#dehavilland — Public Fediverse posts

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

De Havilland C-7A Caribou on final for Pt. Mugu during Grey Flag September 2025 #greyflag #cvvhrn #milair #AvGeek #photography #aircraft #Nikon #nikon #greyflag #nasptmugu #nikonphotgraphy #mugu #ptmugu #C7A #DeHavilland #Caribou

TIL: DeHavilland Dash 8 aircraft have a much larger range than I thought. Just noticed an Air Canada Jazz flight from Vancouver to Winnipeg (JZA7110). That's about 1900km.

I look because turbo-props like the DH8 (aka Q400) are more fuel efficient and have lower CO2 emissions than jets. They also fly lower, generally around 20 - 25,000ft, so lessen the stratospheric pollution vs. 30-40,000ft.

https://www.flightradar24.com/JZA7110/3dcc6217
#ClimateAction #CarbonEmissions #Flying #Bombardier #DeHavilland #Dash8 #flying

RAF SUNDAY!!!! de Havilland DH-98 Mosquito N474PZ (1945!) shows off her planform at the Capital Airshow, Mather Field, California March 2025 #airshow #capitalairshow #aviation #AvGeek #spotter #photography #Nikon #nikonphotgraphy #CCA2025 #deHavilland #Mosquito #Warbird #WWII #UK #British #RAF

RAF SUNDAY!!!! de Havilland DH-98 Mosquito N474PZ (1945!) shows off her planform at the Capital Airshow, Mather Field, California March 2025 #airshow #capitalairshow #aviation #AvGeek #spotter #photography #Nikon #nikonphotgraphy #CCA2025 #deHavilland #Mosquito #Warbird #WWII #UK #British #RAF

RAF SUNDAY!!!! de Havilland DH-98 Mosquito N474PZ (1945!) shows off her planform at the Capital Airshow, Mather Field, California March 2025 #airshow #capitalairshow #aviation #AvGeek #spotter #photography #Nikon #nikonphotgraphy #CCA2025 #deHavilland #Mosquito #Warbird #WWII #UK #British #RAF

RAF SUNDAY!!!! de Havilland DH-98 Mosquito N474PZ (1945!) shows off her planform at the Capital Airshow, Mather Field, California March 2025 #airshow #capitalairshow #aviation #AvGeek #spotter #photography #Nikon #nikonphotgraphy #CCA2025 #deHavilland #Mosquito #Warbird #WWII #UK #British #RAF

RAF SUNDAY!!!! de Havilland DH-98 Mosquito N474PZ (1945!) shows off her planform at the Capital Airshow, Mather Field, California March 2025 #airshow #capitalairshow #aviation #AvGeek #spotter #photography #Nikon #nikonphotgraphy #CCA2025 #deHavilland #Mosquito #Warbird #WWII #UK #British #RAF

"I always feel like somebodies watching me" Crew watching from aft window as a de Havilland Canada DHC-4T Caribou N238PT on final for Pt. Mugu during Grey Flag, September 2025. https://www.youtube.com/watch?v=7YvAYIJSSZY#nasptmugu #Nikon #nikonphotgraphy #Z9 #avgeek #photography #cvvhrn #deHavilland #DHC4 #Caribou

de Havilland Canada DHC-4T Caribou N238PT on final for Pt. Mugu during Grey Flag, September 2025. This plane is registered to Nordluft which makes forestry drones hmmm www.nordluftautomation.com #nasptmugu #Nikon #nikonphotgraphy #Z9 #avgeek #photography #cvvhrn #nordluft #deHavilland #DHC4 #Caribou

de Havilland Canada DHC-4T Caribou N238PT on final for Pt. Mugu during Grey Flag, September 2025. This plane is registered to Nordluft https://www.nordluftautomation.com/ #nasptmugu #Nikon #nikonphotgraphy #Z9 #avgeek #photography #cvvhrn #nordluft #deHavilland #DHC4 #Caribou

De Havilland Vampire Trainer - Vintage Ad Gallery Postcard

https://www.ebid.net/uk/for-sale/de-havilland-vampire-trainer-vintage-ad-gallery-postcard-223181486.htm

#DeHavilland #DeHavillandVampire

Un article de Radio-Canada sur l'entreprise De Havilland qui construit les nouveaux Canadair et en reconditionne quelques uns. Ça va être difficile de contenter tous les pays intéressés à temps.

