400 m.). Range: 620 miles (1.000 km.). ceiling: 13.125 ft. (4,000 m.). Mex1mum range: 932 moles (1.500 km.). 52 53 FORD TRI- MOTOR (U.S.A .) SAVOIA-MARCHETTI 5 .71 (Italy) / --e 34 35 Ford Model 5-AT-B of American Airways. 1931. Engines: Three 420 h.p. Pran & Savoia-Merchetu S.71 of Soc1et~ Aerea Med1terranea. ca 1932. Engines: Three 240 Whitney Wasp C-1 or SC· 1 nine-cylinder radials. Span: 77 ft. 1O in. (23.72 m.). h.p. Walter Castor seven-cylinder radials. Span: 69 ft. 6i in. (21.20 m.). Length: 45 Lengch:49 ft.10 in. (15.19 m ). Wmgarea· 835.0 sq .ft. (77.57 sq.m.). Typical cake· ft. 11 *in. (14.00 m.). Wmg area: 645.8 sq.ft. (60.00 sq.m.). Take-off weighc: 10.140 off "'.e1gh1.: ~ 3.000 lb. (5.897 kg .). Typical cruising speed: 122 m.p.h. (196 km/hr.) lb. (4.600 kg.). Cruising speed: 112 m.p.h. (180 km/hr.). Service cetling: 19,685 ft. Service ceiling: 18.600 ft. (5,639 m.). Typical range: 550 miles (885 km.). (6,000 m.). Maximum range: 777 miles (1.250 km.). 54 55 FOKKER F.Vll and F.Vlla/ 3m (Netherlands) 36 Bollom: Fokker F.Vll prototype of Kon onk •Jke Luchtvaart MaatschappoJ (KLM), 1924. Engine: One 360 h.p. Aolls-Aoyce Eagle IX twelve-cylinder Vee type. Span: 72 h. 2i in. (22.00 m.). Length: 44 h. 3! in. (13.50 m.). Wing area: 772.5 sq.ft. (71. 77 sq.m.). Take-off weight: 8.080 lb. (3.665 kg.). Cruising speed: 81 m.p.h. (130 km/hr.). Service ceiling: 14.765 ft. (4,500 m.). Fokker F.Vlla/3m of Kononklijke Lucht· vaan Maatschappij (KLM). 1926. Engines: Three 220 h.p. Armstrong Soddeley Lynx IVC seven-cylinder radials. Span: 63 ft. 4% in. (19.31 m.). Length: 47 ft. 1 in. (14.35 m.). Wing area: 627.6 sq. ft. (58.50 sq.m.). Take-off weight: 7.937 lb. (3.600 kg.). Speed: 106 mph. (170 km/hr.). Service ceiling: 15.420 ft (4.700 m.). Range: approx 550 moles (885 km.). H·N 56 57 AVRO TEN (U.K.) FOKKER F.Xll (Netherlands) 37 38 Avro Type 618 Ten Achilles of lmpe11al Airways Ltd .. 1930·31. Engines: Three 215 Fokker F.Xll Vsrmland ol AB Aerotransport. 1932-33. Engines: Three 500 hp. Pratt h.p. Armstrong Stddeley Lynx IVC seven-cylinder radials. Span: 71 ft. 3 in. (21.72 & Whitney Wasp Tl 01 nine-cylinder radials. Span: 75 ft. Si in. (23.02 m.). Length: m.). Length: 47 ft. 6 in. (1 4.48 m.). Wmg 1re1: 772.0 sq.ft. (71.72 sq.m .). Teke·?ff 68 ft. 41 tn. (17.80 m.). Wmg area: 893.4 sq.ft. (83.00 sq.m.). Take-off we(f?hr: weighr.· 10.600 lb. (4.808 kg.). Crvising speed: 100 m.p.h. (161 km/hr.). Servtce 16.983 lb. (7.250 kg.). Cruising speed: 130 m.p.h. (210 km/hr.). SeNlce cellmg: ceilmg: 16.000ft. (4.880 m.). Rsnge: 400 miles (644 km.). 11.165 ft. (3.400 m.). Range wirh maximum fuel: 808 miles (1,300 km.) . 58 59 JUNKERS G 38 (Germany) 39 Junkers G 38ce Generalfeldmarschall von Hindenburg of Deutsche Luft Hansa. 1933. Engines: Four 775 h.p. Junkers L 88a twelve-cylinder Vee type. Span: 144 ft. 41- in. (44.00 m.) . Lengih: 76 ft. 1-! 1n. (23.20 m.). Wing area: 3,229.2 sq .ft. (300.00 sq.m.). Maximum cake-off weight: 52,910 lb. (24.000 kg.). Cruising speed: 112 m p.h. (180 km/ hr.) . SeN1ce ceiling: 8.200 ft. (2.500 m.). Range: 2.175 miles (3.500 km.) 60 61 POTEZ 62 (France) ATALANTA (U.K.) VT-A 40 41 Armstrong Wh1two11h A.W 16 Atalanta Arerhusa of Indian Trans-Contonental Potez 62-0 C0tmor1n of Air France. 1935. Engines: Two 870 h.p. Gnome-Rhone Airways. late 1933. Engmes: Four 340 h.p. Armstrong S1ddeley Serva! Ill ten· 14Kdrs Mistral Ma1or fourteen-cylrnder radials. Span: 73 ft. 7i in. (22.45 m.). cylinder radials. Span: 90 ft. 0 in. (27.43 m.). Length: 71 ft. 6 in. (21.79 m.). Wing Length: 56 ft. 10 in. (17.32 m.). Wing area: 818.1 sq .ft. (76.00 sq.m.). Normal rake· 1.285.0 sq.ft. (119.38 sq.m.). Take-off weight: 21.000 lb. (9.625 kg.). Cruising off welghc: 15.785 lb. (7.160 kg.). Cruising speed: 174 m.p.h. (280 km/hr.) at area: spe11d: 130 m p.h. (209 km/hr.). Service ceHing: 13.000 ft. (3.962 m.). Range: 400 6.560 ft. (2.000 m.). Absolure ceding: 24.605 ft. (7.500 m.). Normal range: 620 miles (644 km.). miles (1.000 km.) 63 62 ENSIGN (U .K.) 42 Armstrong Whitworth A.W. 27 Ensign Ensign of lmpenal Auways Ltd, 1938-39 Engmes: Four 880 h.p. Armstrong Stddeley Tiger IX fourteen-cylinder radials. Span: 123 h. 0 1n. (37.49 m.). Length. 114 fl. 0 tn. (34.75 m.). Wing BrtHI' 2,450.0 SQ.fl. (227. 61 sq.m.) Take-off weight: 49.000 lb. (22.226 kg.). Cruising speed: 170 m.p.h. (274 km/hr.). Service ceiling: 18.000 ft. (5.490 m.). Range: 800 miles (1.287 km.). 64 65 JUNKERS F 13 (Germany) JUNKERS G 24 (Germany) s_:_~AAc .... 9 • : - -- 43 44 Junkers F 13 of AB Aerotransport. 1928 Engme: One 310 hp. Junkers L5 s1x Junkers G 24W Suom1 of Aero 0/Y (F1nnair). ca 1928. Engmes: Three 310 h.p. cytinder in-line. Span: 66 fl. 3! 1n. (17 15 m.) Length: 31 ft 6 in. (9.60 m.). Wing Junkers L6 Six-cylinder in-lines. Span: 96 ft. 41 in. (29.37 m.). Length: 54 ft. 9! on. area: 430.6 sq. ft. (4000 sq. m ). Ta/ce-offweighc: 4.244 lb. (1.925 kg.). Cruising (16.70 m.). Wing ar11a: 1.087.2 sq.fl. (101.00 sq.m.) Take-off weight: 14,330 lb. speed: 99 m.p.h. (160 km/hr.) at 6.560 h. (2.000 m.). Service ceiling: 8,200 ft. (6.600 kg). Cru1smg speed: 102.5 m.p.h. (165 km/hr.) at 6,560 h. (2.000 m.). (2.500 m.). Range: 528 miles (850 km.). S11rvfcece1lmg: 14.100 ft. (4.300 m.). 66 67 JUNKERS W 34 (Germany) DELTA ( U.S.A.) 45 46 Swed1sh-bu1lt Junkers W 34 Ternen of Det Norske Luhruter, ca 1931. Engine: One Northrop Delta of Transcontinental and Western A11 (TWA). 1933. Engine: One 600 h.p. BMW Hornet C nine-cylinder radial. Span: 60 ft. 7i 1n . (18 48 m.). Leng•h: 575 h.p, W11gh1 Cyclone nine-cylinder radial. Span: 47 fl. 9i m. (1 4.57 m.). Leng1h: 36 ft. 6l m. (11.13 m ). Wing area: 473.6 sq ft. (44.00 sq.m.). Maximum 1aka off 33 ft 1 In. (10.08 m.). Wing area· 363.0 sq . fl. (33.72 sq m ). Take-off weigh!: we1gh1: 7.055 lb. (3.200 kg.). Maximum cru1SJng speed 134 m.p.h. (215 km/hr.) et 7.350 lb. (3.334 kg.). Cruising speed: 208 m.p.h. (335 km/ hr.) 11 1 2.700 ft. (3.870 3. 280 ft (1.000 m.). SeN1ce celling 20.340 ft. (6.200 m.). m.) Service ceiling: 23.500 ft. (7,163 m.). Range: 1.650 miles (2.655 km.). 68 69 MONOMAIL {U .S.A.) COURIER { U.K.) 47 48 Boeing Model 221 A rorog 1nally Model 200) Monomai l of United Air Lines (Boeing Airspeed A.S.5 Courier prototype, built for non-stop flight to India in 1934 by Sir Air Transport D1vis1on). ca 1932. £ngine: One 575 h.p. Pratt & Whitney Hornet B Alan Cobham. £ngme: One 240 h.p. Armstrong S1ddeley Lynx IVC seven-cylinder ntne-cyltnder radial. Span: 59 h. 1i1n. (18.02 m.). Length: 44 ft. 1!1n. (13.45 m.). radial. Span: 47 ft. 0 in. (14.33 m.). Length: 28 ft. 6 m. (8.69 m.). Wing area: 250.0 Wing area: 535.0 sq .fl. (49.70 sq .m.). Take·off weight: 8.000 lb. (3.629 kg .). sq.ft. (23.23 sq .m.). Take-off weight: 3,900 lb. (1.769 kg.). Cruising speed: 132 Cruismg speed: 137 m.p.h. (220 km/hr). Service celling: 14.700 ft. (4.480 m.). m.p.h. (212 km/hr.) at 1.000 ft. (305 m.). Service ceiling: 1 3.500 ft. (4.115 m.). Range: 540 miles (869 km.). Range: 638 miles (1.027 km.). 70 71 ORION ( U.S.A.) CLARK G.A .43 (U.S.A.) lflll•ty• • "" 49 50 Lockheed Model 9 011on South Wmd of Varney Speed Lanes. 1930. Engine: One Genera' Avoauon (Clark) GA 43 of Swiss Air lrnes (Sw:ssaor). ca 1934·35. Engme: 450 h.p. Pratt & Whnney Wasp SI 01 mne·cy11nder radial. Span: 42 ft. 9i rn. (13 04 One 700 h.p Wr1gh1 GR 1820-Fl Cyclone n1ne-cyl:nder radial Sparl' &3 h. O on. m.). Length: 27 ft. 6 1n. (8.38 m.). Wing area· 294 1 SQ ft. (27.32 sq.m.). Take·olf (16 15 m.). Length. 43 ft. 1 on (13 13 m.) Wing area· 464 0 SQ ft (43 11 sq m.). weight (mail version): 5.400 lb. (2.449 kg.). Cruising speed· 175 m.p.h. (282 km/hr) Take-off we19h1. 8. 750 lb (3.969 kg ) Crursmg speed 162 mp h (261 km/hr l al a t 11.000 ft. (3.353 m.). SeMce ceiling: 22.000 ft . (6. 706 m ). Range: 750 miles 10.000fi. (3.050m) Serv1ce ce1/mg 18.00011 (5.486 m) Range·850m11"!S (1 368 (1.207 km.). km.) 72 73 MONOSPAR (U.K.) BOEING 247 (U.S .A.) • / Legend on fuselage reads: 'THIS PLANE CARRIED THE STARS AND STRIPES ACROSS THE FIN ISHING LINE IN THE WORLD'S /- GREATEST AIR RACE ' 51 52 General Aircraft Monospar ST-10, winner of 1934 Kong's Cup air race.Engines: Two United Air Lines' Boeing 247D. flown to third place in the 1934 ·MacRobertson 90 h.p. Pobjoy Niagara I seven-cylinder radials. Span: 40 ft. 2 in. (12.24 m.). race by Roscoe Turner and Clyde Pangborn. after its return to airline service. Engines: Lengch: 26 ft. 4 on. (8.03 m.). Wing area: 217.0 sq.ft. (20.16 sq.m.). Take-off weight: Two 550 h.p. Pratt & Whitney Wasp S1 Hl -G nine-cylinder radials. Span: 74 ft. 0 in. 2.750 lb. (1.451 kg.). Cruising speed: 130 m.p.h. (209 km/hr.). Service ceiling: (22.56 m.). Length: 51 ft. 7 in. (15.72 m.). Wing area: 836.13 sq .ft. (77.68 sq.m.). 18.000 ft. (2,900 m.). Range: 585 miles (941 km.). Take-offweighc: 13,650 lb. (6.192 kg.). Speed: 189 m.p.h. (304 km/hr.) at 12.000 ft. (3.658 m.). Service ceiling: 25.400 ft . (7. 742 m.). Maximum r11nge: 840 miles (1.352 km.). 74 75 DOUGLAS DC-2 (U.S.A.) DOUGLAS DC-3 (U.S.A.) 53 54 Douglas DC-2 of Swiss Air Lines (Sw,ssair). ca 1935 Engmes:Two 720 hp. Wright Douglas OC-3 (OST) prototype. as Flagship Texas of American Aul1nes Inc. 1936. Cyclone SGR-1820-F2 nine-cylinder rad ials. Span: 85 ft. 0 1n. (25.91 m.). Length: Engines: Two 900 h.p. Wright GR-1820-G102A Cyclone nine-cylinder rad11ls. 61 ft. 11 *in. (18 88 m.). Wing ar••: 939 0 SQ.ft. (87.24 sq.m.). Take-off weight: Span: 95 ft. 0 1n (28 96 m.). Length: 64 ft. 6 1n. (19.66 m.) Wing area: 987 0 SQ. ft. 18.000 lb. (8.615 kg.). Cruising speed: 196 m p.h. (315 km/hr.). Service ceiling: (91. 70 sq.m.). TaktJ·off weight: 24.000 lb. (10.886 kg.). Cruising speed· 185 m p h. 23.600 ft. (7.193 m.). Ranga: 1.060 miles (1,706 km.). (298 km/hr.) Service ceiling: 23.200 ft. (7.070 m.). Range: 1,500 miles (2.414 km.). 76 77 MITSUBISHI G3M (Japan) JUNKERS Ju 86 (Germany) 55 56 Converted Mitsubishi G3M2 Model 21/22 Nippon which made a round·the·wor1d Junkers Ju 86 Ryk Tulbagh in 1936. with 745 h.p. Rolls- Royce Kestrel XVI twelve demonstration flight. August-October 1939. Engines: Two 900 h.p. Mitsubishi cylinder Vee-type eng ines. prior to delivery to South African Airways. Later con· Kinsei 41 fourteen-cylinder radials. Span: 82 ft. Oi in. (25.00 m.). Length: 53 ft. 11 i verted to Ju 86Z-7 standard. to which the following data apply. Engmes: Two in. (16.45 m.). Wing area: 807.3 sq.ft. (75.00 sq.m.). Take-off weighr: 20,282 lb. 800 h.p. Pratt & Whitney Hornet Sl E-G nine-cylinder rad ials. Span: 73 ft. 9i 1n. (9,200 kg.). Cruising speed: 174 m.p.h. (280 km/ hr.) Service ceiling: 26.250 fl, (22.50 m.). Length: 57 ft. 5 m. (17.50 m.). Wmg area: 882.6 sq. ft (82.00 sq. m ). (8,000 m.). Range· 2,175 miles (3,500 km .). Take-off weighr: 17 .637 lb. (8.000 kg.). Maximum cruising speed: 224 m.p.h. (360 km/hr.) at 11.480 ft. (3,500 m.). Service ceiling: 25.59011. (7.800 m.). Range: 932 miles (1,500 km.). 78 79 ELECTRA (U.S.A .) LOCKHEED MODEL 14 (U.S.A.) 57 58 Lockheed Model 14 of Kon1nklijke Luchtvaart Maatschapp11 (KLMJ. 1938. Engines. Lockheed Model 10 Electra of Eastern Air Lones. ca 1934·35. Engines: Two 440 h.p. Wright A-975-E3 Whirlwind none-cylinder radials. Span: 55 ft. 0 in. (16.76 m.). Two 860 h.p. Wright Cyclone GA-1820-F62 none-cylinder rad1a's. Span: 65 ft. 6 1n .· (19 96 m.). Length:44 ft. 4 in. (1351 m.). Wmgarea: 551.0 sq.ft. (51.19 sqm.). Lengch: 38 ft. 7 on. (11.76 m.). Wing area: 458.5 sq.ft. (42.60 sq.m.). Take-off weight: 9.750 lb. (4.423 kg.). Cruising speed: 182 m.p.h. (293 km/hr.) at 5.000 ft. Take-off weighr. 17.500 lb. (7.938 kg.). Cruising speed: 225 m.p.h. (362 km/hr.) et 13.000 (3.962 m.). Service cetlmg: 21.500 ft. (6.553 m.). Range: 1.590 miles (1,524 m.). Service ce1/Jn,9: 21.650 ft. (6.600 m.). Range: 810 moles (1.304 km.). ft. (2,560 km.). 81 80 BLOCH 220 (France) TUPOLEV ANT-35 (U.S.S.R.) 59 60 Bloch 220 AuvergnB of Aor France. ca 1937-38. Engmes: Two 985 ti.p. Gnome Tupolev ANT-35 (PS-35) of Aeroflot. early 1938. Engmes: Two 850 h.p. M-85 Ah0ne 14N 16/17 founeen-cyhnder radials. Span: 74 ft. 10! on. (22.82 m.). length: (Gnome-AhOne 14N) founeen-cylonder radials. Span: 68 ft. 3 on. (20.80 m.). 63 ft. li in. (19.25 m.). Wmg area: 807.3 sq.ft. (75 00 sq.m.). Take-off weight: Length: 49 ft. Oi on. (14.95 m.). Wing area: 624.3 sq.ft. (58.00 sq.m.). Take-off 20.944 lb. (9,500 kg.). Cruising speed; 174 m.p.h. (280 km/hr.). Service ceiling: weight: 14.594 lb. (6.620 kg.). Cruising speed: approx 217 m p.h. (350 km/hr.). 22.965 ft. (7.000 m.). Range.· 870 moles (1.400 km.). Sttrvtce c11tlmg: 27.890 ft. (8.500 m.). Range: 1.243 moles (2.000 km.). 82 83 JUNKERS Ju 52/ 3m (Germany) CRUISER (U.K.) - 61 62 Junkers Ju 52/3m ge Werner Voss of Deutsche Luft Hansa ca 1933. £ngmes: Three Spartan Cruiser II Faithful C1ryof Spartan Air Lines Ltd. 1933.Engines:Three 130 hp. 660 hp BMW 132A· 1 nine cylinder radials Span.· 95 ft. 11 ! in. (29.25 m.). Length· de Hav1lland Gipsy Maior six-cylinder in-lines. Span: 54 ft. 0 1n. (16 46 m.). Length: 62 h. O in. (18 90 m.) Wmg area 1.1894 sq.fl. (110.50 sq.m.). Normal take-off 39 ft. 2 1n. (11.94 m.). Wmg area: 436.0 sq.ft. (40.50 sq.m.). Take ·off we1gh1: 6,200 weight 20.282 lb. (9.200 kg) Cru1smg speed' 152 m p.h. (245 km/ hr.). Service lb. (2.81 2 kg.). Cruising speed: 115 m.p.h. (185 km/hr.). Service celling: 16.000 ft. ce1/m9· 11060 ft (5,200 m.). Range 568 mil es (915 km.). (4.670 m.). Range: 310 miles (499 km.). 84 85 STINSON MODEL A (U.S.A.) WIBAULT- PENHOET 28 (France) 64 63 Wibault-Penhoet 283.Tl 2 Le Glofleux of Aor France. ca 1934. Engines; Three 350 Sunson Model A of American Airlines Inc .. ca 1936. Engines: Three 260 h.p. hp. Gnome-AhOne Titan Maior 7Kd seven-cyhnder radials. Span: 74 ft 21 on. Span: lengrh: Lycoming A-680·5 none-cylinder radials. 60 ft. 0 on. (18.29 m.). 36 ft. (22.61 m.). Lengch: 55 ft. 9i on. (17.00 m.). Wing area: 693.2 sq.ft. (64.40 sq.m ). 1O on. (11.23 m.). Wmg ates: 500.0 sq.ft. (46.45 sq.m.). Take-off weight: 9.875 lb. Take-off we1ghc: 14.000 lb. (6.350 kg.). Cruising speed: 143 m.p.h. (230 km/hr.). (4.479 kg.). Cruising speed: 162 m.p.h. (261 km/hr.) at 5.000 ft. (1.524 m.) Setv1ce ceiling. 17.060 fl. (5.200 m.). Range: 620 miles (1.000 km.). Service cetfing: 15.000 ft. (4.572 m.). Range: 400 moles (644 km .). 87 86 SAVOIA- MARCH ETTI S.M .75 ( Italy) ------• - - - ' Al.A L I TTuR IA - S . A. • 65 Savo1a·Marchetll S.M.76 of Ale L1t1oria SA. 1938. Engines: Three 750 h.p. Alfa Romeo 126 RC 34 nine·cylinder radials. J. Span: 97 fl. 5i 1n. (29.70 m.). L11ngth: 70 ft. 10~ in. (21.60 m.). Wing ar1111: 1.276.6 sq.ft. (118.60 sq.m.). Tak9-off weight: 31.967 lb. (14.600 kg.). Cruising speed: 202 m.p.h. /~~ (325 km/hr.) at 13.125 ft (4.000 m.). Servic8 C8iling: 22.965 fl. (7,000 m.). Maximum range: 1.417 miles (2,280 km.). Ji 'l ' '·. ..., ) • 88 89 DEWOITINE 338 ( France) CON DOR (Germany) D-AETA 66 67 Dewo1tme 338 Ville d'Or/8ans of A11 France. ca 1938 Engines: Three 650 h.p. H1spano Su1za 9V 16/17 nine-cylinder radials Span: 96 ft. 4} 1n. (29.38 m.). Focke-Wulf Fw 200 V2 Condor Westfalen of Deutsche Lufthansa. 1938. Engines: Lengch: 72 ft. 711n. (22.13 m.). Wmg area: 1.065.6 sq.It. (99 00 sq.m.). Take-off Four 720 hp. BMW 132G-1 nine-cylinder radials. Span(V2): 107 It. 9 1n . (32 84 weight. 24.582 lb. (11,150 kg.) Cruising speed: 162 m.p.h. (260 km/hr.). SeNice m.); span (produc11on version): 108 ft. 3i 1n. (33.00 m.). Length: 78 ft. 3 in. (23 85 m.). Wing ares (V2): 1.270.1 sq.ft. (118.00 sq.m.); wing area (produc11on version): ce11tng: 16.075 It. (4.900 m.). Range: 1.212 miles (1.950 km.). 1.291 .7 sq.ft. (120 00 sq m.). Take-off weight: 32.188 lb. (14.600 kg.). Cruising speed: 202 m.p.h. (326 km/hr.) at 9.845 ft. (3.000 m.). SeN/Ce ceiling: 21 .980 ft. (6.700 m.). Normslrangs: 777 miles (1.250 km.). 90 91 JUNKERS Ju 90 (Germany) 68 Junkers Ju 90 V3 Bayern of Deutsche Lufthansa. 