ANNUAL REVIEW OF ACTIVITY AT LIVERPOOL AIRPORT
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AIRPORT TERMINAL AND INFRASTRUCTURE
SOUTH AIRFIELD, NEW 28/10 RUNWAYThe ‘big event’ of the year, indeed decade, for the Airport was the opening of the new 7,500 ft long runway, 10/28 (today 09/27 due to Polar magnetic drift). Built to the latest standards, with a new surface coating to prevent standing water, and capable of ILS Cat III Autoland installation (the technology for which was in the final stages of development), it was the most advanced runway in the country. For the opening ceremony, the Duke of Edinburgh ‘cut the tape’ and declared the runway ‘open’. Amongst the invited guests was Harold Bamberg, MD of British Eagle International Airlines, who was brimming with confidence for the future of both Airline and Airport. The ceremony was on Saturday 7th May 1966.
There was no immediate influx of new types, diversions, airlines or routes for the enthusiast, however the new runway did permit Liverpool to join the ‘intercontinental’ set of Airports in July with charter flights to the USA by Boeing 720/707 and Britannia; Super Constellations to operate inbound charters also in July, and the first visit by Electra and Douglas DC-8 aircraft in December, with more new types to appear during 1967. Liverpool Airport was now quite certainly in the ‘jet age’, and the Airport facing the future with confidence, with a new terminal in the planning stage to be built beside the new runway with construction anticipated within a few years.
NORTH AIRFIELD CHANGESConstruction of the new runway 10/28 was linked to the north airfield and ‘Art Deco’ terminal by a link taxiway which connected to a 500 ft extension at the 35 end of the short cross-runway 17/35. In addition, 3 ‘finger’ aprons were laid on the outside edge of the main apron, so significantly increasing the number of aircraft that could be parked directly infront of the terminal.
During 1966 approval was granted and work commenced on extending No.1 hangar to enable British Eagle to bring Britannia maintenance work to Liverpool. The £40,500 project included a new bay and doors on the side of the original hangar. More on this project once completed in 1967.
HOURS OF OPERATIONOn 18th July, after much negotiation, the Airport became a 24 hour operation, 7 days per week. This considerably helped I/T operations and night freight services.
I.L.S. FOR RUNWAY 28From the outset it was intended that 10/28 would not only be constructed with the latest water-draining surface and high intensity lighting, but also be equipped with the very latest Instrument Landing System to Cat. III Autoland, which at the time was still under development. The installation took time, it was not until 1st September that even a basic ILS system was approved for service.
SCHEDULED SERVICE OPERATORS
BRITISH EAGLEOn their ‘flagship’ London/Heathrow service British Eagle re-introduced their Britannia aircraft at the start of the summer season, 1st April and soon after twice daily. Although postponed from the intended start date BAC.111s replaced some of the Britannia rotations on a fairly regular basis from 18th July. For peak summer the London connection operated at 44 rotations per week. That translates as 8 rotations each weekday, with two each on Saturday and Sundays. Most were operated by Viscount, however on weekdays a Britannia or BAC.111 arrived around 0905 and departed back to Heathrow 0940, and again in the evening 1810-1840. A morning Viscount departure and arrival, and again in the evening operated via Chester.
During July, the Glasgow scheduled service was operated by Viscount Monday to Friday, twice daily, morning and evening. The terminus of this flight had changed from Renfrew to the new facilities at Abbotsinch at the start of May. Cork operated 3 times weekly (Tue, Fri, Sun) and seasonal Newquay twice on Saturdays only. A new route for summer 1966 commenced on 1st April 1966 and was served by Viscounts, between Liverpool and Dublin, and operated 6 days per week (not Sun), in competition with Aer Lingus.
Summer European services operated via Manchester to Ostend (Sat, Sun) and Rimini (Mon, Fri overnight) and via Birmingham to Palma (Tue, Thu, Sat overnight).
On 4th July 1966 British Eagle commenced a ‘feeder’ service between Dundee and Glasgow using a DH.104 Dove G-AROI named “Eaglet”. This aircraft was maintained at Speke by British Eagle and often appeared at weekends for routine maintenance, first noted in the Logs on 5th August. With a major check due, it was at Liverpool from mid-November into late December and was replaced by a leased aircraft G-ASDD, which also appeared at Liverpool at the start and end of its lease. Another aircraft here for long-term slow maintenance, fitted in between other jobs, was the Eagle Flying Group’s Auster G-APCY, which arrived in January, not leaving until September.
