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Post by Deleted on Dec 8, 2009 19:19:01 GMT 1
A few more from days gone by...   I'm not sure about the reg on this one, but it looks like G-AGPV.  This one is much easier to read!  N552W?  Here's a much better one of G-AMBE. I can't remember why the door was on the starboard side of this aircraft!  The ill-fated 'Oscar Lima' visiting during its' days with BEA  This C-47 (0-315204?)was a very regular visitor as I recall.  At first I wasn't sure whether this was taken at Speke or not, but a careful check of the background confirmed it was. It must have been parked outside Starways' hangar. No other details I'm afraid.  The early days of Cambrian's operations into Speke.  |
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Post by viscount on Dec 8, 2009 21:26:58 GMT 1
More interesting photos, many a little earlier than my information which commences 1960. However, despite the passage of 60 years some can be tied down to a particular date!
G-AIBB DH.89 Dragon Rapide. Luton Airways operated this aircraft 5.58 until they ceased trading around 12.59. No mention that I can find of a visit by this aircraft in the early MGAE magazines.
190 P.56 Provost Mk.53. Irish Air Corps, pictured at Speke on delivery 13th April 1960 from Percival at Luton to the IAC at Baldonnel.
G-AGPV B.170 Freighter. Only visits I've located for this aircraft was with Skycraft Services, from Southend 10th October 1959, onward to Dublin the next day. Also 10th January 1960, Dublin-Biggin Hill. Only operated by Dublin based Skycraft from November 1959 to January 1960. The aircraft went on to operate with Air Condor from 2.60, then Trans European Airways from 11.60, used by North South July 1961 only, eventually wfu at Coventry 7.63.
LN-FOK V.779D Viscount. Fred Olsen Airlines were frequent in Speke with C-46 Commandos. However their Viscounts were not infrequent visitors for a while. LN-FOK certainly visited 6/4, 30/4, 2/5, 14/5, 25/5/60, 14/5/61 & 1/7/61 at least. LN-FOK operated by Oslen's 8/57-12/57 & 4/60-1/62. With the orange and white striped runway control wagon on the threshold to 19, I would assume a 1960 date for this visit.
N5521V Douglas C-54. Seven Seas Airlines, operated a ships crew charter from Athens, out to Amsterdam 1st May 1960, individual aircraft name "Mediterranean Sea". N5519V "Indian Ocean" called 23.4.60 Amsterdam-Oslo and 29.9.60 Valley-Luxembourg. Seven Seas operated N5521V from 7.59 until 2.61.
0-315204 Douglas C-47A, USAF, was noted in the magazines at Speke performing Decca approaches 19.3.59, and arriving from Burtonwood 30.4.59. Did not call at Liverpool in either 1960 or 1961.
G-ASCS Grummard Mallard, operated by the Ferranti group of companies and a frequent visitor to Liverpool for a period in the 60s. Operated by Ferranti's summer '62 through to late 1967. I've recently seen a Don Steven's photo of 'CS sat in the same position between Starways big hangar and the 08 taxiway.
G-AORJ DH.114 Heron. Cambrian operated this aircraft 7/56 through 'til 1/59.
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Post by viscount on Dec 9, 2009 14:40:05 GMT 1
Garstonboy,
Another ICAO code mystery when researching the above. The Bristol Freighter departed in January 1960 to EGLI in PHB's written records, but to Biggin Hill in the MGAE magazine typed entry. Biggin Hill now being EGKB. Clearly there was a change in some codes very early Sixties.
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Post by Deleted on Dec 9, 2009 23:27:57 GMT 1
Curiouser and curiouser.  In the days when I had to worry about these, which was until the late 60s, I don't recall there being any changes, but I couldn't swear to that. Strange how Speke stayed as EGGP and Ringway as EGCC, but as I mentioned, at some point Ronaldsway changed from EGGS, but as far as I can remember (and it was a long time ago!), it was still EGGS when I left Cambrian in 1969. I'm away for a few days, but I've got someone working on it, and hopefully I'll have an answer when I'm back. My oldest ICAO code book goes to '82, but even before then there had obviously been additions and changes - we shall see. |
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Post by viscount on Dec 12, 2009 23:10:23 GMT 1
Before the photo posted by Garstonboy, I knew nothing of Seven Seas Airlines, or that they had visited Speke three times during 1960.
