British Eagle at Liverpool 1964-1968

[viscount]

BRITISH EAGLE
at Liverpool 1964 – 1968

For some time, I have been looking for sources of detail material, with little success, in order to put together an account of the day-to-day operations of British Eagle from Liverpool Airport and the impact the company made in just four years. For a number of ‘50s and ‘60s Liverpool based operators, I have used Tony Merton-Jones’ entries in the MAS/TAHS four-volume ‘British Independent Airlines since 1946’ published in 1976. However, his multi-page entry for British Eagle International Airlines is simply too ‘global’ for my ‘Liverpool-centric’ purposes. The same is true of the British Eagle Historians website www.britisheagle.net which has a great deal about the general company history and the aircraft operated, but little directly about the Liverpool operation. As indeed has the hard-back TAHS book ‘The Eagle Years 1948-1968’ by David Hedges, 2001.

I cannot complete this forum’s survey of the 60+ Liverpool based aviation operators since WWII, without some coverage of British Eagle though. In early 1969, shortly after the demise of the airline an article was written for ‘Flypast’ the journal of the ‘Merseyside Society of Aviation Enthusiasts’ by our very “own” Ron Turner, along with further thoughts and information added by George Jones, Alan Scholefield and Phil Butler with the aim of recording the airline’s activity in the period 1964 to 1968. I’ve taken the liberty of slight editing (mainly to punctuation) and adding sub-titles to improve on-screen readability. I’ll follow that with fleet lists for the Liverpool based BEIA fleet, from the same source and then a re-type of an article previously posted March 2008 (and lost early 2009) on the xsorbit hosted nwan forum on the difficulties presented to the researcher of the individual names worn by the BEIA Britannia fleet.

Although there are already a number of excellent British Eagle photos scattered around posts on this forum, I’d be delighted if new images, as well as treasured favourites, can be found to illustrate this thread. Photo threads including British Eagle photos at Liverpool worth a link:

derbosoft.proboards.com/thread/3900 (a nostalgia image and discussion thread, badly affected by watermarked images)

forum.keypublishing.co.uk/showthread.php?t=113288 (in June 2023 a dead link having been renumbered)

derbosoft.proboards.com/thread/9416/bristol-britannia-liverpool-airport (in June 2023 watermarked images restored and further images added -so worth a look)

Brian Jones

[viscount]

BRITISH EAGLE AT LIVERPOOL

Ron Turner, aided by George Jones, Alan Scholefield & Phil Butler, 1969

INTRODUCTION

On 6th November 1968, an airline died. With it went the jobs of over 2,300 people and the hopes of thousands more. The purpose of this article is to review the record of the past five years and to record some appreciation of the airline’s contribution towards the development of air services in the U.K. in general, and Liverpool in particular.

BACKGROUND

British Eagle International Airlines Ltd was formed on 16th September 1963, but the full story really started in 1948 at the beginning of the Berlin Air Lift. This emergency required the services of charter airliners and they consequently mushroomed during this period. Mr Harold Bamberg, an ex-RAF Sergeant, formed Eagle Aviation Ltd, operating a Halifax G-ALEP ‘Red Eagle’. This was soon joined by two others and they continued in service throughout the emergency. When the Air Lift ended, Eagle, unlike most of its contemporaries, continued in the air-charter business, gradually expanding, adding more Halifaxes, and by 1950, passing onto the York and Dakota. In June 1953 scheduled services were commenced to various Continental destinations using Vikings. By the late ‘50s the Group’s interests had been diversified among five companies: Eagle Aviation Ltd (trooping, I/Ts and charters); Eagle Airways Ltd (scheduled services); Eagle Airways (Bermuda) Ltd; Eagle Airways (Bahamas) Ltd; and Eagle Aircraft Services Ltd (engineering and maintenance).

In 1960 Eagle had become interested in Trans-Atlantic operations. The Cunard Steamship Co Ltd, faced with declining passenger loads on their North Atlantic sea routes, became interested in taking to the air and so the two Companies formed Cunard-Eagle Airways, and ordered the new Boeing 707. However, politics prevented the operation of the direct route to the United States as, although a licence was initially granted it was later revoked on appeal by BOAC. Although ‘mid-Atlantic’ flights were subsequently operated by Bermuda based aircraft, the position was hardly satisfactory for Cunard, so in 1962 they took steps to form a new Company in-conjunction with BOAC, trading as ‘BOAC-Cunard’. Following this, the original Eagle all but lost its identity and this was not to the liking of its original founder. In 1963, Harold Bamberg bought a majority shore-holding from Cunard and set to work to re-establish his Company, which later in the year became ‘British Eagle International Airways Ltd’.

LIVERPOOL OPERATIONS COMMENCE

In December 1963 it was announced that local Liverpool airline, Starways Ltd, had been acquired by British Eagle. The take-over didn’t include any of Starways aircraft which passed into the hands of a new company, Aviation Overhauls Ltd. The name ‘Starways’ did however continue to be used for an initial period, it appeared on several Viscounts which were otherwise in the BEIA colours. No doubt this was to enable the ATLB licences held by the old Starways to continue to be used by the new company. The two routes, Liverpool - London and Liverpool – Glasgow fitted into British Eagle’s own newly won domestic routes which had started in November 1963. Hopes that the new company would continue the process of developing the old Starways routes were realised from the start with the arrival at Speke of the first Britannia, G-AOVT ”Enterprise” on 1st January 1964. Taking over from the Dakotas and Viscounts previously operated on the Liverpool – London route, the Britannias proved to be very popular with passengers, cutting some 30 minutes off the Dakota schedule. On the route to Glasgow, Viscounts were introduced taking over from the Dakotas.

Bristol Britannias were also operated by British Eagle on their domestic routes out of Heathrow to Belfast, Edinburgh and Glasgow in competition with BEA’s Vanguards. They offered standards of comfort and service hitherto unknown on Britain’s internal trunk air routes. It was particularly significant that for many years BEA had resisted requests for in-flight meals on these domestic flights, yet when Eagle decided to offer this facility, the state airline also found it practical to do so. British Eagle’s services proved so popular that BEA was forced not only to improve their cabin service, but also to retime some of their services to coincide with those of the independent. In fact it was often suggested that this was an attempt to catch British Eagle’s overflow! An exaggeration perhaps, but the fact remains that BEA were made to sit up and think about what they should offer the traveller, in contrast to their previous policy of deciding what the traveller would be offered.

Seasonal services from Liverpool, and other places, commenced in March 1964 with a continuation of the Starways flights to Cork, Ostend, Newquay and a number of I/T services. In order to fulfil I/T contracts entered into by the old Starways Company, three Douglas C-54s were purchased from Saudi Arabian Airlines, two entering service being based at Speke. The third was sold to Avions Fairey and was never used by British Eagle. The two C-54s that were used during 1964 were sold at the end of the I/T season to Invicta. On 1st August 1964, the ‘Starways’ title disappeared for ever when the company was re-named British Eagle (Liverpool) Ltd. By this time a maintenance base had been set up in the large Number One hangar at Liverpool and this was to become one of the most comprehensively equipped in the country.

SECOND YEAR OF LIVERPOOL OPERATIONS

British Eagle’s first year at Liverpool was a successful venture for everyone concerned and a close degree of co-operation soon developed between the Corporation and the Airline. The following year was equally successful as far as Liverpool services were concerned with flights on the London route increased to seven a day and new routes to Palma and Rimini were started in the summer. However, a different situation had arisen on the trunk routes from London for which the airline had applied for a frequency increase. By now there had been a change of Government and the Labour Minister of Aviation was anxious to protect the interests of the State Airline. In a statement to the House of Commons on 17th February 1965, Mr Roy Jenkins said that he could not offer the independent airlines the prospect of unrestricted or extended frequencies on domestic trunk routes. So British Eagle’s applications were vetoed before they were actually considered by the Licensing Board. The reaction of Mr Bamberg to this was immediate and surprising. An order for 6 new BAC.1-11s was deferred and trunk domestic services from London were suspended, although the London-Glasgow flights were restarted later in the year. The re-introduction of the British Eagle service marked another great move forward for domestic flyers; but this time the advantage of using British Eagle were on the ground. By using a new ‘Airside Executive Coach Service’, passengers coming off British Eagle domestic flights at Heathrow could clip 30 minutes off the journey time to the West End. Needless to say BEA was providing the same facility within a few weeks, and other airlines tried the system as well.

INTO 1966

This re-think by the British Eagle management was part of an expansion plan which, relatively speaking, benefitted Liverpool Airport more than any other, possibly because the new runway opened in May 1966 suited the operation of their Britannias and 1-11s which were eventually acquired. The jets became a familiar sight (and sound) at Speke playing an important part in the Airline’s struggle to maintain passengers in the face of stiff competition from British Rail’s new electric service to London. To a certain extent they were successful in this role, although a good percentage of airline passengers were lost and never enticed back. British Eagle’s 1-11s were the first jets to operate on Britain’s trunk domestic routes, and here again we saw the State airline being forced to improve their service from to Glasgow. By now there were four airlines operating between the two cities, BUA from Gatwick using jets; BEA from Heathrow using jet-props; BEIA also from Heathrow using jets and Autair from Luton using jet-props from Luton, via Blackpool. The jets of the two independent airlines had such good passenger appeal that, once again, BEA had to put their thinking caps on, coming up with the idea of using Comet 4Bs pending the introduction of Trident 1s in 1967.

