David Wise's Aviation History Website



PFA Rally Lists 2005 & 2006

LAA Rally List Sywell 2017

Aircraft Production Lists
Register notes
Nord NC830-NC860 family
Pacific Aerospace families - Airtourer, Airtrainer, Fletcher FU-24, Cresco, PAC 750XL
Other NZ-Originated Designs - Micro Aviation Family - Bantam & Bat Hawk

New Zealand & other Pacific Islands Historic Civil Registers

Other Related Websites


Welcome to my Aviation History website.

For many years now, I have been accumulating listings of various aviation topics which caught my interest, including production lists of various light aircraft types and of registers for New Zealand and the small Pacific Island countries. I have made these available on this web-site.

This website was started in December 2001, initially with a worldwide production list of Jodels and derived models, and extended to also cover the other models of Robin.

A major addition in September 2008 was a historic New Zealand civil aircraft register, while other independent Pacific Island nation registers were added in January 2013. I have also compiled production listings of aircraft types predominantly built in NZ by what is now Pacific Aerospace: the Airtourer and Airtrainer family and the Fletcher, Cresco and 750XL family. A listing of another NZ commercial production, the Micro Aviation Bantam family (including Bat Hawks in South Africa), was added in October 2018.

You may copy information from this web-site only for your own personal use.

Please contact me if you want to exploit this information commercially or re-publish any of it in any magazine, book or any other medium.

To maintain currency, do not copy these registers or production lists onto any other website. Instead provide a link to this site.

This information has been compiled from a variety of second-hand sources and cannot be guaranteed. You use it entirely at your own risk.

The lists have been provided as html look-up tables so that I can ensure that the information provided is the latest available. Updates are loaded every few weeks as new information comes to light.

Starting in 2001, this website was hosted as part of their internet service by BT Internet using the domain name www.dave.wise.btinternet.co.uk/ . They withdrew this service in November 2012 and all of the associated websites were deleted. It has been re-housed with a new domain name www.flydw.org.uk using the services of www.hostpresto.com/

A major reason for publishing these lists is to provoke feedback. I would be pleased to hear from anyone who can add any extra details or corrections, however small. Please e-mail me on: dave.wise@btinternet.com

Latest Update: 2 February 2020


I have long been involved with the organisation of the PFA Rallies, starting with marshalling at Leicester in the late 1970's and going on to being responsible for managing aircraft parking and airside layout for several years at the Cranfield and Wroughton events.

I then moved to lighter jobs, initially with judging, then lately with the booking-in operation. This has included compiling a full list of aircraft present based on the official booking-in, booking-out and movement records.

Following on from the new sequence of LAA Fly-ins at Sywell, I have added a list, based on the official movements log cross-checked against logs published on the internet, for 2017.

Available here are the logs for:

PFA "Flying For Fun" Rally at Kemble in July 2005

PFA "Flying For Fun" Rally at Kemble in August 2006.

LAA Rally at Sywell September 2017


The production list files are in construction serial number order. This may be manufacturers' serial numbers for commercially built aircraft, or plans or kit or licence-to-build suppliers' serial numbers for amateur-built aircraft. For each aircraft, I have provided information on registration marks, dates of initial registration and changes, any significant periods of cancellation from registers, changes of configuration where known, and fates. For the Jodels and Robins, I have also compiled a registration cross-index. For reasons of practicality and to avoid data protection issues, I have generally not listed ownership or base details except for commercial operators and initial amateur builders, where published. In some countries, ownership details are available on register websites provided by the national aviation authorities.

I have been dependent on published sources. The earlier references are from old registers published by various enthusiast organisations, with the more recent updates mainly from Air Britain magazines. Also various web-sites, including those provided by several national registration authorities, and e-mail feedback from individuals. For some of the types covered, the start of production was several years before the earliest systematic documentation I have available. It is inevitable that there will be a few errors or omissions - if you notice anything, please let me know. While a lot of effort has gone into checking and verification, accuracy cannot be guaranteed and you use these lists entirely at your own risk!

There are particular problems with tracing amateur-built aircraft in several countries because they are often officially registered quoting construction numbers which are homebuilt-association or personal project numbers, and do not show the plans or kit or licence-to-build serial numbers assigned by the suppliers. Another recent problem is that some countries have introduced ultralight/microlight aircraft registers which are separate from the main aircraft registers, both structurally and administratively, and information on these is very difficult to obtain. If you know the plans or kit supplier's serial number of any aircraft listed and I don't have it, please let me know the details.