In April 1964 the MSAE 'Flypast' featured a half page history of the airline. The researcher is not credited, however the article could well have been penned by the then editor, one Phil Butler.
SETTING THE SCENE
Bear in mind, that airlines were operated in a somewhat different commercial climate than applies today. There was far greater freedom from bureaucracy - particularly in certain parts of the world. Remember this was the days before global communications, indeed only just after the first functioning, albeit briefly, satellite! While there were several very nasty civil wars being fought, in which the United Nations had a peacekeeping role, local wars (eg Congo, Biafra, Bangladesh) did not spill out to affect civilians worldwide through terrorism in the way they do today, or indeed through our black and white tv sets into our homes.
Civil war 'rebels' often used mercenaries to organise their forces and the lessons of the Second World War in relation to air superiority being a pre-requisite to land victory were still freshly learned. Therefore these forces did their best to acquire arms and aircraft despite UN embargos. There was money to be made, especially for failing oufits, although the risks were great.
SEVEN SEAS AIRLINES
This company was formed in the USA in 1959 and commenced operations the same year from its European base at Amsterdam with two Douglas DC-4's. In late 1959 its European base at Amsterdam was transferred to Luxembourg.
Seven Seas specialialised in ships' crew charters, particularly to the Far East, also immigrant charters to Australia. In 1960 a Curtiss C-46 and another DC-4 were acquired, also the company obtained a contract from the United Nations Organisation to work in the Belgian Congo. However, in February 1961 Seven Seas bought a Boeing YC-97A Stratofreighter, N9640C, from the De Long Construction Company, which had used the aircraft the previous year to carry oil-drilling equipment to Adadan. This aircraft was flown to Katanga with three Fouga Magister jet trainers inside. The Stratofreighter also later being seen in Katangese Air Force markings.
1961 was to be an ominous year for Seven Seas, because on March 22nd DC-4 N5519V crashed at Nagpur, India. While in April the company lost the United Nations contract - this being an aftermath to supplying the Magisters and other arms to Katanga.
In November 1961 Seven Seas Airlines was declared bankrupt and operations ceased. YC-97 N9540C was acquired by the Standard Oil Company in settlement of debts when Seven Seas was liquidated. The three remaining DC-4s and the sole C-46 were sold.
FLEET LIST
N5519V Douglas C-54A C/no.10347 ex 42-72242, N88784, VH-ANG . "Indian Ocean", crashed 22.3.61 Nagpur, India
N5521V Douglas C-54A C/no.3077 ex 41-37286, VP-CBE, CY-ACB, VH-INY. "Mediterranean Sea"
N90421 Douglas C-54B C/no.18394 ex 43-17194 "China Sea"
N30048 Douglas C-54B C/no.18384 ex 43-17184. Became OO-DEP.
N9841F Curtiss C-46A C/no.26812 ex 42-3679 "Baltic Sea". Sold to A.W.Schwimmer (Israel Aircraft Industries), retained N9841F
N9540C Boeing YC-97A ex 45-59591.
N9738C Boeing YC-97 ex ....... . Equipped for fire-fighting.
COMMENT
Current day reference books (TAHS 'Piston engined Airliner Production Lists, Roach & Eastwood, 2007) show the Israeli connection with the C-46A as being before Seven Seas used it. It went on to serve several Caribbean operators before ending its days at Bogota in the mid-90s.
The article gives two different subsequent owners for one YC-97 and none for the other. Possible typing error in the orignal ? Unfortunately I don't have a detailed production list for the C-97 to sort out a corrected version, although a list via 'AirNet' provide civilian detail for only two YC-97s: C/no 15712 ex 45-59587 to N9538C, HP-376 & bu; while C/no.15716 ex 45-59591 to N9540C & bu, does not greatly help.
Of the DC-4s, N5521V went on to serve with airlines in Panama, Nigeria and around the Caribbean, before ending its days at Phnom Penh, Cambodia in the mid 70s. N30084 went on to Belgian International Air Services and leased to the United Nations before shot down by rebels on take-off Stanleyville, Republic of Congo 29.11.64. N90421 went on to serve in Panama and Antilles, before wfu and bu Fort Lauderdale in '68.
A little information certainly adds background colour to Garstonboy's black and white photo.