Meanwhile, back in the desert, Harold Bamberg had his eye to business on the North African coast. First of all he secured traffic rights from the UK to Tunis, Djerba and Monastir. Then he provided himself with a chain of hotels in which to accommodate and entertain his passengers. Services started on 28th May with 1-11s on day-time flights, twice a week. At the time , it was difficult to see how the airline hoped to make money out of flying to such remote places, for so long neglected by the Corporations and Independents alike; yet some idea of the route’s potential can perhaps be gauged by the fact that every major British Independent operator has applied to the ATLB for these former BEIA services.

Another new service was commenced during 1966 on the Liverpool to Dublin route. This was suspended twelve months later, to be eventually restarted by Cambrian in November 1967, having previously taken over half of the Liverpool to Cork flights in 1966. A few TransAtlantic charters operated from Liverpool to New York and Toronto using Britannias. Quite a number of Eagle’s Heathrow diversions found their way to Speke because of the Airline’s facilities available here.

A MOST SUCCESSFUL YEAR, 1967

British Eagle’s most successful year at Liverpool was undoubtedly 1967, when they carried over 200,000 passengers to and from the Airport, mostly by jets, on both domestic and international flights. A new, all-year-around service to Frankfurt was inaugurated in June, operating five times a week and stopping at Ringway en route. In the same month they also took-over Treffield’s short-lived I/T programme when that airline ceased operations. On the maintenance side also, work was gaining momentum as major Britannia contracts were undertaken. Speke’s Number One hangar was extended at a cost of £40,000, side offices vacated by confectionary and wine shippers, a new office block erected and a canteen provided for their 400 employees. The hangar soon became a hive of activity, for besides being responsible for the maintenance of the airline’s Liverpool based aircraft; major overhauls were undertaken on a variety of other aircraft. Britannia G-AOVM was converted to 312F configuration, an engine change was carried out on Air Spain’s EC-BFJ and a CofA check for the Transglobe/Ghana Airway G-ANCH.

ENTERING THE FINAL YEAR, 1968

A new service from Liverpool/Birmingham – Ibiza was commenced in April 1968, although the Ostend services were not operated. In retrospect it may be seen that BEIA’s activities at Speke were now past their zenith. The national economic situation was having profound effect on their financial structure and the £50 travel allowance was said by Bamberg to have had a severe effect on the passenger loads to overseas holiday resorts. Probably their severest blow was, however, the loss of MoD trooping contracts to Caledonian. Economy cuts were urgently needed and these were put into effect during October, when a large number of redundancies were declared at the Liverpool Maintenance base. It was also planned to put four Britannias into storage at Speke, but before this plan could be put into effect, the financial difficulties finally caught up with the Company. Late on the 6th November, came an announcement which shocked employee and the general public alike; British Eagle was ceasing operations forthwith and as their aircraft flew into Heathrow or Speke, so they were grounded and later impounded.

CONCLUSIONS AND THOUGHTS

In conclusion it may be said that British Eagle have, over the years, done a lot for the development of Air Transport and for Liverpool Airport. However their service and operations were not without fault, but then no one is perfect. On occasions the Company seemed to have a peculiar habit of alternately blowing hot and cold on projects. Cases in point are the acquisition and later abandonment of their Liverpool – Dublin licence and the operation of the London – Belfast/Edinburgh/Glasgow routes. British Eagle were good at recognising potential business and yet they seemed slow to develop beyond a certain extent. An illustration of this attitude is reflected in the operation and later abandonment of the Dundee (Riverside) – Glasgow service, started April 1967 using Doves. The public’s response to this feeder service was good and in fact frequencies were doubled by the end of the year. This in its self could have been its downfall for the ATLB saw fit to grant traffic rights to Autair to operate between nearby Leuchars and Luton. Eagle then decided not to continue the service in view of this competition. Many thought that the wrong decision was arrived at in this case. Obviously the original idea of the service was to feed the Glasgow – London flights, but one would have thought that there were sufficient other connections at Glasgow to warrant the continuation of the operation of the route.

Following the downfall of BEIA, a number of proposals were made for reviving the company. On Merseyside ex BEIA employees took matters into their own hands and formed a new Company, Phoenix Airways (Lpl), due to start operations in April 1969 using Skyvans. But, by far the most promising development to date has been the discussions centred around a consortium, headed by millionaire Mr Geoffrey Edwards, who are interested in acquiring the assets and liabilities of British Eagle (Liverpool) Ltd, as well as some of the assets and liabilities of BEIA. Provided the ATLB will grant sufficient licences to make operations a viable proposition, the new company will acquire three BAC.1-11s and two Britannias. British Eagle (Liverpool) Ltd, as a wholly owned subsidiary of British Eagle International Airways Ltd, is not in liquidation and it is, in fact, one of BEIA’s principal assets. (Ed. This article was written in early 1969. Neither scheme materialised, link to: www.derbosoft.proboards.com/index.cgi?board=history&action=display&thread=3839 for additional information.)

As of early 1969, Eagle Aircraft Services Ltd, the Leavesden based Beechcraft Agency and maintenance works, is the only Company of the Eagle Group still in business. Whilst it is interesting to note that Mr Harold Bamberg is not a member of the consortium involved in the revival of British Eagle (Liverpool) Ltd, it is hard to imagine the man remaining outside aviation for long. It is more than possible that he will, at some future date, re-emerge on the air transport scene. He could perhaps do this under the name of Eagle International Ltd, which company is believed to be the holding Company for the Eagle Group, though has been dormant for several years. Only time will tell.

[viscount]

DETAILS OF BRITISH EAGLE’S,
LIVERPOOL FLEET THAT OPERATED THROUGH LIVERPOOL AIRPORT 1964 - 1968

The Viscounts, C-54s and nominally the Dove, were all maintained and controlled by British Eagle from their Liverpool base. While some Britannia heavy maintenance was undertaken at Liverpool, both the Britannia and BAC.1-11 fleets were London based throughout. The dates here are those of arriving and departing from Liverpool. Other Viscount references have the same, similar, or in a couple of cases widely different dates – either paper-work dates, or first/last appearance at London (or elsewhere) dates. As it is impossible to tell which dates are ‘right’, here I’ve used the dates as published locally in 1969, rather than those published years afterwards by Air Britain or TAHS.

Regn.   Type     Appeared  Departed   Acquired from        Individual name & notes                                         
                 at Speke  from Speke     
.
G-ALWF  V.701    18.11.64  25.05.65   Lsd Channel Airways  ‘City of Exeter’ 
G-AMOA  V.701    04.11.64      ?      Lsd Channel Airways  ‘City of Newcastle’ (returned to Channel 04.03.65)
G-AMOC  V.701    31.12.63  31.12.64   Lsd Channel Airways  ‘City of Glasgow’ also ‘City of Cardiff’ (disputed by me)
G-AMOE  V.701    27.03.64  20.01.65   Lsd Channel Airways  ‘City of Manchester’
G-AMOH  V.701    19.02.64  02.04.65   Lsd Channel Airways  ‘City of Liverpool’  
G-AMOO  V.701      .05.64  16.04.66   Lsd Channel Airways  ‘City of Birmingham’ (some references say departed 10.65, they are wrong)
G-ANRS  V.742    25.05.65      ISOC   Pur United Arab A/L  'City of Newcastle'
G-AOCB  V.755D   31.12.63  26.03.68   purchased 4.61       ‘City of Edinburgh’ Sold to Invicta.
G-AOCC  V.755D   01.01.64  01.02.68   purchased 4.61       ‘City of Belfast’ Sold to Invicta.
G-APZB  V.707      .07.64  05.11.64   Lsd Avn. Overhauls   ‘City of Newcastle’
                 20.01.65  24.05.65   Lsd Avn. Overhauls   ‘City of Manchester’
                 07.06.65  13.06.65   Lsd Channel Airways   no name
G-ATDR  V.739A   25.05.65      ISOC   Pur United Arab A/L  ‘City of Glasgow’
G-ATDU  V.739      .05.65      ISOC   Pur United Arab A/L  ‘City of Liverpool’. Leased out to Air France 31.03.68 to 9.68
G-ATFN  V.739A   30.09.65  13.08.68   Pur United Arab A/L  ‘City of Truro’, crashed & w/o.
G-ARMX  HS.748   24.05.65     06.65   Lsd from Skyways to op on LPL-GLA route for 2 weeks 
.
G-ASPM  C-54B    04.03.64  18.02.65   Saudi Arabian A/L     no name  Sold to Invicta
G-ASPN  C-54A    05.03.64  20.02.65   Saudi Arabian A/L     no name  Sold to Invicta
G-ASRS  C-54E    never put into service, did not visit Liverpool. Sold to Avions Fairey 19.08.64 as OO-FAI
.
G-AROI  Dove 5     .05.66  03.11.67   Paper purchase date 16 June '66. 'Eaglet'. To Eagle Aircraft Services for disposal, sold to Fairflight Charters 29.11.68.
G-ASDD  Dove 5     .11.66     12.66   Leased from Strathair 

Some of the leased-in Channel Viscounts initially operated in Channel Airways scheme.
The HS.748 operated in Skyways scheme, leased-in to cover for Viscount shortage.
Other Viscounts had been in the fleet and departed before 01.01.64, so are outside of this coverage.
ISOC – In Service on Closure 6.11.68

At least G-AMOC, G-AMOE & G-AMOH wore ‘Starways’ fuselage titles initially in 1964, later replaced by mid-summer with standard ‘British Eagle’ cabin ittles.

