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Serial #: 44-35950
Construction #:29229
Civil
Registration:
N67148
Model(s):
A-26B
B-26B
Aero Trades B-26
Name: None
Status:
Last
info: Crashed nr Union City OK, Oct 3rd 1955
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History:
Converted to Aero Trades B-26 N67148
Great
Lakes Carbon Corp
Crashed, 3rd Oct 1955, 2 Mi NW Union City, OK
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The two shots above were sent to me by Matt Cooper,
Matt writes:
I just found your website for the Douglas A-26. It is fantastic!
My father, the late Dick Cooper, purchased A-26 N917Y (ex N67163, N163Y) in 1990. He died unexpectedly in 1993 and my
mother later donated the plane to a museum in 1997. The A-26 has been disassembled and stored indoors for the last 10
years or so with no additional work having been done other than the initial prep for restoration. Ownership is changing
again, so hopefully restoration will finally begin in the near future.
I was 14 years old when my dad purchased N917Y
and it became a big part of our lives together. We both accompanied the ferry pilot (Hugh Glassburn) on the ferry flight
from Rockford, Illinois to Everett, Washington-a 2 day trip encompassing 8 hours of flying. I have continued a career
in aviation, currently flying B737s for Alaska Airlines in Seattle, Washington. My true passion however are old planes.
I have been fortunate to fly a number of seasons in DHC-2 floatplanes and 2 years hauling cargo in Beech 18s.
Attached
are two photos from our ferry flight in September 1990. The first shows my dad and I in front of N917Y just prior to
departure from Rockford. The second is during a fuel stop in Rapid City, South Dakota. I apologize for the low
quality scans of the photo prints.
Thank you for all the work you have put into your website. I plan on spending
many hours checking it out!
Matt Cooper
g
The above shot was taken by Glen Chatfield at Rockford IL in 1988
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Serial #: 44-34774
Construction #: 28053
Civil
Registration:
N67163
N163Y
N910Y
N917Y
Model: A-26B
On Mark Marketeer
Name: None
Status: Unknown
Last
info: 2002
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History:
Delivered to Reconstruction Finance Corp
as 44-34761, 19??.
- Immediately put up for dispossal, 1945.
Standard Oil Co, Chicago, IL, 1949-1954.
- Registered
as N67163.
Standard Oil Co Of Indiana, Chicago, IL, 1961-1964.
- Registered as N163Y.
Pan American Petroleum Corp,
Tulsa, OK, 1965.
Standard Oil Co Of Indiana, Chicago, IL, May 31, 1965.
Nine Ten Corp, Chicago, IL, Aug. 4, 1965.
-
Registered as N910Y.
Greenacres Farm Inc, Lexington, KY, 1966-1972.
- Registered as N917Y.
Joel McNeal, San Diego,
CA, 1977-1984.
Courtesy Aircraft Inc, Rockford, IL, 1985.
Bob Collings/Collings Foundation, Stowe, MA, Mar. 1985-1990.
Warbirds
& Vehicles Inc, Seattle, WA, Nov. 1990-1995.
The Air Station, Arlington, WA, June 25, 1997-2002. |
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Serial #: 44-35948
Construction #: 29227
Civil
Registration:
N67164
N1244
N910H
N161H
C-GHLX
Model(s):
A-26C
B-26C
Name: None
Status: Airworthy
Last info: 2002
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History:
Delivered to Reconstruction Finance Corp,
Oct, 26, 1945.
Stanolind Oil & Gas Co, OK, 1954.
- Registered as N67164.
Pan American Petroleum Corp, Tulsa,
OK, 1961-1964.
- Registered as N1244.
Standard Oil Co of Indiana, Chicago, IL, May 31, 1965.
Nine Ten Corp, Chicago,
IL, Aug. 4, 1965-1966.
- Registered as N910H.
Motorola Inc, Scottsdale, AZ, 1969-1970.
- Registered as N161H.