1938. Engines: Four 830 h.p. BMW 132H nine-cylinder radials. Span: 114 ft. 10i on. (35.02 m.). Leng1h: 86 ft. 3i in. (26.30 m.)._Wtng ar(J8.' 1,980.6 sq.ft. (184.00 sq.m.). Take-off weight: 50.705 lb. (23.000 kg.). Cruising speed: 199 m.p.h. (320 km/hr.) at 9.845 ft (3.000 m.). Service ceiling: 18.045 ft. (5.500 m.). Maximum range: 1.305 mtles (2.100 km.). 92 93 STRATOLINER ( U.S.A.) 69 Boeing Model SA· 307B Stratohner of Transcontinental and Western Aor (TWA). 1940. Engines: Four 1,100 h.p. Wright GR -1820-G106A Cyclone nine· cylinder radials. Span: 107 ft . 3 in. (32.69 m.). Lsngrh: 74 ft. 4 on. (22.66 m.). Wing area: 1.485.8 sq.ft. (138.03 SQ.m.). TakB·Off wsigh1: 45.000 lb. (20.412 kg.). Cruising spsBd: 222 m.p.h. (357 km/ hr.) at 19.000 ft. (5,790 m.). Ssrvice cetling: 23.800 ft. (7.265 m.). Renge w11h maximum pay/0t1d: 1.675 moles (2.695 km ). 94 95 ALBATROSS (U.K.) r Breguet •4 with a cargo service between Paris The Breguet 14, one of France's and Lille. With subsequent expan finest bomber and reconnaissance sion it, too, carried passengers and aircraft of World War r, remained mail, and extended its services from in production until 1926, by which Paris to Brussels (August 1919), time about eight thousand had been London (September 1919), Amster built. These were n1ostly for mili dam (June 1921 ) and Marseilles tary use, and the Breguet 1 4's war {May 1922). The first passenger time use is described in the Bombers service was flo\vn on 19 September 1914- 19 volume. After the \var 1919. Subsequent CMA disposals somewhere in the region of a hun included two or more to Latecoere, dred and fifty served in a civilian but at least ten were absorbed into role, including many converted the fleet of Air Union, formed in specially for the carriage of mails, January 1923 from a merger of passengers or cargo. The first, and CMA and CGEA. Breguet 14's were by far the largest, commercial also operated in small numbers by operator of the Breguet 14 was the Belgian airline SNETA, which Lignes Aeriennes Latccoere, which had three Fiat-engined Br.14A2's; opened its first service, from Tou by Compagnie des Transports louse to Barcelona, on 25 December Aeriens Guyanais in French Guiana, 1918. This was but the first stage in which used five or more on a short· a prolonged and courageous move lived service from St Laurent to ment to establish a regular Cayenne and Inihi in 1919-20; by scheduled service bet\veen France the Thailand Royal Aeronautical and South America. In September Service, which operated a non 1919 the network was extended to scheduled mail service between Rabat, in April 1920 to Casablanca, Korat and Ubol, starting in 1922, in October 1922 to Oran, and in and possibly passenger services June 1925 to Dakar. In all, 'The thereafter; by Compania Rio Line' acquired no fewer than one platense de Aviacion in Argentina, hundred and six Breguet 14's, most which (also in 1922) flew a service of them of the standard Br.14A2 between Buenos Aires and Monte {military 2-seat reconnaissance) type video for a short period; and in \vith minimal modification. The 1928 by Aeroposta Argentinas, a Latecoere fleet also included a few subsidiary of the Latecoere succes ex-bomber Br.14B2's, and some civil sor, Aeropostale. One Breguet 14, Breguet 14T and 14Tbis. possibly Italian-built, was operated Cl) Ill em f I G- AFDI The second-largest operator, with by SA Navigazione Aerea in 1925, ~._, _::...~---- twenty-five Breguet 14TI 14T2/ and hvo Breguet 14Tbis were flo\vn 14'fbis, \Vas Compagnie des Nfes by the Swedish Red Cross. sageries Aeriennes (CMA). This \Vas The precise designation of the formed in early 1919 by a con civil Breguet 14 versions is not en sortium which included some of the tirely clear. The standard A2 and 70 most famous names in French avia B2 military versions seated 2 per De Havrlland D.H .91 Albatross Frobisher of Imperial Airways Ltd. 1939. Engines: tion history - Louis Bleriot, Louis sons, in separate open cockpits in Four 525 h.p. de Havilland Gipsy Twelve Series I twelve-cylinder invened-Vee type. Breguet, Rene Caudron, Henry tandem aft of the wings. The Late Span: 105 ft. 0 in. (32 .00 m.). Lengch: 71 ft. 6 in. (21.79 m.). Wing area: 1,078.0 sq .ft. (100.15 sq.m.). Normal rake-off weight: 29.500 lb. (13.381 kg.). Maximum cruising Farman, Robert Morane, Louis coere fleet included at least eighty speed: 210 m.p.h. (338 km/hr.) at 11.000 It. (3.355 m.). Service ceiling: 1 7.900 It. Renault and L. Saulnier - and it one A2's and four B2's; there were (5.455 m.). Normal range: 1,040 miles (1.67 4 km.). began operations on 18 April 1919 at least five examples of a version B 97 96 known a!l the T orpedo, a name sig binrd features of both the Br.18T of the front cockpit. I n addition to of 7, 1 16 lb (3,228 kg) and a cabin nifying 'open tourer' which is be· and the 1411. 1'he prototype, F those conv.:rtcd for A'I' & 1', two seating up to 8 passengers. The Jie,ed to apply also to the A2 in its C.:~lt\L, \\·as flown for the first time \vere completed for Handley Page pilot occupied an open cocL.pi t aft civilian form. 1'htrc "'ere two air on 13 Septe1nber 1921, and a mili Transport Ltd, for \cn·icrs to Paris or the cabin. \Ving span and area craft, pO!-sibly more, kno\vn as tary ambulance vcr5ion '"as also de· and Schiphol, and one other \vas \\'ere, respccti,cly, 51 Ct 3 in (15.62 Limou,incs, a de•ignation \vhich 'eloped. ~lany Brcguet 14's '"ere opt>rated by The l11sto111· Air Linc m) and 6:z 1.0 sq ft 5 7.69 sq m), 1nay relate to a known Latecoi·re opcratrd, at some period during Ltd. This last-na1ned aircraft, G o•erall length was 39 ft o in (11.89 convenion which pro,·ided a crude their lives, on a flo:it landing gear, EA:-1 U, \vas originally an ex-RAF m), and the D.ll.18 had a cruising cabin enclosure o'er the rear cock and in the case of the Swedish D.J-l.4 and bore the Instonc fleet range of 400 1niles (644 km). The pit. Lateto '-re rarried out consider an1hulancc aircraft a ski gear \vas na1n~ City of Cardiff when it began three AT & T D.l l. 18's passed in able overhaul and modification of al.o in use at times. operation on 12 October 1919. Six 1921 to Tnstone, whi<'h also ac his llrcguct fleet, 1nost of \vhich teen months later it was conven ed quired a fourth. One 0£ these, G \Vere purchased as \var-surplus mili 2 de Havilla nd D.H.fA, D.H.9, to O.l·l.4-J\ standard and placed in EA\V O, \Vas loaned to The Daimler tary 1nachi11cs. 'fhc principal con D.H.16 and D.H.18 servit-e between Croydon and Paris Ainvay in 1922 and promptly be version \Vas made for the mail ·r hc British government authorised as City of York; it survived lo be came the victim of a head-on colli carrying operations '"hich con the pOst•\Var resumption Of civil fly. taken O\•cr - though not operated - sion \Vith a Farman Goliath while stituted the bulk or the airline's ing to and fro1n the UK with effect by Imperial Ainva)'S in 1924. on it!I first flight for its nc\v opera business. ror these operations the from 15 July 19 19, and on that day In addition to the A I' & T tor. The three suni,·ing l nstone aircraft "ere at first flo,vn as single Britain's first airline c::rricd it!I lint D.H.9's, ten other5 formed part or D.H.18's '"ere retired from airline scatcrs, and the 1nail carried in l\YO £arc-paying passenger. It '"as a 1he I Iandley Page ·rran port fleet sen-ice in 1923. streamlined containers, one attached <'h:utrr flight, fro1n London to Paris, from 1920, and AT & T sold £our beneath carh lo\\·cr \\ing. Later, as and '"as made in a de Havilland of its U.H.9's to KL:.f, on \vhose 3 \Ves tland Liroous lne the net,vork extended across French U.ll.98. J ust over a month later, behalf it had previously flown 1hen1 As its name suggests, the Limousine North Africa, the mail \Vas often on 25 August, Captain Bill La,vford on sen·ices to Amsterdam. Another \vas an attempt, by the \Vcstland stowed in the rear fuselage. 'fhis of Air 1'ransport and Travel Ltd 2-scat cabin conver5ion, recognis design staff led by Arthur Daven provided a some,vhat lumpy seat in flew \vith another passenger to able by its S\veptback \vings, was port, to introduce saloon-car com the rear cockpit for a 1\1.oorish in Paris, this time in a D.H .<0, in the D.H.9C, five of which were fort as an improvement upon the terpreter, who:.e presence \V3S what \\'as probably a positioning operated on charter and taxi flights often crudely-furnished converted deemed 111·ces.sary after a number !light for the departure flight later by the de Havilland Aeroplane llirc \\'orld \Var 1 aeroplanes that were of Acropo.talc's Drcgucts had been that day from Paris to London. 1' hc Srn·i<'e. The cabin conversion the fir5t post-\var entr:ints into the destroyed in the desert by maraud· true inaugural flight by AT & 1', of approach \Vas taken a stage further field of air transport. The proto ing tribesmen. the Cir5l regular daily international \vith the D.H.16, "hich \vas based type Limousine I (K-126) made its The true cabin versions of the ~en i· e, \V3S made in yet anothrr on the airframe and powerplant or first flight in July 1919, powered Brrguet 14 ~cc1n to have originated de llavilland type: a D.H.16, the '"ar\lme O.ll.9A but had the by a 275 hp Rolls-Royce Falcon III \..ith the 14·r2 Salon, a 2-passenger piloted by :.f:ijor Cyril Patteson, rear fuselage enlarged to seat 4 pas· fitted \vith a circular radiator - an ,·cnion which first appeared (F \vho left London at 12.30 pm on scni;ers in the cabin. Nine '"ere installation closely resembling that Cl\1AA) in 191 9. This hou.scd the 2:; August carrying 4 passengers for built, five or the A'I' & T aircraft in the Bristol Fighter. Access was passenger \Vithin the fonvard fuse Le Bourget. having 310 hp Rolls-Royce E:igle gained via a door on the starboard l:ige, \vith small rectangular \\'in A I' & 1·, before it \Vent out or VIII engines and the other three side. The interior \vas arranged do'"s pro,idt·d in the upper decking. business at the end or 1920, had ha,ing 450 hp Napier Lions. The with separate, \veil-upholstered Breguet also produced in 1919 the on chnrge two D.II.4's, four remaining aircraft w:is sold to Con1- armchair seats in t\VO side-by-side Dr.18T Bcrlinr, a larger aircraft O.ll.4A's, sixteen D.H.9's or pania Rioplatense de A' i.icion in pairs. The front starboard seat based on the Br. 16 bomber, l).l l.9B's, eight D.ll.16"s and three Argentina. raced rcar,vard, the other three for pO\Yercd by a 450 hp Renault 12Ja D.l l.18's. The O.H.4's \\'ere simply l'he first de 1-lavilland t)'PC de ward, and there \\':IS a small table engine and se:iting 4 passengers. c:(·RAF m:ichines ,,.jth their arma signed from the outset for airline in front or the fonvard seat on the So far :u is known only one CF· ment remO\ ed and a 2-scat open \\'Ork '"as the D.H.18, whose proto port side. l'he pilot occupied the Cl\fAX) \\'3S built, though a 3-seat rear cocLpi1, but the D.H.4A \Vas type (G-EARI) fle\v for the first rear port-side seat, elevated 2 ft version or the T2 appeared later. :i genuine civil conversion with an time in early 1920. This was also 6 in (o. 76 m) above the others to 1'he final 1nodel, the 14Tbis, com- enclosed 2-seat passenger cabin aft Lion-powered, had a gross '"eight enable his head and shoulders to 98 99 protrude through a hole in the roor. l nstone Air Linc in late 1920. 1 hey 4 de Havilland D.H.34 So"iet a1rltne Oobrolct. \\ ith the passenger seats removed, \\Cre powered by 300 hp I lisp:ino Suc<'t•edi:ig the l).I 1.18 as de Ila' il In thc t:irly post-,var years there the airC'raft could carry 540 lb (245 Suiza engines and carried their fuel land"s next production airliner, the \\":IS much "'astcful competition be l.g) nf cargo. 'fhe l.i1nOu$ine I, later i11 tanks bt'lll':lth the lower '"ings, D.J I.34 aJ,o utili 100 I O I sold in February 1926 10 \Ve~l 1ncn1 (L-BAIIC). The British total Stanleyville. lieved that ten examples were built, Australian Ainvays as C-AUEY. was made up by G-EBOP Pelican, ~!any D.l l.5o's continued in ser although comparatively few can be The second D.f-l.50, C-EBFO, was built for the North Sea Aerial and vice until the n1id-193os, and a fe\v confirmed by known registrations. used by Cobham for the E1npire General Transport Co as a D.ll.50J \vere still extant at and after the One of these, F-Cl\1A \V, was a ver flights, 'vhich began '"i1h a 17,000 floatplanc, the J suffix in this case outbreak of World \\'ar 'l. sion with 3 passenger seats in open mile (27,360 km) journey from denoling installation of a 420 hp cockpits, kno,vn as the Spad 37. England to Rangoon between 20 Bristol J upiler IV engine. \Vest 6 Spad 27/33/46/50/56 series 'fhe first n1ajor production 'ber November 1924 and 18 March Australian Airways added a fourth Jf the celebrated Spad fighters of line' \vas the Spad 33, '"hose proto 1925. The aircraft was refitted \Vilh British-built D.H.50 to its fleet in \Vorld \'Var 1 arc indissolubly asso type (F-CMAZ) made its first flight an unco,vled 385 hp Armstrong January 1929 by acquiring Cob ciated with the name of their chief on 12 December 1920. Forty pro Siddeley Jaguar III radial engine, ham·s famous G-EBFO, refiued with designer, Louis Bechereau, then the duction aircraft were built, to fu!fil giving it the ne'v designation a 300 hp ADC Nimbus engine; family of Spad biplanes and mono orders from C}.!A (fifteen), Com D.H.50J, before undertaking a it also built three D.H.50A's (G planes which appeared in the 1920s pagnie Franco-Roumaine de Naviga 16,000 mile (25,750 km) survey AUFD, 'FE, and 'FN) under licence and 1930s are no less of a tribute tion Aericnne (twenty) and the flight from Croydon to Cape Town al Perth in 19~7. In all, l\venty to Andre Herbemont, who inherited Belgian airline SNETA (five). The between 16 November 1925 and 17 one D.H.5o's were built under from Bcchereau the continued de aircraft operated by Ci\1A, \vhich February 1926. It undenvent a foreign licence, to bring total pro velopment of Spad aeroplanes. Hcr included the prototype, had 250 hp third major change, to a t\vin-float duction of the type to thirty bcmont's first association \vas \vith Salmson 9Z \Valer-cooled radial en landing gear, before leaving eight. QAi~TAS (Queensland And the Spad XX 2-seat fighter, from gines, the remainder being fitted Rochester on 30 June 1926 for Mel Northern Territory Aerial Ser \vhich stemmed a line of military \vith the Salmson 9Cm of 260 hp. bourne. The final landing back in vices), having passed on G-AUER types typified by the Spad 51 o des Four passengers \Vere accommo London, on 1 October 1926, \vas to become llermcs (later Victory), cribed in the volume on Fighters dated in the cabin in the front of made on the Thames at \Vest the first aircraft of the Australian 1919-39; and there is a detectable the fuselage, and aft of this \Vere minster, opposite the Houses of Flying Doctor Service, built at family resemblance bet,veen these t\.;o side-by-side open cockpits for Parliament. These flights covered, Longreach bet\veen 1926 and 19!!9 and the series of commercial the pilot and a fifth passenger. A in all, a distance of some 62,000 four Puma-engined D.1-I.50A's (G passenger-carrying 'berlines' which small nu1nber of Spad 33's \Vere miles (99,780 km). AUFA/ F\V / GD/ HE) and three emanated from the same design used for experimental purposes. One Fourteen of the remaining fifteen D.H.50J's (G-AUHI and 'JS and source during the t 92os. Clr)NA aircraft (F-AICC) was aircraft built by de Havilland \vere VI-I-ULG) with 450 hp Bristol Built by the Societc Anonymc fitted \vith enlarged 'vings and dual D.H.50A's, these having a slightly Jupiter VI engines. One other Bleriot-Acronautique, these began controls as an airline trainer for longer cabin, greater radiator area D.H.50A \vas built in Australia, this '"ith the appearance of the Spad blind-flying instruction, and in 1922 for the Puma engine