VISCOUNT FLEET NAMES

The following City names were used by British Eagle, and the aircraft they appeared on:

City of Belfast     G-AOCB. (was initially on G-AOCC for a short time in 1963)
City of Birmingham  G-AMOO.
City of Cardiff     G-AMOC. (this is disputed by me)
City of Edinburgh   G-AOCC. (was initially on G-AOCB for a short time in 1963)
City of Exeter      G-ALWF.
City of Glasgow     G-AMOC, G-ATDR
City of Liverpool   G-AMOH, G-ATDU
City of Manchester  G-AMOE, G-APZB.
City of Newcastle   G-AMOA, G-APZB, G-ANRS
City of Truro       G-ATFN

For the sake of completeness, although the aircraft were never truly 'based' at Liverpool:

BRITISH EAGLE’s BAC.1-11s

British Eagle’s BAC.1-11 fleet also operated into Liverpool, at times, principally on the London/Heathrow scheduled service. The first British Eagle jet airliner movement at Liverpool was on 7th May 1966 when G-ATTP “Swift” operated from & to London/Heathrow as part of the official ceremony to open the new runway with MD Harold Bamberg aboard. BAC-111 were timetabled to regularly operate some weekday rotations between Heathrow and Liverpool from 18th July 1966.

The fleet acquired were:

                        Named      Del   fv to LPL  end  comments
G-ATPH  BAC-111-304AX   Salute     4.67  12.05.67  ISOC 
G-ATPI  BAC-111-304AX   Supreme    5.67  29.05.67  ISOC
G-ATPJ  BAC-111-301AG   Stalwart   6.66  20.07.66  ISOC  (sub-lsd to KLM 4.68 – 8.68)
G-ATPK  BAC-111-301AG   Spur       7.66  19.07.66  ISOC  (sub-lsd to Swissair 12.67 - 4.68)
G-ATPL  BAC-111-301AG   Superb     7.66  26.07.66  ISOC  (sub-lsd to SAS 8.67 – 3.68)
G-ATTP  BAC.111-207AJ   Swift      4.66  07.05.66  ISOC
G-ATVH  BAC-111-207AJ   Serene     5.66  01.06.66  ISOC  (sub-lsd to Swissair 4.67 - 11.67)

The very final chapter

STRANDED AT LIVERPOOL

At the time of the closure of British Eagle on 6th November 1968, stored or operational at Liverpool base, where:

G-ATPH BAC.1-11    ferried out to Weybridge 18.1.69.    Repossessed by BAC Ltd, then to Quebecair as CF-QBN
G-AOVA Britannia   ferried out to Lasham 25.3.69.       To Caledonian 5.69
G-AOVN Britannia   ferried out to Luton 20.8.69.        for Monarch
G-ARKA Britannia   ferried out to Luton 27.2.69.        To Tellair as HB-ITF 3.69
G-ARXA Britannia   ferried out to Luton 16.3.70.        for Monarch
G-ATDR Viscount    ferried out to Blackbushe 20.11.69.  bu there 5.70
G-ATDU Viscount    stored at Speke, pwfu and broken-up at Speke 4.69 (had been lsd to Air France 31.3.68-9.68? )

The only other Viscount ISOC was G-ANRS, which found its way to Cardiff during .69, to 
Cambrian for spares recovery, and then later the fuselage only as a cabin service training aid.

[viscount]

British Eagle’s Bristol Britannias
…… and their individual ‘fleet’ names

It was while researching the story of G-ANCF for the xsorbit ‘incarnation’ of this forum, that I first discovered that the subject of individual names on British Eagle’s Britannias was somewhat confused. On looking through the few photos I have, discovered a dated slide, showing a name that according to the reference I was using should not have been worn at that time! The more I looked, the more I found the straightforward subject of fleet names on the Britannias to be an absolute research minefield! I’ve gone back to my mid Sixties ‘spotters notes’ which helped confirm the majority, but seemingly settle few of the confusion issues.

I’ve aired this subject before on both the (now defunct) NWAN xsorbit BB and www.britisheagle.net forum back in December 2007. Few answers, but replies, additional info, a correction and encouragement from ‘Springy’, ‘ Dave-in-Spain’ and ‘Red Eagle’. In the light of my posts, British Eagle historians amended the individual aircraft histories on their website, as they too had similar doubts and questions! As I’m covering British Eagle at Liverpool, perhaps now is time to give the subject a fresh airing.

The main current ‘reference’ texts on the subject of Britannia and British Eagle are both published by TAHS ‘Turbo Prop Production Lists’ 2003 (type not included in the 2007 ed.) and ‘The Eagle Years 1948-1968’ David Hedges 2004. Clearly the listing in ‘The Eagle Years’ is heavily influenced by the Production List book. The other major reference work consulted is ‘British Independent Airlines since 1946’ Tony Merton Jones MAS/TAHS 1976. There are several issues here. Firstly confusion presented by use of ’Enterprise’ and ’Resolution’ names, then by the sequence of names applied on a few aircraft eg G-ARXA, and finally by names without photographic, or contemporary evidence eg ‘Adventurer' or 'Liberated’.

There are two approaches to the subject looking at the names used and by looking at the aircraft that wore the names. Actually the majority are straightforward, a few probably created by typo errors way in the past, it is only a few names/aircraft combinations that present a real problem.

Sorting out names, 'Resolution' and 'Enterprise'

These two names were becoming a real problem as they kept on cropping up on aircraft which already had a well-documented name. I came across a great deal of help in Air Britain ‘Digest’ for March 1966, which referred back to conflicting reports of names carried by Britannia and Viscounts in service with British Eagle, which had been published in December 1965. The March 1966 reply came from J.L.Exton of Glasgow, with a list of names from a recent issue of the ‘British Eagle News’, with notes of earlier usage. I’ll use this list later. There was also photo proof (on the original, not the reproduced photo) of G-AOCC as ‘City of Belfast’. It was the further follow-up in the April edition that I find most interesting:

"A Mystery Solved .......

Most of the uncertainty about the names of British Eagle Britannias has been cleared up by B.Lavers, who explains that when Eagle were initially granted their licences to operate on the London to Glasgow route, they decided that the aircraft used for the service should always be named ‘Resolution’. This was contrived by using sticky plastic tapes covering the existing name of each aircraft allotted to the service. G-ANCG, G-AOVK, G-AOVL and G-AOVM have all certainly been treated in this ways, and probably others besides. G-ARKB, which was the “real” Resolution, was renamed ‘Equality’ in the latter part of 1965, and still carries this name.

Mr Lavers also suggests that the confusion about which Britannia was named ‘Enterprise’ is probably due to a similar treatment with sticky labels of the aircraft used in the early days of the Glasgow-Edinburgh-Belfast service. However, the official list published in the Airline’s house journal shows G-AOVL as the “real” ‘Enterprise’.

As a postscript, K.C.Cruttenden reports seeing G-ANCF and G-AOVE together at Heathrow on March 3rd – both wearing the same name ‘Resolution’."

...... Well Maybe ?:

Having seen this evidence Eric Tarrant, the British Eagle archivist, early in 2008 asked Harold Bamberg about the use of sticky names for aircraft on certain routes. Mr Bamberg could recall no such practise, indeed denied that it would have been possible without being requested at a Board level, which he was certain it wasn’t.

I have however gone with the Air Britain, enthusiast-based, explanation – without it explaining the ‘temporary’ changes of names observed the situation becomes very complex.

BACK TO BASICS

A useful starting point here, are any ‘fleet lists’ published during the mid 1960s and within a decade after. They at least should be right, as there would still be fresh memory to point out errors. Ian Allan’s C.A.M., then as now, published annually, is of little help, as name changes lagged well behind the event, or were missed altogether.

Regn    Air Pictorial  Air Britain Digest           MAS Flypast     Tony Merton Jones
        as at 1.12.64  circa 1.66                   as at 11.68     B.I.A.L. Pub 1976

G-ANCF  New Frontier   New Frontier                 New Frontier    New Frontier
G-ANCG  Trojan         Trojan (*1)                  w/o 20.4.67     Trojan
G-AOVA  Justice        Justice                      Justice         Justice  
G-AOVB  Endeavour      Endeavour                    Endeavour       Endeavour
G-AOVC  Sovereign      Sovereign                    Sovereign       Sovereign
G-AOVE  Talisman       Perseverance-Talisman-Renown Sold 12.66      Perseverance-Talisman-Renown
G-AOVF  Friendship     Friendship                   Friendship      Friendship
G-AOVG  Bounteous      Bounteous                    Bounteous       Bounteous
G-AOVH  Crusader       left fleet 3.65              sold 3.65       Crusader
G-AOVK  ----------     ----------                   Concord         Concord
G-AOVL  ----------     Resolution (*a )             Renown          Resolution 
G-AOVM  Team Spirit    Team Spirit                  Team Spirit     Team Spirit 
G-AOVN  Prospect       Prospect                     Prospect        Prospect
G-AOVO  ----------     Bonaventure                  w/o 29.2.64     Bonaventure
G-AOVR  ----------     Talisman                     sold 10.66      Talisman
G-AOVS  ----------     unnamed 10.65                ret 12.65       not named
G-AOVT  Enterprise     Enterprise-Ajax              Ajax            Enterprise-Ajax 
G-APYY  ----------     ----------                   ret. 10.61      no name
G-ARKA  Good Fortune   Good Fortune                 Good Fortune    Good Fortune
G-ARKB  Resolution     Endeavour-Resolution         Equality        Endeavour-Resolution
G-ARXA  ----------     ----------                   Liberty         Talisman-Renown
G-ASTF  ----------     Concord (in .64)             ret 10.64       Concord

Notes
(*a) recorded as Enterprise late summer 1965     
----------- not on that particular listing

Well, apart from the entries for G-AOVL, G-ARKB and G-ARXA, not too much yet to get concerned about, although it is becoming clear that there is a problem! It is when the record from the much more recent reference books and other sources are added into the mix that much of the confusion and concern comes in.