The following abbreviations have been used:

AACA = Amateur Aircraft Constructors Association of New Zealand (renamed as SAANZ in 1995)
AAE = Asociacion de Aviacion Experimental (Spanish homebuilders)
AC = Aero Club
Alpha = Alpha Aircraft of Hamilton, NZ (manufacturer of R2120/2160 aircraft from 2005)
amat = amateur-built
amdd = amended
Apex = Apex Group, parent Company of Av. Pierre Robin from 1988
APR = Avions Pierre Robin (renamed ex CEA in 1969)
APRI = Av. Pierre Robin Internationale, subsidiary at La Chute, Quebec, Canada which manufactured R2160 aircraft in 1980-1984
AUF = Australian Ultralight Federation (renamed as RAA in 2004)
b = based at
BV = Bureau Veritas - provider of information on aircraft registers (see below)
chgd = changed
c = circa (i.e. approximate date)
c/n = construction number (plans number or kit number)
CAA = Civil Aviation Authority (in several countries)
CAB = Constructions Aeronautiques de Bourgogne (renaming of APR from Jan 2002)
CAP = Club Aviacion Popolare (Italian homebuilders)
CASA = Civil Aviation Safety Authority (national authority in Australia)
CDNR = French airworthiness certification for aircraft with no type certificate holder (includes most models of factory-built Jodels from 2008)
CEA = Centre Est Aeronautique, Jodel manufacturer at Dijon, France (became Avions Pierre Robin in 1969)
CEV = Centre Essais du Vol (French government test establishment at Bretigny)
CNRA = French amateur-built airworthiness certification
CNRAC = French old-timer airworthiness certification ("Aeronefs de Collection")
CNSK = French kit-built aircraft airworthiness certification
CofA = Certificate of Airworthiness (to ICAO standard)
const = constructed by
conv = converted (sometimes model change to match engine change)
cr = crashed
cx = cancelled from official register
dbf = damaged/destroyed by fire
dbflood = damaged/destroyed by flood
dbg = damaged/destroyed by gale
dbhc = damaged/destroyed by hangar collapse
dbhf = damaged/destroyed in hangar fire
dbr = damaged beyond economic repair (i.e. insurance write-off)
dbs = damaged/destroyed by storm (including hurricanes and cyclones!)
DCA = Department of Civil Aviation (in NZ - since renamed as CAA)
DGAC = French official aircraft registration authority (see below)
dgd = damaged (probably repairable)
dest = destroyed (though several officially so listed have subsequently been rebuilt)
dism = dismantled
disp = displayed (usually in museum or as "gate guardian")
dnf = damaged/destroyed in non-flying incident
EAA = Experimental Aircraft Association (Amateur-builders in USA, Sweden etc)
EAAC = Experimental Aircraft Association of Canada (since renamed as RAA)
EAAS = Experimental Aircraft Association of Sweden
EAS = Experimental Aircraft of Switzerland (renamed ex RSA Suisse in 2002)
ex = changed from
ff = First Flight
FFPLUM = French Ultralight (ULM) Federation
LAA = Light Aircraft Association (UK amateur-builders, renamed ex PFA from Jan 2008)
LSA = Light Sport Aircraft (weight/performance category in USA and some other countries bigger than a microlight)
LSA (in France) = Aircraft Station Licence for radio
lsd = leased
MAANZ = Microlight Aircraft Association of NZ (renamed as RAANZ)
mod = modified
mus = museum
nc = not completed
No. Fab. = Numero Fabrique - Robin factory line number during manufacture
No. Ser. = Numero Serie - Robin manufacturer's serial number assigned at late stage of manufacture, used as official construction number for registration purposes
ntu = (reserved registration) not taken up (see note below)
NVAV = Netherlands amateur-builders association
PFA = Popular Flying Association (UK amateur-builders, renamed LAA in Jan 2008)
PtoF = Permit to Fly (UK amateur-built certification)
pres = preserved non-flying
RAA = Recreational Aircraft Association (Canadian amateur-builders renamed ex EAAC)
RAA = Recreational Aviation of Australia (Australian Ultralights, renamed ex AUF in 2004)
RAANZ = Recreational Aircraft Association of New Zealand (NZ Microlights renamed ex MAANZ)
RSA = Reseau de Sport de l'Air (French amateur-builders)
RSA = Republic of South Africa
reb = rebuilt/repaired
reg = registered
ren = renamed
rereg = re-registered (within the same national register)
res = reserved registration
rest = restored to register
rr = re-registered within same country
rts = returned to service
SA = South Australia
SAAA = Sport Aircraft Association of Australia (amateur-builders- renamed from Ultralight Aircraft Assoc of Australia mid 1970's)
SAACI = Society of Amateur Aircraft Constructors of Ireland
SAANZ = Sport Aircraft Association of New Zealand (NZ amateur-builders renamed ex AACA in 1995)
SAN = Societe Aeronautique Normande, Jodel manufacturer at Bernay, France
scr = scrapped
st = stored
to = re-registered in another country (usually exported)
ULM = Avion Ultra Leger Motorise, French ultralight aircraft with separate identification/certification
WA = Western Australia
wfu = withdrawn from use
( ) = reserved registration not taken up (in production lists)
* = reserved registration not taken up (in cross-reference lists)