Britannias and BAC-111s were drawn from the London base
Viscounts: G-AMOO (dep 4.66), G-ANRS, G-AOCB, G-AOCC, G-ATDR, G-ATDU, G-ATFN (7)
CAMBRIANDuring summer 1966 Cambrian operated an all Viscount operation from Liverpool to Isle of Man, Belfast, Cork, London/Heathrow, Jersey and Guernsey. Certainly in July there we no Cardiff flights programmed, unlike the previous summer. The Heathrow service arrived seven days per week at 1030 and departed at 1535. There were 12 flights to Jersey per week. Of these a now daily flight, 7 days per week was via Guernsey (op LPL-GCI-JER-LPL) with additional Jersey flights on Tue, Wed, and twice on Sat and a Sun). A Cork service operated on Monday, Wednesday and Thursday late afternoons.
Cambrian’s timetabling between Liverpool, Isle of Man and Belfast is very complex. These frequencies apply to the final two weeks of July. To the Isle of Man there were 20 departures a week, and 25 arrivals (3 of the arrivals going on to Manchester, but not returning). The aircraft that arrived on the London service, x7 days a week continued onto IoM, and later returned to Liverpool from IoM and with a 15 minute turn-around was of back to London. Belfast frequency was reduced compared to the previous year, and operated with only 9 departures a week, a x7 morning departure and early pm on Wed and Sat; with 8 arrivals a week, comprising x7 in the mid-evening and a Wednesday late afternoon. There was also a joint IoM and onto Belfast flight that arrived mid-afternoon on weekdays (so x5 per week), but with a x7 daily operation departing mid-evening. Very difficult timetable to follow and must have required either regular positioning and/or freight charter (as distinct from scheduled freight flights) to get aircraft back to the right airport.
Six days a week (not Sundays), Cambrian had two scheduled freight flights to Belfast, departing 0420 and 0450, and one to the Isle of Man at 0600. During the strikes between mid-May and early July that prevented Irish Sea ferry services a great number of extra freight flights were operated by Cambrian as demand was high.
One ground incident at Liverpool on Friday 15th July put Viscount G-AMOE out of service until the end of the year. The freak accident is covered briefly again further down. They did not directly replace the aircraft, but being an aircraft down did place a strain on the fleet, so there were occasional use of their Dakotas and aircraft leased-in to cover for short periods.
Viscounts: G-ALWF (del 12.65), G-AMNZ, G-AMOA (del 1.66), G-AMOE (del 1.65, damaged 7.66), G-AMOG, G-AMOH (del 10.65), G-AMOJ(del 11.66), G-AMON, G-AMOO (del 11.66), G-AMOP (10) Del date is to pre-service maintenance, not entry into service.
Dakotas: G-AGHM, G-AGHS, G-AHCZ, G-ALCC, G-ALXL (5)
AER LINGUSDuring the first few months of the year the whole fleet of 7 Fokker Friendship aircraft were withdrawn and sold. From the start of the summer schedules all passenger flights into Liverpool were operated by Viscount 800 aircraft. To replace the Friendship, Aer Lingus acquired the whole of the KLM fleet of 9 Viscount aircraft. However deliveries were delayed, so for much of the summer Aer Lingus operated a KLM or MAC Douglas DC-7 on scheduled services, the aircraft visiting Liverpool on a number of occasions. From Dublin in early July there were 19 rotations per week, after 19th July rising to 27, a rate of 4 daily Sunday-Monday, and 3 on Saturdays. Less than the previous year, but all flights were now with the larger Viscount.
Viscount EI-AOI in December 1966 was noted in the logs as being in the new Aer Lingus scheme – presumably the white top scheme used on the Boeing 707/720s and Carvairs and introduced on the BAC-111 fleet from new, earlier in the year.