There are two ways of considering the confusion, by aircraft registration and by the individual fleet name applied. To examine the situation, using all sources, by registration first:

THE BRITANNIA FLEET AND THEIR NAMES

The main problem aircraft are G-ARKB & G-ARXA and to a lesser extent G-APYY, G-AOVE & G-AOVL.

Dates in (---) are delivery to and from British Eagle service, rounded to month and year. Other dates are evidence of sightings, NOT the date of a change of name. ISOC = In Service on Closure of the Company 11.68. It is clear why needing to establish ‘Enterprise’ and ‘Resolution’ as temporary ‘taped-on’ names is important in keeping the record reasonably simple.

G-APYY (4.60-9.62) Flew under Eagle and Cunard Eagle titles. While LIBERATED is quoted, no photos that I’ve ever seen have an external name applied, although they cover all periods of her use. Few of the larger aircraft carried external names during the late Eagle and Cunard Eagle period. It certainly was previously ‘Libertad’ with owner Cubana. Was ‘Liberated’ a word-play on this, reflecting the aircraft being ‘liberated’ from Castro’s communist Cuba, an Eagle employee insider nick-name? Even the respected Air Britain G-AP** Monograph quotes ‘Liberated’ as a fleet name for this aircraft; somehow I don’t think there will ever be an answer to this one, just plenty of negative evidence from photos.

G-ARKA (3.61-ISOC) No evidence of a name carried while in Cunard Eagle titles. GOOD FORTUNE applied late ‘63 on, or very soon after, change of titles to British Eagle 9.63, and worn throughout BEIA service.

G-ARKB (5.61-ISOC) No evidence of a name carried while in Cunard Eagle titles. Some sources (eg TAHS) give GOOD FORTUNE as an initial name late ‘63. I can find no reference to this in 60’s listings – I speculate here (without evidence) that it could have been a paint-shop error (the name was already on G-ARKA) quickly corrected. A number of sources quote ENDEAVOUR carried late ’63, but as this was newly applied to G-AOVB at the time, I wonder if quite possibly simply a spotter's slip in a magazine report, mixing-up 'KB’ and the unanticipated ‘VB’ on nose wheel doors below the name? I have yet to see photo evidence of either name to confirm if worn, so either reporting errors or extremely short-lived usage. Certainly noted as RESOLUTION 1.64, 12.64 and until later in '65 when it became EQUALITY eg late ’65, 1.66, 6.68, 11.68.

G-AOVT (9.63-8.68) The first user of the name ENTERPRISE eg 1.64, 12.64; and later, presumably when ENTERPRISE transferred to G-AOVL 4.65, became AJAX eg 1.66, 4.66, 5.66, ’68.

G-AOVB (10.63-ISOC) ENDEAVOUR throughout eg 1.64, 12.64, 12.65. Known temporary bearer of RESOLUTION early ’66.

G-AOVA (1.64) No name applied while on a short lease on full British Eagle colours. When re-acquired (4.64-ISOC) JUSTICE throughout.

G-AOVO (1.64-w/o 2.64) BONAVENTURE.

G-ANCF (1.64-ISOC) NEW FRONTIER throughout. Known temporary bearer of RESOLUTION eg 3.66.

G-ANCG (2.64-dbr 4.67) TROJAN throughout. Known temporary bearer of ENTERPRISE 8.65 and of RESOLUTION early ’66.

G-AOVF (3.64-ISOC) FRIENDSHIP throughout.

G-AOVM (3.64-ISOC) TEAM SPIRIT throughout. Known temporary bearer of RESOLUTION early ’66.

G-AOVG (4.64-ISOC) BOUNTEOUS throughout.

G-AOVC (5.64-ISOC) SOVEREIGN throughout.

G-ASTF (5.64-10.64) CONCORD throughout summer season lease from CPA in full British Eagle colours.

G-AOVN (6.64-ISOC) PROSPECT throughout.

G-AOVE (6.64-11.66) ADVENTURER was publicly announced in advance for G-AOVE however, although anticipated/allocated, I’ve never seen any evidence that it was ever actually painted on. PERSEVERANCE was noted 6.64 within days of entering service, then shortly after TALISMAN eg 10.64. Then, although date of change not known (I've seen circa 1.65? quoted) to RENOWN noted 1.66, 5.66. Temporary bearer of RESOLUTION 3.66. Why though were Perseverance and Talisman names so short-lived on this aircraft?
There exists a British Eagle give-away publicity Post Card picturing G-AOVE in flight, but with no name worn. Two possibilities, either an early test flight before the first name applied, or the picture was ‘doctored’ (the modern term would be ‘photoshopped’), so as to represent ‘any’ Britannia, not just a specific name. Anyone able to post on the forum, this picture post card? There is also a photo in David Hedges book ‘The Eagle Years’ of G-AOVE with no name or titles at Heathrow June 1966 after the aircraft was removed from service and subsequently delivered to Air Spain as EC-WFK on 30.11.66.

G-AOVH (11.64-2.65) CRUSADER throughout short winter lease from BOAC.

G-AOVR (2.65-10.66) TALISMAN throughout.

G-AOVL (4.65-ISOC) The second long term wearer of ENTERPRISE eg 7.65. 5.66. Confusion next as stated to be a temporary bearer of RESOLUTION early ’66, however became/already was permanent RESOLUTION eg 12.66. Later RENOWN eg 11.68.

G-AOVK (5.65-ISOC) CONCORD throughout. Temporary bearer of RESOLUTION early ’66.

G-AOVS (8.65-11.65) No name ever carried throughout late summer lease from Lloyd.

G-ARXA (4.66-ISOC) Real problems with this one! Usually quoted as TALISMAN – LIBERTY – RENOWN. However, importantly, there is photo caption evidence of LIBERTY 4.66 and 11.68 ie at both start and end of service with BEIA. TALISMAN was worn by G-AOVR for most of 1966, so cannot have been an initial name. RENOWN was worn by G-AOVL in 1968, which rules it out as a final name. Never found photo evidence for ‘Talisman’ or ‘Renown’ on G-ARXA, although widely quoted – so unlikely to be simply ‘spotting’ errors, but maybe temporary names over ‘Liberty’, but why only on this aircraft? Any ideas? Totally speculation, with absolutely no evidence, but was there perhaps a need for a temporary cover-up of ‘Liberty’ as being politically insensitive when visiting a particular country?

I have avoided any dates for name changes, simply as I don’t know any. The TAHS lists in ‘The Eagle Years’ for some names, ties a change down to changes occurring in ‘paper’ ownership changes. For me that simply does not work. There are other Britannia aircraft sometimes incorrectly linked with British Eagle operation:

G-AOVP noted at the time as destined for BEIA ex BOAC, in fact it went to Lloyd International 4.65.

G-ANCH ferried from Wymeswold in Transglobe colours to Liverpool 14.2.68. Although some sources state that it was destined for BEIA summer lease, it was actually at Liverpool for maintenance, a C of A check and respray for owners, Ghana Airlines. In the event after overhaul and repaint, was stored at Liverpool for a while and then sold to Monarch, departing Liverpool 25.9.68 for Luton, still in full Ghana colours. Photos on thread derbosoft.proboards.com/thread/3845 and later on this thread too.

HB-ITC of Globe Air AG was held by British Eagle at London during a legal wrangle 6.67 – 12.67 less 3 engines. Released and to 5X-UVH of African Safari.

To illustrate research difficulties. Some recent sources eg TAHS Production Lists, ‘The Eagle Years’ (although not BIAL Vol.1 1976) and websites (unless changed recently) for G-AOVG state delivered from BOAC to British Eagle on 3.4.65. I’ve found two independent mid 1964 magazine mentions showing delivery as 3.4.64 – so a typing error at some stage, years ago which has now become accepted, repeated published historical fact (until now!)

Rationale behind the choice of names

Eric Tarrant, British Eagle archivist, several years ago asked Harold Bamberg on my behalf about the choice of names used on the Britannia fleet. He replied that the names were given for their ‘inspirational’, 'motivational' and ‘ethical’ qualities eg Enterprise, Resolution, New Frontier, Team Spirit, Endeavour, Liberty, Equality, Talisman, Crusader, Good Fortune, Friendship, Justice etc.