Suffices to Jodel type designations:-
A (Aerofrein) with additional Airbrake
R (Remorqueur) with glider towing hook
T (Train Tricycle) with nosewheel undercarriage.


Official registers & Bureau Veritas

The definitive aircraft registers are maintained by official national civil aviation authorities. A parallel set of registers with some official status is maintained by an organisation called Bureau Veritas. BV is headquartered in Paris and operates in a similar way to the shipping and aircraft information and quality services of Lloyds of London, and historically had done light aircraft certification work in France. Because of their ready availability, the registers published by BV have generally been used as the basis of European registers published by various enthusiast organisations.

The official registers and the BV registers are often out of step regarding cancellations. This occurs because BV delete aircraft when they have not had their certification renewed for a few years, irrespective of whether they have been formally cancelled by the national authority. This is not a major problem in most countries, but has led to large-scale differences in France, where historically the DGAC had often been slow in initiating cancellations - they eventually make cancellations many years after the aircraft last flew and there have been cases of aircraft still shown as current more than 50 years after they were known to have been destroyed or exported. Though lately they have been having purges to catch up. Also the reasons for cancellation given by DGAC are often questionable - there is confusion between "detruit = destroyed" and "reforme = withdrawn from use", also several are listed as re-registered abroad when this has not happened.

The French information available when these production lists were first compiled, had mainly been based on BV-derived sources. More recently the DGAC official registers have been made available on-line. In Jan/Feb 2012 a full reconciliation was carried out of the Jodel and Robin lists against the DGAC on-line registers. Many discrepancies have been noted, particularly among the D9's and D11's. At the same time, a reconciliation was done against the 2009 edition of the excellent Fox Papa book by Jacques Chillon which lists French amateur-built aircraft, and which gave useful extra details such as dates of changes of model and locations of accidents, and the use of F-W test registrations.

Registration Status

Policy on whether a registration is officially regarded as taken up varies between countries. Aircraft registration identities are normally allocated some time before being used, sometimes many years before in the case of amateur-builts. In some countries (including Britain) these identities are regarded as fully registered immediately on allocation to a specific arcraft. But in many countries, an allocated registration is regarded as reserved, but not officially regarded as fully registered until the aircraft has flown, or even (including France) achieved full airworthiness certification, which would include completion of a test-flying programme. Amateur-built aircraft are quite commonly operated on test certification and marked with their reserved identities, particularly in Germany sometimes for several years, until eventually being fully certificated and added to the main register.

In most countries the reserved or temporary registrations are not published and some have been included based on observations reported by enthusiasts or notified by their owners. If certification is not achieved, the registration is regarded as not taken up and may be re-allocated. In some countries, this applies even if the aircraft has flown on temporary certification, e.g. for testing or ferry flights. In some countries temporary special marks are allocated for testing or ferrying (e.g. France (F-Wxxx), UK (G-number "Class B"), Spain (EC-number), Canada, USA, Australia). In France F-W is also used long-term when operating on a permit to fly in a non-standard configuration such as disabled-pilot control systems or testing new design modifications or components such as propellers. In some countries, manufacturers have been issued with reserved 'trade-plate' registrations which are re-used repeatedly for short-term testing.

Also the policy on what constitutes the official registration date varies between countries. In some countries, this is the first flight date, either from new or after importation. In some (including France) it is the date of issue of full certification. In others (including the UK) amateur-builts are added to the public main register on allocation without a period of reservation. Some UK amateur-builts have eventually flown more than 30 years after the registration was allocated.