The Carvair fleet continued to call, but now on freight services only; the car ferry service had been withdrawn at the end of summer 1965. The freight service operated Dublin-Liverpool-Manchester-Dublin on 4 weekday nights and Dublin-Liverpool-Birmingham-Dublin just on Wednesdays. The summer timetable shows the scheduled freighter arriving on a Saturday evening, presumably departing as a charter with Sunday morning newspapers to Dublin. It is assumed that the newspaper contract continued through the year, although there is no clear confirmation in the Logs.
Friendship: EI-AKA (dep 6.66), EI-AKB (dep 1.66), EI-AKC (dep 3.66), EI-AKD (dep 1.66), EI-AKE (dep 6.66), EI-AKF (dep 1.66), EI-AKG (dep 1.66) (7) Dep is month of departure from Dublin, a/c likely withdrawn from fleet use several weeks at least before.
Viscounts: EI-AJI, EI-AJJ, EI-AJK, EI-AKK, EI-AKL, EI-AKO, EI-ALG, EI-AMA, EI-AOE (del 2.66), EI-AOF (del 2.66), EI-AOG(del 5.66), EI-AOH (del 6.66), EI-AOI (del 7.66), EI-AOJ (del 12.66) (14) Delivery is into service following overhaul/repaint.
Carvair: EI-AMP, EI-AMR, EI-ANJ (3)
DAN AIRDan Air operated twice daily from/to Newcastle, Cardiff and Bristol, three times weekly to/from Amsterdam (Mon, Wed, Fri) and twice weekly to Kristiansund (Mon, Fri) and Teesside (Tue,Thu). The timetabling to achieve this is more complex than the summary above, but the flights were all well timed in morning and evening with the Amsterdam flights operated by Ambassador, all others by Dakota aircraft. See also the Inclusive Tours section.
Ambassadors: G-ALFR, G-ALZN, G-ALZO, G-ALZX (w/o 4.66), G-ALZY, G-AMAE, G-AMAG (del 5.66), G-AMAH (7)
Dakota: G-ALXK (wfu 10.66), G-AMPP, G-AMSS and G-AMSU (4)
INCLUSIVE TOUR OPERATIONS
The programme of I/Ts expanded for 1966 with new destinations and operators. The airport timetable shows that the programme for July involved:
British Midland: 7 destinations. Twice weekly to Lourdes; with 10/11 day duration holidays offered to Perpignan, Oporto and Palma; and fortnightly holidays to Perpignan, Palma (alternated Sat or Sun), Genoa, Barcelona, Pisa. All flights by Argonaut. The season of flights commenced on 7th May.
British Eagle: 3 destinations, all served with 10/11 day durations and flown overnight to Munich, Venice and Valencia.
Dan Air: 2 destinations, with Ostend 3 times weekly (Wed, Sat, Sun) and Dinard, also weekly (Sun). All flights by Ambassador, and all operated as a ‘W’ originating elsewhere and operated through Liverpool early afternoon.
Autair: Operating for Gaytours of Blackpool, just a fortnightly flight to Ibiza operated by an Ambassador which must have positioned in on a Sunday afternoon to operate the outbound, returning just before midnight. The season commenced on 4th June, and likely ended on 10th October (on which occasion a HS.748 was used via Luton).
Schreiner: Operating for Hards Travel, these Fokker Friendship flights operated from Amsterdam to connect with European coach tours, every 9 days. In July this brought in flights on Thu 7th, Sat 16th and Mon 25th. A look at the logs shows that either some of these flights did not operate, or more likely as it was a regular timetabled operation, that if the aircraft had been to Speke earlier in the season, it was not recorded every subsequent occasion. The Logs show a season commencing on Sun 19th June and running until at least Sat 17th September.
OTHER OPERATIONS
AD HOC PASSENGER CHARTERSThere was a notable decline in charters by Braathens and Martinair with change of crews for Norwegian ships, although it could be that Polaris Air Transport’s visits replaced flights previously Braathens. The number of charters using BUA Dakotas to Europe with ship crew changes seemed to continue without too much change. There were a pleasing number of ‘one-off’ charters to be found the Logs, although (apart from football charters) perhaps less than 1965. Of particular note the Sterling Douglas DC-6 from Malmo on 24th March, Internord Douglas DC-7 to Malmo on 23rd July, Interocean Skymaster on 31st March to Rome and Tor Air Commando Saturday 9th July (which may have been freight not passengers?). During the summer an inbound charter from Lorient was operated by a Britannia Britannia on Friday 19th August, with the outbound load on Friday 9th September. A further outbound charter employed 2 BUA BAC.111s on Saturday 15th October to Basle, and possibly the same passengers arrived home on Thursday 27th October, but on a BUA Britannia from Stuttgart.
