The Fokker F.VIIB-3m
The F.VIIB-3m was not an improved successor to the F.VIIA-3m.
Both aircraft were designed alike; the F.VIIB-3m was simply built later.
The F.VIIB-3m was fitted as standard with more powerful engines than the F.VIIA-3m: 300 hp Wright-Whirlwinds’.
Armstrong-Siddeley Lynx or 360 hp Titan Major engines were also used.
The F.VIIB-3m also had a larger wing area than the F.VIIA-3m. Not only was its wingspan greater, the wing was also considerably wider at the centre.
The F.VIIB-3m made its first flight in 1925 and could carry 8 passengers.
Until 1928, both types were designated F.VII-3m, which caused considerable confusion; the A and B designations were introduced afterwards.
The F.VIIB-3m was also used for various expeditions and long-distance and transoceanic flights.
The best-known flight by an F.VIIB-3m was that of the “Southern Cross” in June 1928.
The F.VIIB-3m carried not only passengers; cargo and military versions were also built, and could be used as bombers.
The F.VIIB-3m was built under licence in no fewer than seven countries and operated by dozens of airlines in (Eastern) Europe, Asia, the Americas and Australia.
This versatile and successful aircraft could today be compared
to the Boeing 737 series and Airbus A-320 variants.
A total of 154 F.VIIB-3m aircraft were built.
Both aircraft were designed alike; the F.VIIB-3m was simply built later.
The F.VIIB-3m was fitted as standard with more powerful engines than the F.VIIA-3m: 300 hp Wright-Whirlwinds’.
Armstrong-Siddeley Lynx or 360 hp Titan Major engines were also used.
The F.VIIB-3m also had a larger wing area than the F.VIIA-3m. Not only was its wingspan greater, the wing was also considerably wider at the centre.
The F.VIIB-3m made its first flight in 1925 and could carry 8 passengers.
Until 1928, both types were designated F.VII-3m, which caused considerable confusion; the A and B designations were introduced afterwards.
The F.VIIB-3m was also used for various expeditions and long-distance and transoceanic flights.
The best-known flight by an F.VIIB-3m was that of the “Southern Cross” in June 1928.
Charles Kingsford Smith and his crew flew the Southern Cross from the USA to Australia,
a distance of 11,670 kilometres.
The aircraft is preserved in a special hangar at Brisbane Airport, the “Kingsford Smith Memorial”.The F.VIIB-3m carried not only passengers; cargo and military versions were also built, and could be used as bombers.
The F.VIIB-3m was built under licence in no fewer than seven countries and operated by dozens of airlines in (Eastern) Europe, Asia, the Americas and Australia.
This versatile and successful aircraft could today be compared
to the Boeing 737 series and Airbus A-320 variants.
A total of 154 F.VIIB-3m aircraft were built.
Click on the photo to enlarge
The b-version had a larger wing and became the best-selling aircraft of its time. Its flexible construction made it possible to install a wide range of engine types.
Many historic flights were made in this aircraft type. Byrd flew over the North Pole on his first expedition; Amelia Earheart (NX 4204) became the first woman to cross the ocean in the „Friendship"; and Sir Charles Kingsford Smith flew the famous „Southern Cross" across the Pacific and Atlantic Oceans. The „Southern Cross" is displayed at Brisbane Airport as a memorial to these pioneering flights.
Many airlines operated the F.VIIB-3m, including KLM, KNILM, Avio Linee Italiane, SABENA, CLASSA, CIDNA, Balair, Swissair, Air Orient, Lot, CSA, CLS, Panam, Japan Air Transport, Ad Astra Aero, STAR, and others.
SABCA in Belgium built 28 aircraft under license with Titan engines; Plage & Laskiewicz in Poland and AVIA in Czechoslovakia built 18 and 14 F. VIIb-3m aircraft under license, respectively. A.V. Roe in England built about 13 as the AVRO Ten, and several were built in Italy by Officine Ferroviarie Meridionali.