and minor being VH-UMN, completed by the 27, flo,vn for the first time in another C IDNA machine became a changes to the centre-section strut Larkin Aircraft Supply Co for November 1919. Built for Com Spad 33bis (later redesignated Spad ting and landing gear position. Australian Aerial Sen'ices. A num pagnie des ~icssageries Acriennes 47) "'hen fitted '"ith a 300 hp They \vcre built for I mperial Air ber 0£ the D.H.50A's operating in (CMA), the Spad 27 \vas in essence Salmson engine. One of CFR.NA's ways for charter operations (G Australia 'vere subsequently fitted a 'limousine' version of the Spad aircraft (F-FR;\ U) became, in 1921 1 EBFP and G-EBKZ); for Air Ta.xis \Yith Jupiter powerplants. The de XX, having an open single cockpit the sole Spad 48 when fitted with a (G-EBQI); for \Ves t Australian Air livery of L-BAHG to Czechoslovakia for the pilot and an enclosed 275 hp Lorraine engine. Studies \vays' Wyndham-Perth-Adelaide ser in early 1925 "'as followed in 1926 rabin for 2 passengers in the rear \Vere undertaken, on behalf of vice (G-AUEL and G-AUE~1); by the licence manufacture of seven fuselage. Powered by a 270 hp SNETA, for a Spad 49 version QANTAS (G-AUER); Australian more D.H.50A's (L-BALA to 'LG) Hispano-Suiza 8Fa engine, it \Vas powered by a 350 hp Rolls-Royce Aerial Services for the Adelaide by Aero, which "·ere powered by capable of a maximum speed of Eagle VIII engine, but no such Sydney air mail run (G-AUEI, G 240 hp \Valier \V-4 in-line engines 155 mph (250 km/ hr), and on 24 aircraft \Vas built. The production AUEJ and G-AUEK); the Royal and operated by CLS (Ceskoslo December 1919 a Spad 27 \vith a career of the Spad commercials Australian Air Force (G-AUAB and venski Letccka Spolecnost). Three pilot and one passenger on board continued \vith the Spad 46, manu A8-1); Australia's Controller of Civil others (0-BAHV, 'I-1\V and 'IIX) \vas flo,vn to a \vorld altitude record facture of 'vhich also amounted to Aviation (G-AUA Y); the New "·ere built in Belgium by SABCA in of 24,770 ft (7 1550 m). The Spad forty examples, excluding the proto Zealand Air Force (serial number 1925 and operated on Sabena's 27 '"as operated by CMA bet,vcen type. Of the same seating capacity 135); and the Czechoslovak govern- Congo route bet,veen Kinshasa and Paris and London, and it is be- as the Spad 33, it had a wing span 10 2 103 increa(t'd (rom 38 h 3 in (11.66 m) Cnon1e-Rh6ne-built Bristol Jupiter one 56-4. The final version of the signed by Paul Benes and }.liroslav tO 4 I (t 5i in ( I ~.64 m) and \\•as engine... Representing the sole Spad 56 \\·as the 56-6, \\hich had I lajn and manufactured by Avia at po\vert>d by a 3 70 hp Lorraine Spad 56-1, the prototype which a 380 hp Jupiter and a 4-pa(senger Prague-Cakovice. It was unusual in Dietrirh 12l)a Vee-type engine, in fle\v first (3 february 1923) '"as cabin. 1\"o "·ere built, the first ex that the IO\\'er \nngs \YCre of creasing the maximum speed (rom f-ACEO, powered by a 380 hp ample (F-AJVA being flown on 6 slightly greater span than the upper 112 mph 180 km hr) to 133 mph Jupiter gi\a. 1·his version had September 1929 1 but neither of one. f orv;ard of the \\iugs was an 114 1.m hr 1. 1 his speed increase metal-structure " ·ings, \Vith the span these \Vas for airline use. open c<><;kpit, 'vith side-by-side seat \\'3S at some cost in range, \Yhich incre;ued to 42 ft 11 in (13.08 m); 'fhe Bleriot-Spad 'berlinl's' opcra ing for the ere\\•. fhe enclosed pas dropped from 670 milt>s ( 11080 km) n1aximum speed \vas 122 mph ( 196 ted through many of the countries Sl'nger cabin had scau for 6 persons in the Spad 33 to 497 miles (Boo kn1 hr). 1'otal passenger capacity of Europe throughout the 1920s, and space for up to 220 lb ( r oo kg) km) in the Spad 46. 'l'he prototype remained as before, but the twin and some were still in service as of baggage, equivalent to a total Spad 46 (F-ACI· 0) was flown on open cockpits were merged into one la1e as t 930. \Vith C~1A, and later useful load o( 11278 lb (580 kg). All 16 June 1921; this machine and and there \Yas an additional door \vith Air Union, they \vere used on 6 circular cabin \Yindows could be thirty-eight o( the production air to the cabin. The Spad 56-2 (F sen·iccs from Paris to London, opened in flight, and an escape cra(t \Vere delivered to CFRNA, A I DC, first flight 28 September Amsterdam, Brussels, ~tar~eillcs and hatch \vas pro\ ided in the top of \vhich became CIDNA (Com 1925) \\'3S a single c.xamplc, with a clse\vhere; CFR~A/C I ONA routes the fuselage. pagnie Internationale de Navigation 400 hp Jupiter 9Ab, equipped for included Paris to Bucharest (vi a The BH-25 prototype (L-BABA) Aerienne) on r January 1925. ~lore the per•onal use of Louis Blcriot. Strasbourg, Zurich, Innsbruck, \\·as po\'ered by a 450 hp Skoda than (orty of C.: ID:\A's Spad 33's The next airframe change came Vienna, Budapest and Belgrade built Lorraine-Dietrich water-cooled and 46's later underwent detail im with the Spad 56-3 1 in v1•hich the and branches from Vienna to \\'ar '\\" engine, and first fle,v in July provements, ahtr \\•hich they \Vere \ving span \\13S further increased to sa\Y (,·ia Prague) and Bucharest to 1926. After flight testing, a number redesignated Spad 66. Another, F 43 ft 1 in (13. 13 m). Six with 380 Constantinople; S:\ETA shared of major airfran1e modifications AEIII!, \\'as refined "'ith a 450 hp hp Jupiter 9Aa engines \Vere built some early routes \Yith C~IA. \Ycre made befor<' production began. Renault 12Ja to become the sole (or CIDNA (first flight 14 June 'fhese included a change o( po\ver Spad r 16. One aircraft (F-AHDI) 1926, by F-AI EE), and two \Yi th 7 Avia BH-25 plant, to rhe 420 hp \Valter-built becan1e the Spad 86 \\•hen fined 420 hp Jupiter 9Ac engines for Air ·rhe output of nationally-designed Bristol Jupiter IV radial; an in \Yith an t'arly l'Xample o( 450 hp Union. The Spad 56-4, first flown transport aircraft by the Czechoslo crease in the length of the nose Lorraine-Dietrich \V-type engine in on 25 October 1926 (po\sibly F vak aircraft industry between 1919 sl'ction of the fu~cl:ige; the addition 1912, and Spad 126 in 1929 aher A l ~IN), \\'a~, although retaining the and 1939 \vas extremely small, both o( a vertical fin with a non-balanced refining \vit h a 450 hp Hispano same O\erall dimensions, a version in terms of indi\idual types and of rudder (the aircraft having origin Suiza 12Ha. Neither version with more power (420 hp J upiter overall production. Of eight nati\e ally had a balanced rudder and no anained production status, and pro 9Ac)1 cabin accommodation for 6 designs known to have operated in fin'; and the tran~fer of the t\,;n po-als for a strut-braced monoplane persons, and a single cockpit located regular airline sen·ice - most of fuel tanks from beneath to abo\·c vertion of the former, as the Spad fonvard of a raised upper \\ing. them '~ith CSA, the national carrier the centre-section of the upper 86bis, \Yere not pursued. Five \vcrc built for Air Union and - none, so far as can be ascertained, \Ving. Production BH-25's were Two prototypes were built of three for C IDNA, the lauer airline achie\·ed a production run that similar except that the fuel \vas the Spad 50, the first of which also converting t\vo of its Spad went into double figures. Only t\VO housed in a 1vidcr but shallower (F-ESAX, later F-ADAR) '"as 56-3's to this standard. The Spad types - the Aero A-35 and Letov single tank. flo"1n on 23 December 1921. This 56-5 \vas a convertible passenger/ S-32 - \vere monoplanes, and only Two airline operators of the \Vas, essentially, the Spad 33 air cargo version, in \vhich the cabin these two and the Aero A-38 had BI l-25 arc kno\vn. The Czechoslo frame fitted \Vith a 275 hp I lispano \Yas partitioned aft of the 4 (ront enclosed cockpits for the cre\Y. All vak airline CLS (Ceskoslovcnsk:l Suiza 8Fg or 8Fd engine. No scats, the rear compartment being were single-engined except the S-32, Letccka Spolet·nost) operated the production 1vas undertaken, al u\able either for 2 more passengcrs which was a tri-motor, and pas prototype and four other air though three Spad 33's \vere re or for freight. It fle\Y for the first senger seating capacity ranged from craft (L-BABA/ B/C/E/f, later re engined to the 1o6 107 6,856 lb (3,110 kg). The farman upon its creation 1n 1923, inherited brothers had the appropriately at least fifteen fron1 C~ l A and 10 Uore et Olivier LeO a1 12-passrnger main cabin at the rear. registered 1~ -H!\1FO, \vhieh ap CGT:i\; it still nun1bcred four Far- From the LeO 12 twin-engined 'fbe fir:.t LcO 21 was converted in parently \\'as not placed in airline 1na1 s in its fleet as late as 1931, bomber biplane, \Vhich first fle\Y in 1929, to beeon1c the LeO 21 1, service; it may perhaps have- ~en and the Goliath appears to ha,e J une 1924, Liore et Oli"ier C\'Ol\'ed equipped "ith a bar and barman; a transport trials aircraft. Com r<'mainrd in service with this opera in 1925-26 t\\'O modified versions, thr Le() 212's 1nain cabin \Vas coo pagnie des Grands Cxpress Aericns tor and some others for at least \\'ith G1101nc-Rhonc (Bri:.tol) j uprtrr ''erted, in collaboration \Vith the operated !'-GEA V on its services two )'Cars after that. 1"he fuselage engines in place of the original Con1pagnic des \Yagons-Lits, into a from Pari~ to Bru, 110 I I I 111 Arnutrong Whitworth Argosy During the first hair of 19119 the of all Empire mails by air, and vi<;e fro1n the RAF' to Imperial Air Upon its formation on 1 April i 9114, airline took delivery of a second although this ambition wa.s not \\'3)'5. Carrying the Secretary of Imperial Airways inherited a ffeet bate h of thrt'e Argosies, these being achie,·cd to the full until the mid- State for Air (Si r Samuel Hoare) \vhiC'h 1n('ludl·d quite a number of designated Argosy II. They were 193os the first steps were taken not and his ,.,jfe, C-EB~tX left Croy single-engined aircraft. One or 11s pnwt·rcd by 4io hp geared Jaguar long after the end of \\'orld \\'ar 1. don on 117 December 1926, and fint actions \Yas 10 stipulate that I\',\ enginrs, installed in conical In the ~liddlc Ea)t, the RAF built \Vas christened City of Delhi upon its future acquisitions should all be nacellls and fitted "-ith 'fowncnd up a highly succeuful desert air its arri\'al in I ndia. The three n1uhi-c11gined types, as an earnc>t cowling ring>; Handley Page "ing mail sen;ce between Cairo and other Imperial Ain\'ays llcrcules of its intent to place passenger slats were fitted, and the passenger Baghdad. This \\'35 inaugurated in (C-EB~fY City of Baghdad, G safety high on its list of priorities. a<"<'Om1noda1ion was increased to 118. 19110, and the RAF continued to EB~lZ City fJf Jeruialem and G ·rhis policy was first put into l 'hc three Argosy JI's \vere G operate it until 19116, but in 19115 EBNA City of 1'ehera11) had all practice in the designs of the de AACll City of Edi11bu rgli, G-AAC I it was decided that responsibility been delivered by the spring of llavilland Ilcrcules (which see) City of l.iverpool and G-AACJ City should eventually pass to Imperial 1927, but for the first t\\'O years and the Ar'!'osy. The Argosy wa.s of Afa11cliester; a fourth, G-AAEJ Ain.. ays, which \Vas to de\'elop and the desert service fie'" east,vard Armstrong \\ hit\\'Orth 's first venture l'ity of Coi:entry, joined the fleet extend it into a regular fort· only as far as Basra. I t '"as e.x· into the commercial transport later. I n 1930 the Argosy l's were nighdy service as far eastward as tended to Karachi in April 1929, aircraft market, and \Yas built re-engined to the same standard, Karachi. and to J odhpur and Delhi later the exclusi' ely for Imperial Airways, two being sent overseas to operate Xone of the aircraft then in the same year. ,,·hich eventually acquired seven. the Cairo-Khartoum sector of the Imperial Ainvays fleet had either ~[can\\•hile, in 19118, a second The first of these to Ry, in the route to South Africa; G-EBLO the structural ruggedness or the re Hercules customer had materialised. spring of 19116, was G-EBLF, "'35 lost, in J une 193 i, when it sen·e of power nect•<,ary for ardu \Vest Australian Airways had been first of an initial order for three crashed at Aswan. T his '"as the ous operation O\'er such difficult ter chosen to operate a ne'" passengerI Argosies. lt was later named City ~e{ond Argosy casualty, C -AACI l rain in tropical '"eather; a new type mail service between Penh and of Glasgow, and was delivered to having crashed at Croydon in the "'as clearly needed. This need '"as Adelaide, a route \\Tit h conditions the airline in the following Septem· previous April. G-EBLF \Yas flown n1et by the D.11.66 Hercules. Im comparable to those flo,_.n by Im ber. Prior to this, on 5 August 19116, out to replace 'LO, but both it perial Airways ordered an initial perial Ainvays in the Middle East. the first London-Paris Argosy ser· and 'OZ had been reallocated to fleet of five, and the first of these 'fbe D .H.66 was therefore an ob vice had been opened by the second Europe-only operation by the end ( G-EB~l\V ) '"as Oown for the first vious choice, and WAA ordered aircraft, G-EBLO City of Birming of 1931. There was one other time on 30 September 19116, four, '"hich '"ere delivered in the ham, a scr\'ice eventually extended casualty in Imperial Airways scr po'vered by three 4110 hp Bristol spring of 19119 as G-AUJO City of to include Brussels, Cologne and \ire - C-1\ACI, which crashed near J upitcr VI radial engines. The 11 Perth, G-AUJP City of Adelaide, Basic. ·ihe third Argosy, G-EBOZ, Dixmude in ~l arch 1933 - but by pilots sat side by side in a com- G-AUJQ and G-AUJR. The Austra '"as named City of IV e/lington, and tlus 1i1nc the H.P 411 had begun 1nunal cockpit ahead of the \\ings; lian H ercules had a number of later City of Arundel, in airline to appear on the European routes inside the cabin were seats for the modifica tions compared ,,·ith the service. l "hese first three aircraft and the four sun-i,ing Argo.ic) v.-irelcss operator and 7 pas~engers, original fi, e aircraft, the principal '"ere dc,ignated Argosy I, and \vere '"ere withdrawn at the end of plus a 465 cu ft ( 13. 2 cu m) com ones being a cockpit enclosure for powered by 385 hp Jaguar III 1934. Three \Vere scrapped in partment for rnail or cargo, and the 11 pilots and seating for up to radial engines. Accommodation in 1935, and the fourth (after brief there was an additional 155 cu ft 14 passengers in addition to the cluded side-by-side seats in an open O\\•ncrship by United Ain.,ays (4.4 cu rn) of n1ail/cargo space in mail load. T he first Perth-Adelaide cockpit for the crc\Y of 11, and cabin and used for joy-riding at Black the rear of the fuselage. In mid service of W AA \VllJ flown on 2 seating for up to 110 passengers, \vith pool) at the end of summer December 1926, G-EB~1 \V flew to June 1929 by G-AUJO, with a pay toilet and baggage space at the rear. 1936. Cairo, from '"here, after being load which included 856 lb (388 kg) On i ~ f ay 19117 the Argosy in named City of Cairo, it made the lint of mail. augurated Imperial Ain.. ays', and 13 d e Havilland D.H.66 H ercules eastbound scheduled flight of the Imperial Airways ordered a sbcth the world's, firit named air senice 1·hc formation of Imperial Ain.,ays ne'" sen-ice on 111 January 1927. D.H.66, G-AAJJ.1 City of Basra, - Sih er \\ ing - in '"hich a ste"·ard in i 9114 \Y35 a major step tO\\'ard> Shortly before this, on 8 January, \vhich joined the fleet in Cairo in ,,·as carried and the 11 rear pas a unified British national air trans the second Hercules (G-EB~ IX ) had June 19119. It w·as fitted \\oith the senger scats \\'ere removed to make port policy. One of the major tasks arri,·ed in Delhi to mark the offi enclosed flight deck of the Austra room for a bar. of the new airline was the carriage cial hand-over of the air mail ser- lian machines, and this feature was I I~ 113 add.