‘Enterprise’ can be considered a ‘Flagship’ name as it was initially used by Eagle Aviation on their first Viscount G-APDW 4.58 – 4.62; then the first ex BOAC Britannia 9.63 G-AOVT; and from 1.68 on BEIA’s first Boeing 707-138B G-AVZZ. ‘Good Fortune’ was worn by their second Viscount G-APDX 3.58 – 2.60 and then on their first owned Britannia G-ARKA 9.63.

It may have been a co-incidence, but it was widely stated at the time that ’Team Spirit’ was named after the March 1964 Grand National winner (jockey George Robinson, owner John Goodman, odds of 18:1). Timing fits, and Harold Bamberg was a follower of racing – it does appear though to be the only sporting connection name in the list. I’ve been informed that ’Concord’ was in recognition of the name being adopted for the supersonic airliner then in the design and prototype stage (certainly the spelling is correct for the period), or again this could be co-incidence as a Concord is a declaration of a formal business association, so fits the 'motivational' ethos.

Two names that, for me, don’t readily fit the rationale are ‘Trojan’ and ‘Ajax’ – anyone any ideas here?

To widen the issue. All the British Eagle Viscounts 9.63 onwards had ‘City of …………………’ sequence names, as covered much earlier. The BAC.1-11s all had names beginning with ‘S’. Was there a particular significance in the selection of ‘S’? For the record: Swift, Serene, Stalwart, Spur, Superb, Salute & Supreme. The two BEIA Boeing 707s were given ‘Enterprise’ the fleet flagship name and ‘Phoenix’, which had a certain ‘rising again’ logic.

The Names used on the Britannia Fleet

Any years quoted are just a guide for sequencing, may also have been worn end of the year before and start of year after too.

ADVENTURER   – G-AOVE (almost certainly was an allocated ‘paper’ name only, no evidence that it was ever applied).
AJAX         – G-AOVT
BONAVENTURE  – G-AOVO
BOUNTEOUS    – G-AOVG
CONCORD      – G-ASTF (64), G-AOVK (65-68)
CRUSADER     – G-AOVH
ENDEAVOUR    - G-AOVB (although also stated on G-ARKB briefly late ’63, possibly mis-information?)
ENTERPRISE   – G-AOVT (64), G-AOVL (65-66) then Boeing 707 (68)
                      Also appears around August ’65 briefly on other aircraft for brief periods eg G-ANCG at least
EQUALITY     – G-ARKB
FRIENDSHIP   – G-AOVF
GOOD FORTUNE – G-ARKA  (although also stated on G-ARKB briefly late ’63, possibly mis-information?)
JUSTICE      – G-AOVA
LIBERATED    – G-APYY (although I do question if this was ever painted on the aircraft!)
LIBERTY      – G-ARXA
NEW FRONTIER – G-ANCF
PERSEVERANCE – G-AOVE (only for a very brief period, 6.64)
PROSPECT     – G-AOVN
RENOWN       – G-AOVE (65-66), G-AOVL (68) (although also stated on G-ARXA – but when?)
RESOLUTION   – G-ARKB (64), G-AOVL (66)
                      Also appears early/mid ’66 briefly on other aircraft for brief periods eg G-ANCF/G, G-AOVB/E/K/M at least
SOVEREIGN    – G-AOVC
TALISMAN     – G-AOVE (64), G-AOVR (65-66) (also stated on G-ARXA – but when?)
TEAM SPIRIT  – G-AOVM
TROJAN       – G-ANCG
Not named    - G-APYY (see ‘Liberated’), G-AOVS (65), G-AOVA (when leased 1.64, ‘Justice’ when leased again 4.64).

What would I like to see as proof-?

I would like to hear from anyone who has lists of British Eagle names in their 60’s log books, untainted by information from more recent sources. Or, better still, anyone in possession of an official list of names, with dates of changes etc.

Failing that, photographic evidence of any of the following:

G-APYY       – as LIBERATED
G-AOVE       - as ADVENTURER or PERSEVERANCE
G-ARKB       - as GOOD FORTUNE or ENDEAVOUR
G-ARXA       – as TALISMAN or RENOWN
Any aircraft – as ENTERPRISE (other than G-AOVT or G-AOVL)
Any aircraft – as RESOLUTION (other than G-ARKB or G-AOVL)

Or a decode of the same list, but with an emphasis on the individual name:

ADVENTURER   - on G-AOVE (especially as I’m fairly certain it was never carried!)
ENDEAVOUR    – on G-ARKB (no problem if on G-AOVB)
ENTERPRISE   – on any other aircraft, other than G-AOVT or G-AOVL
GOOD FORTUNE – on G-ARKB (no problem if on G-ARKA)
LIBERATED    – on G-APYY (especially as I’m fairly certain it was never carried!)
PERSEVERANCE – on G-AOVE (probably was worn, but only briefly, photo evidence would be useful)
RENOWN       – on G-ARXA (no problem if on G-AOVE or G-AOVL)
RESOLUTION   – on any other aircraft than G-ARKB or G-AOVL
TALISMAN     – on G-ARXA (no problem if on G-AOVE or G-AOVR)

[Deleted]

EAGLE, CUNARD EAGLE, BRITISH EAGLE - some images prior to 1964.

The following photos are from the Bob O'Brien collection and posted on his behalf, although they are considerable thread drift from 'British Eagle at Liverpool', they do remind us there was much more to British Eagle than the Liverpool operation 1/64 to 11/68. The four original watermarked images in this post replaced and considerably added to in June 2023.





Eagle Viscount VR-BAX 1958. A Viscount 805, from new operated as G-APDY by Eagle Aviation delivered 12/57. Transferred to Eagle Aviation (Bermuda) 4/58 as VR-BAX named 'Enterprise' (although clearly not worn at the time of the photos). The slogan on the passengers doors is 'The Bermuda Airline'. VR-BAX inaugurated a daily Bermuda-New YorkIIdlewild service 2.6.58. To Maritime Central as CF-MCJ 6.59 in an exchange deal that brought DC-6A G-APSA to Eagle. Subsequently to Aer Lingus 3/62 as EI-AMA and eventually wfu 1/70. David Hedges credits Dave Howell for the lower of the two shots.





On spotting the caption connection between G-APDY and Viscount EI-AMA Bob has added these two images which are simply far to good not to include despite further thread drift. EI-AMA at Liverpool in the initial 'green top' scheme as introduced with the Friendships in 1958, and the later 'white top' scheme as introduced late 1960 on their Boeing 720s/707s and adopted by the rest of the fleet during the mid '60s. An evocative Heathrow scene with DC-6, Vanguards, Caravelles, Tridents, Comets in addition to Viscounts and are those a line of Comets, a Britannia and a BAC-111 in the top right corner? More you look, the more you find.



Douglas DC-6A G-APOM with Eagle 8/58 until transfer to Cunard Eagle 1/61 then damaged beyond repair landing at Shannnon 26.03.61. This photo is at Karachi early 1961.



Douglas DC-6A G-ARMY, operated 3/61 to 4/64, at Heathrow with Cunard Eagle titles. Cambrian's Dakota G-ALXL was a regular at Liverpool in that period. Look closely and there is a black military jet parked, to me looks like a Supermarine Swift rather than a Hawker Hunter. I would not associate either type with London Air Port/Heathrow!



Douglas DC-6A G-APON followed a similar pattern to G-APOM above, with Eagle 9/58, transferred to Cunard Eagle 1/61, to British Eagle 10/63 and sold in USA 6/64. Here at Gan in late 1963.



Neither Viscount G-AOCC or Britannia G-ARKA are wearing a fleet name while in Cunard Eagle titles at Heathrow. BEA Argosy and Vanguard beyond.



G-ARKA Cunard Eagle March 1961 until late '63. Is the background Manchester, certainly few clues!



The final Britannia to be built, G-ARKB was with Cunard Eagle May 1961 until late '63. Background is unmistakeably Heathrow.



G-ARKB again at Heathrow while in Cunard Eagle titles. Despite the soft focus of these two 60 year old images, felt with the nostalgia of the background they just had to be included.

BOEING 707s WITH BRITISH EAGLE (only 1968)

No British Eagle Boeing 707s ever visited Liverpool Airport, although one was due but was diverted to Manchester. A fair few of the 4 Cunard Eagle and British Eagle operated did so with subsequent operators.



Boeing 707-138B G-AVZZ "Enterprise" at New York/JFK during June 1968



Boeing 707-138B G-AWDG "Phoenix" was with British Eagle just 3/68 to 11/68. The fuselage cheat line and presentation are quite different to the established Britannia fleet. Quite clearly at Manchester long before the farmland beyond was swallowed to create aprons and freight terminal.



Not too much known of this British Eagle 707 image. Not helped by the fleet name on the nose being scrubbed off and the registration no longer under the cheat-line, behind the rear door. So presumably is between British Eagle's collapse 11.68 and delivery to Laker Airways early in 1969. Although to muddle things further Boeing 707-365C G-ATZC/VR-BCP was at Seattle late 12.67 to early 3.68 apparently in full British Eagle scheme, but never delivered.



This, from the length of the individual name is 'ENTERPRISE', so G-AVZZ. Date and location not recorded.


Fourteen fabulous images from your collection. Bob, many thanks for sharing these with us. I anticipate many members will return to look through these time and again.