There were no pilgrimage charters over Easter again, however in early September a Transglobe Britannia operated two charter flights out on the same day to Tarbes/Lourdes, the passengers returning a week later.
TRANSATLANTIC OPERATIONSOne welcome development following the opening of the new runway was a series of four outbound transatlantic charters that operated during the summer. Although 7,500 ft was considered a little short for departure direct to the USA by first generation jet airliners, the second flight surprised and delighted by departing direct to New York, helped by a decent wind directly down 28. Thus once again the unbelievers were confounded, it could be done! While these are also listed in the main log, no harm in highlighting the transatlantic flights that summer:
Tuesday 14th June G-ARKB Britannia 324 New York/JFK – Heathrow, arrived on weather diversion from Heathrow.
Tuesday 5th July EI-ANV Boeing 707-348c Dublin - Shannon (& onto New York/JFK) 1410-1510 Shamrock 5899
Wednesday 6th July EI-AMW Boeing 707-348c Dublin - New York/JFK direct 1155-1255 Shamrock 6613
Monday 25th July EI-ALC Boeing 720-048 New York/JFK – Dublin 0610-0710
Tuesday 26th July G-AOVG Britannia 312 Heathrow - Gander (& onto Toronto) EG191
Thursday 28th July G-AOVK Britannia 312 Heathrow - Gander (& onto NY/JFK) EG181
Wednesday 10th August G-AOVN Britannia 312 Toronto via Stephensville - Heathrow EG192
Friday 12th August G-AOVN Britannia 312 New York/JFK via Gander - Heathrow EG182
Monday 15th August EI-ANO Boeing 707-348c New York/JFK – Dublin 1000-1100 Shamrock 5899
While the British Eagle Charters were of a standard fortnight duration, I cannot from 50 years later work out the logicality of the duration of the Aer Lingus flights at a tad under 3 week and 6 weeks, this at a time when most employees had a very strict two weeks summer holiday allowance. The times are the scheduled arrival/departure, not the actual times of operation.
WORLD CUP 1966While everyone (should) know that England won the World Cup in 1966 at Wembley, it is perhaps less well recalled that matches in the competition were played at Goodison Park, indeed right up to the semi-final stage. Due in part to the nations involved, the number of charter flights into Speke were fairly limited which was rather a disappointment to the aviation enthusiasts, however it did bring in the first ever visits by Super Constellation aircraft. The matches played at Goodison Park (thanks to Wikipedia!):
12th July: Brazil 2 – 0 Bulgaria. Brazilian team/supporters arrived on Air France Super Constellation F-BHBI f&t Paris Orly. BUA Viscount G-APTB operated f&t Gatwick that day, very likely it was connected with the World Cup match but who it was chartered by was not recorded at the time.
15th July: Hungary 3 – 1 Brazil. Brazilian team/supporters arrived on Air France Super Constellation F-BHMI, f&t Paris Orly.
19th July: Portugal 3 – 1 Brazil. Brazilian team/supporters arrived on Air France Super Constellation F-BHBI, f&t Paris Orly. Disappointingly nothing from Portugal at all.
23rd July: Portugal 5 – 3 Korea DPR (Quarter-finals). Nothing from Portugal again. The Internord DC-7 visiting Speke that day had no connection with the World Cup.
25th July: West Germany 2 – 1 Soviet Union (Semi-finals). No airline charters from West Germany, however a number of twins and singles with German supporters: D-ILSU and D-ILBA Queen Airs, G-ATFO HS.125 (German owners) and a Bolkow 207 D-EHLA and Job 15 D-EMWO. Rather disappointing by today’s standards.