Because of the large number of photographs, we have organized them by country:
- Netherlands
- Dutch East Indies
- Belgium
- United States
- Switzerland
- Great Britain and Dominions
- Czechoslovakia
- Spain
- Italy
- Poland
- Japan
- France
Netherlands
N 01
Fokker F.VIIB-3m, reg. no. 3314, c/n 5022, US c/n 612
Powered by three 230 hp Wright Whirlwind J-5C engines.
Assembled by Atlantic Aircraft Corporation, Teterboro, New Jersey, USA.
Temporarily transferred to Pan American on 29-10-1927 and named General New.
Transferred to C.M.A. Mexico on 26-11-1929 as no. 3314NC, registered X-ABCL.
Returned to Pan Am as NC 3314 from 20-01-1931.
Shipped via Havana to Rotterdam on 24-05-1932.
Sold to KLM and re-registered as PH-APA. See photo.
Here the F.VIIB-3m is at the drizzly Waalhaven Airport, with the brand-new Hangar A.
See photo N.2 for what happened next.
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N 04
KLM c/n 5105 has what is known as a “mispaint”: P-HADP is incorrectly applied.
The correct registration should have been PH-ADP, which was applied after 29-01-1929.
The three engines were 200 hp Wright Whirlwind J5s.
On 01-02-1929, the aircraft was transferred to Mr Van Lear Black Ltd and continued as G-AADZ (1), named 'Maryland Free State ' (1).
After departing Croydon, near London, on 31-05-1929, it flew towards Tokyo.
However, on 10-06-1929, it was destroyed by a severe storm at Dum-Dum airfield near Calcutta, India.
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N 02
Registration PH-TOL, c/n 5022
In 1937, part of a Waalhaven hangar collapsed, damaging the Fokker with c/n 5022.
After repairs at Aviolanda and re-registration as PH-TOL, the aircraft was used by several German investors.
From 12 May 1939, “De Zevende Bouw Maatschappij” used it for night flights.
The German invasion led to the complete destruction of Waalhaven Airport, along with PH-TOL.
The registration of c/n 5022 was cancelled on 09-11-1940.
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N 05
Taken over by KLM from Fokker as H-NAEZ (c/n 5122) and converted to PH-AEZ on 09-05-1929.
The name ‘Zwaluw’ was added on 14-05-1929.
It was fitted with three 230 hp Gnôme Rhône Titan engines.
On 15-07-1936, Zwaluw was badly damaged in a severe storm at Haamstede Airfield (Zeeland).
It was scrapped on 07-08-1936 and its registration was cancelled.
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N 03
Registration H-NAEN c/n 5095
Fokker delivered this F.VIIB-3m to KLM on 10-09-1928 with registration H-NAEN.
On 28-02-1929, it was re-registered PH-AEN, also with KLM.
On 01-01-1931, it was leased out and later sold to Air Orient (Fr).
Fitted with three 230 hp Gnôme-Rhône Titan engines.
Here is H-NAEN at Waalhaven, with the hotel-café-restaurant on the right and the customs building and entrance and exit on the left.
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N 06
Registration PH-AFS ‘Specht’, c/n 5263
The Fokker F.VIIB-3m was delivered to KLM on 26-03-1931 with Certificate of Airworthiness no. 45.
Specht was powered by three 230 hp Gnôme Rhône Titan 5Bc engines.
It was sold to Crilley Airways Ltd on 12 August 1936, and its registration was cancelled.
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N 07
The unskinned fuselage of the F.VIIB-3m.
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N 09
Registration FTA.1. c/n 5069
The 5069 was completed on 29-06-1928 for (K)NILM and departed for the Dutch East Indies as H-NAFA.
It arrived in Batavia on 25-09-1928 and was given the K.N.I.L.M. registration PK-AFA from 01-07-1929.