https://ici.radio-canada.ca/nouvelle/2182804/feu-incendie-avion-citerne

#canadair #dehavilland #canada #feuxdeforet #wildfires #canadair515

de Havilland DH-98 Mosquito N474PZ (1945!) shows off her planform at the Capital Airshow, Mather Field, California March 2025 #airshow #capitalairshow #aviation #AvGeek #spotter #photography #Nikon #nikonphotgraphy #CCA2025 #deHavilland #Mosquito #Warbird #WWII #UK #British #RAF

de Havilland DH-98 Mosquito N474PZ (1945!) shows off her planform at the Capital Airshow, Mather Field, California March 2025 #airshow #capitalairshow #aviation #AvGeek #spotter #photography #Nikon #nikonphotgraphy #CCA2025 #deHavilland #Mosquito #Warbird #WWII #UK #British #RAF

https://buff.ly/3CSC3at

The de Havilland DH112 Venom was a prominent British jet aircraft developed in the post-World War II era.

#deHavilland #DH112Venom #AviationHistory #JetAircraft #MilitaryAviation #BritishEngineering #AviationEnthusiasts #HistoricAircraft #JetFighter #ColdWarEra

Saunders Roe Skeeter - De Havilland Engines - Vintage Ad Gallery Postcard

https://www.ebid.net/uk/for-sale/saunders-roe-skeeter-de-havilland-engines-vintage-ad-gallery-postcard-221393087.htm

#SaundersRoeSkeeter #DeHavilland #Postcards

USN De Havilland Canada 762256, Navy Pist Graduate School, over Palo Alto, California on research mission. Note the air sampling pod on the left wing #usn #TwinOtter #DeHavilland #aviation #avgeek #navy #avgeek #nikon #photography #Z9

Forest fires: Europe faces long wait for vital firefighting aircraft https://www.euractiv.com/section/energy-environment/news/forest-fires-europe-faces-long-wait-for-vital-firefighting-aircraft/?utm_source=dlvr.it&utm_medium=mastodon #Airbus #Canadair #DeHavilland #EUCivilProtectionMechanism #RescEU

Forest fires: Europe faces long wait for vital firefighting aircraft https://www.euractiv.com/section/energy-environment/news/forest-fires-europe-faces-long-wait-for-vital-firefighting-aircraft/?utm_source=dlvr.it&utm_medium=mastodon #Airbus #Canadair #DeHavilland #EUCivilProtectionMechanism #RescEU

Iʼm no authority on planes, but is the 737 Max to #Boeing what the Comet was to #deHavilland?

@YorksBylines Amongst #Aviation Geeks (such as myself) the capabilities of the Wooden Wonder are still well known. The bomber design at concept that relied on speed rather than armament as its principal defence. Then the multitude of roles it went on to carry out. There is lovely footage available on Youtube of an airworthy example in NZ. Another 1 being restored to airworthy condition in UK. #DeHavilland #Mossie #Merlins https://youtu.be/uZEfVFT4__Y?si=ffW5gQ7sAp_SM0s3

DH98 Mosquito FB.VI This fine restoration is on display at the De Havilland Aircraft Museum, at Salisbury Hall, London Colney. The heavy armament of the type is shown here, with the 4 x 303" Browning machine guns and the 4 x 20mm Hispano cannon demonstrating the fearsome punch of this WW2 fighter-bomber. DHAM also has two other Mosquitoes on display. The People's Mosquito is currently building an FB.VI to flight status; see www.peoplesmosquito.org.uk #DHAM #dehavilland #DeHavillandAircraftMuseum #WW2 #fighterbomber #RAF #RoyalAirForce #LondonColney #UK #England #museum #aircraft #avgeek #aircraftphotography #photography #ThePeoplesMosquito #history #aviation #aircraftrestoration

DH98 Mosquito FB.VI This fine restoration is on display at the De Havilland Aircraft Museum, at Salisbury Hall, London Colney. The heavy armament of the type is shown here, with the 4 x 303" Browning machine guns and the 4 x 20mm Hispano cannon demonstrating the fearsome punch of this WW2 fighter-bomber. DHAM also has two other Mosquitoes on display. The People's Mosquito is currently building an FB.VI to flight status; see www.peoplesmosquito.org.uk #DHAM #dehavilland #DeHavillandAircraftMuseum #WW2 #fighterbomber #RAF #RoyalAirForce #LondonColney #UK #England #museum #aircraft #avgeek #aircraftphotography #photography #ThePeoplesMosquito #history #aviation #aircraftrestoration