-d retrospecti\c:ly to the earlier 1 I Boeing Model 40 and. Mode! 8o C hicago mail route, '"hich enabled tailwhcels. One other was com examples. The difficult flying con .'.\l ~t of the scheduled air sen ices it to initiate production of t\venty pleted as an engine tCitbed for Pratt ditions of the Cairo-Delhi route, in the United States during the five l\Iodel 40A's and to form a & \Vhitncy, and four 401[ -4's were however, soon began to take their lir)t half of the 1920s \vere devoted ne\v company, Boeing Air ·rrans built by Boeing's Canadian factory. toll of the original fleet, from \vhich to the carringr of the mails und1·r port Inc, to operate the service. (:ustornl'rs included BAT, Varney three \vere lost in crashes: G-EB:\IZ RO\ernment lOntract, an area \vhich The first production aircraft was Air Lines, Western Airlines and in September 1929, G-EB="A in Uoeing lint rntered as early as flo\,·o on llO ~ l ay 1927, and the \\'estern Canada Ainva}'l· February 1930 and G-EB.'.\l \V in .'.\larch t919· The standard type on BAT senice opened on t J uly t927, As evidenced by the modest in April 193 1. T o replace · ~1z the moot t;S Post Office Depart \\'ith a fleet of twenty-four aircraft. crease in the passenger-carrying airline ordered a seventh aircraft, ment routes was for many years Oata for the ~ l odel 40A \vere a.s capacity of the l\lodel 40 series, G-AARY City of Karachi, from de the British-dl·sign<'d, 1\n1crican-built follows: wing span 44 ft 2 in ( 13.46 the potl'ntial of this side of the l lavilland, so bringing the number Dil-4, and in 1925 the Department m); wing area 547.0 sq Ct (50.S2 sq transport business \vas beginning to built to eleven. By the time of the held a design rompetition to find m); length 33 ft o in (10.06 m); ei..1)and by the late 1920s. 1'he ex losses of G-EBNA and G-EB~i\V, its successor. Boeing entered an gross '"eight 6,ooo lb (2,722 1..gl; tent of this expansion encouraged however, the production line had rlrgant biplane, the :\lode! 40, cruising speed 105 mph (169 km/ Boeing to design a ne\" and clo)ed, but the airline made up the powered (as spe~1fied) by a neatly hr); range 650 miles ( 1,046 km). much larger biplane primarily deficiency by purchasing the third installed 400 hp Liberty engine. The t\venty-fifth l\i odel 40A went for pa ~senger-c arrying, and this and fourth \VAA I lercules, which 'fhe Post Office purchased the un to Pratt & \.Yhitney as an engine emerged as the Model So. I t '"as became G-AB.MT City of Cape rl'gistered ~iode l 40 prototype, testbed, and when the ne\v 525 hp powered by three 410 hp \Vasp Town and G-ABCP Cty of Jodhpur which made its first flight on 7 Hornet radial became available in engines, and the first of four e.x r ~pecti\ely. The lo~s of G-EB~1\V July 1925 1 but placed no produc early t92S nineteen survi\;ng airline amplcs \\'as flown in early August on 13 April t93 t \\'as doubly unfor tion contract. Since there \vas, at 40A's " 'ere fitted \vith these engines 192S. The 2-man crew occupied an tunate, for it came '"hen the air that timr, no other po~siblc US and redesignated :\lodel 40B. Gross enclosed cockpit just behind the craft was en route from Karachi to customer for the aircraft, Boeing \vcight \vas then 6,079 lb (2,75S kg) nose engine, and the main cabin Dan"in \vith the first experimental te1nporarily shrived the project, and cruising speed 1 1o mph ( 17 7 accomn1odatcd 12 passengers in a through air mail service bet\\'een but later in 1925 it was announced km/ hr). T\vO aircraft \Vere also 3-abreast seating layout. In 1929 Croydon and ~ l elbourne. The cre'" th:it from July 1927 all domestic modified to have a second cockpit, the ~ r ode I So \vas followed by ten were lost but the mail "'as sal trans-continental air mail contracts in tandem, and dual controls. In e.'"1mples of the :\lodel SoA, an \ aged and '~-as flO\\'n to Darwin by "'ould be placed "·ith private opera mid-1928, Boeing produced the improved \'l'rsion \Vi th I [ornct B en the Australian pilot Charles Kings tors. Accordingly, under the design l\(odel 4oC, a version \\;th a 450 gines, intreased fuel capacity, modi ford Smith in his celebrated Fokker leadership of Phil G. Johnson, hp Wasp engine and enlarged cabin fied fin and rudder contours, and tri-motor Southern Cross. T he Boeing updated the original pro to scat 4 passengers. Nine '"ere built a cabin large enough to accom naming of G-AB.'.\lT acknowledged posal into the ?>fodel 40A, replac for Pacific Air Transport and a modate 18 passengers. l 'herc \vas the extension of Imperial Airways' ing the s1nooth \vood-veneer fuselage tenth \\'as delivered to National a 39 cu ft ( 1.1 o cu m) baggage African services south\vards to covering \vith fabric and substitut Park Airways. 1\vo other specially compartment beneath the pilot's Cape To\vn. ThC!Oe services \vere ing for the Liberty a 420 hp un modined 4oC's, designated 40X and «abin floor. T he l\lodeb 8o and not flo\VD by Hercules, but the pre CO\vled Pratt & \\'hitney \Vasp 40Y, \,·ere built for Associated Oil 8 ·A \vere employed by Boeing Air linlinary sun·ey flight for the route radial engine. As a result, the aero and Standard Oil. I n J uly 1929 Transport, and by mid-1 930 \vere was made in the Hercules G-AARY plane los t much of its outward type certification was awarded to flying a daily round-trip service be in late t 93 L I mperial Ain vays lost elegance, but it \vas a more viable the final production model, an im tween C.:hicago and San Francisco. G-ABCP in a crash in November product economically. There \vere proved version of the 40B seating In pas~enger service, travellers' com t !)35, but by then its 1l ercules fleet t\vo mail compartmenu in the fuse 4 passengers. Pov.-ered by the 525 forts "'ere at first attended to by had reached ..;rtually the end of la~e, and between them was a s~all hp Hornet engine, it was designated male 'couriers', but, beginning on its useful life. In the follo\ving cabin to seat 2 passengers; the pilot 40B-4, the original 2-seat version the Golden Gate-Lake ~l ichigan 1nonth G-EB~lY and G-AARY occupied an open cockpit \veil be then being redcsignatcd 40B-2. The route (\vhi ch it later extended to were \Yithdrawn and scrapped; and hind the '"ings, aft of the rear mail fi rst 40B-4 was flown on 5 October Ne\v York), BAT inLroduced eight G-AAJH G-AB.'.\ll' and G-EB~1 X compartment. \Vith the 40A Boeing 1929. l "hirty-eight :\llodel 40B-4's trained nurses as the \vorld's first '"ere sold to the South African Air \\'On from the Post Office a con were built, t\\·enty having To\vncnd airline stewardesses. The l\fodel Force. tract to operate the Sa n Francisco- cowling ring1, radio and steerable 8oA"s \vcre in due course co11\erted I 14 I I ;i of the in,erted-gu11 lower wiug) - scnite to (.;ape T own. The \\'e)tern to ~lodcl tloA-1 st:indard, this be finned biplane tail unit, to under \\'as intended to 1ninimise noise and models '' entually fle\v on 118 119 Differences were comparatively (one); and \Vest Australian Air AberdeC"n Ainvays (two); Blacl.pool \Vith 5-µas>eniier seating and a slight, the ~ l k 2 being distinguish \Va}'S (one). Addiuonal military and \\ e ,, Coast Air Sen ice> toilet, and a c-abin heating systen1. able by indi,idually-framed cabin ~lcs were t\vO '.\lk 1's to the Royal (three ; British Continental Air- The fi~t aircraft with these un· \vindow,, l:irger main-" heel spats Danish Army Aviation and three \va}'S (three ; Jersey Ain\'ays provemenu " ·as C-AD\\'Z. I n and fully-faired undrrc:irriage leg' '.\Ik 2's to the Portuguese Air (two); North Eastern Airwa}'S November 1936 a D.l-I.89 \vas and 5truts. The first aircraft of Mk Force. Jn 1942 the Dragon \vent (four); Personal Airways (t hrcc); flown \\•ith sn1all split flaps on carh 2 stand:ird 10 fly \v:u C-ACK U in back into production, this time by llaihvay Air Services (eight); Scot side of the engine nacelles, to the :1utun1n of 1933. de llavilland Australia, \vhich built tish Air\vays (t\vo); United Air· improve the l:inding characteristics. Sixty-eight appeared on the eighty-seven for the RAAF for use \vays (t\vo); and \\lrightways 1·hu feature \vas adopted for sub Ilriti\h ci\·il register, most of as radio/ na,igation trainers and (t\vo). Ovcr$C3S operators included sequent producuon Rapides, the them with airline or charter/taxi communications aircraft. Canadian A1n,·a}''S (three ; Quebec designation of this version being operators. They were particularly Airn·a}'S ,four ; '.\ii Aberdeen Airways (two); Blackpool originally as the Dragon Six. Jn outbreak of \Vorld \Var 21 during 19 de Havilland D.H .86 and \Vest Coast Air Services {two); early t 935 this \\'as changed to which time two hundred and five Although, fro1n its general appear Jlighland Ainvays (one); Jersey Dragon Rapide, and before long \vere huilt at J latfield. !\f any \Vere ance and from the name 'Dragon Ainvays (six); Portsmouth, South the 'Dragon' part of the name \vas impressed for military sen ice \vi th Express' often applied to it, the sea and Isle of \Vight Aviation dropped in C\'eryday usage a nd the the RAF, RAAF and Air 'frans D.H.86 appeared 10 belong to the (one); and Raihvay Air Services aircraft became kno\vn simply as pon Auxiliary, and production con same family as the D.H.84 and (seven). A number of these the Rapidc. It \V:IS powered tinued 1n \vartime of the military D.H.89, it \vas produced to meet operators subsequently increased initially by t\•'O 200 hp de Havilland Dominic !\l k I and '.\lk I I, of which a very different and more stringent their 0 .1 1.8 ~ fleets by the purchase Gipsy Six and fle\v for the first one hundr<'d and eighty-six were rcquiren1rnt. 1l \\':IS agreed between of second-hand aircraft. Exports of time on 17 April 1934. Like the built by de l lavilland and three the govcrnn1cnts of Creal Britain, the Dragon Mk t were made to Dragon, it \vas flown by one pilot hundred and thiny·five by Brush I ndia and Australia that a through African Air Transport, South Africa only, but had a larger cabin \vhich Coachworks Ltd. T\vO additional passenger scn·iC'e between England (three); Automobiles Fernandez, could scat up to 8 passengers, Rapides w('rc assembled Crom spares and Australia should be inaugurated Spain (one); Canadian Ainvays although 6 \vas a more u1ual in 194 7, to bring overall D.l l.89 in 1934, and a new aircraft was (one); Indian National Airways number. production to se\·en hundred and required to operate the route uctor (l\vo); ~ 1isr Airwork, Egypt T he first commercial order twenty-eight. bct\,·ccn Singapore and Brisbane. (three); \Vest Australian Airways came from Hillman's Ain.,ays, A number of detail and styling \Vith large stretches of \\rater to (one); and \Vilson Ainvays, Kenya \vhich, \vith seven Rapides, was improvements were introduced in be covered, and tropical \\'tather (two). Foreign sales of the }.1k 2 one of the two largest pre-\var the pre-war Rapides. After about conditions to be endured, the re \vcrc made to Aer Lingus (one); operators of these aircraft. ~1ore sixty had been built, a range of quirement was as demanding ns Canadian Airways (one); East than a dozen scheduled operators modifir:ition, introduced in early that which had resulted in the Coast Airways, Ne\v Zealand (t\vo); in the UK, and many air charter 1936 included lengthened cabin D.H .66 for the desert air routes Indian National Afnvays (one); and ta."i concerns, \\'ere customers rear windo,vs, provision of a land some 8 years earlier, and the same '.\ lacRobcrtson - Miller Aviation, for the Rapide before 1939. Tht ing light in the nose, thicker wing priorities \vere afforded - plenty Australia (three); VASP, Brazil principal British airlines were tips, a rearranged cabin interior of cabin space and comfort, multi· 120 12 1 engine configuration for maximum ways (six}, both in Australia; and '"artime sen·ice with the RAF or sulJ to airline operators in safety, and ample reserve power. the J:ist three to Union Ainvays in RAAF; comparatively fe\v survived Colombia, Spain (Union Ai\rea To meet the last or these condi New Zealand. the war, but one ex-Jersey Ainvays Espanola), S'vitzerland (Ad Astra tions ~Iajor Frank Halford of the The early loss of two Qantas machine, after much renovation, did Aero} and the USSR. The DLII de Iiavilland Engine Co evolved D.H.86's led to further exploratory so until September 1958. fleet also numbered some Komet the 200 hp Gipsy Six engine, llight trials during the 1934-35 I rs, though some \Vere prob:ibly "•hich, as its name implied, was an '"inter. These disclosed no basic 20 Dornier Kom et and Merkur ronverted from existing Komet I's. enlarged version of the four faults in design or construction, but l'he Dornier Do C III Komet I, l"he German airline ceased to cylinder Gipsy ~(ajor in-line with some modification and strengthening first flown in t 921, was a single operate the Komet I I in the t\VO extra cylinders. Four or these of the tail surfaces \vas carried out engined transport \vhich clearly autun1n of 1928. engines \Vere fitted in the D.H.86, as a precautionary measure. To shared some design ancestry \vith \Veil before this, there had \vhich other,vise \Vas in appearance \\'ards the end of 1935 further im the Do Cs II Delphin flying-boat. :ipprared the Komet III, first flo,vn and construction a scaled-up provements \vere introduced, \vith A noteworthy feature \Vas its very on 7 December 1924, \vhich was D.l-I.84. I t had the same narrow which the aircraft became desig large \viog, which spanned 55 ft an enlarged version capable of seat nose, \vi th a seat for one pilot only; nated D.II.86A. A metal-framed gt in (17.00 1n) and 'vhose con ing 6 passengers and having a crew the \vireless operator sat 1n front rudder, larger tailwheel, pneumatic stant chord of 9 ft 1o in (3.00 m) of 1 or 2 men, still in an open of the 1o passengers in the main ~hock-absortion and improved represented almost one-third of the cockpit. It \vas powered originally cabin, and there '"as a mail com brakes on the main landing gear, aeroplane's overall length of 29 ft by a 360 hp Rolls-Royce Eagle IX partment at the rear. :ind a less steeply-sloped cockpit 1ot in (9.1 o m). Dornier's pride engine, although offered later \vith The first D.H.86 was flown on 'vindscreen were the principal in the rigidity and strength of this either the 400 hp Liberty or the 14 January 1934, only some four modifications. Twenty D.H.86A's stn1cture \Vas expressed in a pub 450 hp Napier Lion. Surviving months from the start of design "'ere built, including one tested licity photograph sbo,ving no fewer records make it impossible to judge '"ork. I t gained its C of A on 30 briefly 'vith 205 hp Gipsy Six II than 69 persons standing or sitting the number of I 122 123 trailing-edge of the \Villll'$, WhOCC 21 Foclce-\Vulf A 17, A 29 a.nd A38 (14.80 m) and it 1vas powered by \Var 1 Fokker's chief designer, span ''a~ slightly inrrca 124 125 tions to the cOC'kpiu, cabin \Vindows \vent to the United States, two to press, Dominion Ain.;ays, North,ves t and ;\(alert (two, with 480 hp and landing gear. the U K, and others found their Air Service, North,vest Airways, Gnome-Rhone j upiters). Th<' r.111 w.u essentially a '"ay in later years to Canada and Reynolds Airways, and St Tammany slightly enlarged 'ersion of the Ne'" Guinea. Gulf C<>a5t Airways. r.11, with all 5 passengers accom In late 1927 the first example 24 Stinson Dctroiter n1o 127 powered by a 225 hp J5 \Vhirlwind 5l Ryan Brougham and later won the speed prize in the were built. The Brougham line engine-. Sc•\ cnty-four \VCrc built, in ·1 he rarcer of the Ryan Brougham National Air Races, a nd with auch ended in 1931 with three cluding the S~l-1 B, which had a :ipprars to ha'e been - by co1npari achievements as these, coupled wi1h Brougham-type aircraft bearing the widrr-1rark la:idin~ gear. Airlinr snn with otl er and lc..s notewonl•y the auention auracted by the :\lodeI number C-1. Kn0\\'11 <:u~tomcr• included Paul R. Braniff l)'prs - a •ingul:irly unobtrusive onr Lindbergh flight, the Brougham variously :is the fou~ome or Baby Jue, whkh fle\v its first-ever 'J'his is the n1ore remarkable in a \\·:is soon in demand. By the latter Brougham, the C-1 "·as a smaller ~chcdulcd ~cnite on 20 June 1928 type of whi, h more Lhan l\VO hun· part or 1928 one hundred and fifty edition or the Brough:i1n ha"ing a w1h a si111;le Sl\l-1 {~C1929) and dred cxan1pJe, \Vere built and B-1 Broughams h:id been built. In 225 hp J6 \\'hirlwind engine. Seat \\"as "'°n flying three round trip• a '>hich ":u, moreover, a sister-~hip October of that year l\lahoney ing 3 passengers only, it '"as in day brt\vecn Oklahoma City nnd of Charles Lindbergh's world sold his interest in 1he company to tended for the business executive Tulsa. Later in 1928 Braniff ac f arnous trans-Atlantic n1onoplane the Detroit Aircrnft Corporation, or rich private owner rather than quired a second Detroiter mono Spirit of St Louis. which transferred the production for airline u~e, as reflected by the plane, and in early 1929 the line Tn cnrly r 926 T. Claude R>•nn centre to Lambert Field, St Louis. more luxurious furnishing and "'as <'Xlcndcd 10 \Vichita Falls. lil'qan the manufacture of Lhe firsl The next airline version w:is the larger cabin door. During 1929-:10 Stinson produced, aeroplane or his 0 \\'11 design, the B-3, \vi1h the same seating capacity Overall production of the mo;tly in small quantities, various :\l-1, an open-cockpit 3-scat high as the B-1 (pilot nnd 4 passengers) Brougham, excluding the C-1, thus 111odifird 'enions which included wing monoplane intended for 1hr but increased baggage capacity, amounted to two hundred and 1h.