It was equipped with three 220 hp Armstrong Siddeley Lynx engines.
In THIS photograph, the aircraft has been converted in 1936 for the LA/KNIL as a Fokker Transport Ambulance aircraft and given the registration FT.A.1.
The registration was changed once more, becoming FT-901 in 1939.
On 24 February 1942, the aircraft was destroyed in the Japanese air raid on Andir airfield in Bandoeng.
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N 10
Fokker F.VIIb undergoing maintenance at Schiphol.
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Dutch East Indiesï»ż
NI 01
Registration H-NAFA, c/n 5069
On 29-06-1928, H-NAFA was delivered to KNILM and departed Amsterdam for Batavia on 13-09-1928.
It arrived in Batavia on 25-09-1928, a fairly quick journey. On 1 July 1929, registration PK-AFA was introduced.
In 1939, LA/KNIL (Luchtvaart Afdeeling/Koninklijk Nederlands Indische Leger) took over the KNILM aircraft.
It became an FTA.1, a Fokker transport ambulance aircraft.
On 24-02-1942, it was destroyed by the Japanese at Andir Airport near Bandoeng.
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NI 04
KNILM registration H-NAFB, c/n 5070
H-NAFB arrived at Tjililitan Airport in Batavia on 1 October 1928, at the same time as H-NAFA, and entered service with KNILM (Koninklijke Nederlands Indische Luchtvaart Maatschappij).
On 7 July 1929, its registration was changed to PK-AFB.
The aircraft may have served on the island of Portuguese Timor in 1941 as CR-AFB.
It was powered by three 220 hp Armstrong Siddeley Lynx engines.
The white clothing and pith helmets make it clear that the photo was taken in the Dutch East Indies.
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NI 02
C/n 5069, now registered in the Dutch East Indies as PK-AFA.
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NI 05
H-NAFC, c/n 5071, of KNILM.
The F.VII B-3m was fitted with three 220 hp Armstrong Siddeley Lynx engines.
From 20-08-1928, the aircraft carried the temporary registration H-NAFC for its delivery flight.
The delivery flight did not go well. The journey from Amsterdam to Batavia began on 27-09-1928, but the aircraft was badly damaged near Cawnpore in Burma, and the trip to Batavia continued by ship.
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NI 07
c/n 5189, built for KNILM as PK-AFG.
The PK-AFG entered service with KNILM on 31 December 1930.
It was equipped with three 230 hp Gnôme Rhône Titan 5Ba engines.
The aircraft was destroyed during a Japanese air raid on 9 February 1942.
This took place at Kemajoran airfield in Batavia.
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NI 10
Registration PK-AFC, c/n 5071.
Still registered H-NAFC, it was completed with Certificate of Airworthiness no. 112 on 20-09-1928 and departed Schiphol for the Dutch East Indies, arriving on 27-09-1928.
It arrived in Batavia on 01-10-1928. Its new registration with KNILM was PK-AFC from 01-07-1929.
The first return flight to Sydney, Australia, took place on 12 May 1931. The crew consisted of Moll, Pattist, and Elleman.
Return flight to Batavia on 27-05-1931.
In 1936, the aircraft went to LA/KNIL, later ML-KNIL, as FTA-2 and then as FT-902.
Retired in 1940.
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NI 08
Powered by three 220 hp Armstrong Siddeley Lynx engines.
After repairs to damage sustained in Rangoon (Burma) during the delivery flight, it entered service as H-NAFD on 11-09-1928.
It arrived in Batavia on 04-10-1928 and was registered PK-AFD.
Pictured here in a beautiful hangar with very large ventilation windows at Andir Airport in Bandoeng, Java.
On 8 March 1942, the Japanese completely destroyed the KNILM aircraft.
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NI 11
“The quaint airfield of Bandoeng” on Java, Dutch East Indies.
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NI 09
Registration PK-AFB, c/n 5070.