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Post by thetexpat on Dec 13, 2009 0:48:13 GMT 1
Quote:
Another ICAO code mystery when researching the above. The Bristol Freighter departed in January 1960 to EGLI in PHB's written records, but to Biggin Hill in the MGAE magazine typed entry. Biggin Hill now being EGKB. Clearly there was a change in some codes very early Sixties.Methinks that EGLI may have stood for London International which then begs the question: Croydon ( aka EGCR) or the old Hounslow that consisted of luxurious tents and Nissen huts? Probably the latter though still open to conjecture !
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Post by viscount on Dec 13, 2009 2:06:52 GMT 1
There is no logical order or reason to the ICAO British Airfield codes. While there is some zoning by region eg EGH* (south), EGK* (south east), EGX* (military), EGP* (Scotland) there are many exceptions. Where a code makes some logical sense, I think it more coincidence than good planning (as it is in the USA where many codes are logical eg KJFK, KBOS etc).
A hole in your argument is that pre 1960, when EGLI, Biggin Hill would not have had the title 'London International'. Indeed Heathrow was known by the title 'London Air Port '(LAP) - as it was the only airport truly serving the capital until Gatwick was fully constructed! It is only in much more recent times that London has grown as the city prefix by Luton, Stansted, Biggin Hill and now Manston (Kent International), Southend and this year even Oxford/Kidlington!!
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phb
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Post by phb on Dec 13, 2009 12:44:43 GMT 1
To add to Brian's explanation of the codes: The civilian airfield codes arise from the time when all message communications (flight plans etc.) between airfields & Air Traffic Control Centres was by teleprinter. The 'Aeronautical Fixed Telecommunications Network' (AFTN) was linked to main airports, such as Heathrow, EGLL. Smaller airfields near EGLL then had codes EGL-. Similarly EGKK, Gatwick, had links to the EGK- group such as EGKB Biggin Hill. Liverpool was
one of the exceptions, being linked via the Northern Division headquarters in Sefton Park,
which covered EGGP (Speke), EGGR (Blackpool), EGGS (Ronaldsway) etc. The Scottish airfields were mostly EGP- codes (the 'P' probably Prestwick), many Northern Division smaller airfields having EGN- codes. The military codes started off being grouped into lists for each of the original five military ATC Centres. These codes are still in use, but the five military ATCCs have long gone.
PHB
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Post by viscount on Dec 13, 2009 15:55:48 GMT 1
Thanks Phil for putting the airport code allocation into historical perspective and explaining how the changes under debate came about.
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Post by denim402 on Feb 9, 2010 17:04:27 GMT 1
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Post by Deleted on Mar 4, 2010 17:12:44 GMT 1
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Post by johnoakes on Mar 4, 2010 18:33:19 GMT 1
 truly fabulous --can't wait for the next instalment
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phb
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Post by phb on Mar 4, 2010 21:26:32 GMT 1
Re G-APKJ, this was Vickers-owned. It was doing flights over the Irish Sea to calibrate the radars of a Chilean destroyer that had been built at Barrow (by Vickers) and was doing trials before sailing to Chile; 'PKJ landed at Speke to refuel. Date was 12.04.60. The Transair Viscount was (I think) G-AOXU on 18.8.59, although there were probably other visits. PHB
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Post by viscount on Mar 4, 2010 23:38:41 GMT 1
Oh how I relish a challenge! Mind you I've enjoyed a little digging to provide a caption to these charming images at Speke, rescued from oblivion by Garstonboy and Beemer.
G-APAT This Vickers Viking was one of three operated by boldly (for the time) titled Orion. G-APAT was operated 4.59 until the airline ceased operations 11.60. Did not visit Liverpool in 1960, and I cannot in the enthusiast magazines of late 1959 find any mention of a visit - so no posible dates for this one, unless PHB finds one.
G-AMNR Someone will have to provide an operator for the minimal airline colours in the first photo. The aircraft was operated by Continental 1.60 until the airline ceased operations 10.60. G-AMNR called at Speke just the once in 1960, on 8.6.60 f&t Southend, at which time it was noted to be in the airline's new colour scheme.
G-AMNX Nice to see an Eagle Viking at Speke, so the slight case of camera shake hardly matters. The aircraft served with Eagle 8.55 until wfu 10.61. I've traced two visits, 30.7.58 f&t Lyneham and a more likely candidate visit for the shot, 5.5.60 f&t Heathrow.
