Hi Alan, Ingo, Xon, Neroon79 and other fellow members,
A couple of additions: (with a kind of excuse for the long explanations this time....)
3D2A5C (Germany, flight id: DEOHG, D-EOHG DR40) >> Robin DR 400/180 Regent, c/n 1402 and current as such.
The whole story about this airframe:
D-EOHG was regd. in aug79 but had an accident 09jun01 at Aschaffenburg (also called Flugplatz Großostheim-Ringheim) - EDFC, Germany, and was W/O, but canx 11oct01 as WFU (insurance issue ?). The remains were stored for many years and a slow rebuilt was in progress for many years, using the original fuselage (c/n 1402), fitted with with many new parts. It was finally restored after almost 9 years at 16dec10. As the aircraft (read: fuselage c/n 1402) was canx. as WFU, (and not as W/O) just only a new CofA was needed to restore it as as D-EOHG c/n 1402. An amazing kind of rebuilding a wrecked aircraft (because it looked like more W/O, than DBR but filed as just WFU...) The canx. as WFU was the main reason to save the airframe from scrapping and the way for resurrection of an unique Robin with and old(er) c/n biut with a factory new image!
(sources: FreeBird Database, Dave Lenton's German Register & my Robin pruduction list)
3D5BEC (Germany, no flight id, airframes: D-FHBG) >> A "rare" one... D-FHBG EADS/SOCATA TBM700N (850), c/n 617.
Why rare... c/n 617 appears as N850CK with FAA Certificate Issue Date 07mar12 (after a small FAA period with onlu the status "assigned import") by Transatlantic Deliveries Trust, a company who ferried, the well known "ocean crossers", but N850CK was canx. 10apr12 as "Export to France" (to EADS/SOCATA) . My interpretation: the sale for the US customer was canx. and no joy for Transantlantic Deliveries Trust to ferry the aircraft to the US import agent. According FlightAware N850CK never crossed the ocean and no idea if the marks N80CK were ever applied. So in my opinion it was only a "paper work" issue and marks N850CK like to be NTU.
(off topic: in my data base I note NTU aircarft as (xxxxx) and NTU aircraft but sometime (when NTU marks were applied on the airframe) as "xxxxxx". So no idea how to file c/n 617 yet... N850CK, (F-****), D-FHBG or (N850CK),(F-****), D-FHBG or ..... just only as D-FHBG (as N850CK was maybe only an OPTION via SOCATA/EADS US for a US customer??
3B7B53 F-ZBCH, Reims F406 Caravan II, c/n 406-0075, France - Douane Française >> It's a "Vigilant Surmar" Surveillance (maritime) version with 360" radar, Litton night vision system an HF radio and more (some as exchangable) equipment.
748040 OD-APA BE40 >> Raytheon Hawker 400XP, c/n RK-483 (rgd. may12), ex N483PA, N139QS, (N275TX), N139QS. (Aircraft former known as Raytheon Beechjet 400A/Beechcraft Beechjet 400A. The basic model was original designed and built by Mitsubishi as MU-300 Diamond I/II, but subsequently redesignated to Beechjet 400 series after the production rights were bought by Beechcraft)
48C8E3 SP-THD C182 >> SP-THD, Cessna 182T Skylane, c/n 18282283, ex N9079M (canx. 29aug11 to Poland)
48C8EB SP-THL C172 >> SP-THL, Cessna 172S Skyhawk SP, c/n 172S10770, ex N63077 (canx. 04aug08 to Poland)
48FD03 SP-SPID WT9 >> SP-SPID, Aerospool WT9 Dynamic, c/n DY368/2010 (and offered for sale: price 102000 eur + VAT)
49D008 OK-XAA C172 >> OK-XAA, Cessna 172S Skyhawk SP, (rgd. 11may10), c/n 172S8206, ex N269LP (canx. 29apr10 to Czech Republic)
00FFFF (South Africa, flight id: NAF312A, NAF: Netherlands Air Force, so intentionally miscoded MIL Airframe)
Take care ! :-) Dutch F-16A/BM's often using different aircraft with NAFxxx(X) callsigns. The xxx digits referring to their squadrons! (e.g. NAF312,313 - Volkel AB and NAF322,323 - Leeuwarden AB), NAFxxxA is the leader of an x ship formation (followed by NAFxxxB,C etc.) who is in contact with the actual ATC (ACC/MACC) UHF, sometimes VHF (both AM). Air to Air R/T between the x ship formation aircraft during the flights is very often carried out at (preselectable) "Victor Channels" in the VHF 140.000 - 146.000 MHz range (AM). Each squadron in the Netherlands has a lot of preselectable Vxx A/A channels, related/dependeing to their own Squadron. E.g.: a "push V17" call at a regular ATC freq. by the leader of the N323A (3 ship formation in this case) flight means that the 2 other 323 Sqn pilots of the formation only have to select one buton to stay in contact A/A at 140.6250 with each other of the formation. Confirming by only a "B" "C" reply by the other 2 pilot of the 3 ship form. ... (in this case / other words: VHF A/A channel V17 has a different freq. for the other squadrons each.
Exeptions for callsign NAF11, used by Gulfstream 4 V-11 and the fixed NAFxx callsign numbers for the C-130's (sorry can't find the right digits right now) and another exeption is that NAF...A is used for flight to an X destination (another airbase, not a mission with takeoff and landing/RTB at a same AB) and NAF ..B used then for the returnflight (in this case: one aircraft/single ship). BUT -it sounds weird- also exeptions on this last mentioned exeptions !
All the best and have a nice day,
Robert
Edit:
3DF7A9 decodes to D-HOAR >> D-HOAR is an Aerospatiale (Eurocopter) AS 365N2 or N3 helicopter of NHC - Northern Helicopter GmbH and based at Emden Airport - EDWE. No idea bout its c/n yet and also no idea if its a factory new helicopter or an example with a former PI history.....