This aircraft received registration H-NAFB from 27-08-1928 and was intended for KNILM.
The delivery flight departed from Schiphol Airport on 20-09-1928 and arrived in Batavia, Dutch East Indies, on 01-10-1928.
Its registration was changed to PH-AFB on 01-07-1929.
In 1941, PK-AFB was sold on to Portuguese Timor and designated CR-AFB.
The transfer was prompted by the approaching Japanese forces.
The aircraft had three Armstrong Siddeley Lynx engines, each rated at 220 hp.
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Belgium
B 01
OO-AGH of the Belgian airline SABENA (Société Anonyme Belge Exploitation de Navigation Aérienne, the Belgian public limited company for air transport).
Certificate of Airworthiness no. 277 was issued on 20-09-1932.
The F.VII B/3m had three 230 hp Gnôme-Rhône engines and was named Edmond Thieffry.
It was one of 29 Fokkers built under license by SABCA, all with the same engines.
SABCA is Société Anonyme Belge de Constructions Aéronautiques, the Belgian public limited company for aircraft construction.
The first return flight from Haren-Brussels Airport to Leopoldville (later Kinshasa), in the Belgian Congo, took place on 23-02-1935.
The pilots were P. Cocquijt, captain, J. Schoonbrood, and F. Maupertuis. They returned to Haren on 09-03-1935.
On 5 May 1940, the aircraft was requisitioned by the Military Aviation authorities following the German invasion and deregistered on 1 March 1946.
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B 04
OO-AIF being prepared at Leopoldville in the Belgian Congo.
The photo was taken in the early 1930s.
The aircraft met a tragic end on 22 April 1936.
It crashed near Senlis, France, north of Paris, while operating a night mail service.
The route ran from Paris via Brussels to Cologne.
The pilot and radio operator were killed. All the mail was lost.
OO-AIF’s registration was cancelled on 1 May 1936.
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B 02
OO-AIF, delivered by SABCA on 14-12-1929 with Certificate of Airworthiness no. 182.
Pictured here during a brief maintenance stop at Leopoldville Airport, Belgian Congo.
The fuselage bears the words SABENA TRANSPORTS AERIENS and the SABENA crest.
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B 05
OO-AIH was delivered to SABENA by licensee SABCA on 27-12-1929.
Its Certificate of Airworthiness was no. 184.
The photograph shows evidence of a serious accident, probably in Belgium.
The military police appear to be out in force.
Nevertheless, SABCA or Fokker managed to get it airworthy again.
It was captured by German forces on 10 May 1940.
This took place at Haren Airport near Brussels.
OO-AIH was not deregistered until 1 March 1946.
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B 03
Here is the OO-AIF again, at Haren-Brussels Airport just before departure, engines running.
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B 06
OO-AII was delivered to SABENA by licensee SABCA on 31-12-1929.
Its Certificate of Airworthiness was no. 185.
Another notable feature is that its livery was almost identical to KLM’s, differing only in color.
Here it is at Croydon Airport, south of London, recognizable by its large terminal building.
The time is around half past three in the afternoon.
It was London’s main airport until the Second World War.
On 07-12-1934, OO-AII caught fire during an accident at Evere.
Its registration was finally cancelled on 11-02-1935.
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B 07
OO-AIN (1) was delivered by SABCA to SABENA on 01-03-1930.
Its Certificate of Airworthiness (C.A.) was no. 192.
On 11-09-1930, the aircraft crashed near Croydon Airport, London, and burned out completely; all those on board were killed.
It was a night mail flight from Brussels to London and back.
This photo shows OO-AIN (2), a complete rebuild of OO-AIN, with Certificate of Airworthiness no. 235 m, delivered on 3-04-1931.
Note the slightly different SABENA markings and some exterior modifications.
In September 1938, the Belgian Military Aviation took it over as F-6 or F-5.
OO-AIN’s registration was therefore cancelled on 18 November 1938.