- S~l-1D, S~l-1DA and S~l-1DB expanding air mail business in the impro,·ed main landing gear struts, t"·eh e aircraft. By no means all (n1inor impro' cmcnts to landing l.i nitcd States. Customers included enlarged tail surfaces, modified en of those built were for :iirline CUS· !;t'ar, hrakc,, engine cowling and Pacifi c 129 26 P.W.S.24 hp Pratt & Whitney Wasp J unior stretchers, was designated K-g. T he although the score or so examples Upon its formation on 1 J anuary radial. T his latter engine was ulti first fligh t '"as made in 1928 of the built were popular with pilots and 1929 the Polish national airline, mately chosen to power a second prototype K-4, which was registered passengers alike. The Fleetster O\ved Polskie Linie Lotnicze (Lot) formu production batch of five aircraft RRUAX. ·rhis 4-passcngcr aircraft its inception, and its name, to lated a requirement for an aircraft (S P-A~i N/0/ P/ R/ S), \vhich re \vas reportedly powered by a 300 Rueben I-!. Fleet, president and to replace the J unkers F 13 on its ceived the designation P.\V.S.24bis. hp BM\V V I engine, but the 240 general man:iger of Consolidated internal net,vork. Two competing The P.W.S.24bis went into service hp B~l\V I V re1nained standard Aircraft Corporation, who \Vas a lso designs were approved for compara in the spring of 1935, being joined for the first production examples, one of the prime movers in forming tive evaluation: the Lublin R-XJ, a fe,v months later by a seventh which appeared on the internal ser· the Ne\V York, Rio and Buenos and the P. W.S.2 t designed under aircraft (SP-AJH) brought up to vices of Dobrolet and the Ukrainian Aires Line to operate air services the leadership of Stanislaw C)'\vin similar standard and re-registered airline Ukrvozdukhput. An ambu between North and South America. ski of the Podlaska \\lytwornia SP-ASY. IIowever, despite the im· lance version, carrying 2 stretchers The main sectors of NYRBA's net· Samoloto\v Sp Ake. Neither '"as ac provement in speed, the aircraft's and having a starboard-side rear \VOrk \Yere flo,vn initially by Con cepted, but three ne\v prototypes, range and payload were modest in loading door, \Vas powered by a solidated Commodore flying-boats, the Lublin R-XVI, P.Z.L.16 and the extreme, and all were with 300 hp ?\f-6 engine, and the 31 o hp but Fleet '"anted a small, fast aero P.\V.S.24T, \Vere developed in late drawn from passenger service in the J unkers L 5 engine \\•as available plane to fly supporting feeder ser 1930 to a less rigid specification. spring of t 936. as a third choice. T\venty-t\vo K-4·s vices behveen the principal South Of these, the choice '"as made in are believed to have been built at American stopovers and the hinter favour of the P. W .S. design, the 27 Kalinin K types Kharkov, including a small number land areas, and to meet this require· prototype of which (SP-AGR) made Konstantin Alexievich Kalinin \vas for aerial photography duties. ment the Fleetster \vas produced. its first flight in August 193 1, among the more talented Soviet de The most successful type \Vas the Designed by I. ?\L Ladden, the powered by a 220 hp Skoda-built signers of the inter-\var period and, K-5, \vhich \vas essentially a scaled prototype ?\fodel 17 Fleetstcr Wright \ Vhirlwind J 5 radial engine. prior to his arrest and the dis· up K-4. It first appeared in 1929, (X657M ) flew for the first tin1e in With detail modifications, SP-AGR bandment of his design bureau in and some two hundred and sixty October 1929, and test flying y,•as was handed over to the airline in t 938, had designed no fe,ver than \Vere built during 1930-34. The first conducted " 'ith both Wasp and April 1932 for route-proving, by t 6 individual aircraft types in examples had M-t5 (Bristol Jupiter) Hornet engines. The 575 hp Hornet \Yhich time an initial batch of five almost as many years. Kalinin '"as or Pratt & \.Vhitney Hornet radial B was selected, and after certifica P.\ V.S.24's had been ordered. Ac among the first to appreciate the engines, but later series \Vere tion in January 1930 three Fleetsters commodation \vas for a pilot and 4 aerodynamic attractions of an ellip po,vered by 480 hp ?\[-22 or 500 hp were delivered to NYRBA: the passengers, and the aircraft had a tical '"ing planform, for \vhich he lvl-17F engines. Improvements in prototype {re-registered NC65i~\l ), cruising speed of 1oo mph ( 160 km/ took out a patent in t 923, and cluded an enclosed cockpit for the NC671 ~1 and NC672~11. Typical hr). Further modifications \Vere in 1nost of his subsequent aircraft de 2-man crew, cabin accon1modation routes '"ere Rio de Janeiro-Puerto troduced to the production aircraft signs \Vere based upon \Yings of this for up to 8 passengers, and vertical Allegre (Brazil), and from Buenos (SP-AJF/ G/ H / J / K), delivery of shape. T he first to appear, in 1925, tail surfaces closely resembling those Aires into Bolivia, Paraguay, 'vhich began in e:irly 1933. On 1 '"as the K-t (also known as the of contemporary r okkcr airliners. Uruguay and Chile. The original May 1933 these five aircraft, to RBZ-6), a small high-,..ing mono T he K-5 was used by Dobrolet on machine \vas operated for part of gether \vith the prototype, began plane ~th seating for 3 passengers. services \vithin the USSR. A slightly its career as a twin-float seaplane, scheduled operations, initially on Po,vered by a t 70 hp Salrnson en smaller de,·elopment was the K-6, and the other pair may have been the service bet ween \\larsa'" and gine, it had a speed of 100 mph a parasoJ-,ving mailplane powerrd si1nilarly equipped. One passenger Poznan. ( 16 t km/ hr) and \Vas used for a by a 420 hp Gnome-Rhone Jupiter sat beside the pilot, and 5 more Lot, however, had already sug time on feeder services between VI engine, but this is not thought were accon1modated in the cabin, gested that performance could be im M oscow and Nishnii Novgorod. A to have been produced in quantity. which could be stripped for cargo proved by the use of a more power year later this \vas succeeded by the carrying. When NYRBA became ful engine, and P.W.S. first refitted K-2, essentially similar to the K-t 28 Consolidated Models 17 an d 20 part of the Pan American Ainvays the prototype with a 387 hp Lor but Mth a 240 hp BMW I V engine Fleets ter System in September t930, NC657~[ raine 9Na engine. I n this form it giving sufficient power to enable 4 A contemporary of the Lockheed \vas sold; the other l\YO '"ere '"as test-flo,vn extensively during the passengers to be carried. A variant, Air Express and Vega, which it scrapped by Pan American in early \veeks of 1933, after '"hich it \vith the same powerplant and a clos .. ty resembled, the Flectstcr did October 1934. One other ?\ [ode! 1 7 underwent further trials \Yi th a 4 20 cabin modified to accommodate 3 not achieve the same eminence, \Vas built as the personal transport o( the US Assi11an1 Secretary for built for NYRBA , passing in late the La1ecoerc 15, a parasol mono a 6oo hp Jlispano-Suiza 12Lbr en \Var. 1930 to Pan Ameri<"an, whirh pur plane po'vered by two 275 hp gine (Late 28-3) or a 650 hp I htre were two "ariants of the e haseaplanes. Frigate. Piloted by Lt de Vaisseau opcr;ition in Alaska. Possibly the longl'r \vings, modified undercar Aesthetically, at lea~t, th<' com Paris, it set up in 1930 nine world only i\fodel 17-2C built, it had a riage and other improvements or pany's aircraft designs began to take speed, endurance and distance re 575 hp \Vright Cyclone engine and the i\Jodel 17-AF. It had seatini;i a turn for the belltr with the ap cords with payloads ranging from fonvard-facing passenger seats. 1'he for up to 7 passengers, or fe,ver pearance in the mid-192os of the 500 kg ( 1, 102 lb) 10 2,000 kg (4,409 last ~lode! 17 variant, the 17-AF, passengers with enhanced rargo Latecoere 17, 25 and 26 series of lb). Undoubtedly the 1nost historic \Yas powered by a 5 75 hp R-1820-E load. In 1932 seven were built single-engined parasol monoplanes. flight by a Late 28, however, \vas Cyclone, \vith the 650 hp R-1820-F (NC13208 to NC13214) for Trans Somewhere in the region of a hun that by the 28-3 r-AJ 'Q Comte a' ailable as an alten1a1i,·e. I t had continental and \Vestern Air (T\\'A), dred and t\\'enty \Yere built, the de la Vauh, \Vhith cr~ed the an encl~ed cockpit fon,•ard of the 10 operate a De1roi1-Toledo-Fort Late 26 predominating. \\hen Ai:ro South Atlantic from St Louis, Sene "-ing, accommodation for 9 pas \Vayne-lndianapolis sen-ice 10 con postale ga\•e w·ay to Air france in gal, 10 :-:a1al, Brazil, as part of the sengers, a new IO\v-drag main land nrct with "·estbound trunk routrs. 1933 the latter inherited thirty first e.xperin1en1al through air mail ing gear and enlarged \vings or 50 ft They entered sen·ice in October eight Late 25 's (some of whirh "'ere route fron1 · roulou~c 10 Rio de o in (15.24 m) span. Three ~lodel 193 2 and, except for one lost in a ronversions from Late 17's) and Janeiro. The cro;sing, made on 17-Af's (NC703Y to NC705Y) \Yere crash, operated until February 1935 forty-one Late 26's. 12 13 ~lay 1930, took 21 hours, built for Ludington Airlines; the before bt'ing \vithdrawn. Three \Vere The single-engine formula \vas and was made by one of France's first \vas delivered in June 1932, later sold privately; the other three continued in 1929 w•it h the con 1nos1 i;elebratcd pilots, Jean i\Iermoz, and they \verc used for a fast shuulc (NC 13208, '21 1 and '213) found siderably more a11rac1ive Latccoere 'vi th crew 1nembcrs J. Dabry and srrvice between New York and their \Yay 10 Spain, \vhere they \Yere 28. Two initial versions appeared, L. Gimic. \Vashington, DC, making four us!'d on transport duties by the Re the Late 28-0 (500 hp Renault round trips per day. All three \vere publican forces in lhe Civil \Var. 12J b) and Late 28-1 (500 hp 30 Lockheed Vega a nd Air acquired by Pan American in J une 1l ispano-Suiza 121 lbr). Apart from Expres s 1933, one being resold 10 Pacific 29 Latecoerc 28 their po"·erplants they were ap Allan and ~ l alcolm Loughead Alaska Airn•ays in 1934. Pierre G. La1ecoere, founder of p:irently :ilike, each having accom de)igncd their fir)t aeroplane, the ~leanwhile, Con501idatcd had Lignes Atricnnes Latecoere, one of modation for up 10 8 pa<~engers and ~lode! G, in 1913, but were unable e\•oh ed in 1930 another ,·ersion of France's first airlines, also set up an enclosed cockpit for a 2-man 10 compete w 1th the glut of \var the rlretStt'r, known as the i\(odel in 1919 his own aircraft manufac crcv.•. surplus military aircraft that flooded 20 and abo produced initially for turing con1pany, Forges et Ateliers There \vas a certain amount of the ci' ilian market, and their com NYRBA. To make belier use of the de Construction Latecoere, 10 manu conversion from one model to pany \vas disbanded in 1921. The available fuselage space, the i\(odel facture aircraft of its O\vn design another, making it impossible 10 aeroplane '' hich brought it together 20 adopted a parasol-wing layout. for the airline's air mail service. establish exactly how many of each again, in 1926 in a I lolly,vood 1'he rO<'kpit, \Yhich was open, \Yas At the Paris Salon in December indi' idual version were manufac garage, \Vas a highly a11ractive little repositioned aft of the "ings, enabl 1919 it exhibited the first such aero tured. A 1 least th i rt y-eigh 1 were high-wing monoplane designed by a ing a 60 cu ft ( 1. 7 cu m) cargo plane 10 appear, the Latccoere 3, built for Acropostale, three were former a~sociall·, John K. Northrop hold to be accommodated in tht' po,vered by a 260 hp Salmson 9Z dcli,·cred 10 Aviacion NaC'ional - the Lockheed Vega. \\'hen deep forward fuselage between the radial engine. T ,vo years later there Venezolana, tw•o 10 Linea Aeropostal production ended 8 years later pas~enger cabin and the engine bay. appeared the 5-scat Latecoerc 8, an Venezolana and four 10 Aeroposta Lockheed had not only built and The i\lodel 20, like the ~!odel 17, ugly, square-cut biplane \vith a 300 Argentina. In addition to the tw·o sold one hundrrd and twenty-eight \\'35 operable either in mixrd hp Renault engine. \\'hether either passenger-carrying models already \ ·egas but had e\ol,cd from the passenger cargo configuration or as of these achic"ed production status mentioned, other designations in original design a whole family of an all-cargo aircraft. T"·o i\l odcl is uncertain, but in 1925 about ten cluded twin-float mailplane versions fast transport and r.icing aircraft - 2o's (NC673i\I) and i\C674i\I) were or a dozen e.xamples \vcre built of with greater wing area and either 'Loclheed s ply"ood bullets', they 133 have been called - \vhich firmly planes, with 4,698 lb (2, 131 kg) who was responsible for develop and 1930s. Ilorn in Italy, where he established the new Lockheed Air gross weight and a top speed of ment of the later Vega 1nodels until built his first aeroplane in 1908, craft Company on lhe road to future 172 mph (277 km/hr). T\vO Vega his own departure in early 1930. Bellanca cn1igrated to the United success. 