-
Fitted with side-looking airborne radar (SLAR) belly antenna.
Grumman Ecosystems Corp, Bethpage, NY, Aug. 5, 1970-1974.
Conair
Aviation Ltd, Abbotsford, BC, July 1975-1987.
- Registered as C-GHLX.
- Flew as tanker #32.
Air Spray Ltd, Red Deer,
Alberta, 1990-2002.
- Flew as tanker #32.
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Note
NTSB Identification: FTW68A0001
14 CFR Part
91 General Aviation
Event occurred Thursday, July 06, 1967 in TULSA, OK
Aircraft: DOUGLAS A-26C, registration: N910H
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FILE DATE LOCATION AIRCRAFT DATA INJURIES FLIGHT PILOT DATA
F S M/N PURPOSE
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2-0311 67/7/6 TULSA,OKLA DOUGLAS A-26C CR- 0 0 2 NONCOMMERCIAL COMMERCIAL, FL.INSTR.,
TIME - 0901 N910H PX- 0 0 2 CORP/EXEC AGE 51, 9688 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0 2427 IN TYPE, INSTRUMENT
RATED.
NAME OF AIRPORT - TULSA INTL
TYPE OF ACCIDENT PHASE OF OPERATION
WHEELS-UP LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO ASSURE THE GEAR WAS DOWN AND LOCKED
FACTOR(S)
AIRFRAME - LANDING GEAR: OTHER
SYSTEMS - HYDRAULIC SYSTEM: OTHER
FIRE AFTER IMPACT
REMARKS- INTERNAL LEAK IN LNDG GR POSITION SELECTOR VALVE CAUSED INCREASED LNDG GR EXTENSION TIME.
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Above shows the red and grey phillips B-26 44-34770
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Serial #: 44-34770
Construction #:
Civil
Registration:
N67814
Model(s):
A-26B
Name:
Status:
Last info:
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History:
Phillips Petroleum
Pacific Northern Airlines
(research) |
Arthur G. Woodley started a one plane charter service called
"Woodley Airways" between Anchorage and South West Alaska in April 1932. He was given a U.S. postal contract to carry the
mail there. Soon he was given permanent certificates for routes from Kodiak to Bristol Bay and the Kuskokwim River. Woodley
Airways became known as "Pacific Northern Airways in 1945.
The name
was changed to "Pacific Northern Airlines" in 1947, and the Douglas A-26 B's, NV956 and NL67814 flew survey routes
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The above shot was very kindly sent in by Don Felton
And finally,her resting place at Hehrabad, Teheran,
Iran
When Bill Odom started to look for sponsors to finance his round the world
flight and a friend suggested he contact Milton Reynolds - the ball-point pen king. Reynolds, one of the first to mass produce
the ball-point pen, was enjoying tremendous success and making very large sums of money. In February 1947, after a few minutes
of phone conversation, Bill was asked how soon he could get to Chicago to discuss the round the world flight! The meeting
produced an agreement, but not the one Bill had in mind. Reynolds agreed to sponsor the flight but, being interested in publicity
for himself, he insisted on being on the flight. Odom left the meeting with a check for $11,500 to buy an airplane. Noted
for doing his homework, he knew exactly what airplane he wanted: A Douglas A-26 Invader. This aircraft had a large bomb bay
which could contain extra fuel tanks while the Pratt & Whitney R-2800s were extremely reliable.