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B 10
On 17 June 1930, OO-AIY was delivered by SABCA to SABENA with Certificate of Airworthiness no. 205.
In June 1934, it was transferred to SABENA at Leopoldville in the Belgian Congo with a new Certificate of Airworthiness: C-7.
The plan was for it to remain in the Congo along with several other F.VIIB-3m aircraft.
This may explain the rather indistinct Congo star behind the engine cowling.
Damage sustained on 31 May 1943 was repairable.
It was withdrawn from service on 16 July 1945, and its registration was cancelled on 06-08-45.
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B 08
OO-AIQ was built under licence by SABCA, the Belgian Public Limited Company for Aircraft Construction.
No c/n was assigned, but a B.v.L 213 (Certificate of Airworthiness) was issued on 21-07-1930.
It was powered by three 230 hp Gnôme Rhône Titan engines and operated by SABENA.
On 18-11-1938, the aircraft was requisitioned by the Belgian Military Aviation and designated F-5 or F-6.
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B 09
The OO-AIS was built under licence and delivered by SABCA on 22-08-1930, with licence number 222.
The aircraft was sold on 13-08-1936 to a Mr Perel, acting on behalf of Mr Antonio Bolanos of the Spanish Republicans.
This was all connected with the Spanish Civil War.
As in the Netherlands, things did not go smoothly, as the Belgian government blocked the export.
The OO-AIS remained at Haren airfield near Brussels.
Its registration was cancelled on 29-09-1936.
This F.VIIB-3m was probably destroyed during the German invasion in May 1940.
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United States
VS 01
Hubert Wilkins was the first customer for the F.VIIB-3m, c/n 4954.
Plans to use the aircraft for a polar expedition were abandoned after an accident.
The aircraft was repaired by Boeing in Seattle and acquired by Kingsford Smith.
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VS 04
The cockpit of the Southern Cross.
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VS 02
C/n 4954, shown here as Southern Cross, registration 1985, prepared for its long-distance flight.
‘1985’ was originally powered by three 200 hp Wright Whirlwind J-4 engines.
Commander G.H. Wilkins was its first pilot, from 1925.
He flew it in northern Alaska for the Detroit News Arctic Expedition as ‘Detroiter’ until 1926.
In 1927, following an accident, the aircraft was taken to the mainland United States and repaired by Boeing in Seattle.
Among other work, its three engines were replaced with Wright Whirlwind J-5C engines. This was done on 06-10-1927.
It was sold to Charles Kingsford Smith, Charles Ulm and Keith Anderson on 14-10-1927.
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VS 05
Southern Cross at the Kingsford Smith Memorial.
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VS 03
Registration VH-USU, c/n 4954
This aircraft is famous for its record-breaking flights.
The first flight across the Pacific lasted from 31-05-1928 to 09-06-1928.
For a short time, from 4 July 1928, it was registered G-AUSU.
In February 1929, it received its new Australian registration, VH-USU, and was named Southern Cross.
The first transatlantic flight from east to west took place from 23 to 25 June 1930.
The Southern Cross was not retired until September 1935.
From 1946, it was still flown regularly for films and other purposes from Eagle Farm Airport in Brisbane.
Two historic flights
This F.VIIB-3m, c/n 5028, registered N-X4204, would later be converted into a floatplane in the F.VII series.
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VS 07
Work is underway on N-X4204.
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VS 08
This is an airworthy replica of the Southern Cross, built in Australia between 1980 and 1987.
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VS 09
Aluminium print made by J.D. Carrack in 1960.
An illustration of a daring manoeuvre during the aborted first mail flight of the ‘Southern Cross’. The flight was from Australia to New Zealand on 5 May 1935.
When the left engine failed, Captain Taylor used a thermos flask to transfer oil from the right engine to the left engine through the cockpit, making six trips.
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Switzerland
Z 01
CH 190, c/n 5128, for Swissair.