Registration Re-use

In some countries registrations are not re-used. In France, if an aircraft is exported and re-imported or cancelled and restored after rebuild, a new registration is usually issued, unless the cancellation had been notified at the time as temporary. In the UK, reuse is generally not allowed, except that a registration is regarded as not taken up (n.t.u.) and made available for reallocation only if an allocated registration is cancelled without ever having flown, while an aircraft restored to the register is normally given back its last UK identity.

In several countries, registrations are re-used, sometimes with a minimum delay after cancellation but sometimes with none. In some countries, particularly USA and New Zealand, re-registration is rife. Though a 12-month wait has now been introduced in NZ, for many years cancellation and reallocation could often occur on the same day, and identity swaps could occur. Many registrations have now flown on several different airframes, while some airframes have flown with several different registrations within one country. So dates of changes are important.

Amateur-built Projects

A particular problem in several countries, including U.K., Australia, New Zealand, Canada, U.S.A., Spain and Netherlands, has been tracing amateur-built aircraft which have been registered with personalised construction numbers or with project numbers allocated by various national amateur-building organisations, and the suppliers' original plans or kit or licence-to-build serial numbers are not quoted in the official records.

The countries where the National Authorities require the use of Homebuilt Association Project Numbers were or are:-

In the UK, the Popular Flying Association initially used PFA prefix followed by sequential three or four digit number, sometimes with with blocks assigned to popular types. These were replaced in late 1975 with PFA followed by a three-digit type number starting from 001 followed by a common sequential serial number starting from 10001. This continues today, with PFA replaced by LAA following the change of name to Light Aircraft Association from Jan 2008.

Also the British Microlight Aircraft Association has a sequential homebuilt project number listing starting from BMA/HB/0001.

AAE in Spain issues project numbers consisting of two sections: a two digit year plus a sequential number within the year, along with an overall sequential number back to the start of the scheme.

Australian homebuilts controlled through the Sport Aircraft Association of Australia were assigned Project numbers. These were structured by a letter prefix indicating the State, followed by a sequential number starting from 1 for each state. The state prefixes were N = New South Wales (including ACT), Q = Queensland, S = South Australia (including Northern Territory), V = Victoria (including Tasmania), W= Western Australia. Following a change in the legal status of homebuilt aircraft in about 1995, this was abandoned in favour of registering aircraft using kit or plans suppliers' serial numbers, but those already issued continued unchanged.

New Zealand homebuilts controlled through the Amateur Aircraft Constructors' Association used project numbers consisting of AACA followed by the builder's AACA membership number, sometimes followed by a sequence number if the builder had built more than one project. When the AACA was renamed SAANZ in 1995, this was abandoned in favour of registering aircraft using kit or plans suppliers' serial numbers, but those already issued continued unchanged.

Sweden is uniquely helpful. EAA Sweden issues sequential project numbers. Homebuilts are registered recording both the kit or plans supplier's serial number and the EAA Project number.

Some other countries, eg Netherlands, Denmark, Ireland, the national homebuilding Associations issue project numbers but the kit or plans suppliers serial numbers are usually used for registration purposes.

Ultralights (ULM) & Microlights & Light Sport Aircraft (LSA)

In several countries, including France, Italy, Denmark, Australia and several East European and Asian countries, aircraft in the ultralight/microlight/Light Sport Aircraft (LSA) categories are registered in a separate sequence, in a different format to a conventional registration, and usually without the nationality prefix. For convenience within these lists, the standard registration nationality prefix has been added, even though it is not normally displayed on the aircraft. Control of these 'registrations' is often delegated to the National Aero Clubs, or Air Sport or Microlight organisations instead of the main airworthiness authorities, and information is often difficult to obtain.

These problems are compounded by semantics in France and Belgium. In France, the ULM aircraft markings are officially regarded as "identifiers" and not as "registrations". The French official website, dated September 2014 and continued in the update of January 2018 on:
says: "Les ULM n’étant pas immatriculés, mais identifiés; un indicatif d’appel "F-J " est attribué lors de la délivrance de la licence". In addition to their identifiers (usually only painted under the wing), aircraft with fixed radio installations are issued with Aircraft Station Licences (LSA) and are assigned separate radio callsigns, in the format of F-Jxxx pseudo-registrations.