A Douglas A-26 Invader. This aircraft had a large bomb bay which could contain
extra fuel tanks while the Pratt & Whitney R-2800s were extremely reliable. An A-26 normally carried 1000 gallons of fuel,
but Bill wanted to add another 1000 gallons to increase the aircraft's range. The Douglas engineers he contacted said if he
added another 1000 gallons the airplane would not lift off. However, Bill flew the plane to Teterboro, New Jersey, where three
tanks were installed to hold the additional fuel. The name Reynolds Bombshell was painted on the nose of the aircraft along
with Little Willy, possibly the name of his son. Bill considered this flight a shake-down for his planned solo round the world
flight. Bill Odom was listed as pilot, Tex Salee was navigator, and Milton Reynolds was the passenger. The flight was launched
on 12 April 1947, from LaGuardia Field at 5:31 pm. Bill had no trouble lifting off with his full load of fuel - he really
wasn't concerned about it as he was planning his next flight with even more fuel. He flew to Gander for the first stop. Approaching
Gander, the autopilot failed and the plane had to be flown manually for the balance of the flight. From Gander they flew to
Europe and on to Cairo where he made the only mistake of the trip by landing at a military airport instead of the municipal
airport. He also blew a tire on landing, which caused a several-hour delay. The trio was greeted by government officials at
the airports. Milton Reynolds showered them with many ball-point pens. These officials, in return, showered many expensive
gifts on the crew such as wrist watches, Persian rugs and other items which they were unable to carry in the airplane. Bill
and Tex took turns flying the airplane. While Tex was listed as navigator, Bill had his sextant with him and actually did
all the navigating. Bill reportedly carried very few charts as he was well acquainted with global navigation. The American
public, tired of the years of war news, was eager to hear news of the round the world trip. Newspapers carried large headlines
of the flight's progress and it was estimated that up to 100-million people knew Bill Odom's name and were following his progress.
The flight arrived back at LaGuardia on 16 April to a very large crowd - Bill Odom was now an American hero. Soon after the
flight, Odom, Reynolds and Salee were invited to the White House where President Truman awarded each a citation. While Bill
was pleased with the flight, he still wanted to do it solo. So he approached Reynolds and asked to use the plane for a solo
attempt on the world record. Much to his surprise, Reynolds agreed. Bill arrived at O'Hare Airport on 4 August 1947. The solo
attempt would takeoff and return to Chicago's O'Hare Airport - the decision to use O'Hare was based on the field's longer
runways which Bill would need due to the extra fuel he was going to carry. In addition to the extra 1000 gallons of fuel,
this flight would carry an additional 460 gallons for a total 2460 gallons of fuel - weighing 15,000 pounds. Early Warbird
collector Earl Reinert said, "the tires were so flat from the extra weight that it looked like the wheel rims were touching
the runway." A few hours before his departure, Bill walked over to where Earl was preparing his P-38 for the Bendix Race.
Bill introduced himself to Jane Page, the very attractive pilot of the P-38. Jane had been a World War Two ferry pilot and
knew about almost any military aircraft or Air Force base. During this conversation, Bill said he had entered a Republic YP-47M
Thunderbolt (see Air Classics March 2002) in the Bendix Race and would see them at Van Nuys - the Bendix was just 23 days
away. Bill taxied out, turning very slowly, to keep the tires from coming off the rims. He used all 6000 feet of runway to
become airborne and as he passed over the first few streets he was less than 150 feet high. He headed north for Gander but,
as he approached Gander, he started losing aileron control. He felt the only choice was to return to O'Hare and by the time
he arrived back at O'Hare there was almost no aileron control left. An inspection found one aileron cable tom loose. He also
discovered a disengaged carburetor heat linkage. This could have spelled disaster later in the flight. The repairs were made
and the second attempt was launched - this time there were no mechanical problems. Bill's goal on this trip was to knock ten
hours off his first flight time. To do this, Bill refused to eat or sleep while on the ground. The only sleep he managed to
get was some short naps while on autopilot. This practice was almost his undoing - while flying near Edmonton, Canada, he
woke up at 4000 feet looking up at a mountain only a few miles away. This shock kept him awake the rest of the way to O'Hare.
The solo flight was accomplished in 73 hours, 5 minutes - a record that still stands today for piston-engine aircraft.
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Serial #: 44-34759
Construction #: 28038
Civil
Registration:
NX67834
N67834
N28W
N956
N956R
Model(s):
A-26B
Slick
Conversion A-26B
Name: None
Status: Displayed
Last info: 2001
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History:
Delivered to Reconstruction Finance Corp
as 44-34759, 19??.