5's \Vere converted to 6-seaters for Ten DL-1 's \Vere built, including States in 191 1 and later opened a The original Vega, \vhich made operation by Pan American-Grace three DL-1 B's and three 'Specials'. flying school at l\.iineola. During its first flight on 4 July 1927, \Vas Airways, and nine others were built Very early in the life of the World \Var 1 he \Vas an aircraft sold to the US newspaper magnate as executive Vega 5A's. Vega, Lockheed had also developed designer, and after the \var \vas George Hearst Jr, \Vho named it The next version to appear \vas a similar aircraft, using Northrop's engaged to design an aircraft to Golden Eagle and entered it in the the Vega 2, a 5-seater \Vith a 300 basic fuselage design \vith a parasol be PO\Vered by the nC\V 200 hp Dole race from Oakland, California, hp \Vhirh••ind J6 engine, of which wing of slightly greater span than \Vright J4 Whirlwind engine. The to Hawaii. Flo,vn by J ohn \ V. six were built including one con the Vega. This \Vas the l\.Iodel 3 rc>ult, the 1925 \\'right-Bellanca Frost, \vith Gordon Scott as verted from a Vega 1. One other Air Express, designed to meet the \'\'D-1, was followed by the \>VB-2, navigator, it took off from Oakland \vas built as a 6-passenger Vega requireme nt~ of V.'estem Air \vhich became the Colun1bia in on 16 August 1927, but disappeared 2A. The most celebrated version Express. Seven Air Expresses were \vhich Chamberlin and Levine flew en route and \Vas never heard of \vas the Vega 5B, \vith a 450 hp built for airline rusto1ners, the first across the North Atlantic to again. Despite this inauspicious \Vasp C engine and passenger being delivered to \VAE in ~1arch Ccnnany a month after Lindbergh's start to its career, the Vega was seating for 6. Thirty-four \vere 1928. Other operators \Vere epic flight to Paris in the Spirit of an almost instant success. Lockheed completed, including three land NYRBA and Pan American (two St Louis in 1927. Bellanca parted retained the second Vega as a plane and two floatplane cOn\•er• each), and American Ainvays and company \vith \\'right in 1927, but demonstrator, and the third \vas sions from other rnodels. The Vega T exas Air Transport (one each). by that time he was already known purchased by Captain G. H. (later 5B served widely \Vith many US An eighth aircraft \vas completed as a designer of light cabin mono Sir Hubert) Wilkins for his 1928 domestic, Mexican and foreign air as a 'Special'. planes, his first ha,•ing been the Arctic Expedition. T he secret of the lines, and one became the famous Airline use of the Vega during Air Sedan of 1923, \vhich carried Vega's attraction, and of its excel f'Vinnie J.1ae in \vhich Wiley Pos t the late 1920s and early 1930s \\•as 5 people and had a 1oo hp Anzani lent performance, lay in the beauti and Harold Catty made their widespread. About three dozen US engine. Bellanca had a passionate fully streamlined fuselage, which round-the-world flight in June/ domestic scheduled operators, or belief in making his designs aero \Vas an extremely smooth semi July 193 1, the first such flight by their heirs or successors, operated dynamically efficient : he appre monocoque, built in hvo halves in a commercial aeroplane. T\vo years Vegas "'ith outstanding success. ciated, better than most, that an side a concrete mould. Many early later, after its conversion to a Vega Most had small fleets of four or aeroplane is a vehicle for trans Vegas achieved reno\vn as race 5C (\\'asp C 1 engine and enlarged less, but among the larger fleets porting a useful load from A to B, \\•inners and record-setters. The tail surfaces), Post flew Winnie \vere those of Braniff (ten); Alaska and every ingredient of his designs initial version, the Vega Model 1, Mae on the first solo flight round \Vashington Air\vays (seven); '"as aimed at doing this in the was powered by a 220 hp \Vright the ,,·orld. Twenty-seven Vegas IIanford Tri-State Airlines (six); 111ost efficient \vay. He \Vas, also, J5 \Vhirhvind radial engine. It \vere in due course converted to 5C Varney Speed Lines (five); and not generally in favour of multi seated a pilot and up to 4 pas standard, and six others \vere built \>Vedell-\Villiams Air Service (five). engined aircraft, taking the vie\v sengers, and at a gross weight of frotn the outset as 5C's. Apart from Thirty-one Vegas at some time bore that one powerful, well-maintained 3,470 lb (1,574 kg) \vas capable of eight custom-built Vega 'Specials' l\ie.,.ican registrations, the major engine was to be preferred wher 135 mph ( 21 7 km/ hr). T,vent y (of various models), the only re fleets being those of Lineas Acreas ever possible. eight of this version \Vere built. maining Vega was the DL-1, \vith l\1ineras (eleven) and Corporaci6n This philosophy was in evidence The next to appear \Vas the Vega duralumin instead of plY'vood for Aeronautica de Transportes (ten). from the very start of Bellanca's ~1odel 5, \vith the same dimensions the fuselage skin. \Vith 6-passenger Other airline Vegas served \vith career, for the prominent aerofoil and seating capacity but a 450 hp seating and a \Vasp C 1 engine, the operators in Argentina, Australia, struts and 'bo\v-legged' main land Pratt & \Vhitney Wasp B engine, DL-1 \Vas built by Detroit Aircraft Canada, Costa Rica, Nicaragua, inll' gear \Vere to be seen in the gross weight of 4,033 lb ( 1,829 kg) Corporation, which obtained finan Nonvay, Panama and the UK. \VB-1. Bellanca"s first big com- in landplane form, and top speed of cial control of Lockheed in early 1ncrcial success \Vas the Pacemaker 185 mph (298 km/ hr). Forty-hvo 1929, only to go into receivership 31 Bellanca Airbus and Aireru.iser series of general-purpose aircraft, in were completed, including seven in October 1931. Northrop, who Giuseppe :l\>iario Bellanca \vas \vhich the high-mounted \vings \Vere converted from other models. Five left Lockheed in June 1928, was ri11;htly held in high esteem in the braced on each side by t\VO struts of these seven \Vere l\vin-float sea- succeeded by Gerard F. Vultee, US aircraft industry of the t 920s \Vith 'vide, aerofoil-section fairings 135 contributing to the total lift. buses were built, including one, by three 230 hp Gnome-Rhone may ha\•e been built, including nine Bellanca's concept of the single '"ith a t\vin-noat landing gear, used Titan unco,vled radial engines. h \Vhirlwind-engincd aircraft operated engined, high-efficiency load-urrier on a cornmuter service in the had a wing span of 77 Ct 9 in by Deruluft on lkrlin-l\l°'cow and reached its peak in the Airbus and summer of 1934 by ~e'" York and (23.70 m), an O\'erall length of 55 other servi<'es. Aircruiser, '"hich could carry a Suburban Airlines. Fourteen '"ere, Ct 9t in ( 17.00 m , a maximum The de~ignation PS-9, indicat payload comparable with that of howe,er, built for the US Anny speed of 130 mph (209 km/ hr) ing Passazhirski1 (Passenger) or many three-engined transports of Air Corps as four Y1C-27's and and a range of 620 miles ( 1,000 PochtoL·ii Samoltt (Pwtal Air their day. These were, in effect, ten C-27A's. The Model 66 Air km). On 6-12 June 1929 it made craft), has been applied generally sesquiplanes, \Vith a pauern of cruiscr \Vas a cargo-carrying equiva a demonstration tour '"ithin the to the ANT-9, but there is reason faired-in undercarriage and 'ving lent of the Airbus, \vith the same So"iet Union (?-..f osco,v-Odessa to believe that this should be bracing siruts that gave additional basic dimensions but slightly in Scvastopol - Odessa - Kiev - l\1os<'ow); applied only to the twin-engined Jif1ing area to supplement that of rrcased '"ing area. I n one of its subsequently, \vith the name Krilya version 'vhirh appeared in 1933. the main high-mounted 'ving. They later forms the Aircruiser had an S ovetov (\\lings of the Soviets), it Due to the much-increased power consisted of a parallel-section stub 850 hp CR-1820-C3 Cyclone engine set out on 1o July 1929 on a tour of available from t"''O 680 hp l\l-17 'ving inboard of each main under and a gross weight of 11,400 lb European cities, flying from l\fos (licence Bl\i\V VI) Vee-type carriage unit and an inverted 'V' (5, 17 1 kg., of '"hich 4,021 lb co'" to Travemiinde, Berlin, Paris, engines, the nose-mounted third section outboard. The inboard ( 1,825 kg) \\':'.IS payload. Air Rome, l\far<:eilles, London, Paris, engine could be dispensed with, sections "'ere of sufficient depth to crui,er operators included Central Berlin and \Vat'a\\I before return despite an inrrea'c in gross "'eight be utilised as stor;age compartments Northern Ain,•ays and ~la c kenzie ing to l\foscow on 8 August, a total to 13,668 lb (6,200 kg·, and still for baggage, mail or Creight. The Air Sen·ice in Canada. distance of 5,615 miles (9,037 km), gi\'e a ma-cimum speed of 134 mph first Airbus to appear \Vas the covered at an average flying speed (215 km hr). O'erall dimensions ?-.lode! P-1 oo, '"hich ne'" in ~lay 32 Tupolcv ANT"9 of 1 1o mph ( 1 17 km / hr). remained similar to those of 1930, although its ancestry \\'as As head of the design department There \Vere t\\IO production the \Vhirlwind-engined ANT-9. traceable to the long-range 1lodel of the TsACI (Central Aero and versions of the ANT-9, the first of Oobrolet and Aeronot had a total K built some l\vo years earlier. Un I [ydrodynamic I nstitute) from similar overall dimensions to the of about seventy ANT-g's, among fortunately for the P-100, its air 1920, and chairman of the Soviet prototype and powered by three \vhich the twin-engined version '"as frame qualities \Vere not matched a\iation committee formed to 300 hp l\l-26 radial engines. An predominant. One PS-9, named by those of its 600 hp Curtiss dr\rlop all-n1etal aircraft, Andrei alternati\'e version was available Krokodil, \Vas painted to resemble Conqueror liquid-cooled engine, and N. Tupolev '"as ideally placed to \vith 300 hp \Vright J6 \Vhirhvind its saurian namc,ake and u•cd by only one (:'\C684 \V) '"as built. be among the first so,·iet designers engines, offering a ma.'Cimum speed the ).fal 150 151 G 23 included a wing span a nd (4.43 cu m). The G 24 was fio\vn plant} were, respectively, inline- and between Baldonnel, near Dublin, area of 92 ft 6 in (28.50 m} and originally \vith three 230 hp J unkers radial-enq'incd refinements of the and Greenly Island, Ne,vfoundland. 958.0 sq ft (8g.oo sq m} and an L 2a engines; more common was pa 16o n 161 worlced out by James 'Dutch' Cyclone enl!'ines and a longer of UATC "'" made on 30 ~1arch the three non-United 247D's had Kindrlberger and Arthur Raymond, fuselage with an enlarged cabin, 1933, and by 1 January 1934 fifty· been exported as a 6-seat executivr \vas left to J ohn K . Northrop to enabling it to accommodate 14 pas- four of the fifty-nine ordered had transport for the Chinese \\larlord 11 anslate into structural terms, sengers and 1,740 lb (789 leg) of been delivered. 'J"he four separate Marshal Chang Jisueh-liang, and in ,vhich Northrop did by utilising the baggage and freight. Despite a airlines combined to form United January 1937 Boeing acquired an san1c basic multi-cellular system of 500 lb (227 kg) increase in gross Air Lines, \vhich becan1e effective ex-United 24 7D for delivery to the ('On\lrUC'tion that had proved SUC• \\leight, the 0(;·2·s Cruising Speed under the ne\v title on 1 l\tay 193 t· same cu\tomer. This aircraft had fessful in his earlier Gamma and was 6 mph 9. 7 km/ hr) faster than ·1 he next (and only other major) two 0.50 in Colt machine-guns in Ocha monoplanes. the DC-1 and its range \\as in· version \\'3.S the ~lode) 24 70, of the n~e and a third on a ring Construction of tht- DC-1 bt-gan creased by 60 miles (97 km). T he whkh thirteen \Vere built. Ten of mounting in a dorsal 'greenhouse' early in the follo,ving year, and the only other major difference> from these, all delivered by November aft of the cockpit; it was then re prototype (X223 Y) ffe,.., for the the DC-1 \\lere a redesigned 1934, were for United, \vhich then designatcd 247Y. first time on 1 July 1933, powered rudder and the provision of wheel began to dispose of some of its United Air Lines continued 10 by two 700 hp Pratt & \\.'hit11ey brakes. An initial order for t\venty original 24 7's to other American operate its Boeings until early 1942, Jl ornet radial engin~. Bel\"een the DC-2's was placed by T\VA, '"hich operators. The ~lode! 247D had when a total of t\\lenty-Se\'en 247D's, narellrs and the fuselage, fon•·ard e'entually operated thirty-two. The \Vasp S 1H1-C geared engines, with including all except one of the UAL of the ,,;ng leadini;-edge, were two first e.'Cample, l'\C13711 City of deep-chord NACA CO\vlings and fleet "•hich existed at that time, sli1n struts. Thl'S<' '"ere fairings O\!'r Chica~o, was delivered in ?.fay \'ariable-pitch propellers, fabric (in \vere impressed into the USAAF 1hc leads of <'<'rtnin test equipment, 1934, and scheduled DC-2 services stead of metal) covering on th<' under the designation C-73. aud ,..,ere soon removed. l 0 h<' began in the following August, rudder and elevators, and a con· ltornet-engined DC-1 rccei•·ed CAA between New York and Los Angeles. ventionally-sloped cockpit \vind 53 Douglas DC-1 and D~ Type Appro\'al in No\'ember 1933, T hey remained on this service until screen instead of the undercut ont' "Jhe United States air transport '"hiC'h "·as extended in the follov.'- their replacement by DC-3's in or the initial production version. ~cene in the early 1930s v.·as domi· ing February to cover the ne'". in- 1936, \Vhen they were relegated to These modifications resulted in a nated by large, not particularly stallation of \\VO 710 hp \Vnght shorter routes. Other US customers notable improvcn1cnt in all-round cost· effective and generally SC:R-i 82o-Fg Cydone radials. I n to operate the DC-2 included performance, and were later ap obsolescent types such as the Fokker this form the DC-1 not only carried American Airlines (eighteen); plied (except, in sonic cases, that to and Ford tri-motor monoplanes and 12 passengers - 2 more than the Eastern Air Lines (ten); General the \vindscrecnl, to most of the the Curtiss Condor t\vin-engined bi Boeing 247 - but had a 35 mph Airlines (four'; Pan American American-owned ~ l ode! 247's. 1 he plane. The injection into this scenr (56 km hr) fastt-r cruising speed (ten. ; and Panagra (three). UAL aircraft \vere used between of the smooth-skinned, all-metal and a <'Onsiderably better range. It One other e\•ent in 1934 was to points on the \vest coast, ranging Boeing 247, as the cxdu•i'r \vas drlivered to 1'\VA in September ha,·e a profound effect upon the fro1n Vancouver down to San property of United Air Lines, 1033, and on 19 February 1934 set DC-2's success in the export Francisco, Los Angeles and naturally aroused an instinct of a ·ne\v US trans-continental speed market. This resulted from the Agu:ucalicntcs (?\lexico); and to survival among UAL's competitors, record bet,.,een Los Angeles and decision by KL?.[ to enter a DC-2, Ne\v York and Philadelphia in the and in particular at ·rransco11- Nc,.,ark - thr first of 1 1 US and carrying a standard transport pay· eastern United States, by \\':IY of tinental and \\'estern Air I nc. In 8 "·orld speed and distance records load, in the · ~[ acRobe rt so~' air race Salt Lake City, Cheyenne, Omaha, 1932 T\VA's vice-president in which it "'as to se t up \vithin the from England to Australia. \Vhen Chicago and Cleveland. By January charge of operations, Jack Frye, ue'Ct fe"' month~. PH-AJU Uit•tr, carrying a cargo of 1938 the United fleet had dwindled invited five US manufac1urcrs to \V ith this kind of performance 3 passengers and 30,000 air mail to t\venty-four 247/247D's, thirty· tender a design to con1pe1c \vith 111argin over its nearest rival, it '"as letters, came first in the transport six others having been sold to other the Boeing 247. Frye specified a clear that the DC- t design \\las <'lass and second only {to the operators during 1935-37. Prior to three-engi11rd air<' raft, to presen e capable of being stretched further D.H.88 Comet) in the O\•erall speed the outbreak of \\'orld \\"ar 2 thry the 'one rngine out' safety factor ,\lithout surrendering its O\'t'rall C'lass, there \\"as no denying the '"ere to be seen in the colours of his existing fleet, but the t\\·in ad\'antage. Accordingly, T'VA de- Douglas tran~port's capabilities. of National Parks Airlines, Penn· engined l)C-1 (Douglas Con1merc ial cide-d in~tead not to order the DC-1 Eventually, KL~! operated a fleet syl\'ania-Central Airline>, Western No 1) design promised to 1nain1ain at all but to pure hase a slightly of ninctrcn DC-2's on its Amster- Air lines, \\lyoming Air Scrvi<'c this safety margin to T\VA's satis enlarge' d version,· t h c DC·2. Th"15 11-'am-Bala\ ia service, while its sub· and Zimmerley Airlines in the US, faclion, and the DC-1 proposal '"as had more powerful (720 hp) sidiary K N I L~l used three more on and SCADTA in Colombia. One of accepted. 