Callsigns are occasionally painted on airframes or more often taped on the dash panel. Where these have been reported, I have included these callsigns in square brackets. Mode S Transponder codes are issued matching the callsigns. In the section on buying a ULM, it now says "Les marques d’identification de l’ULM ne sont pas modifiées même en cas de changement de département", i.e that identifiers and callsigns are retained on sale even following change of department. This is a recent reversal of previous practice where identifiers and callsigns were assigned to owners and changed following sale or relocation. Where portable hand-held radios are used, primarily but not exclusively in weight-shifts, then the F-J callsign is allocated to that equipment and registered in the name of its owner, and in these cases can be used in different aircraft.

France recognises six categories of ULM - paramotors, weightshifts (called pendulaires), three-axis, gyros, helicopters all defined by weight, and airships of less than 900 cu.m gas or 2000 cu.m hot-air.

In France, the numeric prefixes to ULM identifiers are the Departement numbers of airfields where aircraft are based or were based when new (or of the owners' home addresses for paramoteurs). These numbers have been in use since Napoleonic times for a variety of official purposes, more recently including vehicle registrations and post-codes. The prefixes are followed by one, two or three letters (A to Z, AA to ZZ, AAA onwards). For ULMs on temporary certification, the identifier is prefixed by letter W.

ULM aircraft identifiers and callsigns are now issued by offices in eight mainland zones which cover multiple groups of Departements, plus offices in Corsica and the overseas territories, See: https://monespaceulm.aviation-civile.gouv.fr/ZEUS_WEB/FR/PageCorrespondant.awp

Similarly in Belgium: for many years, ULM's were issued with OO-xxx alphanumeric identifiers, in the same format as their purely alphabetic registrations on full CofA aircraft, but were also separately given OQ-xxx alphabetic radio callsigns. The rules were changed in 2014 so that a Belgian ultralight with a fixed radio installation now uses its identifier as callsign, with OQ- callsigns now only used for hand-held radios.

The limits defining a Microlight or Ultralight vary between countries and have evolved. In much of Europe, for a two-seat land-plane it is 992 lb/450 kg max weight and 35 kt/65 kph stall speed and 75 kw engine power. In June 2019 France changed their definition to 500 kg max weight, 70 kph stall speed and 80 kw power, see

In much of the rest of the world, it was 1200 lb/544 kg and 45 kt stall. Australia and NZ initially used these limits, but the weight limit was raised in about 2010 to 1320 lb/600 kg, in line with the USA Light Sport Aircraft (LSA) category, and re-labelled as such. In Canada, the relevant category is the AULA (Advanced Ultra-Light Aircraft) for which the limits are 1232 lb/560 kg and 39 kt stall.

The FAI initially used the 450 kg weight limit with a stall-speed limit of 65 kph to define a two-seat land-plane Microlight for international competition and record purposes, but this has evolved and it is now 600 kg, but still with a 65 kph stall. See: https://www.fai.org/sites/default/files/documents/sc_10_2019.pdf

Similarly the weight and stall-speed limits for single seat and floatplane microlights are different and vary between countries, and a separate weight allowance is made for aircraft equipped with ballistic parachutes.

In several countries many older amateur-built small aircraft, which were originally on the main registers, have been transferred to the separate subsequently-created ultralight/microlight/LSA registers.


Having been both a regular Jodel pilot and interested in aircraft history for many years, I have been researching a production list of the Jodel family. This started out in 1990 as a proposed appendix to a book by somebody else on the history of Jodels. The book was never completed, but I continued to update the listings I had started and the results are here. It includes all models in the evolution from the 1948-vintage Jodel D9 to the latest D21 and Robin DR500 and DR401, both amateur-built and commercially produced, worldwide. I have also compiled a registration cross-index.

The index to the Jodel lists, along with acknowledgements to the many sources and people who have helped, are on the Jodel Index page.

This section was first loaded in December 2001 and has been regularly updated.


In addition to their family of Jodel-derived models, Avions Pierre Robin produced some metal and composite types, designed by Chris Heinz and Pierre Robin. There are five files covering:
R-100 family,
R-200 family (Part 1),
R-200 family (Part 2),
R-3000 & misc,

They have also been added to the Registration cross-reference listings in the Jodel section.

This section was added in March 2004 and has been regularly updated.