- Immediately put up for dispossal, 1945-1946.
Milton Reynolds, 1947-1948.
- Registered as NX67834.
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Flown as "Reynolds Bombshell".
- Around world flight Records.
-- Pilot Bill Odom, Apr. 12-16, 1947.
-- Bill Odom
solo, Aug. 7-10, 1947.
Philips Drilling Corp, San Antonio, TX, 1949-1954.
- Registered as N67834.
- Executive conversion,
Slick Airways, San Antonio, TX, Oct. 1949.
- Equipped with 4 passnger cabin.
Earl F. Slick/Piedmont Airline, 1951-1953.
Jack
Davis, NC, Dec. 1955.
- Advertised for sale.
Registered as N28W by ??, 19??.
Colorado Interstate Gas, Colorado Springs,
Co, 1959-1964.
- Registered as N956.
Colorado Oil & Gas Corp, Denver, CO, 1966.
- Registered as N956R.
Northrop
Corp, Newbury Park, CA, 1969-1972.
Jerry Cornell, Teheran, Iran, 1977.
Bell Helicopter International Inc, Tehran, Iran,
1978.
Open Storage, Tehran, Iran, 1976-1986.
Aerospace Exhibition Centre, Hehrabad, Teheran, Iran, 1997-2001.
-
Displayed.
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This A-26 was one of the brand new, never AAF accepted
Invaders that went direct from Douglas to Kingman, to the RFC for disposal. There is no AAF record card for the airplane since
it was never accepted. Charles Babb purchased a bunch of them for $2000 each...brand new airplanes with the cushions still
wrapped in plastic, or so I've heard. This A-26 went to Milton Reynolds and registered with his company then, the Printasign
Corp. of America. After his round-the-world 1947 flights with Bill Odom at the controls, it went to Phillips Drilling in 1948.
They had a large window installed in the aft fuselage and a cabin door installed.
In 1954 it went to Earl Slick of
Slick Airways, of Burbank, CA. Aviation Power Supply of Burbank installed the tip tanks in January 1956, and also did some
other fuel system work and other modifications. In July 1956 On Mark at Glendale installed a weather radar unit with the radome
on the nose. In October 1956, a company in Denver replaced the Bendix brakes with new Goodyear brakes. In August 1957, On
Mark did some aft fuselage mods, including lowering the aft floor. In July 1961, On Mark did some more fuel tank work. In
March 1967, the airplane went to the Ventura Division of Northrop, and pylons were installed to handle "Horkey Moore launcher"
rails to mount RP-78 targets. Not sure about these items but it appears the Invader was used as a launcher of new target drones.
Shortly afterwards, or maybe when the wing racks were added, the airplane went to On Mark again to have fatigue straps added
to the front wing spars and shear plates added to the rear spars, and the wing structure and attach points were also inspected
with the wings and engines off the fuselage.
In 1973 the airplane was apparently in Tehran, Iran, for what purpose,
who knows? It was sold by Northrop in March 1973 to three partners, Jerry Cornell, Lloyd Shipley, and Paul Warren, initial
Bill of Sale shows the address as "c/o Iran Aircraft Industries, Tehran" and later, this is crossed out and shows "c/o Bell
Helicopter Industries, Tehran".
In October 1974 it was sold by Cornell to five, apparently, USAF officers: a Maj.
Patrick O'Donnell and Capts. Edward Hopkens, George Casares, Roger Reece, and Charles Miller, for $2000. Their address was
the "Charle Morghi Airport" (spelling?). This included spares. This bill of sale was never processed by the new owners and
the FAA contacted Cornell to determine why he hadn't responded to its routine request for information about the airplane.
The FAA eventually revoked the registration.