1·he basic configuration, 163 the Netherlands East I ndies motors and Curtiss Condor bi ec:ono1nics. \ Vhile the DST was Compania ~t exirana de Aviacion ; domestic net\vork. Other customers planes. 1'o remain competitive, evolved to meet a relatively specia KLi\t (the first European operator, included Annorg, the Russian pur Smith sought an equi,alent to the lised requirement, Douglas was t\venty-four); LAV of Venezuela; chasing organi•ation, which had l)C-2, which could carry as many quick to realise that, by remo,·ing Lot of Poland; ~ialrrt of I Iungary; ooe; Australian National Airwa)·s pa«engers in sleeping berths as tlic the sleeping berths, thr larger Panair do Brasil; Sabena of Belgium (two); the Austrian government DC-2 did in daytime seating. J ohn l)C-3 fuselage '"ould accon1modate (t\\IO); and Swi~sair (five). Lirence (one); Avio Linee ltaliane (one); Northrop of Dougl:is, workinf{ a third row of seats, so giving an manufacture \vas undertaken by China (six, u~c d by CNAC and clo~ely with \ Villiam Littlewood, increase of 50 per cent in capacity Nakajima in Japan from t938, for C..:anton Airlines); CLS in Czecho American's chief engineer, solved O\'Cr the DC-2. Airline customers Dai Nippon K .K .K . (Greater Japan slovakia (fi,e); Deutsche Lufthan•a the problem by stretching his were already impressed \vith the Air Lines), and Soviet licence pro (one); the French government original DC- t / DC-2 design still DC-2's operating costs; \Yhen duction as the PS-84 (later Lisunov (one); 1l olyman's Ainvays in further, this time extending the offered a larger aircraft \vith costs Li-2) began in tg40. !luge numbers Australia (two); Iberia (one); girth as well as the length of the only two-thirds those of the n c-2, \Vere ordered in Scp1cn1ber 1940 J apan (six); LAPE in Spain fuselage by making it 3 in (7.6 cm) even \vi th more powerful ( 1,200 (and later) for the US Army Air (three); Lot in Poland {t,vo); and deeper and 2 ft 2 in (o.66 m hp) Cyclone or T\vi n \Vasp enginrs, Corps (as the C-47 and C-53) and S\vissair (four). Authorities differ \vidcr. 1'he rrsulting aircraft, known they soon produred a flood US Navy (as the R40-t ), and large O\er the exact number of DC-2's as the DST (Douglas Sleeper of orders. Such \vas the impact of numbers of ci'il DC-3's were im built, but the best estimate appear~ fran ~portl, \Vas thus able to accom the DC-3 that by 1938 it \Vas pressed for military sen·ice with to be two hundred, this total in modate 7 upper and 7 lower slecp rarrying 95 per cent of all US a ir designations from C-48 10 C-52 c·luding one hundred and thirty for in~ berths, plus a 'honeymoon line traffic, and " 'as in sen;re with inclusive. ~fa ny were supplied 10 civil customers, fifty-seven for the suite' at the fon\lard end of thr '.lO foreign airlines; a year later, 90 the RAF and other Allied air forces USAAC, five for the US Navy and cabin. \\'ing span was extended, per cent of the \vorld's airline trade during \\'orld \\'ar 2. About five or eight others assembled from spares. rompared \vith the DC-2, a nd thr \Vas being flown by DC·:fs. six " 'ere acquired by advancing ·rhere were four basic po,verplants fin and rudder were restyled and The DST / DC-3 entered servire German forces in Europe, and '"ere - 7 to or 7 70 hp Cyclones, and enlarged. l 'he prototype (X 14988) on American Airlines' Ne,11 York handed over to Deutsche Lufthansa. 700 or 720 hp Pratt & Whitney was flo,vn for the first time on 17 Chicago service in J une 1936. I !ornets - though some aircraft l)ecember t 935· Amr rican eventually operated the 55 Mits ubishl G3M2 \vere fiued with 690 hp Bristol The carrcr of the DC-3 during largest pre-,var DC-3 fleet, recei,· The G3M \vas evolved in 1934-35 Pegasus VI engines. Jn the US, the and after \Vorld \Var 2 is described ing sixty-six. Second largest operator as a land-based, loni;:-r a n~e medium l)C-2 design \vas also the basis for in three other volumes io this (forty-five aircraft) \Vas United Air bomber for the Imperial J apanese the Douglas B- 18 bomber; in series; this volume is concerned only Lines, 'vhich had to admit the Navy, making its maiden flight in Europe, OC - 2 manufacturing \Vith its career as a pre·\Yar air· eclipse of its Boeing 24 7 fleet, no\v the summer of 1935. By the end of licences were acquired by Airspeed liner, which it is convenient 10 losing money to its Douglas 1937 it \vas in full production as and fokker. Neither licence \Vas rc-gard as continuing to the end of equippcd ri,·als. UAL began its the G3~f 1 and C3~ f 2, and an taken up, but Fokker acted as 1 9~ 1. Up to this time a total of DC-3 sen•ices in Jun" 1937. Other account of its military career is f.uropean 1narketing agent for both four hundred and fifty-five had CS rustomers for the DC-3 in given in the Bombers 191 g-39 the OC-2 and its successor, the been built, of which only thirty c luded Braniff (ten); Delta (six); volume. In 1938, i\fiuubishi also l>C-3. cight were DST's - half of the1n F.astern (thirty-one); I !awaiian began the conve r ~ion of about l\110 powered by 1,000 hp \ Vright (t hree); Northeast (two); Northwest dozen G 3i\f 2's as con1mer<'ial trans 5 1- Douglas DC-3 SC R- t 820-G 102 Cyclone engines (eleven); Pan American (twenty); ports, \vith armament deleted and 1' he birth of the DC-3 arose from and the other half by Pratt & Panagra (twelve); Pennsylvania the interior furnished as a cabin for circumstances similar to those which \\'hitney R-1 830-SB3G T'vin \ Vasps Central (fifteen); T \.VA (thirty 8 passengers. j\.fost of these \vere rrsulted in the creation of the of comparable power. T he remain one); and \Veslern (fiv('). The drliverrd to Creattr J apan Air OC-t and l)C-2. This time the in~ four hundred and se,entern major foreign customers included Lines (Dai Nippon Koku K .K.), by airline chief in,ohed \\f:lS C. R. l)C-3's were built as con,·entional AB Aerotransport of Sweden lfive): '"horn they w('re optra t ~d on an Smith, president of American Air day-passenger transports, and the Aeroflot (eighteen ; Air france internal network and on services to lines, 'vho was operating a sub os·r·s were eventually converted (one); Australjan National Airways China, Formo 168 169• National, United, and Western Air teen production Bloch 22o's were Provence, F-AQNN Champagne, tailwheel being non-retractable. Express. In Latin America, built for Air France, to replace its F-AQNO Alsace, F-AQNP Lorraine Accommodation was for a crew of Lodestars \vent into service \vith existing Potez 62's and Wibault and F-ARIQ Ro11ssil/011. Their first 2 or 3 and up to 1o passengers, the Panair do Brasil and LAV of 282's. airline operations \Vere in late cabin being air-conditioned and in Venezuela, and from October 1942 The Bloch 220 carried a ere\v of 1937/ early 1938 on Air France's sulated against external noise. There Sabena considerably extended its 1 or 2 pilots, a \Vireless operator Paris-}.(arseilles sen·ice, followed by \Yere baggage compartn1ents under Congo net\vork \vith a mixed fleet and a steward. Passenger accom the Paris-London service from '27 the floor and to the rear of the of ?-.1odel 14's and 18's. Another modation \vas divided into 6-seat ll1arch 1938 and others to Amster cabin. Observers \vere surprised to substantial order was placed by fonvard and 1o-seat rear cabins, dam, Bucharest, Prague, Stockholm 1101e the absence of any de-icing South African Ainvays. Perhaps the \vith a toilet and bar a t the rear of and Zurich by the end of that year, provision, and the only concessions largest single airline operator \vas the latter and a main baggage/ completely replacing the Potez 62 to the wintry conditions in which BOAC, \vhich had in all (though freight compartment in the rear and \\'ibault 282 on all Air France the aircraft later operated were the not all at the same time) thirty fuselage. The paMengers \Yere pro European primary routes. Au fitting of spinners to the propellers eight Lodestars, comprising fifteen vided \Yith individual seats, each 'every hour, on the hour' service be and perforated baffle-plates in the ~fodel 18-07's and t\venty-three beside a 'vindo,v, on either side of a tween London and Paris began in cowlings in front of the engine :-.1odel 18-08's. This fleet eventually central aisle. On 1 1 August 1936 the sumn1er of 1939. During \\'orld cylinders. took over all BOAC wartime services came the decision to nationalise the \l/ar 2 at least three Bloch 22o's Production of the ANT-35 \YaS in Africa and the Near East, and major constituents of the frPnr h \Vere commandeered by the German initiated in 1937, and introduction played a prominent part in running aircraft industry, and the Bloch authorities and allocated to into regular Aeroflot service came the enen1y blockade of ~1alta. factories \Yere incorporated in the Deutsche Lufthansa. on 1 July of that year fron1 llfoscow From the ;..itodel 14 and ?-.1odel 11e'v Societc Nationale de Constru«:" to Stockholm via Riga. Powerplant 18 were developed, respectively, the tions Aeronautiques du Sud-Quest, 60 Tupolev ANT-35 for production aircraft was two 850 1-ludson and Ventura bomber and formed on 16 November of that Although outwardly of modern hp ?-.I-85 (Cnome-RJ1one 14N) reconnaissance aircraft of \Vorld year. I n the following month Bloch appearance for its day - it was de radials which, although each \Var '2, described in the Bon1bers, formed a ne'v company, Socicte des signed in 1935 - the ANT-35 did nominally capable of developing Patrol and Tran.sport Aircraft Avions ?\-[arcel Bloch, of \vhich he not prove particularly outstanding, some 50 hp n1ore than the engines 1939-45 volume. \Vas the sole administrator and and remains a comparatively in the prototype, were not satis shareholder, and gained the right obscure type. I t \Va.s designed by a factory in service. As a result the 59 Bloch 220 to receive royalties from the state Tupolev design team led by A. A. maximum speed of the ANT-35 The company headed by Marcel for his previous designs and to con Archangelski, and the first flight (alternatively known as the PS-35) Bloch (better kno,vn today as Marcel tinue to provide, via the SNCASO, \vas made in the spring or summer \Yas \vell belo\v the expected 268 Dassault) produced two commercial certain military prototypes, engints of 1936. On 15 September of that n1ph (432 km/ hr). transport designs in 1935 to meet and other equipment of which his year the prototype (URSS No35) The total number of ANT-35's the requirements of Air France. company \vas the constructor. made a demonstration flight from built is not known, but is unlikely The larger of these, the Bloch 300 These administrative rearrange 1\fosco'v to Leningrad and back, a to have been high; production Pacifique, a 30-passenger airliner ments \vere no doubt one mai11 round trip of 787 miles ( 1,266 km) ended in 1938. The only known po,vered by three Gnome-Rhone reason \vhy Air France did not re covered in 3 hours 38 minutes at operator \Yas Aeroflot, '"hose fleet 14K radial engines, undenvent test ceive its first five Bloch '220°s an average speed of 216 mph (348 included aircraft registered URSS ing in 1935, but \Vas not adopted. (F-AOIIB Gasrogne, F-AOHC kn1 / hr). In Dece1nber 1936 it \Yas !1113 1 and -M 134. The presence in Bloch \vas more successful with the Guyennc, F-AOIID Au1•ergnc, displayed statically at the Salon de the Aeroflot fleet at about this time twin-engined Bloch 220, \vhich fle\v F-AOIIE Aunis and F-AOHF l'Acronautique in Paris. Reporters of a Douglas DC-3 registered for the first time in December 1935. Saintongt) until the latter part of noted, among other things, a poor URSS-llf 132, and the acquisition in The 'vings and horizontal tail sur 1937. By the following summer O\•erall standard of \vorkmanship in 1938 of a Soviet licence to manu faces \vere essentially those of the another fi,·e had been delivered, its all-metal construction. The \Yings facture the American transport Bloch 21 o bomber, flown a year or and '"hen delivery \vas completed appear to have been essentially (later designated Li-2), would ap so earlier and in production for the fleet included F-A01-IC Flandrc, I si1nilar to those of the Tupolev pear to indicate a fairly short life the Armee de )'Air. The Bloch 220 F-AOIII-1 Savoie, F-AOHI Berry, SB-2 t\vin-engined bomber. The for the ANT-35, although some may prototype (F-AOIIA) apparently did F-AOHJ Poitou, F-AQNK Anjou, main landing gear retracted rear have been used for military trans not go into airline service, but six- F-AQNL Languedoc, F-AQNl\1 \vard into the engine nacelles, the port duties during \.Vorld \Var 2. 61 Junkers Ju 52/3m changes of po,verplant, interior lay following spring, was a sn1all feeder Shoe Company in Czechoslovakia, In the field of commercial av1allon out and so on. Production of the Ju line transport which served on and one to the ?.Iaharajah of between 1919 and 1939, three tri 52/3m began in 1932, the first two several British and foreign internal Patiala. The 1nanufacturer set up motor types stand out for their par examples being delivered to Lloyd routes during the 1930s. The its own opernting con1pany, Spartan ticularly pro1ninent contribution to Aereo Boliviano. Most prc-\var J 11 original Percival-designed aircraft, Air Lines, \vhich on 1 April 1933 the world-,vidc development of air 52/3m's were powered by one G-ABLI, was built by Saunders opened a sen·ice between Ileston transport: the Fokker F.V I Ib-3m, version or another of the Hornet Roe; its development \vas sub and Co,ves (later Ryde) using, the Ford Tri-motor and the Junkers engine or its Gernun counterpart, sequently transferred to Spartan initially, the sole Cruiser I and Ju 52/3m. Of these the German the BMW 132, but other power Aircraft Ltd. It \vas powered by the Cruiser Ill's G-ACD\V and design was eventually built in far plants included Pratt &. \Vhitncy three 1'20 hp de 1-I avilland Gipsy G-ACDX. After control of Spartan greater numbers, though production \Vasp or Bristol Pegasus radials and III engines. 1"he original single fin Air Lines had been acquired by the \Vas predominantly for military pur Hispano-Suiza Vee-type engines. and rudder was replaced by a l\vin Southern Raihvay, operation con poses. Nevertheless, the pre-\var em Predictably, the largest single com assembly in 1932, \vhen the aircraft tinued under the name Southern ployment of close on two hundred mercial operator \Vas Deutsche \vas named Dlackpool, but there \Vas Air Services. By that time G-ACD\V Ju 52/3m's by nearly 30 airlines is Lufthansa. By the end of V.'orld no demand for an all-mail aircraft had been sold (in April 1934) to a measure of the type's importance \Var 2 no fe,ver than t\YO hundred and G-ABLI 'vas scrapped in early ~!isr Ainvork of Egypt as SU-ABL, in the commercial transport scene. and thirty-one Ju 52/ 3m's had 1933. and '"hen G-ACDX (which had The original Ju 52 "'as a single appeared in the DLH inventory, Spartan, ho,vever, continued to briefly borne the Acct name engined aircraft, designed as a although the majority of these '"ere develop the design as a passenger H an1pshir11) was destroyed in a cargo tran;port and having a 590 operated in wartime on behalf of transport, and in ;\fay 1932 Ae\Y crash in October 1935 its place was cu ft ( 16. 7 cu m) cabin capable the Luftwaffe. The highest kno\\'ll the prototype Cruiser I (G-ABTY), filled by the repurchase of G-ACB~I of ncco1nmodating a 4,067 lb DLI I peacetime total is fifty-nine, \vhich retained the Gipsy III from Iraq. Three other Cruiser II"s (1 ,845 kg) payload. The prototype the number taken on charge by the po,vcrplant but \Vas slightly smaller '"ere built for Spartan Air Lines/ (D-1974), which first fle,v on 13 Luftwaffe prior to the outbreak of and had an all-metal fuselage. The Southern Air Services: G-ACS}.