DH98 Mosquito FB.VI This fine restoration is on display at the De Havilland Aircraft Museum, at Salisbury Hall, London Colney. The heavy armament of the type is shown here, with the 4 x 303" Browning machine guns and the 4 x 20mm Hispano cannon demonstrating the fearsome punch of this WW2 fighter-bomber. DHAM also has two other Mosquitoes on display. The People's Mosquito is currently building an FB.VI to flight status; see www.peoplesmosquito.org.uk #DHAM #dehavilland #DeHavillandAircraftMuseum #WW2 #fighterbomber #RAF #RoyalAirForce #LondonColney #UK #England #museum #aircraft #avgeek #aircraftphotography #photography #ThePeoplesMosquito #history #aviation #aircraftrestoration

DH98 Mosquito FB.VI This fine restoration is on display at the De Havilland Aircraft Museum, at Salisbury Hall, London Colney. The heavy armament of the type is shown here, with the 4 x 303" Browning machine guns and the 4 x 20mm Hispano cannon demonstrating the fearsome punch of this WW2 fighter-bomber. DHAM also has two other Mosquitoes on display. The People's Mosquito is currently building an FB.VI to flight status; see www.peoplesmosquito.org.uk #DHAM #dehavilland #DeHavillandAircraftMuseum #WW2 #fighterbomber #RAF #RoyalAirForce #LondonColney #UK #England #museum #aircraft #avgeek #aircraftphotography #photography #ThePeoplesMosquito #history #aviation #aircraftrestoration

DH98 Mosquito FB.VI This fine restoration is on display at the De Havilland Aircraft Museum, at Salisbury Hall, London Colney. The heavy armament of the type is shown here, with the 4 x 303" Browning machine guns and the 4 x 20mm Hispano cannon demonstrating the fearsome punch of this WW2 fighter-bomber. DHAM also has two other Mosquitoes on display. The People's Mosquito is currently building an FB.VI to flight status; see www.peoplesmosquito.org.uk #DHAM #dehavilland #DeHavillandAircraftMuseum #WW2 #fighterbomber #RAF #RoyalAirForce #LondonColney #UK #England #museum #aircraft #avgeek #aircraftphotography #photography #ThePeoplesMosquito #history #aviation #aircraftrestoration

The People's Mosquito are at the We Have Ways podcast festival, near Stowe, Buckinghamshire. We are having a great time! Two more days to go. Come along if you like WW2 history! Great speakers, masses of hardware, and lovely folk! #WW2 #history #Stowe #Buckinghamshire #UnitedKigdom #deHavilland #mosquito

De Havilland Mosquito TT.35. The last 'flourish' of the DH Mosquito was a post-war target tug, converted from the last bomber version built, the Mosquito B.35. This example hangs in the roof of one of the hangars at the Imperial War Museum, Duxford, United Kingdom, wearing the classic 'anti-camouflage' of the target tug, silver upper surfaces, with bold yellow and black stripes. The swift Mosquito was an ideal aircraft for towing aerial targets! There is no longer a flying example of the type in Europe, however, The People's Mosquito (a Registered Charity) is now building one! For more details, see www.peoplesmosquito.org.uk #DeHavilland #Mosquito #IWM #Duxford #targettug #avgeek #aviation #TT35 #hangar #ThePeoplesMosquito #TPM #UK #UnitedKingdom #Europe #museum #WW2

DH98 Mosquito B.35 This particular Mosquito represents the last bomber variant of the Mosquito, the B.35. Only two RAF Squadrons operated this type, both in the post-war period. However, they had a relatively short Service life as a bomber with many being converted as target tugs, designated TT.35. This Mosquito has since been moved to the RAF Museum's Bomber Hall. There are several Mosquitoes flying in the USA, and The People's Mosquito charity has just completed a set of fuselage moulds in the UK, as they begin to restore one of these beautiful aircraft to flight status. Please see www.peoplesmosquito.org.uk to learn more! #DeHavilland #DH98 #Mosquito #RAF #museum #WW2 #history #targettug #bomber #aircraft #restoration #aviation #photography #aviationphotography #RoyalAirForce #charity #avg #ThePeoplesMosquito #RegisteredCharity