[echofoxtrot]

Eagle Aircraft Names.
As I now have a number of crew log books, given time I will research the possible start dates that are in question regarding the Britannia.

However regarding names that Eagle used these go back to the Eagle York/ DC 3 days.
For example:

York - unknown registration but photo proof 'Adventure'
York - G-AGNZ 'Endeavour'

Vikings - carried peoples names.

DC 3 - G-AMPS 'Renown'
DC 3 - G-AMPT 'Reliance'
DC 3 - G-AMVA 'Good Hope' and Good Fortune'
DC 3 - G-AMYB 'Endeavour' This aircraft was the longest DC3 in Eagle service. It also flew the proving flight for the Blackbushe-Luxembourg-Innsbruck route May 1955, flown by Capt. Jack Langley a long serving crew member with Eagle.

Boeing 707 138 - G-AVZZ 'Enterprise'
Boeing 707 138 - G-AWDG 'Phoenix' Still flying as 9Q-CLK
Boeing 707 365c - G-ATZD 'Enterprise'

I know this is not directly Liverpool info but it does show that Eagle used these kind of names from the beginning of operations. Have a great New Year.
Eric

[echofoxtrot]

Just a little more, regarding the name 'Trojan' its name was given to indicate that the aircraft was an excellent workhorse. Having been converted to freighter. This according to the boss.

Regarding the name 'New Frontier', it had nothing to do with the rumoured reason 'new front here'. It got its name as a result of being the first civil Britannia Freight conversion aircraft. It was to be a new frontier for the life of the civil Britannia.

One that BOAC could not or would not do. BOAC sent two of their Douglas DC 7 Freighters back to Douglas for conversation at a cost of £250.000 using tax payers money!! Eagle converted the two Britannia’s for under £200,000 using their own funding. (see Flight Mag 6th Feb 1964 Roger Bacon). They were the days when money was freely given to the state airlines. Sorry folks I'm getting on my rocking horse.



Proof that while in Cubana service as CU-P688/CU-T688, the Britannia that became G-APYY, carried the name 'Libertad'.

We have a selection of photos of the aircraft painted in Eagle Airways/Cunard Eagle and all show no name whilst Eagle operated it. It was the first Brit that I worked on and do not recall any name being attached.

Also a picture of the Eagle owners plate that we have in the archives.

Just putting the file to bed when I noticed this rare old 'Weight and Balance' sheet for 'YY.

Added in 2023, on close inspection the Cubana photo seems to have '669' on the nose wheel door. Odd, as 'CU-P669/CU-T669' is never credited in the reference books I have as ever being named! Could be distortion on the b&w printed image, I wonder?

[calflier]

Now that is something,thanks for posting,my only claim for fame is I have flown out of Singapore Seletar,which is where most Eagle Brit flights, staged through before Changi got developed as the major Singapore airport.

[viscount]

In 'cleaning up' the images on this thread, have deleted a couple of posts here. One with a previously deleted image regarding the double-sided 'British Eagle' flag that once flew on a flag pole at the airport entrance and the other post about an illuminated 'British Eagle' travel agents sign. These were in the MSAE and MAS clubroom, Room 14 throughout the 70s up to the mid '80s, then into private hands and still treasured in 2011.

Stated this so that Ron's next comment has 'context'.

[ronturner]

I never cease to be amased at the knowledge that people have, the stuff they keep and how it stirs the memories. Say what you like! Wonderful days.
RT

[viscount]

British Eagle's
Britannia Operations at Liverpool Airport
1964-1968+

Introduction

My interest in British Eagle’s Liverpool operations, which have led to the initial post above, have not satisfied me in sufficient investigative depth. Research into Britannia aircraft visits Liverpool (on thread ( www.derbosoft.proboards.com/index.cgi?board=history&action=display&thread=9416 ) led me to dig up considerable information that is more what I wanted on this thread. Therefore, I make no apology for abstracting just the paragraphs referring to British Eagle’s Liverpool Operations using the Britannia, and put them together as a single post on this pre-existing British Eagle thread.

The result is at least a partial insight into the scope of British Eagles activities at Liverpool, not only scheduled services, but Inclusive Tour holiday flights, charters, diversions, trooping flights, freight charters and maintenance, including passenger to freighter configuration. Truly a fascinating period at the airport with exotic destinations and points of origin, Istanbul, New York Toronto, Benghazi, Tel Aviv and Akrotiri, in addition to the still exciting but ‘bread and butter’ operations to Heathrow, Ostend, Palma etc. Without doubt the Britannia brought class and elegance to the London service that at the time was without equal. Stars of stage and screen, celebrities local, national and international wanted to be seen arriving by Britannia, at a time when ‘Liverpool – City of Challenge and Change’ was a rising star.

The visiting aircraft records I have, painstakingly compiled at the time by Phil Butler, for aircraft on scheduled services only list the first occasion an aircraft visits in the year, subsequent visits are ignored, unless for a one-off reason. Due to the way the records are highlighted, I can be certain that I have the first visit by any registration to Liverpool for that calendar year however subsequent visits, unless on diversion or ‘one-off’ charter, were at the whim of the record keeper. Even so, a fairly clear picture of operations can be traced here.

1964

While nearly all the 14 British Eagle Britannias first arrived at Liverpool on the London Heathrow schedule launched on 1st January 1964, it is known that also G-AOVA first called on weather diversion from London Heathrow on 14th January, and operated in from & out to Belfast. A week later, on 21st January it was the same aircraft G-AOVA from Belfast, again on diversion due to weather at Heathrow. I can find no other one-off charters or diversions recorded in the logs during 1964. Best way of showing the first visits by each British Eagle Britannia is in tabular format:

G-ANCF   fv   4th August ’64   Delivered January ’64, and into service post freighter modification July ‘64
G-ANCG        no visit         Although delivered February ’64, not into service post 
              freighter modification until November ‘64
G-AOVA   fv   14th January ‘64 Delivered 1st January ‘64, returned. 31.1.64, then re-delivered 25.4.64
G-AOVB   fv   2nd January ‘64  Delivered 15th October ‘63
G-AOVC   fv   20th May ‘64     Delivered 15th May ‘64
G-AOVE   fv   15th June ‘64    Delivered 6th June ‘64
G-AOVF   fv   09th March ‘64   Delivered 4th March ‘64
G-AOVG   fv   09th April ‘64   Delivered 3rd April ‘64
G-AOVH        did not visit    Lease from BOAC 6th November ‘64 until February ‘65
G-AOVM   fv   06th April ’64   Delivered 28th March ‘64
G-AOVN   fv   09th June ’64    Delivered 2nd June ‘64
G-AOVO   fv   26th January ’64 Delivered 17th January ‘64 & crashed into mountainside above Innsbruck 29.02.64 with 83 fatalities
G-AOVT   fv   1st January ’64  Delivered 13th September ‘63
G-ARKA   fv   3rd February ’64 Delivered 8th March ‘61
G-ARKB   fv   6th March ’64    Delivered 1st May ‘61
G-ASTF   fv   8th June ’64     Leased in 20th May ’64 from CPA, returned 15th October ‘64

The term ‘delivery’ can mean delivered already painted and straight into service, or delivered ready to enter conversion and major overhaul (as with G-ANCF and G-ANCG). Dates can vary slightly with source, indeed G-AOVG is often quoted in print as delivered 3rd April 1965!! It is interesting that so many Britannias appeared at Liverpool so very soon after entering service. G-AOVO was only with British Eagle for two months before being destroyed in a fatal crash in Austria, but did appear at Liverpool while in service. As G-AOVH was operated only 11.64 to 3.65 on lease from BOAC, at which time Britannias were not being operated into Liverpool, it never appeared here.

For the first 3 months of operation the Britannia service arrived from London at 0830 returning at 0955 and again from London 1730, returning 1855.

1965

Another problem with the sources available is that regular timetables and inclusive tour holiday flights have not been recorded. It appears though that for the winter 64/65 season, Viscounts were used on all the London Heathrow flights, as well as those to other destinations. First Britannia visits to Liverpool in 1965 were not until March. However from early April on some days of the week there would be two different Britannias using Liverpool. However, a June 1965 Airport timetable shows only one aircraft per day only weekdays (unless there was a regular aircraft swop somewhere) showing the only Liverpool Britannia flights as:

EG092 arriving from Heathrow at 1010, Monday to Friday only, departing as EG180 to Heathrow at 1800
(at weekends EG092 was a Viscount arriving 1025, and EG180 departing at 1800).

EG690, either a Viscount or Britannia, departing to Manchester and Ostend at 1100 on Sunday, Wednesday and Saturday, returning from Ostend and Manchester as EG691 at 1700.


Also twice weekly on: Liverpool-Birmingham-Palma (overnight Tues-Wed & Thu-Fri nights and Liverpool-Manchester-Rimini service (overnight Mon-Tues & Fri-Sat nights), both routes in June flown by Viscounts.

Same format, for a table listing all 17 British Eagle Britannias, fv = first visit, yr = first landing at Liverpool during the year.

