Liverpool Based operators, 1940s & 1950s

[viscount]

Liverpool/Speke based Operators in the '40s and '50s.

This thread is about operators at Liverpool that have faded into the folds of history. They flew at time when the world of aviation, indeed business, was very different from today's world.

Wright, Dragon, Skytravel, Steiner's and Airmotive existed at a time when commerical aviation was tightly legislated, breaking out of small-time activities into carrying passengers on regular scheduled routes was regulated to prevent any real competition to the nationalised carrier, B.E.A. Many entrepaneur pilots had a go, few made it last for more than a few years though. At Liverpool, the success story from this era was Starways, but that is another story.

On this thread:

Wright Aviation, 1946 - 1953 (below & reply #5)
Dragon Airways, 1951/1954 - 1957 (reply #1)
Skytravel, 1946 - 1947 (reply # 7)
Wirral Airways, 1947-1950 (reply #21 on page 2))
Steiners Air & Travel services, 1946 - 1947 (reply #8)
Airmotive (Liverpool), 1950 - 1952 (reply #9)
North West Air Services, 1957 - 1961 (reply #10)
Federated Air Transport, 1954 - 1961 (reply # 13 & 14)

I make no apologies for 'lifting' these straight out of the original 'British Independent Airlines since 1946' by Tony Merton-Jones, published jointly by TAHS & MAS in 1976. I last published this in 'EGGP' in November 1986. This history edited slightly when the Flying School researched further (see link).

WRIGHT AVIATION, 1946 - 1953[/center]

Wright Aviation was registered as an airline on 21st October 1946 by Sqdn Ldr G.C.Wright and Mr. J.P.Hodgson. Both of the company's founders became Wright's first directors, and the company's initial share capital amounted to £30,000. Operations from Hooton Park began immediately when Wright took delivery of an Auster Autocrat the same month, this aircraft being used for flying training and light charter work. Further Austers were acquired, and in addition to being flown by Wright Aviation, these aircraft were used by Wirral Aero and Gliding Club, based at Hooton Park, Wirral. Sqdn Ldr Wright was Chief Flying Instructor and the Chairman of the Wirral Aero and Gliding Club, being well qualified as he had spent most of the War years as an instructor at the Central Flying School.

Wright Aviation undertook pleasure flying with the Austers, and during August 1947 no fewer than 300 people were given joy rides by the company at a local horse show. During the time when operating from Hooton Park, Austers purchased were G-AIBZ, G-AIGP, G-AIKB, G-AIGV, G-AIPH and Hawk Trainer G-AIZL. Other work completed by Wright at this time included the photographing of a new Cunard passenger liner, the SS Media, as it sailed up the Mersey into Liverpool. To increase the company's charter activities, a Percival Proctor was acquired by a Club member in March 1948 and used by Wright's, one of this aircraft's major occupations was the operation of Territorial Army co-operation flights from Hooton Park and Liverpool.

Late in 1949, Wright Aviation assisted in the formation of the Liverpool Flying Club at Speke Airport. Sqdn Ldr Wright became the Chairman of this Club, while Cpt G.A.Ford, formerly assistant senior pilot of the B.E.A. Helicopter Unit, became the Chief Flying Instructor and General Manager. The official opening of the Club took place on 5th November 1949 at Speke, and Wright's Austers formed the basis of the Club's flying training fleet. During the spring of 1950, the Proctor operated charter flights to Cardiff, Rearsby and Woodford. Later in the year Wright Aviation closed its base at Hooton Park and transferred all operations to Speke Airport.

For more on Wright's Liverpool Flying School operations and aircraft, see the entry on: www.derbosoft.proboards.com/index.cgi?board=history&action=display&thread=6920

During 1952, Wright Aviation completed over 5,000 flying hours while engaged on charter work, club flying and Terrtorial Army Co-operation flying. During the year twins were acquired, the Dragon Rapide and Miles Gemini being used almost entirely on charter and Territorial Army Co-operation flying. Sqdn Ldr G.C.Wright was still the Company Chairman and Managing Director, while H.C.Watson was the Chief Engineer, Captain P.Bell the Chief Pilot and Eric Minshaw the Company Secretary. A second Dragon Rapide was acquired on lease from Starways for brief periods during 1953, and in the summer Wright Aviation entered into an agreement with the Federated Fruit Company whereby Wright would operate a fleet of aircraft on Federated's behalf. However, before this agreement could be concluded other matters had intervened. Wright Aviation was by now operating on borrowed money, when the financial backer, Donald Tod call-in the loan, Wright's was placed into receivership. Donald Tod was already of a director of Dragon Airways, so many of the assets were transferred to Dragon Airways. Wright Aviation ceased operations by the early November 1953, and the operation of Liverpool Flying Club was transferred to Dragon Airways.