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Serial #: 44-34755
Construction #: 28034
Civil
Registration:
N67839
N256H
N3035S
Model:
A-26B-66-DL
B-26B
On Mark Marketeer
Name: None
Status: Unknown
Last
info: 2010
Courtesy of
Richard E Fulwiler |
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History:
Delivered to Reconstruction Finance Corp as 44-34755, 19??.
Immediately
put up for disposal, 1945.
Superior Oil Co Inc, Chicago, IL, 1954.
to civil registry
- N67839
Converted to On Mark Marketeer ( circa 1959 ? )
Ken McGee Oil Industries Inc., 19??
Flint Steel Corp, Tulsa,
OK, 1963.
Registration changed to - N256H
Mid America Pipeline Co ( MAPCO, Inc. ), Tulsa, OK, 1966
Exchanged registrations with Marksman 41-39221, June, 1968
from N256H - to - N3035S
John Rourke, Bartlesville, OK, 1969.
Registered as N3035S
Intercontinental Mining,
New York, NY, 1970-1972.
Rebel Aviation Inc, Atlanta, GA, Mar 6, 1976-1977.
Removed from USCR, 1978.
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Serial #: 44-34757
Construction #:
Civil
Registration:
N67907
Model(s):
A-26B
B-26B
Name: None
Status:
Last info: Crash 17 Sept 1965 nr Scottsbluff. Nb.
Aircraft was not adequately equipped for airframe
ice.Pilot-entered area of known icing conditions.
3 Fatalities
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History: Banner Oil, Inc
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Note
NTSB Identification: MKC66A0019
14 CFR Part
91 General Aviation
Event occurred Friday, September 17, 1965 in SCOTTSBLUFF, NE
Aircraft: DOUGLAS A-26, registration:
N67907
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FILE DATE LOCATION AIRCRAFT DATA INJURIES FLIGHT PILOT DATA
F S M/N PURPOSE
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2-0877 65/9/17 NR.SCOTTSBLUFF,NEBR DOUGLAS A-26 CR- 1 0 0 NONCOMMERCIAL COMMERCIAL, FL.INSTR.,
TIME - 2009 N67907 PX- 2 0 0 CORP/EXEC AGE 57, 10846 TOTAL
DAMAGE-DESTROYED OT- 0 0 0 HOURS, 94 IN TYPE,
INSTRUMENT RATED.
NAME OF AIRPORT - SCTTSBLUFF
TYPE OF ACCIDENT PHASE OF OPERATION
STALL: SPIRAL LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
PILOT-ENTERED AREA OF KNOWN ICING CONDITIONS.
MISCELLANEOUS ACTS,CONDITIONS - AIRFRAME ICE
FACTOR(S)
WEATHER - ICING CONDITIONS-INCLUDES SLEET,FREEZING RAIN,ETC.
WEATHER BRIEFING - BRIEFING RECEIVED-METHOD UNKNOWN
WEATHER FORECAST - FORECAST SUBSTANTIALLY CORRECT
SKY CONDITION CEILING AT ACCIDENT SITE
PARTIAL OBSCURATION 500
VISIBILITY AT ACCIDENT SITE PRECIPITATION AT ACCIDENT SITE
3 MILES OR LESS DRIZZLE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE TEMPERATURE-F
FOG 37
WIND DIRECTION-DEGREES WIND VELOCITY-KNOTS
140 8
TYPE OF WEATHER CONDITIONS TYPE OF FLIGHT PLAN
IFR IFR
REMARKS- ACFT NOT ADEQUATELY EQUIPPED FOR AIRFRAME ICE.
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The above photo is by courtesy of W.J. Balogh via W.T.Larkins
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Serial #: 44-34758
Construction #: 28037
Civil Registration:
N67908
Model:
A-26B
Grand Central Air Terminal B-26
Name:
None
Status: Stored
Last info: 1972 |
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History:
Delivered
to Reconstruction Finance Corp as 44-34758, .
- Immediately put up for dispossal, 1945.
Charles H.