G-ANCF   yr  30th April
G-ANCG   fv  13th May
G-AOVA   yr  05th April
G-AOVB   yr  20th May
G-AOVC   yr  18th May
G-AOVE   yr  05th May
G-AOVF   yr  20th May
G-AOVG   yr  18th May
G-AOVK   fv  15th June.   Delivered 31st May ‘65
G-AOVL   fv  29th June.   Delivered 30th April ‘65
G-AOVM   yr  1st April
G-AOVN   yr  1st April
G-AOVR   fv  14th May.    Delivered 22nd February ‘65
G-AOVS   fv  19th August. Delivered 17th August ‘65, returned 16.11.65 on lease from Lloyd
G-AOVT   yr  06th April
G-ARKA   yr  27th March
G-ARKB   yr  12th March

It would appear that again for winter 65/66 all Liverpool British Eagle flights were operated by Viscounts. However during that winter a few further diversions away from Heathrow. On the evening of 19th November G-AOVE arrived from Belfast and later continued onto Heathrow. On 14th December, G-AOVM arrived from Istanbul, and later continued onto London, while G-AOVE arrived from Glasgow and continued onto Heathrow the following day, 15th.

1966


It would appear that British Eagle winter 65/66 flights were again operated by Viscount aircraft until 1st April. However after that for a while, two different Britannias would be seen at Liverpool some days on scheduled and holiday flights. The jet age arrived for British Eagle, with the acquisition of BAC.1-11 aircraft, and they commenced operations on the London to Liverpool route from 18th July ’66 replacing some Britannia rotations. The list below shows the first visit of year to Liverpool by the Britannia fleet:

G-ANCF  yr  27th May
G-ANCG  yr  12th May
G-AOVA  yr  22nd January on diversion & 22nd April
G-AOVB  yr  13th April
G-AOVC  yr  12th April
G-AOVE  yr  1st April     Was withdrawn June ’66, and departed 30th November ‘66 as EC-BFK
G-AOVF  yr  7th April
G-AOVG  yr  27th January (see below) & 14th April
G-AOVK  yr  24th May
G-AOVL  yr  22nd January on diversion & 21st April
G-AOVM  yr  15th April
G-AOVN  yr  4th April
G-AOVR  yr  21st June    Was withdrawn and departed  17th October ’66 to Air Spain as EC-BFJ
G-AOVT  yr  4th April
G-ARKA  yr  14th April
G-ARKB  yr  25th April
G-ARXA  fv  12th May     Delivered 22nd April ‘66

On 22nd January, first Britannia movements of the year were due to two Heathrow weather diversions, with G-AOVA from Prestwick and G-AOVL from Glasgow; both departing later for their intended destination. On 27th January G-AOVG operated from & to Heathrow the logs though don’t state if on a passenger flight or training. The summer season, with Britannias on the London schedule and holiday flights commenced 1st April. Summer fog at Heathrow brought in another pair of diverted Britannias on 14th June, with G-ARKB arriving direct from New York John F Kennedy and G-ARXA from Gibraltar. Both left later in the day for Heathrow.

The new 7,500ft runway at Liverpool permitted aircraft to depart ‘heavy’ with full fuel tanks. Days before the first Aer Lingus Boeing 707 transatlantic jet charter, two British Eagle Britannia 312s departed transatlantic. On 26th July G-AOVG as EG191 positioned in from Heathrow, then departed to Gander en route to Toronto. Two days later G-AOVK as EG181 positioned in from Heathrow, then departed to Gander en route to New York John F Kennedy. Two weeks later, G-AOVN as EG192 returned from Toronto via Stephenville on 10th August, positioning on to Heathrow. It was again G-AOVN that operated the return leg of the New York charter, arriving via Gander on 12th August, and positioning out to Heathrow. A final, somewhat shorter charter, was operated by G-AOVM on 7th October routing in from Manchester and outbound to Shannon, returning the following day, 8th, by the reverse routing, with flight numbers EG1397/1398.

For summer 1966 there were 6 rotations on the London service Moday-Friday. 6 operated by Viscounts (2 via Chester). For the period 1st April to 30th June, the Britannia flights were EG724/725 arriving from London 0910, returning 0940; the evening rotation EG740/741, arriving 1810, departing 1840. Timetabled flight time of 45 minutes. Officially from 1st July these time slots changed to BAC.1-11 aircraft, the start later delayed to 18th July. Just Viscounts used at weekends.

1967

The big news regarding Britannia operations at Liverpool in 1967 was the opening at Liverpool of British Eagle’s maintenance centre for the type in an extended No.1 hangar at the Airport in mid-January. Here they conducted maintenance tasks and later converted two of the British Eagle Britannias into freighters with a large cargo fitted forward of the wing.

First Britannia to arrive for a check on the British Eagle engineering facility was G-AOVF arriving from Heathrow on 16th January, returning there on 2nd February. In its place G-ANCG arrived on 1st February. Unfortunately the logs don’t carry on regularly recording the Britannias arriving for maintenance. However one does stand out, so is recorded. G-AOVM, which had suffered an excursion at Istanbul into mud, with damage to nose, wings and engines on 8.12.66, arrived on 16th May direct from Istanbul following temporary on-site repairs, for a full strip-down and repair, during which time the opportunity was taken to install a large forward freight door. G-AOVM would be at Liverpool until February 1968 before work was completed. Following the landing accident which wrote-off G-ANCG at Manston in April ’67, the entire wing section was brought to Liverpool and No.1 hangar by road, presumably as a spares source for G-AOVM’s rebuild.

An effect of the maintenance activity is that it is much more difficult to decipher from the logs we have kept, what the aircraft were doing at Liverpool – passenger service or maintenance visit. A table of first visit of the year, for the BEIA Britannia fleet, then comments on some of the reasons for visiting.

G-ANCF  21st February on diversion, and again on 17th, 18th & 19th March
G-ANCG  1st February for maintenance.  Aircraft written-off in wheels-up landing at Manston 20.4.67
G-AOVA  27th March
G-AOVB  1st March & noted again 1st September
G-AOVC  14th March & from Brussels 12th October
G-AOVF  16th January for maintenance & noted again 1st August
G-AOVG  11th October on an outbound charter
G-AOVK  8th April
G-AOVL  17th August
G-AOVM  16th May for major repair, conversion and maintenance, completed February ‘68
G-AOVN  3rd June on diversion
G-AOVT  12th January on diversion
G-ARKA  15th February
G-ARKB  27th July
G-ARXA  14th April

First Britannia arrival of the year was on 12th January with G-AOVT arriving from Istanbul as EG3605 on diversion from Heathrow, to where it departed later in the day. It was the same aircraft was on 6th February, again arriving from Istanbul on weather diversion from Heathrow, to where it continued later. On 21st February it was the turn of G-ANCF to arrive from Istanbul on weather diversion, this time away from Edinburgh on EG1651, later departing for Heathrow. Summer fog at Heathrow caused two Britannias to divert to Liverpool on 3rd June with G-AOVN on EG1920 from Madrid and G-AOVB from Istanbul as EG190. Both aircraft later departed for Heathrow once conditions were clear. Further summer fog brought in another pair of Britannias on 25th August, with G-AOVB on EG535 from Istanbul and G-AOVN from Palma as EG929. While in the autumn, on 21st September G-AOVB on EG311 from Perpignan diverted in due fog at Heathrow, along with a BEIA BAC.1-11 G-ATPJ. On 12th October G-AOVC arrived from Brussels, reason not noted.

From the start of October the logs record a flow of Britannia flights from or to interesting destinations. The logs don’t record any matching domestic legs. Outbound to Istanbul (as presumably the first fuel stop on trooping flights to the Middle or Far East) were: G-AOVL on 9th October; G-AOVK on 10th October; G-AOVG departing on 11th having night stopped; G-AOVL on 12th October; G-AOVK on 13th October; G-AOVG on 14th October; G-AOVL on 15th October and G-AOVN on 16th October. Outbound trooping flights to West Germany (airfield code EDUG, (Gutersloh is EDUO though)) involved: G-ARKB and G-ARKA on 16th October; G-AOVG and G-ARKB on 17th; with G-ARKB on 18th and 19th October. Presumably as a fuel stop on the way north from East Africa, G-AOVK on 3rd November and G-AOVC arrived from Benina/Benghazi, Lybia. G-AOVB departed on a trooping flight to Akrotiri, Cyprus on 10th December. A few days later, on 12th, and G-AOVB was back on weather diversion away from Heathrow, arriving Liverpool inbound from Istanbul and later continuing on to its intended destination. On 15th DecemberG-ARXA arrived from code HLLE translated as El Adem, or, from another source an inbound trooping flight from Akrotiri (maybe only a fuel stop en route). Final British Eagle Britannia movement noted in the logs for 1967, on 18th December is G-AOVL inbound from Istanbul, due to a weather diversion from Heathrow, to where it later continued.

1968

In 1968, the pattern of notations in the logs seem to change. It would appear that no regular British Eagle schedules were operated by Britannia during the year, however aircraft are noted arriving more than just for the first time in the year. It would therefore appear that aircraft are noted as they arrived for maintenance at British Eagle’s facility in No.1 hangar. So to cover British Eagle’s Britannia operations in 1968, I’ll first of all list the fleet’s first visit of year and subsequently noted dates (unknown if inbound or outbound though), then record all other charter, trooping and diversion visits with details.

