Country of origin:

Italy

Description:

Five-seat amphibious flying-boat

Power Plant:

Two 254 kw (340 hp) Lycoming GSO-480 six-cylinder horizontally-opposed air-cooled engines

Specifications:

History:

The Piaggio P-136 series of amphibious flying-boats wasproduced in Italy during the late 1940s and early 1950s. The prototype of the series was flown for the first time on 29 August 1948. The initial order to commence production was for 18 aircraft, powered by 160 kw (215 hp) Franklin 6AD-215-B9F engines, for the Italian Air Force, these being operated in the air-sea-rescue role, being later supplemented by a further eight in the same role. Known as the P-136L, these were powered by the 201 kw (270 hp) Lycoming GO-480-B engine. Subsequently 32 were delivered to civil customers, including a number in the USA where the type was known as the P-136L-1 Trecker Gull when it was fitted with the 201 kw (270 hp) engines, or the P-136L-2 Royal Gull with the 254 kw (340 hp) Lycoming engines.

An up-graded variant was the Super 200, an example of which made a demonstration tour in the US.  In 1957 Trecker Aircraft Corp of Milwaukee, Wisconsin commenced to accept two airframes a month from Italy, fitting them out with engines, propellers and instruments for US customers. Initially a manufacturing licence was obtained by the Royal Aircraft Corp but this company was re-formed as the Trecker Aircraft Corp. One was operated by Mr Aristotle S Onassis, the Greek shipping millionaire, this aircraft being registered in the UK (G-AFON) and being operated from his yacht.

The aircraft had good performance from both land and water and was a good performer operating into high lakes.  Commodore Air Service operated passenger flights from San Francisco Bay, California to Lake Tahoe, Nevada, 1,829 m (6,000 ft) high.  Another took off from Horsetooth Reservoir, Fort Collins in Colorado in 35 seconds at a height of 1,646 m (5,400 ft).  Fuel was carried in two light alloy tanks in the hull under the centre section, total capacity being 718 litres (158 Imp gals).

Only one P-136 was brought to Australia. VH-BJP (c/n 243), a model P-136L-2, had an interesting existence. First registered VR-HFP in Hong Kong after delivery to Macau Air Transport Ltd to replace the Company’s Consolidated PBY Catalina, the aircraft later operated for some time as CR-TAM before being brought to Australia. It was registered as VH-BJP³ on 27 September 1972 and registered to Forrester Stephen Pty Ltd of Essendon, VIC. In late 1972 it was registered to W D Jane of Parkville, VIC.

On 18 February 1973 it suffered damaged to the hull when it had a heavy impact with the water when landing on Port Phillip Bay and was conveyed to Essendon, for repairs. Eventually it was obtained by Dolphinair Pty Ltd to operate a service from Townsville to Hinchinbrook Island 160 km (100 miles), off Queensland’s north coast, taking passengers to the tourist resort at Cape Richards.  Dolphinair was to operate services four days a week into a bay on the sheltered side of the island.  The aircraft was ferried by Captain Peter Gibbes, operations manager for Ansett Airlines, to Townsville and he carried out endorsements for the Dolphinair pilots.

However, on 19 October 1974, on its inaugural service, whilst landing at Cape Richards, Hinchinbrook Island, it was damaged when it again made a heavy landing and sank. All persons on board were safely rescued but the aircraft was a write-off.  It was salvaged but was beyond economical repair due to the saltwater corrosion.  It was taken to Townsville and was later obtained and placed on display at the Sid Beck’s Aero Museum at Mareeba, QLD.

At least one other P-136L has been seen in this area. DQ-FBX (c/n 233 – ex N40032) was operated from Kaimbu Lagoon, Fiji for a period in the 1970s, being first registered in January 1972, but was exported to the United States in May 1977 as N40032.

It is interesting to note in 1960 Amphibian Airways, NZ conducted a feasibility study into the operation of a P-136L-1 or L-2 from Harewood, Christchurch to the Chatham Islands but, as a crew of two was required by regulations, only three passengers could be carried and, without a government subsidy, the service would not have been economical.