kevinsky18 wrote:The write up is very interesting and the photos are very sharp. Definately worth the read. Interesting to note that she even did a stint here in Indonesia.
The Seaplaneforum.com site seems to have crashed just as I tried to “preview” a somewhat long and involved post regarding the history of this aircraft in particular – Grumman G-111 N42MY
. (My browser continued to work properly on other sites the whole time!
Now I have to try to recreate it all from memory (and existing notes of course.) And it may serve me well to simply start writing out all such “long” posts separately in Word first and then just copy and paste them into the forum “reply” form. Voilà!
Instant “back-up” plus spell-check, too.
As Kevin noted, N42MY
has previous service history in Indonesia. In fact, it was one of the first four model “G-111
” conversions carried out by Grumman under FAR Part 25 and TC no. A22SO
in the late 1970’s and early 1980’s. In the case of this aircraft in particular, that conversion was accomplished in 1981 at Grumman’s Stuart, FL
facility under Production Certificate no. 23
. (After December 1981, the remaining nine “G-111” conversions were done at Grumman’s St. Augustine, FL
facility under PC no. 1050
Note also, prior to the approval by the FAA of the model “G-111
” under TC A22SO
, that very same designation (G-111
) was used in-house
at Grumman to identify all of the long-wing Albatross conversions done for the USAF only as SA-16B
and later (post-1962) as HU-16B
aircraft - even though and in spite of the fact that much much later (in the 1980’s) still other
long-wing Albatross variants that had been used by other
branches of the military and designated as something other than “HU-16B” would also be used for the basis of subsequent civilian “G-111” conversions under this TC.
The very first three Grumman civilian model “G-111” conversions were built for Resorts International for use by Chalk’s Airlines in south Florida, but the first customer / owner / operator of G-111
” (aka Grumman OEM s/n G-464
*) was Pelita Air Service
in Indonesia. PAS
operated this G-111 Albatross, registered as PK-PAM
, on behalf of and under contract to Conoco Oil Co.
in support of their oil drilling operations throughout Indonesia, but the aircraft itself was based in Singapore.
in Singapore in 1986
*Albatross OEM s/n G-464
was actually the very last Albatross ever built as completely “new” by Grumman. Each of the last 21 such aircraft in fact were built from scratch as long-wing variants and were never ever equipped with the “short” wing of the original design no. G-64
aircraft (i.e. USAF models SA-16A
, USN models UF-1
, and USCG models UF-1G
- the first two of which were re-designated as HU-16A
1962, but since the Coast Guard got rid of or converted all of their short-wing UF-1G aircraft prior
to 1962, there was never a “newer” designation for their UF-1G aircraft.)
Those last 21 Albatrosses, built from scratch as long-wing aircraft were actually built in three separate batches as follows:
Five (5) design no. G-191
, model UF-2
aircraft for West Germany
Procured under a US Navy contract as Bu. nos. 146426
(Grumman OEM serial nos. G-444
Ten (10) design no. G-231
, model CSR-110
aircraft for the RCAF
Procured directly from Grumman as RCAF serials 9301
(Grumman OEM serial nos. G-449
Six (6) design no. G-262
, model UF-2
aircraft for the JMSDF
Procured under a US Navy contract as Bu. nos. 148324
in actual JMSDF service, they were coded as 9051
(Grumman OEM serial nos. G-459
That very last Albatross (s/n G-464
aka Bu. no. 148329
) is noted as having been completed and delivered to its customer on May 5, 1961
Note as well that none of these last "US Navy" procured / contracted aircraft ever actually served with the US Navy.
Besides being built from scratch as long-wing Albatrosses from the “get-go” the RCAF
also requested that their CSR-110
aircraft be equipped with a QEC
* identical to the ones already used in their inventory of Grumman S2F
series “Tracker” aircraft. (*An aircraft “QEC
” is a quick-change engine module that incorporates 100% of the “firewall forward” installation, including mount, engine, cooling baffles, prop, cowling assembly, and all other accessories normally installed with them.) As a result, that meant that instead of the 1,425 hp
(A-D) series radial engines used on previous Albatross aircraft, the last 16 Albatrosses built by Grumman (including the ten RCAF CSR-110 and
the six JMSDF UF-2 aircraft) were equipped with 1,525 hp
These 16 aircraft could be distinguished visually by the slightly “bulged” appearance of their larger diameter engine cowlings, which had to be tapered down to mate to the existing Albatross engine nacelles. They also were once distinguishable by their “unique” top-mounted carburetor air intakes (all of the R-1820-76 series powered Albatrosses were originally equipped with inside-the-cowling / in-between-the-cylinders air intakes, but many private/civilian owners have started to retrofit them with top-mounted carb air intakes similar to the ones originally used on the -82 powered Albatrosses.
Of further note however is the fact that as part of their civilian “G-111” conversion (and this is actually probably true for all large radial-engine powered, ex-military aircraft as well) the “high blower” settings on their integral engine superchargers had to be disabled because of the lack of availability of the old “purple” 115/145
octane aviation gasoline – with only 100LL
“blue” avgas, there is a chance of detonation and the -82 engines were limited to only 1,475 hp
as a result.
As already mentioned earlier, Albatross G-464
came back to the US for conversion as a civilian model “G-111
” by Grumman at its Stuart, FL facility in 1981
during which time, it was temporarily registered in the US as N88999
. Then it went back across the Pacific to Singapore as PK-PAM
and was operated throughout Indonesia until the early 1990’s when it was sold to Paragon Ranch Inc.
- a venture capital firm based in Englewood, Colorado.
in Abbotsford, BC in 1993
In the mid to late 1990’s, it was sold to and used as a VIP transport by/for Mirabella Yachts
of Palm Beach, FL – a sailing charter company owned by Joe Vittoria
, who made a fortune as the chairman and CEO of the Avis
car rental company.
in FL, USA in 2003
“down under” in Australia in 2012T-t-t-t-th-that’s all, folks!