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BX12 DHC - Wright Eclipse Urban - Route X64 Woodgate via Weoley Castle. Seen on Old Square, Birmingham.
To celebrate 110 years of bus services in Eastbourne, Stagecoach in Eastbourne have restored DHC 782E (ex Eastbourne Corporation 82) and are utilising it this summer along with a 1950 AEC Regal AHC 411 on a route 110 from the Town centre to the Sovereign Centre. This immaculate vehicle is seen in Royal Parade, passing Princes Park on Monday 8th July 2013.
A 1967 Leyland Titan PD2A-East Lancs, numbered 19978 in the Stagecoach fleet.
Jaguar XK120 replica.
Classic Car Show and Fayre (in aid of Woking & Sam Beare Hospices) at Hoe Bridge School, Woking, Surrey 2012
Laying over at the Eastbourne Miniature Steam Railway, is Eastbourne Corporation 82 DHC 782E, during the Eastbourne Classic Bus Running Day on Sunday 3rd August 2014. DSCN30667.
Leyland Titan PD2-East Lancs.
JA843A ANA Wings De Havilland Canada DHC-8-402Q Dash 8 - cn 4084
Image taken at Osaka International Airport
January 2015
DHC T10 Chipmunk.
776 Sq.
RNAS Culdrose.
Juli 1989.
Transferred to Royal Navy 01/06/1971, to Canada Oct 1994.
Former RAF trainer, De Havilland DHC-1 Chipmunk (WK558 / G-ARMG) about to land. Done in sepia to give an olde worlde effect.
Drachten 11 november 2022, Tijdens oefening Falcon Autumn word vliegveld Drachten ingenomen door het 13e brigade. Foto: Mediadag vliegveld Drachten
After the success of the DHC-2 Beaver and DHC-3 Otter, deHavilland Canada decided to build their first two-engined design, the DHC-4 Caribou. Like the earlier designs, the Caribou would be intended for the "bush pilot" market, where short takeoff and landing (STOL) designs were necessary. The DHC-4 was much larger than anything deHavilland Canada had tried before, however.
The company decided on a high tail, high wing design that left the fuselage clear for cargo or up to 32 passengers. The wing was large and equipped with large flaps to give superb lift; the inner wing panels were also given some anhedral so that the landing gear could be mounted in the engines. This allowed the fuselage to be lower to the ground, which made loading cargo easier. The result was an aircraft with the same capacity as the C-47 Skytrain, but with better performance on unimproved airstrips and in "hot and high" conditions. The first Caribou flew in July 1958.
The potential for the DHC-4 quickly attracted a military buyer--but not the Canadian military. Instead, it would be the US Army that would sponsor further development of the Caribou, and ordered five prototypes in 1961. So impressed was the Army with the Caribou that it would become the largest operator of the type: 159 of the 307 DHC-4s built would become CV-2s for the US Army.
As the United States got involved in the Vietnam War, the US Army found itself setting up base camps in mountains and jungle with very small airstrips. The Caribou was capable of landing and taking off in only 1200 feet of unimproved runway, which was indeed what the Army needed. CV-2s could get into places that the USAF's C-123 Providers and C-130 Hercules could not.
In 1966, all fixed-wing operations by the US Army (with the exception of OV-1 Mohawk reconnaissance units) were turned over to the USAF. This meant that the CV-2 fleet were redesignated C-7s and the Army companies that flew them turned into USAF squadrons. For awhile, until USAF crews got used to the Caribou, mixed Army/USAF crews were used in Vietnam. The C-7 continued to do well, no matter who flew it. In addition to American Caribous, the Royal Australian Air Force (RAAF) also flew the Caribou in Vietnam, and liked its qualities so much that the RAAF would not retire theirs until 2009. 20 C-7s were lost during the Vietnam War.
After the American involvement ended, the USAF saw no further use for their C-7 fleet, which was relegated to Air National Guard and Reserve units until the type was phased out in the early 1980s. They were declared surplus, and some airlines which operated in the type of terrain the Caribou specialized in quickly bought them. The DHC-4 was popular with militaries worldwide; eventually 21 air forces operated the type, especially in Africa, where its "hot and high" performance was well-liked. A number still are in use, and in the United States, 12 C-7s are preserved in museums, one flyable.
This C-7A is probably 62-4183, a former US Army CV-2 passed onto the USAF. It served with the 483rd Tactical Airlift Wing at Phu Cat, South Vietnam, and participated in several operations during the Vietnam War, including the Battle of Dak To. As American involvement wound down in 1972, 62-4183 was passed to the South Vietnamese Air Force, where it flew with the 431st Transport Squadron. It was flown out during the fall of South Vietnam to Thailand, and ended up returning to the United States.
62-4183 does not seem to have been returned to service, however; it was stored at MASDC by 1977, and remained there for the next three decades. It was sold for scrap, but was bought by a Florida-based company and moved to the restoration yard at the Pima Air and Space Museum by 2018, along with four other C-7s. Plans were to restore two of the aircraft as warbirds, save a third for Pima, and scrap the other two for spare parts. As 62-4183 retains its landing gear, it is slated as one of the three for preservation, though plans have been on hold since 2020.
I had been meaning to get pictures of these aircraft since I first visited Pima in 2019; in 2021, I got a few, but they didn't turn out. In 2022, I was able to get this shot from Pima's perimeter fence. Despite being without engines and still bearing Spraylat, these C-7s' Southeast Asia camouflage is still present despite almost 40 years of lying idle in the Arizona desert; the old RVNAF markings and tailcode can still be made out on the tail. Hopefully 62-4183 will get a new lease on life soon, either as a display or as a warbird.