Babb Co, Glendale,
CA, Feb. 6, 1946-1948.
- Purchase as surplus sale, Kingman Field, AZ, Feb. 1946.
- Registered as
NL64908.
Ford Motor Co, Detroit, MI,
Feb. 6, 1948-1952.
- Registered as N67908.
- Converted to executive transport, Grand Central Air Terminal,
1948.
- Fitted with underwing fuel tanks.
Delivered to l'Armee de l'Air as 908/44-34758, Feb. 4, 1952.
-
Withdrawn from use, stored at Chateaudun AB,
France, Aug. 1967-1972. |
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Serial #: 44-34778
Construction #: 28057
Civil
Registration:
N67943
C-GWLT
Model: A-26B
Name: None
Status: Airworthy
Last
info: |
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History:
Raytheon Manufacturing Co, Bedford, MA, 1954-1972.
-
Registered as N67943.
Air Spray Ltd, Red Deer, Alberta, May 1975-2002.
- Registered as C-GWLT.
- Flown as
tanker #7 (later #98).
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Serial #: 44-35440
Construction #: 28719
Civil
Registration:
N6838D
CF-MSB
C-FMSB
Model(s):
A-26C
B-26B
Consort 26
Name: None
Status: Display
Last info: 2008
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History:
Delivered to French AF as 44-35345.
-
BOC: Feb. 16, 1954.
- Based in Indochina.
- Returned to USAF, Oct. 22, 1955.
- Open storage, Clark AFB, Philippines,
1955-1958.
Rock Island Oil & Refining Co, Wichita, KS, 1966-1971.
- Registered as N6838D.
- Converted to Consort
26, Hutchinson, KS.
Aero Union Corp, Chico, CA, 1971.
Conair Aviation Ltd, Abbotsford, BC, June 1971-1988.
- Registered
as CF-MSB.
- Flew as tanker #325.
- Registered as C-FMSB, 1977.
USAFM, Travis AFB, 1988-1999.
- Displayed
as 435440/BG-O.
On loan from USAFM to the Cuban Society at Wings over Miami 2008,
Displayed as "931" as flown in the Bay of Pigs conflict
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Serial #: 44-34538
Construction #: 27817
Civil
Registration:
N6839D
N34538
Model(s):
A-26B
B-26B
Consort
26
Name: Feeding Frenzy
Status: Airworthy*
Last info: 2004
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History:
Delivered to French AF as 44-34538, Jan.
3, 1951-1955.
- Based in Indochina.
- Returned to USAF, Oct. 22, 1955.
Open Storage, Clark AFB, Philippines, 1955-1958.
Rock
Island Oil & Refining Co., Wichita, KS, 1964
- Registered as N6839D.
- Converted to Rock Island Consort 26 configuration,
Hutchinson, KS.
Hughes Aircraft Co., Culver City, CA, 1966-1987.
- Fitted with extended radome nose for missile sensor
flight tests.
Gower Lebel Inc., Seattle, WA, 1988-1990.
A & T Productions, Inc., Pacific Palisades, CA, May 1990-1997.
-
Registered as N34538, Sep. 1990.
- Restored and fitted with A-26C nose.
- Flown in USAF black scheme.
- Flown as
434538/BC-538 "Feeding Frenzy"
Ron Kent, Kelowma, BC, Mar. 12, 1997.
Martin Aviation Inc, Santa Ana, CA, Apr.
12, 1999-2004. |
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N6840D at Hutchinson, Kansas during conversion 1959
Executive interior installed, exterior paint applied; N6840D as the
completed MONARCH 26 prototype -1959.
Above two shots show N6840D in 1968
Above shot, circa 1965, is her time while being owned by Magnolia
Homes.
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Serial #: 44-35911
Construction #:
29190
Civil Registration:
N6840D
Model(s):
A-26C
B-26C
Monarch
26
Name: Spirit Of N.C.
Status: Airworthy
Last info: 2002
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History:
Delivered to l'Armee de l'Air as 44-35911.