FOOTBALL CHARTERSWhile Everton had already been knocked-out of the 1965/66 season Inter Fairs’ Cup in Round 2, November 1965; Liverpool had already triumphed against Juventus and Standard Liege in the European Cup Winners Cup, before meeting Honved of Budapest in Round 3 during March 1966. LFC were away first leg on 1st March and flew out on an Aer Lingus BAC-111 to Frankfurt, while supporters used a Dan Air Ambassador to Budapest. For the Anfield game, Honved created quite a stir arriving on an Ilyushin IL-14 of Malev, a type rarely seen so far west in Europe. Liverpool progressed to the Semi Final, meeting Celtic with the away game on 14th April with supporters flying up to Glasgow on a BMA Argonaut, but nothing shows in the Logs for Celtic fans flying down for the Anfield Leg on 19th April. So Liverpool progressed to the final, facing Borussia Dortmund at Hampden Park, Glasgow. On May 5th, for the second time in three weeks LFC fans found themselves facing the long trek north. This time more supporters elect to fly, with two Britannia Britannias, BMA Argonaut and Dart Herald (outbound, returned on a Dakota) and a BUA Dakota. Liverpool lost 2-1.
For the 1966/67 season once again both Everton and Liverpool were represented in European competitions. Everton were through into the European Cup Winners Cup, meeting AB Aalborg in Round 1, away on 28th September, at home on 11th October and then knocked out in Round 2 by Real Zaragosa away on 9th November and at home on 23rd November 1966. There is no evidence in the logs of either teams or fans flying through the Airport for the Aalborg game, although if Cambrian or British Eagle Viscounts had been used by Everton FC, then likely no record would have been made. The Logs do show a BEA Viscount flying out to Tarbes on 8th and another returning on 10th, likely a team charter, but with a hefty drive across Northern Spain. No record was made at the time that this was (or indeed wasn’t) a football charter.
Liverpool progressed through to the European Cup, in Round 1 meeting Petrolul Ploiesti in Round 1 with the Anfield leg on 28th September and the away leg on 12th October. With an aggregate draw a third meeting on neutral ground took LFC to Heysel Stadium on 19th October. Again there is no record in the Logs of either team or supporters using Liverpool by air. In round 2, Liverpool were drawn against Ajax of Holland and produced the best airlift into Speke at that time. First though was the away leg on 7th December, with LFC team likely using a Channel Airways Viscount and fans two British Eagle Britannias, a BMA Argonaut and a Dan Air Ambassador. For the Anfield Leg, the Ajax team arrived on a KLM Electra (first visit of type to Liverpool), with for the match 1001 supporters arrived on a Britannia Britannia, Invicta Skymaster, Martinair two Douglas DC-7s, a Cv-640 and a Dakota, a KLM Douglas DC-8 (another first visit by type!), two Schreiner Douglas DC-7s, a Friendship and Dakota and a Transavia DC-6. The 12 aircraft were parked at various locations around Speke Airport and for much of the day could barely been seen from the balcony, Speke Boulevard or Banks Road in shifting foggy gloom. Conditions for photography were ghastly, but the subjects rather attractive. A great day though for the Speke aviation enthusiasts! Ajax flew home on a different KLM Electra, having given Liverpool a lesson in how to play European style football over the two legs and LFC were out of the competition, but had learned the hard way and put the experience to good use in subsequent seasons.
I quote match dates so that registration details etc can be cross-referenced from the Logs. Generally I don’t quote the scores as these are available on several sites on the internet, plus comment on the games, players etc.
AD HOC FREIGHT (incl DOCK and FERRY STRIKES)1966 was the year of a series of seaman’s and dock strikes that brought Irish Sea shipping and ferries to a near standstill for around 8 weeks. As a result a wide variety of aircraft were used to carry goods both to and from mainly the Isle of Man and Belfast, but also Dublin. Perishable foods, mail, cigarettes and cosmetics were amongst freight identified. Freight was carried in both directions depending on demand, there were a considerable number of positioning flights when the flow was uneven. One unusual load during the strike period was transported by Aer Turas C-54 EI-AOR on 4th June, which had as cargo Piper Comanche G-ARXG – the logs don’t record if this load was outbound or inbound, but it must have started/continued its journey by road.