'NORD' NC-830 to NC-860 FAMILY

I had friends who owned various Nord NC-854's and I have flown them. This led me to constructing a production list which covers this marque of about 280 aircraft. The first part is SNCAC/SNCAN NC-830/860 family while the second part covers the enlarged, mainly military NC-856 family. Production dates back to 1949 and there were many type re-designations due to engine changes.

This list was originally complied in 2001. It was updated in October 2009 to incorporate data summarised from a definitive and more detailed listing serialised in the magazine of the French aviation historical society Trait d'Union.


Fletcher FU-24 & Cresco & 750XL family

The Fletcher FU-24 agricultural aircraft were initially built in USA and shipped as kits for assembly in NZ, mainly by James at Hamilton from 1954. James was part of consortium which set up Air Parts (NZ) Ltd in 1957, to supply FU-24 spares. Air Parts took over the management of the import contract, and later took over the manufacturing rights. They merged with AESL to form NZ Aerospace Industries in 1973, which later became Pacific Aerospace. The Cresco was a major rework with double the payload of the FU-24 introduced in 1979, and the 750XL was a skydiving or utility development based on the Cresco with a new passenger cabin, introduced in 2001.

Interest in New Zealand-built aircraft led to compilation of a production list of the Fletcher FU-24 and the Cresco and 750XL families of agricultural and utility aircraft. This section was added in March 2004 and is regularly updated.

Airtourer & Air Trainer family

The Airtourer and Air Trainer family originated with Victa in Australia in 1962. Manufacture was taken over by AESL in NZ in 1967. AESL merged with Air Parts (NZ) Ltd to form New Zealand Aerospace Industries in 1973, which later became Pacific Aerospace. The Air Trainer was a military trainer developed from the Airtourer introduced in 1972.

I learned to fly on Airtourers at Biggin Hill in 1971-72, and I have made some visits to New Zealand. Therefore it was a natural follow-on to compile a list of the Airtourer and Airtrainer Family. This section was added in March 2004 and is regularly updated.

Found FBA-2C3 Expedition family

The Found Aircraft Company in Canada ceased operation in 2014. Pacific Aerospace purchased the rights to their FBA-2C3 Expedition 350.

The first NZ-built example flew in Feb 2019.

Follow the link to the Found FBA-2C3 production list.


Micro Aviation Bantam & Bat Hawk Family

The Micro Aviation Bantam was designed by Max Clear and from 1983 was manufactured at Te Kowhai Airfield near Hamilton. It started as a single-seat three-axis microlight and then evolved to a two-seater with a variety of engines. Following the death of Max Clear in 2011, the company was taken over by Colin Smith and relocated to Mandeville. They now provide support, but no further aircraft have been manufactured.

Micro Aviation in South Africa held an agency for Bantams and from 2003 accounted for more than half the sales, assembling them at Nelspruit. They re-worked the design with a higher gross weight, and from 2012 it has been in production in South Africa as the Bat Hawk. Click for further information and a listing of Bantams and Bat Hawks.

This section was added in December 2018 and is regularly updated.


Following visits to New Zealand, I found that there was a lack of available information on the historic New Zealand Civil Aircraft Register, so I started compiling my own in the late 1980's. The NZ register is complex because of extensive reuse, while cancellation and reassignment sometimes occurs on the same day. Some NZ registrations have now flown on seven different airframes, and some airframes have had seven different NZ registrations, so dates of changes are particularly significant.

The listings have been extended to cover the independent Pacific Island registers.

The index, along with acknowledgements and notes, are on the New Zealand & Pacific Islands Registers Index Page.

This NZ register and the first few Pacific Island registers in this section were first loaded in September 2008 while the rest of the minor Pacific Island registers were added in January 2013.

The NZ register is usually updated monthly. For the others, changes are infrequent and data is difficult to obtain, so they are updated whenever any new information comes to light.


As far as I am aware, the information I have published does not directly duplicate anything available in book form from enthusiast organisations and specialist publishers, or on other web-sites. There are several web-sites dealing with current national registers, airliners and executive jets, but not many covering light aircraft or historic registers. There are several basic historic aircraft registers available from Pascal Brugier's website. A comprehensive list of other register and production-list web-sites can be found on Howard Curtis's AirNet web-site.

I also maintain an extensive UK and world-wide aviation event listing on the Royal Aero Club website . To update this listing, I welcome news of public or air sport aviation events anywhere in the world.

David Wise