On 28-02-1929, three Fokker F.VII B-3m aircraft were delivered to Ad Astra Aero A.G. in Zurich at a price of 193,500 Swiss francs each.
They were initially fitted with two-bladed propellers on all three engines; later, only the centre engine was fitted with the standard three-bladed propeller.
Here is a fine colour view of the 190. The designer was German engineer Walter Rethel.
The 192 and 193 were delivered later.
Passenger capacity ranged from 6 to 12, with a standard cockpit crew of two.
The engine type used was the 200 hp Armstrong Siddeley Lynx IV.
By then, the (Fokker) Atlantic Aircraft Corporation was also contributing to deliveries.
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Z 04
The cockpit of a Swissair F.VIIB-3m.
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Z 02
CH 165, c/n 5195, for Swissair.
When delivered by Fokker, the aircraft was fitted with three 320 hp Wright Whirlwind J-6-9 engines and Certificate of Airworthiness no. 69.
It was registered PH-AGP on 20-01-1930.
On 23-01-1930, the aircraft was registered to Van Lear Black, named “Maryland Free State,” and sold again on 18-06-1930 following Van Lear Black’s death.
It temporarily carried the registration G-AADZ (G.B.), which became CH-165 after its sale to the Swiss airline Balair on 28-02-1931.
This was followed on 26-03-1931 by the merger of Bailair with Ad Astra Aero to form Swissair. (See this color photograph.)
In October 1934, it received the Swiss registration HB-LAN, which it retained until August 1935. Ala Littoria then operated the aircraft from 31-08-1935 until August 1937.
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Z 05
BALAIR CH-161, c/n 5207
CH-161 was delivered to the Swiss airline Balair on 17-02-1930 for 185,200 SFr.
The three-view drawing was made by R. ter Cock.
Each of the three Wright Whirlwind engines produced 300 hp.
On 30 October 1930, CH-161 crashed in dense fog in Essen, Germany.
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Z 07
The CH 192, c/n 5225, of Swissair in the African desert.
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Z 08
Fokker F.VII B-3m, c/n 5127?
This photograph was taken after the Swiss airlines Ad Astra Aero and Balair merged.
The SWISSAIR lettering is already on the aircraft, so this must be around 1930.
The words “Schweizerische Luftverkehrs-AG” appear underneath.
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Z 09
A Swiss aircraft at Schiphol.
The signal in the control tower is set to ‘K’, indicating that a KLM aircraft may taxi to the runway.
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Great Britain and Dominions
GB 01
On 13 Dec 1928, c/n 5104 was delivered to Western Canada Airways in Winnipeg.
The aircraft was equipped with three 200 hp Wright Whirlwind J-4B engines.
It was registered G-GASC.
On 25-11-1930, the airline was renamed Canadian Airways Ltd.
On 4 March 1931, the aircraft was lost in a major hangar fire at Winnipeg Airport.
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GB 04
G-AATG was privately owned.
On 06-02-1930, Fokker delivered PH-AGW, c/n 5206, fitted with three Wright Whirlwind J-6-9 engines.
Its Certificate of Airworthiness was no. 76.
Its registration was cancelled on 11-08-1930, relatively late. From 10-02-1930, its new registration was G-AATG.
It was registered to private owner W. Sietz, named ‘Extra Dry’, and operated from the airports at Geneva and Dübendorff, Switzerland.
Ala Littoria took over the former G-AATG, now registered I-AAIG, on 31.08.1935.
After a major overhaul by Ala Littoria, it began scheduled flights from Ethiopia with NCAL. (?)
The Second World War brought this Fokker’s service to an end in 1940.
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GB 02
G-CASC in wintry Canada, fitted with skis.
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GB 05
VH-UMG, c/n 230, for Australian National Airways, named 'SOUTHERN STAR'.