The freighter charter flights commenced on 13th May and finished on 8th July, with a couple more during the days following. Aircraft varied from Constellations down to Doves and a Dragon, even an IoM based Tri-Pacer greatly increased its frequency of visits! The frequency of flights varied, but certainly on 30th May there are 17 flights recorded and on 10th June 14 return trips. During a period of 57 days, some 486 or so freighter IoM, Belfast and Dublin rotations are recorded in the Logs, although a few Dublin flights may have happened even without the strikes. In addition to the visiting aircraft noted in the logs, Cambrian also ran extra Viscount freight flights adding to their three daily regular scheduled operation, while Aer Lingus already operated a daily scheduled Carvair freighter flight.
Airlines, aircraft types and approximate number of visits:
Operator Visits Aircraft type Registrations and visits per aircraft
Aer Turas 149 Bristol Freighter EI-APC 123
Douglas Skymaster EI-AOR 26
Hibernian 91 Douglas Dakota EI-APB 91
Emerald 72 DH.114 Heron G-ALZL 10, G-AOZN 6, G-ARUA 56.
Gregory 56 Douglas Dakota G-AKJH 56
ACE Freighters 36 Constellation G-ALAL 34, G-ALAK 2
Ind Coope 22 DH.104 Dove G-ARDE 22
Irelfly 20 Douglas Dakota G-ALYF 10, G-AMSH 10
Morton/BUA 16 Douglas Dakota G-AMSV 5, G-AMHJ 3, G-AOUD 2, G-AOBN 2, G-AMYJ 2, G-AMRA 1.
DH.114 Heron G-ANWZ 1
Chrisair 15 DH.84 Dragon G-ADDI 15
BKS Air Services 5 Ambassador G-ALZS 5
Transportflug 2 Douglas Skymaster D-ABAG 2
Lloyd Intl 1 Britannia G-AOVS 1
Dan Air 1 Bristol Freighter G-APLH 1
There were other ad hoc freight charter flights during the year too. The occasional charter deep into Africa has been recorded in previous years, in 1966 it was Dan Air’s DC-7 G-ATAB on 13th June that departed for Brindisi as a fuel stop en route further south. Late in the year a Caledonian Britannia G-ATMA on 12th December departed with a load for Benina or beyond. Also late in the year Capitol’s West Germany based Curtiss Commando N9893Z arrived with freight from Frankfurt on Friday 16th December, quite likely for Fords, although in 1966 Fords freight arriving/departing by air was rare (we have to wait until 1968 for an ‘explosion’ in Ford freight flight operations).
DIVERSIONSAfter several reasonable diversion days in 1965, there was just the one in 1966, and that was towards the end of the year and illustrated the advantages of having the longer runway. In all during the year some 30 or so airliners diverted to Liverpool, but mostly only 1 or 2 at a time. The year actually started well with British Eagle Britannias diverting from London, two on Sat 2nd January and another Mon 24th January, and a further two along with an ‘Eagle BAC.111 on Tue 14th June. All other diversions were at the expense of Manchester. The more notable occasions being Sat 20th August with an Adria Douglas DC-6 and a BEA Vanguard; Sun 9th October an Adria Douglas DC-6 again and a BEA Viscount; Wed 9th November Aer Lingus BAC.111, Aer Turas Skymaster and a BEA Viscount and Mon 28th November the Aer Turas Skymaster again and a BEA Viscount. The most memorable day of the year without doubt was Friday 2nd December when fog at Manchester brought a SAS Caravelle, 2 BUA BAC.111s, BEA Vanguard, Aer Turas Bristol Freighter and a Cambrian Dakota to Liverpool – 3 jet aircraft diversions, quite a day, and a real sign of things to come in future years.
There were two emergency diversions into Liverpool noted in the logs, on Thursday 20th January a BUAF Bristol Freighter en route Paris to Dublin diverted in due to a de-icing failure. While on Thursday 7th April a British Eagle Britannia en route Glasgow to Heathrow diverted in, reason not noted so maybe a sick passenger rather than a technical cause.
INCIDENTS AND ACCIDENTSJuly was a bad month for unusual ground incidents. On the 2nd July, inbound on a freight charter L-749A Constellation G-ALAL of Ace Freighters full of tobacco products settled down onto its tail as the engines were shut down following arrival, due to the cargo shifting the C of G in the cabin. No damage was done, the tail lifted with airbags and the cargo unloaded. Entertaining to watch though!
