Fairey P.4/34 was developed as light bomber but lost out the Hawker Henley. However by the time it was ready to enter service the RAF's needs had changes and it became a target tug instead. Meanwhile Fairey use K7555 as the basisof a carrier fighter that became the Fulmar. K7555 was later reinforced and deliberately flown into the weighted cables hung beneath barrage balloons. It apparently survived 300 such encounters. Photo from: Imperial War Museums

Lost in the sea near Ryde , Isle of Wight, on August 1, 1940, when being operated by the Torpedo Development Unit. Photo from: Imperial War Museums

Photo submitted to "Vintage Aircraft" magazine by F.R.Salmon of Thruxton and published in No.8 (April-June 1978). It was built in 1934 with c/n 2515 and previously registered NC9385.

The first production Whitley and destined for 10 Squadron at RAF Dishforth, Yorkshire. Photo from: Imperial War Museums

Prototype Henley. Photo from: National Library of Australia

Crashed at RAF Wyton on May 10, 1938. Engine failure on take-off resulted in the aircraft overturning and catching fire. Crew killed. Photo from: Whites Aviation Collection/Alexander Turnbull Library

The first Vildebeest IV with a Perseus engine in place of the Pegasus engine used in the earlier models. Photo from: Air Force Museum of New Zealand

The prototype Sea Bird on the ramp outside the Fleetwings seaplane factory. The FAA serial number is confirmed by the log book of pilot William H. Engle whose first flight in it was on 25 March 1937. That and all subsequent flights were recorded as on X16793. The skin is 0.010 thick stainless steel and it has been given a swirl finish to make it look attractive. The wing and empennage structures are also made from stainless steel with fabric covering. Engine is a Jacobs L-5 giving 285 hp. The three-section landing gear fairing disappeared from photos from 1938 on, however this aircraft was seen at Oshkosh 1992 with fairings, although possibly not originals. Texas based as N16793 in 2024. Photo from: Alan Reddig via Tim Martin

Pan American Airway's Consolidated "Commodore" at their Alameda base in 1937. The San Francisco-Oakland Bay Bridge can be seen in the background. Apologies for the rope in front.

The Consolidated "Commodore" made its first flight in 1929 and was the state-of-the-art flying boat in the early 1930s. It was increasingly obsolete by 1937. The model 16-1 had a capacity of 22 passengers and 3 crew members.

'Airfield in Milan.' This is assumed to be Taliedo because I-UBER, ex MM55146, was registered to the Taliedo branch of RUNA (Regia Unione Nazionale Aeronautica) in 1936. Linate airport largely replaced this airfield in 1938, although the Caproni works remained at Taliedo. Photo by: Willem van de Poll / Nationaal Archief (Netherlands)

Built in July 1934 as part of an order for launch customer TWA, it was soon disposed of as the DC-3 became available to them and was purchased by Braniff. Photo taken at what is probably the site of the current Oklahoma City airport. It then passed to the US War Department as 42-61096 but was deregistered on 4 May 1943. It was operated by Aerovias Brazil until a landing accident at Lagoa Santa on 5 February 1947 damaged the aircraft beyond repair. (Unknown Photographer)

Delivered on July 2, 1935, to Braniff at what is probably the site of the current Oklahoma City airport. A few years later it was sold to Boston & Maine Airways re registered as NC242. By the late 1940s, "1030" had been sold to Wisconsin Air Central re-registered NC842. "1030" was then sold to Cordova Air Service in Alaska and registered N842 on 6 February 1952. At some stage it passed to a private owner. It was damaged beyond repair at Anchorage (possibly in 1960). (Unknown Photographer)

From a 1937 image showing one of the Braniff Airlines fleet at what is probably the site of the current Oklahoma City airport. Although the registration letters are mostly obscured, this is also most certainly Lockheed Vega NC12288 (later N12288). Constructed in March 1933 by ex-employees of the bankrupt Detroit Aircraft who had purchased a majority interest in Lockheed in 1929. The aircraft was originally owned by Morrell Meat Packing Company but was modified for Braniff use. It later passed to other owners and was later wrecked. The remains were recovered and restored to flying condition.

VH-ARG as it was around the time of its first flight at Cootamundra. It was later flown to Sydney and registered as VH-ARG. Stored during World War II, it was sold after the war to famed pilot fighter pilot Bobby Gibbes. The Bat remained registered until 1951. The Powerhouse Museum in Sydney has the remains. Photo from: Powerhouse Museum

Described as an aircraft of B Flight, RAF Gosport.

A new FK.51 observation aircraft, really just an intermediate trainer. The big man is Frits Koolhoven. Photo from: Nationaal Archief (Netherlands)

The Argentine air force bought two Canadian designed and built Fairchild 82Ds for survey work. Sister ship 152 has been preserved. The fate of 151 is unknown but it was serialled F-151 at one stage. and possibly T-151 too when its role changed Photo from: Ken Molson fonds - Ingenium

Photo shows the civil section of Wigram with a Union Airways DH86 at the terminal. Not long after this photo civil aviation was moved to Harewood, today's Christchurch International. The civil section of Wigram was redeveloped for military purposes during WW2. Photo from: Air Force Museum of New Zealand

The eight DH60Ts were the prototypes of the DH82 Tiger Moth. CF-APL, ex G-ABNI, was the first to be fitted with the swept wings as seen on the DH82. It was sent to Canada in 1931 in the hope of picking up an RCAF order. The proximity of the swept lower wing to the ground was criticised. DH added dihedral to improve ground clearance and the Tiger Moth was born. However the RCAF ordered the Fleet Fawn instead. In the meantime CF-APL was sold in the civil market and was withdrawn from use in 1950. Photo from: Library and Archives Canada