VH-UMG was built under licence by AVRO in England; the F.VIIB-3m was designated the AVRO 618 ten there. (AVRO stood for Alliott Verdon Roe, a British aircraft manufacturer).
The following text appeared on the fuselage:
• The first Australian Air Mail & Passenger Service.
• Australia-England ~ England-Australia
• Australian National Airways. LTD.
The photo was taken at Croydon Airport in London.
In December 1931, VH-UNG made a Christmas mail flight from Tasmania to Croydon, England.
Delivered on 03-09-1929 and written off on 18-10-1937.
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GB 03
C/n 5195 as G-AADZ, owned by private individual Van Lear Black.
This aircraft was delivered to Van Lear Black on 20-01-1930 as 'Maryland Free State', with registration PH-AGP.
It was powered by three 320 hp Wright Whirlwind J-6-9 engines.
Following a serious accident, Van Lear Black died on 23-01-1930, and a second G-AADZ was built.
The aircraft was acquired by Balair on 28-02-1931 for SFf 135.525 and registered CH-165.
On 28 March 1931, Balair merged with Ad Astra to form Swissair.
On 01-10-1934, the aircraft was registered HB-LAN, and on 31-08-1935 Ala Littoria took over this F.VII G/3m and registered it I-UEBI.
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GB 06
FOKKER F.VII-3m (AVRO licence-built) VH-UMI c/n 231
On 10-10-1929, the Certificate of Airworthiness was issued to Australian National Airways as VH-UMI; on 08-02-1930 it was named ‘Southern Moon’.
It was withdrawn from service on 07-02-1933 following A.N.A.’s bankruptcy, and Charles Ulm became its new owner later that month.
It was registered VH-UXX from 16-06-1933, fitted with new 330 hp Wright Whirlwind engines, and named ‘Faith in Australia’.
On 21-06-1933, a flight departed Sydney for England and Dublin, where it met with a serious accident.
AVRO built a new fuselage.
On 12-10-1933, Ulm set a record by flying from England to Australia in 6 days, 17 hours and 45 minutes.
It eventually arrived in Wau, Australian New Guinea, on 21-05-1941 and remained there.
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GB 07
c/n 527 was delivered on 03-05-1933 to Midland and Scottish Air Ferries.
It was registered G-ACGF and built under license by AVRO, England.
The aircraft was fitted with a tailwheel instead of a tailskid, which was unusual at the time.
It had three 200 hp Armstrong Siddeley Lynx ICV engines.
Its last flight took place on 25-07-1934. G-ACGF was then at Renfrew Airport near Glasgow, Scotland. Its Certificate of Airworthiness was cancelled in December 1946.
After the airline ceased operations, Midland and Scottish Air Ferries owner John Sword kept the engines and various G-ACGF parts in his private collection. After his death, these parts were eventually donated to the National Museums of Scotland in 1987.
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GB 10
On 23-04-1931, a Certificate of Airworthiness was issued for c/n 384, G-AASP Achilles, for Imperial Airways Ltd in Cairo, Egypt. This aircraft was also built by AVRO.
In late 1931, it returned to the AVRO factory to have a different nose engine installed: an Armstrong-Siddeley-Armstrong Double Mongoose.
In 1932, it went to Iraq Petroleum Company, returning to Imperial Airways in June 1933.
The Certificate of Airworthiness was renewed on 21-11-1938 and expired again on 20-11-1939.
In January 1940, it was parked at Exeter Airport, and its registration was cancelled on 3 April 1940.
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GB 08
On 18-06-1931, the Fokker VII B-3m, registration G-ABLU, entered service with Imperial Airways under the name ‘Apollo’.
This aircraft, c/n 528, had three Armstrong Siddeley Lynx engines, each rated at 200 hp.
It was built under licence by the British company AVRO.
On 30-12-1933, in very dense fog, the Apollo hit a radio mast near Ruijsselede, outside Antwerp.