On the 15th, Cambrian Viscount G-AMOE was being engine run on the apron by engineers when the brakes failed. The aircraft’s wing tip touched that of an Aer Lingus Viscount and ‘OE swung in towards the terminal, neatly ‘entering’ Gate 2 of the West Wing, which brought it to a stop. A little more horrifying to watch from the balcony, and the resulting damage to the nose and starboard engines fairly extensive, the building though was relatively unscathed. As already noted in the Cambrian section the aircraft was out of service for much of the rest of the year.
FIRE RESCUE TRAININGEarly in 1966 the Airport Fire Service acquired two time-expired airframes to be used for both destructive and non-destructive fire practice drills. From Aviation Overhauls the hulk of stripped Skymaster G-ARIY was purchased, and a Hawker Hunter T.1 moved from Burtonwood airfield. During January 1966 both aircraft were positioned on the southern boundary of the North Airfield, adjacent to the former gun-butts structure.
TRAINING & ILS DEVELOPMENTNot many training flights noted as such in the logs. There are some clues however. On Sunday 27th March a BEA Viscount G-AOYH is noted as operating from and to Manchester, not a normal occurrence, so likely training. The same is true of Autair’s newly delivered HS.748 on Thursday 14th April, operating from and to Luton, very likely on crew training. One flight that is noted as crew training, so must have been flying circuits was a British Eagle BAC.111 on Sunday 22nd May , G-ATTP arriving from Heathrow and moving on to Teesside.
Some of the visits by CAFU Dove and Prince aircraft will have been to calibrate the newly installed ILS system on 28 (eg 17th August and 11th October). The ILS was approved to Cat.1 status on 1st September and almost immediately HS.125s test flying from Hawarden used the system to check their equipment in new aircraft.
GENERAL AND BUSINESS AVIATIONThe influx of American business and GA aircraft continues, the most notable first visit of type in this category being the Cessna 400 series of cabin twins. Significant ‘new’ names to look for in the logs, that were to within a few years to became majors players are Duncan Logan Contractors (Loganair) and Northern Executive Aviation formed at Manchester. The Heron G-ASUU used by English Electric to transport design engineers to and from Wylfa Power Station (under construction on Anglesey) along with Robinson Holdings’ G-ARTI, vie to be most frequent visitors with the Cessna 310s of Johnson Cleaners, G-ATDL and Earl of Sefton in G-ASVV. Towards the end of the year and continuing into 1967 are two regular Saturday morning flights, with a Loganair Aztec from Belfast to Glasgow, and a NEA Aztec from Edinburgh to Manchester – were these Vernon Pools collection flights, but not recognised as such at the time? Vernon’s own first aircraft does not appear until ’67.
The number of visiting biz-jets grew slowly, with a good proportion of visits being for Customs clearance out of Hawarden. The only biz-jet type calling was the HS.125, with a number of visits connected with the Hawarden factory.
GREGORY AIR TAXISGregory Air Taxis continued to base one of their Aztecs at Liverpool for aircraft charter, occasionally replaced by one of their Twin Comanches. Towards the end of the year they stopped basing an aircraft and crew at Liverpool, although their Denham based aircraft continued to call for a number of years after. Early in 1967 their office in the Airport Terminal (down the West Wing) was closed and furniture removed and in March Gregory Air Taxis (Liverpool) Ltd was wound-up as a company with the assets returning to Gregory Air Taxis Ltd.
MILITARY ACTIVITYA very weak year for military activity, certainly the poorest during the ‘60s decade, indeed likely through to the mid ‘90s. From the RAF came a small number of Pembroke and Devon visits, along with Queen’s Flight HS.748s and a Heron. One of the HS.748 visits brought HRH Duke of Edinburgh to open the new 28/10 runway on 6th May, while the single visit by a Royal Flight Heron on 21st October, collected the Prime Minister from his Huyton constituency and took him to visit the people following the shocking Aberfan disaster in South Wales. The local TA para-regiment brought in visits by RAF Argosy aircraft, with a single aircraft on 12th May and a pair twice over a weekend in mid-July for an exercise based on RAF Benson. RAF Valley based ASR Whirlwinds visited for fuel on a couple of occasions. Even the numbers of RAF Chipmunks identified by registration was well down on previous years. The Royal Navy called with both Sea Devon and Sea Heron aircraft on a number of occasions, however in 1966 the British Army was completely absent, without a single Beaver, Sioux or Scout calling.