LN-PAS Braathens SAFE was a frequently seen operator during the late 50s/early 60s. This C-47 was a fairly regular visitor in the early 60s.
LN-IAS Fred Olsen appeared regularly at Liverpool for a period - and have already featured earlier in this thread. LN-IAS appeared at Liverpool 1957, 1958, 1959 and into 1960 the last visits being 13.3.59, 5, 10 & 11.4.59, 17.3.60 Christiansund-Amsterdam and 9.6.60 Rhoose (Cardiff)-Stavanger. Many visits by the airline were on ship crew change charters.
LN-LMB A Max Holste MH.260 (also known as Nord 260 and the forerunner of the more successful Nord 262 commuter-liner). Wideroe visited a number of times during 1963, with traced visits on 6.4.63 Stavanger-Southend, 15.7 f&t Torp and 25.10 Stavanger-Cardiff. Sister ship LN-LME called 11.10.63 Southend-Fornebu.
44-34763 a Douglas B-26B Invader (having been redesignated in 1948 from A-26). This aircraft of the French Air Force, with call-sign F-ZJNX, visited on 6.1.60 routing f&t Bretigny, on weather diversion from Warton. This was not the only B-26 to visit during the Sixties, as civilianised VIP transport N400E called during 1968.
G-AOBN a Douglas C-53D of Silver City, serving with them from 4.55 until transfer to newly formed British United (Channel Island) Airways 11.62. This same aircraft is fondly remembered by many former MAS members who flew on one of two Society charters when later operated by Air Anglia. One traced visit during its Silver City days was on 30.4.59 from Rochester. Interestingly this is the same date as offered for a visit by C-47 0-315204 - see posts # 15 and 16.
Viscount According to British Independent Airlines, Transair operated 5 Viscounts. Two series 700 G-AODG and G-AODH, both from 2.59, and three series 800 G-AOXU and G-AOXV from 9.57 and G-APKG from 4.58. All were in service on merger into BUA 7.60. I've studied the photo but cannot decide if it is of a series 700 or 800 (slight difference in fuselage length, but more noticably a bulge in the forward engine cowling), although fancy it is a series 800, so it could well be G-AOXU on 18.8.59, called twice, Gatwick to Dyce (Inverness) and return. None of the Transair Viscounts called in 1960.
G-APKJ Possibly the most interesting shot in this posting. The magazines of the time did not include the detail that PHB has already posted. V.744 Viscount G-APKJ operated by Vickers-Armstrong called on 12.4.60 Gatwick-Wisley and 26.4.60 f&t Wisley. The 'Northern Aeronews' of the time simply stated that the visits were due to "radar trials".
G-APKJ first flew 12.5.55 at Hurn as N7402 and leased to Capital A/L for training, ceremonially handed over 17.5.55. Returned to the UK via Shannon 3.2.58. Now registered GAPKJ to Vickers Armstrong (Aircraft) Ltd, it was rebuilt, intended for LAV as YV-C-ANJ, but never delivered. British C of A awarded 26.7.58. Re-regd 23.6.60 to Vickers (Aviation) Ltd prior to lease to All Nippon Airways 30.6.60, retaining its UK regn. Written off Itama, 12.6.61 with total time 9,353 hours and 6,693 landings.
G-APVV This aircraft performed the first visit of type by a Mooney M.20A on 3.8.60 when routed Panshangar to Isle of Man, but the aircraft has visited again since. This airframe still exists, currently in store with the Newark Air Museum.
I hope this research provides information to put the images provided into context. I can't wait for the next batch.
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Post by Deleted on Mar 4, 2010 23:44:44 GMT 1
Re G-APKJ, this was Vickers-owned. It was doing flights over the Irish Sea to calibrate the radars of a Chilean destroyer that had been built at Barrow (by Vickers) and was doing trials before sailing to Chile; 'PKJ landed at Speke to refuel. Date was 12.04.60. The Transair Viscount was (I think) G-AOXU on 18.8.59, although there were probably other visits. PHB Thanks phb. I did a bit more digging on 'PKJ, and it seems that it was written off in Japan when flying for All-Nippon Airways, but wearing a British registration aviation-safety.net/database/record.php?id=19610612-2A pretty unique set of circumstances I would imagine, since according to G-INFO, it was still owned by Vickers at the time. |
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In the days when I had to worry about these, which was until the late 60s, I don't recall there being any changes, but I couldn't swear to that.