-
BOC: Jan. 3, 1951.
- Based in Indochina.
- Returned to USAF, Oct. 22, 1955.
Open storage, Clark AFB, Philippines,
1955-1958.
Rock Island Oil & Refining Co, Wichita, KS, 1959-1964.
- Registered as N6840D.
- Rebuilt as prototype
Monarch 26, Hutchinson, KS, 1959.
- First flight, Sept. 1959.
Magnolia Homes Manufacturer Corp, Vicksburg, MS, 1966.
-
Nose gear locked up during landing, Oklahoma, OK, Dec. 8 1967.
Aero Specialties Inc, Long Beach, CA, 1969-1970.
Westinghouse
Credit Corp, Brynmawr, PA, 1972.
Milt Slollak, Burbank, CA, 1977.
Stephen L. Miles, Carmel Valley & Salinas, CA,
Oct. 1983-1988.
- Flew as 435911/D-RG/High Ballin.
Courtesy Aircraft Inc, Rockford, IL, Jan. 1989-1990.
Coleman Warbird
Museman, Coleman, TX, 1992-2000.
- Flew as 435911/Bandido in camo scheme.
George W. Lancaster, Wilmington, NC,
2001-2002.
- Flies as black usaf/435911/Spirit of NC. |
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Below is the original brochure for the Monarch 26
Visit the Sierra Hotel web site
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Serial #: 44-35643
Construction #: 28922
Civil
Registration:
N6841D
C-GCES
N8015H
N226RW
N626SH
Model(s):
A-26C
RB-26C
Monarch 26
Name: Daisy Mae
Status: Restoration
Last info: 2003
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History:
Delivered to French AF as 44-35643.
-
BOC: Apr. 10 1954.
- Based Indochina.
- Returned to USAF, Oct. 22, 1955.
Open Storage, Clark AFB, Philipines, 1955-1958.
Rock
Island Oil & Refining Co, Wichita, KS, 1959-1969.
- Registered as N6841D.
- Converted to Monarch 26, Hutchinson,
KS.
Hodge Laboratories Inc, Wichita, KS, 1970.
- Landed with gear up, Hutchinson, KS, Oct. 20, 1971.
William K. Mayfield,
Halstead, KS, 1972.
Robert Diemet, Carmen, Manitoba, Oct. 14, 1973-1979.
- Registered as C-GCES, Oct. 1974.
Confederate
Air Force, Harlingen, TX, June 1979-1984.
- Registered as N8015H.
Confederate Air Force, Pine Bluff, AR, Feb. 1984-1991.
-
Registered as N226RW.
CAF/Commemorative Air Force, Midland, TX, Sept. 1991-2003.
- Flew as 4435643/Daisy Mae/A.
-
Registered as N626SH, Jan. 1999.
- Currently undergoing complete rebuild.
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Note
NTSB Identification: MKC72DCQ35
14 CFR Part
91 General Aviation
Event occurred Wednesday, October 20, 1971 in HUTCHINSON, KS
Aircraft: DOUGLAS A-26C, registration:
N6841D
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FILE DATE LOCATION AIRCRAFT DATA INJURIES FLIGHT PILOT DATA
F S M/N PURPOSE
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3-4458 71/10/20 HUTCHINSON,KANS DOUGLAS A-26C CR- 0 0 2 INSTRUCTIONAL AIRLINE TRANSPORT, AGE
TIME - 1027 N6841D PX- 0 0 0 DUAL 44, 9931 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0 1058 IN TYPE, INSTRUMENT
RATED.
NAME OF AIRPORT - HABIT
DEPARTURE POINT INTENDED DESTINATION
WICHITA,KANS HUTCHINSON,KANS
TYPE OF ACCIDENT PHASE OF OPERATION
WHEELS-UP LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO ASSURE THE GEAR WAS DOWN AND LOCKED
REMARKS- NO GR MALFUNCTION FOUND.
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