The Irish Air Corps called for Customs from and to Ireland on several occasions, the only other non-British military aircraft was a sole visit by a USAF Dakota on 30th June, from and to Prestwick. The Americans would be back with multiple visits from early 1967, but more of that in the 1967 Review.
SUMMARY OF AIRCRAFT ACTIVITY DURING 1966
Numbers and totals changed very little from 1965 to 1966, in terms of different aircraft, types etc. There were a number more airlines, while the total number of visiting aircraft movements rose substantially and not just as a result of many extra freight movements during dock and ferry strikes.
AIRCRAFT AND TYPES IN 1966There were 567 different aircraft visiting during 1966, just 4 up on 1965. Types were also similar in number with 82 types in 1966, just 2 down on 1965. With the new runway jet airliners unsurprisingly were up, with 19 different aircraft, compared to 3 the previous year. Overall there were 200 different airliners visiting, up a tad from 197 in ’65. New types seen in ’66 were the Boeing 707, Douglas DC-8, Super Constellation and Electra. Britannias and Douglas DC-7s were significantly up, with Skymasters and Viscounts much down, while the Viking had, finally, disappeared altogether. Dakotas, Ambassadors, Heralds and Friendships all held fairly constant in number.
Military designs were again few, indeed just the Rolls Royce Spitfire, the first Spitfire visitor of the decade! Like airliners, GA/business twins held constant at 197 against 194, with US built designs gaining slowly in numbers, the biggest loser being the DH Dove. Singles numbered 154 against 156 the previous year, with the biggest gains made by Cessna types. Helicopters too changed little in overall numbers, however the first visit by a Wessex was significant.
AIRLINES AND NATIONALITIES IN 1966There was a greater variety of airlines to be seen in 1966 with 42 different operators, against 35 in 1965, new British operators were Dakota operators, Irelfly and Hibernian, along with BEA Helicopters included as they brought in one of their Sikorsky S.61Ns. Overseas operators include a number of airlines involved in European football charters, most interesting of which was Malev with an IL-14.
Air Arms sank to a decade low, with just the RAF, RN, IAC and USAF – not even the British Army. However the number of civilian registration nationalities remained constant at 15. Seen in 1966, but not the previous year were Hungary, Italy and Yugoslavia, while nationalities not seen in 1966 were Morocco, Denmark and Egypt.
RESIDENT LISTING 1966During 1966 there were 18 different aircraft resident at Liverpool. The number present at the start of the year differs from that quoted at the end of 1965 as a number of resident aircraft that year did not fly in 1966, mostly Tiger Moths and a Stampe. So there were 14 present at the start of the year, 4 arrivals or former residents returning and 5 departing, leaving 13 resident aircraft at the end of the year. In addition there was the Viscount fleet of British Eagle and a twin of Gregory Air Taxis considered operationally based at Speke.
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EXCEL FILEThis document will be available as an Excel and Word file on CD for research purposes and record. PM me if you would like to be placed on an e-mailing list for this and subsequent years.
CREDITS & COPYRIGHTAs already stated, the original recording in 1966 was mostly the painstaking work of Phil Butler. This electronic version, with extended notes and greater detail, produced by Brian Jones, between May 2015 and February 2016, with assistance from Phil Butler and Graham Ward who supplied a scan of the July 1966 Airport Timetable.
It is anticipated that this should NEVER be copied as a whole, other than for personal reference (for which the Excel version is much superior) and certainly should NEVER be copied and pasted in its entirety or major part elsewhere on the net. If small amounts of information are extracted for use on the web, then due credit should be given to Phil Butler, Brian Jones and nwan forum.
Do please comment on your memories of 1966 and do illustrate with 1966 photos, no matter how weak the image, photos help bring alive the 2,600 lines of log entries.