G-ANCF  did not visit Liverpool in 1968
G-AOVA  2nd May & on 26th October arrived from Alicante and parked-up at Liverpool 
G-AOVB  24th March on a charter, converted to Freighter at Heathrow, summer ’66.
G-AOVC  9th March on diversion; 18th April
G-AOVF  28th February arrived for conversion, air test 12th August, departed to Heathrow 15th August ‘68
G-AOVG  24th January; 19th April; 16th May; 19th July
G-AOVK  11th April; 4th June; 26th July
G-AOVL  26th January
G-AOVM  already here on repair/conversion, air test 14th February, departure not noted.
G-AOVN  20th April; 1st August & on 7th October arrived for winter storage
G-AOVT  25th April; 26th July.    Delivered to Monarch 18.8.68.
G-ARKA  19th April; 16th May & on 22nd October arrived from Heathrow for winter storage
G-ARKB  5th April; 26th May
G-ARXA  2nd April; 18th April; 27th June & on 23rd October  arrived from Heathrow for winter storage

It was not only British Eagle’s own aircraft that were overhauled at their Liverpool maintenance facility. Work undertaken for other Britannia users saw the arrival of G-ANCH on 14th February in full Transglobe colours from Wymeswold at the end of lease. Following overhaul, a C of A flight was flown on 4th June and a local on 17th July. On arrival at Liverpool it was strongly rumoured have been purchased by British Eagle, however when re-sprayed it appeared in the colourful scheme of owners Ghana Airways. After sitting around at Liverpool, rather getting in the way, it was ferried out to Luton on 25th September for operation with Monarch Airlines. Air Spain’s aircraft too came to Liverpool for maintenance. EC-BFK arrived on 23rd January from Gatwick for a Check 3, departing for Palma on 3rd April, meanwhile on 29th February EC-BFJ arrived from Gatwick for an engine change leaving for Las Palmas on 2nd March. The maintenance division at Liverpool undertook other third party work too, looking after Prince G-AMLZ (now preserved at Liverpool) on a major Check, 11th April to 1st August 1967 and a day visit on 24th May 1968 along with Vernair’s first Queen Air G-AVNG (it was only after British Eagle ceased operating that Vernair set up their own maintenance organisation).

The table above shows a number of movements for maintenance and Checks during the year. However in October the Britannia maintenance division at Liverpool was considerably downsized with many skilled technicians being given redundancy notice as a cost-cutting move within the company. This was followed by the major blow,with the announcement that the company ceased trading on 6th November 1968 and was being placed in the hands of an Official Receiver.

Operational visits by British Eagle’s own Britannias kicked-off with the arrival of G-AOVB on 13th February on a tomato charter from Las Palmas, leaving for Tenerife the following day. On 9th March, G-AOVC arrived direct from New York JFK on weather diversion from Heathrow, the aircraft later departing for Frankfurt. G-AOVB on 24th March arrived from Heathrow departing on a freight charter to Dakar Yoff, Senegal . G-AOVM fitted with a freight door at Liverpool earlier in the year, appeared on 24th April, positioning from Heathrow to operate a Fords motor components flight out to Brussels. Fog at Heathrow brought in 3 diverting Britannias on 15th June, with G-AOVA from Gerona, G-AOVK from Tunis and G-ARKA from Gerona. All later departed for Heathrow. With G-ANCH and G-AOVF at least also here with the maintenance division, that makes a record five Britannias on the ground at Liverpool together.

A couple of trooping flights next, with G-AOVL from & to Gutersloh on 8th July and G-AOVG inbound from Gutersloh on 19th July and likely staying at Liverpool for maintenance. Fog hit Heathrow again, this time only Britannia G-ARKA arrived at Liverpool, inbound from Rimini, later leaving for Heathrow. G-AOVN positioned in from Heathrow on 16th September to operate a ship’s crew charter outbound to Halifax, Nova Scotia on 17th. G-ARXA is noted outbound for Bilbao on 18th September. On 12th October the Royal Liverpool Philharmonic Orchestra left Liverpool on a European Tour. G-AOVK positioned in from Heathrow on 12th October to take them out to Stuttgart, and returned them from Amsterdam on 25th October. A series of tomato charters operated during October, bringing in G-AOVA on 17th, 19th and back again from Alicante 22nd, night stopping to return there 23rd and back to Liverpool on 26th where she entered into winter storage. G-AOVG visited possibly from & to Heathrow on 24th October. Further tomato flights employed G-AOVL on 26th, 27th with G-AOVM twice on 31st October then once on each of 1st and 2nd November. The last British Eagle Briannia movements at Liverpool Airport.

At the time that British Eagle ceased trading on 6th November 1968, there were four Britannias at Liverpool: G-AOVA, G-AOVN, G-ARKA and G-ARXA (along with a BAC.1-11 and two Viscounts). On another thread there is much about attempts to restart British Eagle Liverpool and start-up Phoenix Airways derbosoft.proboards.com/thread/3839

1969 & 1970

It took a while for many of British Eagle’s fleet of Britannias to filter onto the ‘used aircraft’ market. Of the 4 Britannias parked at Liverpool at the time of the company’s collapse, the first to depart was G-ARKA ferried to Luton on 27th February as prepared for delivery to Tellair of Switzerland as HB-ITF. Next away was G-AOVA ferried to Lasham 25th March to be prepared for delivery to Caledonian, indeed this aircraft was the only one of the four to visit Liverpool again in service with its new operator. Third to leave was G-AOVN ferried to Luton 20th August on delivery to Monarch Airlines. The fourth and final former British Eagle Britannia G-ARXA remained in storage at Liverpool througout 1969.

Amazingly on 16th March, 1970 former British Eagle Britannia G-ARXA was removed from 16 months of storage and departed on its final flight to Luton for immediate scrapping and spares recovery for Monarch Airlines. The last of the 4 former BEIA aircraft stored here after the airline’s collapse to leave, this one was re-claimed by owners El Al on BEIA’s failure, rather than sold-on by the Official Receiver, and the only one not to continue flying after departure.

The top illustration is a used baggage tag , the illustration above is an unused sticker, same size and shape as that shown as a header to this article.

[johnoakes]

Truly splendid--would love to have an airline based again.
There will never be anything like Eagle.RIP

[viscount]

In support of my article on British Eagle's Britannias at Liverpool, Eric Tarrant, a member of this forum and British Eagle's Archivist has forwarded this short piece that was originally in the British Eagle internal newsletter at the time G-AOVM was nearing the completion of both repair and freighter conversion at the Liverpool Maintenance Section.

This is the only photograph I've seen taken inside No.1 at the time of British Eagle's tenancy - does anyone else out there have photos, no matter how poor, taken inside No.1 1964-1968?

Certainly a very complex job. The stripped fuselage, with the pressure bulkhead visible does not really look like an aircraft at all! Interesting stuff. Article is considered copyright of 'Eagle Group of Companies Archive', to whom thanks are due.



Britannia G-AOVM 'Team Spirit' after freight door modification at Liverpool. A Phil Butler photo dated 24th April 1968.

[viscount]

POSTSCRIPT: AFTER NOVEMBER 1968

The presence of this night stopping Beaver AL.1 XP807 shows this photo of G-ARKA 'Good Fortune' outside the firmly shut side door to No.1 hangar to be on 9th October 1968, the day after the announcement of the day before!

The fact that at the time of the demise of British Eagle there were 7 of the fleet at Liverpool on the evening of 8th November 1968 has been mentioned a few posts earlier, along with the aircraft involved. Although I have many photos of fleet while active, a few sad images of the aircraft at Liverpool while waiting for disposal by the receivers.







Initially, two of the Britannias G-AOVN 'Prospect' and G-ARXA 'Liberty' were towed down to sit on disused hard hardstanding and taxi way at the end of the 1958 closed runway 22 threshold. All three images dated November 1968.





They were moved around as this slightly over-exposed shot in bright winter winter sunshine on 21st December 1968 shows G-AOVN 'Prospect' and the tail of another on the Western apron. The b&w is not dated, but very likely on the same day, different camera.



Although dated November 1967, I feel this shot of a weather-worn, forlorn G-AOVN is more likely November 1968 or later.

I seem to recall one of the Britannia sat on a finger apron during 1969 with the white tail motif painted out in black paint. But no image to prove it!

[thetexpat]

Viscount,

Being a former 'member' of the BRITISH EAGLE team at Speke, I am amazed, and very grateful, for your diligence, patience, and the attention to detail that you provide!
I'm sure I speak on behalf of all other former 'members' when I say "Thank You Very Much"! (or is it "Ta muchly!"?)

Earlier in this thread 'Viscount' referred to "... went the jobs of over 2,300 people ... ". Fortunately, several of us changed our allegiance and I followed Bill Hodgson & Don Peacock to Boomtown Int'l (Luton!) with the creation of 'The Kerosene-Driven Banana Company' aka Monarch Airlines!

Monarch obtained several former BRITISH EAGLE Britannias for various uses from full commercial service to being torn apart for spares.

I took the following pics, unfortunately not great quality, at Luton:


The 'mortal' remains of G-ARXA (or announced to the passengers "Due to technical reasons, we have an indefinite delay!")


G-ARKA in Tellair colours & G-ANCH, of Monarch, behind.


G-ARKA of Tellair (somewhat Monarch-ish colours!).


G-AOVG & another unidentified Brit (any ideas?).

Cheers, Graham. "thetexpat"