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GB 21
On 29-12-1931, the Certificate of Airworthiness was issued for delivery of G-ABSR to the Egyptian Air Force.
On 11 January 1932, the AVRO aircraft departed Heston for Almaza, Egypt, arriving on 18.01.32.
From January 1932, it flew there as F 201 or 20.1. See photo above.
In September 1934, it went to Indian National Airways Ltd.
Its registration was cancelled on 26 April 1938.
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GB 09
The F.VIIB-3m built under licence by A.V. Roe and Co Ltd, better known as the AVRO 618 Ten.
G-ABLU, named ‘Apollo’ by Imperial Airways, was powered by three 200 hp Armstrong-Siddeley Lynx engines.
Apollo was registered as c/n 528 on 18-06-1931.
In the background is the larger Handley Page HP-42, registration G-AAUD, named Hanno, somewhere en route to India.
In dense fog, Apollo struck a radio mast near Ruiselede, West Flanders, Belgium.
G-ABLU was written off on 30-12-1931.
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Czechoslovakia
T 01
OK-AFA, c/n 1, was built under license in Czechoslovakia by AVIA for Czech airline CSA, Ceskoslovenske Statni Aerolinie, the Czechoslovak state airline.
Its three engines were 240 hp Walter Castors, also built in Prague.
Completed on 09-07-1930 and issued Certificate of Airworthiness no. 185, with engine serial numbers 14164-14007 and 14006.
On 20-03-1938, after a total of 2,974 flight hours, OK-AFA was written off.
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T 04
The S 19, c/n 3, was a military version of the F.VIIB-3m used by the Czechoslovak Air Force, built under licence by AVIA.
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T 02
Before departure for Roschau in Brünnen near Lucerne, Switzerland.
Count Coreth on the right and ??? Slenss on the left, September 1933.
This is the Fokker F.VIIB-3m OK AFD of Ceskoslovenské Státni Aerolinie C.S.A. (Czechoslovak State Airlines).
The Fokker, c/n 4970, was built by Avia in Prague as c/n 13 on 2 December 1931.
On 1 March 1938, CSA sold the aircraft to German airline Lufthansa, and it was registered D-AAFD.
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T 05
Paratroopers in front of a Czechoslovak Air Force F.VIIB-3m, built under license by AVIA.
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T 03
This OK-ATC, c/n 6, was registered to shoe manufacturer Tomas Bata, the AVIA licensee.
OK-ATC was completed on 04-10-1930 and had three Walter Castor engines rated at 240 hp each, also built by Avia.
The owner was the Tomas Bata Shoe Factory, whose name was painted along the entire fuselage.
On 17-10-1932, the aircraft was written off after a serious accident, with a total flying time of 300 hours.
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Italy
I 01
The Italian airline Ala Littoria operated c/n 5206 as I-AAIG, seen here on 21 October 1940.
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I 04
I-AAXZ of ALI, c/n 359, built under licence by OFM.
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I 02
I-ADUA of Italy’s Ala Littoria, c/n 5238.
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I 05
The I-FERO, c/n 778, belonging to ALI, with the Ro 10 designation on the fuselage, built under licence by OFM.
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I 03
The I-AAXY, c/n 358, for Italy’s Avio Linee Italiane, built under licence by Officine Ferroviarie Meridionali.
OFM designated the F.VIIB-3m as the Ro 10.
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Poland
P 01
SP-ABB, c/n 2, for Poland’s LOT, Linie Lotnicze. OddziaĆ, built under licence by Plage & Laskiewitcz.
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P 04
The Polish Air Force used a number of F.VIIB-3ms built by P&L.
Paratroopers board an F-VIIB-3m with a gun turret on the fuselage, built under licence by P&L.
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P 02
SP-ABC, c/n 3, for LOT on ski landing gear, built under licence by P&L.
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P 03
Two P&L F.VIIB-3m aircraft in service with the Polish Air Force collide; built under licence by P&L.
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