DH114 Heron 2D. Originally developed from the twin-engined DH Dove design, this particular Heron was built in 1956. Powered by four 250 hp de Havilland Gipsy Queen 30 Mk.2 engines, the Heron could carry up to 17 passengers. However, as a Heron 2D, this example had an executive interior, which was quite appropriate given the fact that it was owned and operated by Rolls-Royce. It is on display at the De Havilland Aircraft Museum #RollsRoyce #Dehavilland #aircraft #aviation #excutiveaviation #DHAM #DeHavillandAircraftMuseum #avgeek #museum DH114 #DeHavillandHeron #Heron #pistonengines #GipsyQueenengine #DHDove

DH114 Heron 2D. Originally developed from the twin-engined DH Dove design, this particular Heron was built in 1956. Powered by four 250 hp de Havilland Gipsy Queen 30 Mk.2 engines, the Heron could carry up to 17 passengers. However, as a Heron 2D, this example had an executive interior, which was quite appropriate given the fact that it was owned and operated by Rolls-Royce. It is on display at the De Havilland Aircraft Museum #RollsRoyce #Dehavilland #aircraft #aviation #excutiveaviation #DHAM #DeHavillandAircraftMuseum #avgeek #museum DH114 #DeHavillandHeron #Heron #pistonengines #GipsyQueenengine #DHDove

DH114 Heron 2D. Originally developed from the twin-engined DH Dove design, this particular Heron was built in 1956. Powered by four 250 hp de Havilland Gipsy Queen 30 Mk.2 engines, the Heron could carry up to 17 passengers. However, as a Heron 2D, this example had an executive interior, which was quite appropriate given the fact that it was owned and operated by Rolls-Royce. It is on display at the De Havilland Aircraft Museum #RollsRoyce #Dehavilland #aircraft #aviation #excutiveaviation #DHAM #DeHavillandAircraftMuseum #avgeek #museum DH114 #DeHavillandHeron #Heron #pistonengines #GipsyQueenengine #DHDove

DH114 Heron 2D. Originally developed from the twin-engined DH Dove design, this particular Heron was built in 1956. Powered by four 250 hp de Havilland Gipsy Queen 30 Mk.2 engines, the Heron could carry up to 17 passengers. However, as a Heron 2D, this example had an executive interior, which was quite appropriate given the fact that it was owned and operated by Rolls-Royce. It is on display at the De Havilland Aircraft Museum #RollsRoyce #Dehavilland #aircraft #aviation #excutiveaviation #DHAM #DeHavillandAircraftMuseum #avgeek #museum DH114 #DeHavillandHeron #Heron #pistonengines #GipsyQueenengine #DHDove

DH114 Heron 2D. Originally developed from the twin-engined DH Dove design, this particular Heron was built in 1956. Powered by four 250 hp de Havilland Gipsy Queen 30 Mk.2 engines, the Heron could carry up to 17 passengers. However, as a Heron 2D, this example had an executive interior, which was quite appropriate given the fact that it was owned and operated by Rolls-Royce. It is on display at the De Havilland Aircraft Museum #RollsRoyce #Dehavilland #aircraft #aviation #excutiveaviation #DHAM #DeHavillandAircraftMuseum #avgeek #museum DH114 #DeHavillandHeron #Heron #pistonengines #GipsyQueenengine #DHDove

De Havilland Mosquito FB.VI The Mosquito FB.VI of WW2 was the most- produced version of the Mosquito, with 2,305 built. It performed as a long-range 'heavy' fighter, maritime 'strike' fighter, day/night intruder, radar equipped night-fighter and unarmed high-speed courier aircraft. Starting as an unarmed fast bomber the Mosquito family grew to include photo-reconnaissance, target tug, 'pathfinder' target designator, weather reconaissance, naval torpedo/strike fighter and more. Only a handful of Mosquitoes have been restored to flight status, but a Registered Charity (No.1165903) 'The People's Mosquito' has recently completed the first set of fuselage moulds in the U.K. in 72 years, with the intent of returning a Mosquito to flight. To learn more or join The People's Mosquito Club please visit their website, https://www.peoplesmosquito.org.uk/ #DeHavilland #DH98Mosquito #MosquitoFBVI #WW2 #RAF #RoyalAirForce #thepeoplesmosquito #history #charity #aircraft #aviation #UK #RAF #avgeek #restoration

T-tail Tuesday
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Atlantic Southeast Airlines, de Havilland Dash 7-102 Postcard
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#aviation #airplanes #avgeek #planes #postcards #postcard #travel #planespotting #aviación #aviacion #avión #avion #Luftfahrt #Flugzeuge #Dash7 #deHavilland #AtlanticSoutheastAirlines