[ October 1930, was po,vered initially war in 1939. Other Ju 52/3m's accommodation provided for a total S11ssex, G-ACVT and G-ACZ?.I. by an 800 hp J unkers L 88 engine, \Vere operated on an almost \vorld of 8 persons, including 1 or 2 pilots. These, together \vith the single but among the five Ju 52's known wide basis, by AB Aerotransport After a number of demonstration Cruiser II G-ACYL built for to have been built numerous alter (seven); Aero O/ Y (five); Acroposta flights in Britain and Europe, United Ainvays, and two of the native engines were fitted at Argentina (four); AGO, Estonia Spartan initiated a modest produc three Cruiser Ill's, passed into different stages of their careers. One (one); Ala Littoria (five); British tion line in 1933 which by 1Iay British Ainvays O\Ynership in late of these aircraft '"as operated Ainvays (three); CAUSA (two); the 1935 turned out t\velve Cruiser Il's 1935. by Deutsche Verkehrsfliegerschule Colombian government (three); and three Cruiser I ll's. The Cruiser The Cruiser III \Vas a develop (DVS) and another by Canadian DDL (three); Deruluft (five or II \Vas generally similar to the ment of the Cruiser II, \vith an Ainvays. more); DETA (three); DNL (eight); Cruiser I, except in the type of acrodynan1ically-refined fuselage, The seventh J u 52 \vas fitted Eurasia A'·iation Corporation, engines installed. Standard power modified \vindscreen and tail unit, with three 5 75 hp B~l \V (Pratt & China (five); Iberia; LARES (one): plant, fitted in nine of the t\velve and fully-faired 'trousered' n1ain \Vhitncy) Hornet radial engines, Lloyd Aereo Boliviano (seven); Lot aircraft built, \Vas three 130 hp Jnnding gear. "fhe overall length '"ith which it fle,v for the first time (one); l-lalcrt (fi,·e); t'.>lag (three); Gipsy :\fajors; two others, including was increased to 41 ft o in ( 12.50 in April 1931, and all subsequent Sabena (nine); Servicos Aereos G-ACB:\I, the first Cruiser I I, had m) and the cabin redesigned to seat aircraft \vere completed as tri-motor Portugueses (one); SEDTA, Ecuador 130 hp Cirrus I Iermes !V's, and up to 8 passengers. At the same ju 52/3m's. Accommodation "'as (l\vo); Sl-ICA, Greece (three); one \vas equipped \Yith \Valier gross weight as t11e Cruiser II, for a crew of 2 or 3 and up to 17 Sindicato Condor (seventeen); South ~lajor 4's, nlso of 130 hp. Six of the cruising speed was increased to 11 8 passengers, \vith a toilet and a African Ainvnys (fifteen); Varig Cruiser II's were built for foreign mph (190 km/ hr) and range to 550 baggage/freight compartment at the (one); and VASP (three). customers, G-ACB:\1 being operated miles (885 km). Three of this rear of the passenger cabin. Like by Iraq Ainvork as YI-AAA be version (G-ACYK, G-ADEL and the other Junkers transports de 62 Spar tan Cruiser tween Baghdad and ?.iosul. Two G-ADE~l) were built, of \vhich the scribed in this volume, it \Vas pro Developed from the 193 I Saro \Vere delivered (as YU-SAN and last-11amed \Vas destroyed in a crash duced in many variants, with dis Percival (later Spartan) }.failplane, YU-SAO) to the Yugoslav airline at Blackpool in November 1936. tinguishing suffix letters signifying the Cruiser, '"hich appeared in the Aeroput, l\vo others to the Data None of the Cruisers remained long I 7'2 173 in British Air\vays scr .. icc, thei r per 1nid-1934 \\ith Delta Air Corpora by the frrnch gOvt'rrtment, \Vhic-h Tfmlrarre) upon us formation in forma11lc being 100 1nodest for the tion, on the Dallas-A1la111a subje<'tcd it to offirial acccptanre August 1933, and the remaining '1111t1ge' required of Britain's second Charl1·~1on air 1nail rou1r, aud \\'ith trials in early 1931. Prior 10 the~<' three 28:.i's "'ere deli,ered direct 10 largest airline. 'J'hrcc Cruiser J J s Central Airlin~ (later a part of it had been redcsigna1cd \\'ibault Air l'ranc-e as F-A~11 lL J..e and 011e Cruiser 11 J (C-A<..S~ l , Prnn~ykania-Crntral Airline•· on a 281 T after bring refitted \\;th 300 Foutueu'C, F- A }.IJl~ l l.'l ntripide U-A<.. YL, U-A<..L:~ ! and G-AU£L) li\e-a-day each-\\·ay servite b~twec11 hp Gnome-Rhilne 7Kb radials, and and F-A~ l HP La Voile d'Or. \Vere resold in 1936 ·37 10 Northcr11 Ut•truit a11d \ \'ashington, DC. 111 \Vibault 282·r \vhcn these \verc re Various impro\ cn1ents \Yere made and Scou1sh Airways, which, under 193;; the Delta S1insons were re placed by Cno1ne-Rhune 7Kd 1'itan after 1hc 282's entry into service its later tille Scouish Airway., lrga1ed 10 a night sen ice bet\\'et 1 ~ ! ajor radials of 350 hp each. \ \'ith including the adoption of cowling operated thc1n until the beginn111g ,\danta and l'nrt \\ orth. ~lodel A the increased power available, rings for l\•'O and later all three) ot \ Vorld \>\ar 2. 'J hree \Vere t hen alsn npcratt•d for a short period in passenger capacity \Vas inrrcased 10 engines. The nc.xt production impressed into the H.AF in April the ro!ours of A1ncrican Airlines. So 1o, in individual seats \Vi th a version, the \Vibaul1-Penhoct 283, 1940, but liule or no military use far as 1s known the only other rcntral aisle and toilet and bagga~e had NACA-type C'owlings and its '"as made of them O\\ 1ng to st rue· cu .1on1er wa 1\irline> of Australia, fac iii ties at the rear of the cabin main undercarriagt' units enclosed tural deterioration. whu h took dt•li,ery of three ~I odt·I A second 282T prototype F-AK t:L, in deep 'trouser' fairings. The latter A's (Vil-UKK and two others) in also purcha\ed by the Fren<'h feature created airf!o\V problems G3 Stinson Model A 1936 for st'!'\ kc on its Sydnt·> government) \vas co1nplcted, and over the tail surfaces, resulting in A comparative anachronism in the Bri,ba te route. 1'hoc passed in th~e t\\'O prototypes were certifi the addition of auxiliary fins and era of the Boeing, Douglas and 19_.2 11110 the ha11ds of Aus1ralia1 cated in '.\ larc-h and J uly 1932 re an increase in rudder area. Lockheed all-1netal t\vtns, the National Airway,, \vhich al the end spectively. 1n 1934 (during \Vhi<'h time Stinson ~ l ode! A tri-1no1or \Vas built of \ \'orld \ Var 2 modified them 10 During 1931 \ \'ibault joi11<'d \Vibauh-Penhoet \\'as taken over by only in n1od~1 numbers and re1nai11s twin-engined aircraft by deleting the forc-es \vith Chan1icrs de Saint· the Brcguet con1pany) ten 283's a relatl\ ely little-known type of the no.e engine and replacing the wi1 ~ Nazaire Penhoet to form a ne\v com \Vere built, all for Air France. Thc.se lauer 1930s. It fint appeared 111 pair with Au,tralian-built 600 hp pany, C:hantiers Ac Brandenburg). Two other B-type than that of the bomber, could 1 1 1oo hp for take-off, :ind \Vere used 1,000 lb (454 kg) payload non-stop aircraft, with ·r,vin \Vasp SC3G accon1111odatc a filght crew of 5 on services from Brown,ville and across the North Atlantic. T his engines, \vcre ordered by South and 33 passengers. If required, tht• Los Angeles lo l\!eicico City. T he order, for t\\'O aircraft to Specifica 1\frican Ain.,ays and designated J u rahin could be converted 10 a 16- 1'\VA aircraft, designated SA-307n, tion 36/35, \V:l~ placed by the Air 90Z-2; they '"ere allocated registra· berth sleeper transport, with space were generally similar, except for ~f inistry in January 1936, and the tions ZS-ANG :ind ZS-ANll, but for 9 other passengers in reclining GR-1820-G105A Cyclones and tri design team '"as led by A. E. Hagg, "·ere not deli' crcd and instead re sleeper chairs. angular Aap hinge fairings under '"ho had been re~ponsible not only cei,cd Ve~uchs numbers VS and No separate prototype '"as built, the inboard wing trailing-edges. for the D.l·l.84, D.H.86 and V9 rr~pectively. Boeing preferring to await firm air Identities were NC 19905 Comanche, D.Il.89 biplane airliners (\o;hich see) Not all of the :iircraft listed "·crc line orders before beginning manu ~C 19906 Cherokee, NC 19907 but for the D.1 1.88 Comet racing actually oper:itcd by Lufthansa, and facture. l 'hese came in 1937, '"hen Zuni, ~C 19908 Apache and aeroplane which had "·on the the J u go's pre-,var airline senice :•an American Ain.,ays ordered four NC 19909 l\'ai•ajo. Prior to famous '~ l ac Robertson' rare from \o;as of a rather limited nature, Stratoliners and T \\'.'\ six (later America's entry into \\'orld \\'ar 2 England to Au5tralia in t934· For although a d:iily Berlin-Belgrade reduced tu fi,e). A production line the utilisation of all eight Strato- the Comet, llagg had de,eloped a form of all-\"ood stressed-skin con October 1938 as G-AFD I Frobisher ,·rr,inn to p:1••<'11i;cr/mail configura- into BOAC O\\•nership in 1940 and strurtion which resulted in an (flagship), G-AFDJ Falcon, G· 1in11 and a brief period of ser\'ice \\'ere employed on the airline's extremely Slrong thin-section c:uui AFDK Fortuna, G-AFDL Fingal with BO'\(!, W<'rc i1npresscd into sef\·iccs to Li ~bon (inaugurated on lever \"ing, and the same philosophy and G-AfD~I Fiona. In 1939 the the RA!'. ( ;. \FDT 10 'D ~f , retain· 6 J une 1 9 ~ 0 by F111 i:nl and \"as employed in the construction of t\VO original aircraft "'ere added 10 in~ thdr d\'ilia11 identities, passed Shannon. the ne\" D.l l.91. Other note\"Orthy the fleet for experimental mail features of the design \•·ere the ser\'ices and \\'ere named Faraday Gipsy Twelve engines - e\ohed by and Franl..lin respeCti\'ely. The ~i ajor Frank I lalford by uniting Albatross passenger version interior two six-cylinder Gipsy Six in-line was dh·ided into three cabins for engines to form a t\•·eh e·cylindcr 8, 8 and 6 persons, in 4-abrea>t \ 'ee - and electrical actuation of seating with a central aisle. There the split flaps and ma111 landing \vas a 4-man fl ight cre\v, as in the gear ei.u:nsion and retraction. n1ailplane, and a cabin ste\••ard The first of the t\"O trans-Atlanti<' Fof\\'ard of the front passenger Albatrosses fle\v for the first cabin, on the port side, \\'as a 58 time on 20 ~lay 1937. Originally cu ft (1.64 cu m) baggage compart the t\"in fins and rudders \Vere strut n1ent, \•;th a galley opposite on the braced and inset on the upper sur starboard side. Aft of the rear f ace of the tailplane. After pre cabin \\'as a toilet and the main liminary flight testing, however, the mail/ freight hold, \\,jth a capacuy standard form of unbrared endplate of 158 cu ft (4.4 7 cu m). The vertical surfaces was adopted. Fuel passenger version had about one· \vas contained in four fuselage third of the fuel capacity of the mail· tanks, over the \Ving centre-section, plane, this being disposed in under having a total capacity of 1,320 floor tanks at the front and rear of In1p gallons (6,ooo litres), giving the fuselage of 270 gallons ( 1,227 the mailplane version a maximun1 litres) and t 70 gallons (7 73 litres) range of 3,230 miles (5, 198 km) - respectively. Over a 1,000 mile considerably beuer than the 2,500 ( 1,61 o km) range, the passenger 1niles (4,023 kn1) demanded by t he version could carry a payload of Air ~linistry Specification. l ' he 4,188 lb (t,900 kg); a maximum mail payload was 510\\ cd in a com payload of 5,388 lb (2,444 kg partment in the rea r fuselage, aft could be carried over ranges of up of the wings, with access via a door to 600 miles (965 km). Take-off and in the starboard side. l ' he aircraft landing could be accomplished in \Vas operated by a 4-man cre\v, con lw than 1,000 ft (305 m . Extern· sisting of captain, first officer, \vire ally, it could be distinguished by its le~s operator and na\'igator. l 'hc additional cabin \vindO\VS (6 eacli l\•'O Albatre»s mailplane>, although side) and slotted undef\ving flaps. allotted the military serial numbers After experimental Christma• K8b 18, and K8619, instead mail flights (by Frobisher and appeared on the British Ci"il Falcon) to Cairo in December 1938, Register as G-AEVV and 'V\V. the passenger fleet seuled down in Quick 10 appreciate the economic J anuary 1939 to operate Imperial and \isual appeal of the Albatross, Aif\vays' service from Croydon to Imperial Ainvays ordered a fleet of Paris, Brussels and Zurich. After five \vilh a 22-passenger interior, the outbreak of \ Vorld \ Var 2 and these \Vere delivered from Faraday and Franklin, after con· I NDEX l 'he reference numben ttfer LO the illustrations and corresponding text. Ref. Pagt Pagt ..,\'a. (colour ,dtscription ) r\inpced Courier (A.S.5) .a 71 156 AnruLrong ;\rgosy 12 31 112 \ \'hil\~Orlh Atalanta (A. \V. 15 41 6J t -l8 Ensign (A. \V.27) 42 Gt 65 149 A\'ia BH-25 7 23 10,, Avro Ten, Five, Six and Eight~n 37 58 '-lJ lkllanca ;\ irbus and Aircruiser 31 51 135 Bloch Type 220 59 82 170 Boeing Models 40 and 8o 14 33 I I .~ Monoma1I (r.todeb 200 and 221 ) 47 70 155 l\lodcl 247 52 75 I ti I Stratolincr (l\Iodel 307) 6g 94 95 18o nregucl Type 14 I 17 97 (;lark (General Aviation) G.A.43 50 73 158 Consolidated Flec1$ler (.tvlodcls 17 and 20) 28 46 13 1 Curtis., Condor 16 36 I t 7 de l-Tavilland O. H.4A, 9, 16 and 18 2 18 gU D.l l. 34 4 20 I O I o .H.ao 5 21 101 D.H. 6 Hercules 13 32 I 12 D. H.~ Dragon 17 37 119 O.H. 19 39 121 D.H.89 Dragon Rapide 18 38 120 O.ll.9 1 Albatross 70 96 181 Dewoitinc Type 338 66 90 177 J)omirr Komel and l\Icrkur 20 40 123 Douglas DC.t and DC.2 53 76 162 54 77 16-1- Farman ~;i and F.6o Coliat.h series 9 26-27 107 rocke-\\"ulf ;\ I 7, 29 and 38 :>.10\\'C 21 41 I :l.j. f\V :lOO 67 91 178 Fokker F.11 and f .III 22 42 125 F.VII and F.\'ll-3m series 36 56 57 141 F.\.'111, IX, X II and X\ 'l l l 38 59 I # Universal and Super Unh·rn:il 23 43 1lti f ord l'ri-motor (l\ lodels 4-AT and 5-AT) 34 54 138 Crntral . \ ircraft r-Ionospan 51 74 159 Grnrral J\viation (Clark) C.A.43 50 73 158 Handley Page \ \'8, 9 and 10 I I 30 110 H .P.42 15 34-35 11 6 185 The Pocket Encyclopaedia of World Aircraft by IU!NNJ!Tll MUNSON J unken F 13 43 66 PIONEER AIRCRAFT 1903-14 150 FIGHTERS 1914- 19 C 23 and C 24 44 67 151 \\I 33 and \V 34 45 68 152 BOMBERS 1914-19 G38 39 6o 61 145 FIGHTERS 1919"39 Ju a6/3m 61 14 172 BOMBERS 1919"39 J u 56 79 166 FIGHTERS 1939"45 Ju 90 68 92-93 179 BOMBERS 1939"45 Kalinin K t}"J)C'S 27 47 130 HEl.JCOP"I ERS aince 1907 La~ Type 28 29 49 132 PRIVATE AIRCRAFT, Bualncaa and 10 Liort ct Olivier LeO 21 28-2g 109 Gcncnal Purpose alncc 1946 Lockheed l\iodel 10 Lkctra and l\fodel 1i 57 8o 167 l\1odcl 14 and l\1odel 18 FIGHTERS in acrvi ce aincc r96«> BOMBERS in aervicc aincc •96«> Lodestar 58 81 16g Orion FLYING BOATS AND SEAPLANES 49 72 157 • \1~a and t\ir Express 30 50 llDCC 1910 1~3 AIRLINERS between the wara 1919")9 l\litsubimi G3~f 2 55 78 I 5 1'\orthrop Alpha, Gamma and O.·ha 46 6g 153 AIRLINERS aincc 1946 Potez ·rype 61 40 62 147 P. \V.S. P.\\ .S.24 26 46 130 The Pocket Encyclopaedia of Spacecraft Rohrbach Roland (Ro \ ' Ill 33 53 137 MANNED SPACECRAFT Ryan Brougham 25 45 128 by KENNETH GATLAND Savoia-~l arc hctti s. 71 35 SS 140 FRONTIERS OF SPACE . 73 and S.l\I. 75 65 ~ 175 Spad ·rypcs 27, 33, 46, 50 and 56 scri!"S 6 22 103 by PlllLIP BONO AND KBNN6Tll GATLAND Spartan Cruiser 62 85 172 Mechanised Warfare in Colour Stinson Dctroitcr 24 127 TANKS AND OTHER ARMOURED Model A 63 u FIGHTING VEHICLES 1900-18 Tupolcv 17~ ANT-9 32 52 13 by II. T. W HIT!! ANT-35 60 83 171 Vickcn Vi1ny (civil) and Vi1ny MILITARY TRANSPORT OF Conimercial 8 24-25 1o6 WORLD WAR I \\'estland Limousine 3 19 99 by C. ELLIS AND D. lllSllOP 1 \\'ibauh-Pcnhoi!t Type 28 64 87 74 MILITARY TRANSPORT OF WORLD WARD by C. ELLIS AND D. BISllOP World Colour Sttica: Cara by T. II. NICHOLSON SPORTS CARS 1928-39 PASSENGER CARS 1863-1904 SPORT CARS 1907-:17 PASSENGER CARS 1905-1:1 RACING CARS 18g8-1 g:a I World Colour Scrica : Railway• by O. S. NOCK RAILWAYS AT THE TURN OF THE CENTURY 1895-1905 RAILWAYS IN THE YEARS OF PRE-EMINENCE 1905-19 RAILWAYS AT THE ZENITH OF STEAM 1g:ao-40 ISBN 0 71 37 Oj67 I BLA DFORD PRESS LTD 186 167 High Holborn LONDON WC1 V 6PH I Print • -· "• '