Fleet List

G-AHPT  DH.89A Dragon Rapide   5.52  in service when operations ceased 11.53, to Dragon Airways
G-AIAA  P.44 Proctor V         3.48  operated on loan from T.Wayman-Hales
G-AIBB  DH.89A Dragon Rapide   -.53   leased from Starways for brief periods during 1953
G-AKEM  Miles M.65 Gemini 1A   3.52  in service when operations ceased 11.53, to Dragon Airways
Also singles (see link to Flying School for much more):
Austers (various marks): G-AGVI, G-AHAK, G-AIBZ, G-AIGP, G-AIGV, G-AIKB, G-AIPH.
Miles Hawk Trainer 3:  G-AIZL, G-AKRM, G-ALOG. 

[/size]

[viscount]

Dragon Airways, a Liverpool based airline

Again I make no apology for 'lifting' the account of this Liverpool based operator from Tony Merton-Jones' 'British Independent Airlines since 1946' published jointly by TAHS and MAS in 1976. I last repeated this in MAS 'EGGP' October 1986, here amended slightly when the Flying Club operation was further researched. I have added section titles to help readability.

DRAGON AIRWAYS, 1953 - 1957

Shortly after the end of the War, the Butlins Holiday Camp group started pleasure flights at many of its holiday camps around the country. However, by 1952 this activity had ceased or been handed over to private charter companies. One of these companies was Dragon Airways, small Welsh charter company founded early in 1953 to operate pleasure flights from the Butlins Holiday camp airfield at Broomhall, near Pwllheli in North Wales. These joy-riding operations commenced in June 1953 with a Dragon Rapide leased from Murray Chown Aviation. However, this aircraft was lost in an accident at Pwllheli in July 1953 while operating a pleasure flight, and operations temporily suspended. Charter operations were resumed on 10th September 1953 when Dragon Airways took delivery of its own Dragon Rapide, G-AKOB, which during the following winter was used on a number of ad-hoc passenger and freight charter flights.

Move to Liverpool, Speke

On 16th January 1954, Dragon Airways was registered as an airline company by Captain Maurice A.Guinane of Pwllheli, Mr Donald H.Tod of Liverpool and Mr Harold R.Bamberg (at that time also the Managing Director of Eagle Airways). At this time the company moved its base to Liverpool Airport and took over the operation of the Liverpool Flying Club, which was flying a mixed fleet of Austers and Miles Hawk Trainer. From Wright Aviation in January 1954 a Dragon Rapide and Miles Gemini were added to the single Dragon Rapide already operated. The company operations revolved around pleasure flights, air taxi work and also some flying training. In May 1954, Dragon Airways applied to the A.T.A.C. for permission to operate seasonal scheduled services from Liverpool and Manchester to Pwllheli using Dragon Rapide, Gemini and Auster aircraft initially, and later with Twin Pioneer aircraft. Approval for the operation was quickly received, and in June the airline applied for permission to link Liverpool with Glasgow/Renfrew using Dragon Rapides. The service to Pwllheli was operated occasionally during the summer of 1954, but wether this service was operated to any timetable is not known. From Pwllheli, Dragon Airways once again undertook a season of pleasure flying carrying Butlins' holidaymakers aloft for perhaps their first flight.

Pleasure flying was also carried out at Liverpool Airport, and Dragon Airways' Dragon Rapides became regular visitors to air displays undertaking pleasure flying. Territorial Army Co-operation flights were also part of Dragon's 1954 programme - these services had been inherited from Wright Aviation who had passed on responsibility for operation of the Liverpool Flying Club. Dragon Airways also carried out a great deal of Air Ministry contract work, which provided the airline with a welcome source of income during the lean winter months. For much more on the operation of the Liverpool Flying Club see elsewhere on this forum: www.derbosoft.proboards.com/index.cgi?board=history&action=display&thread=6920 post #2

Summer 1955

By the summer of 1955, Captain C.E.S.Minshaw had been appointed the company's Chief Pilot, while Mr D.H.Tod became Chairman and Captain M.A.Guinane became Managing Director. The service to Glasgow was approved by A.T.A.C. and Dragon Airways also received blessing for services from Stoke-on-Trent to the Channel Islands and to the Isle of Man.

With the award of these important route licences, it became obvious that the faithful, but aging Dragon Rapide would be unsuitable. Thus, the airline ordered two de Havilland Herons, the first entering service with Dragon in May 1955. Early in June, one of these Herons opened the scheduled services from Stoke to Jersey and the Isle of Man, which were flown throughout the summer from the airfield at Meir. Then on Tuesday 28th June, also using the DH Heron, the company inaugurated its Liverpool to Renfrew service, which was subsequently flown throughout the year. However, these services were insufficient to fully utilise the fleet of Herons, so Dragon looked around for further work for these aircraft. At the same time, Hunting Clan was finding it difficult to its Dakotas and Vikings on some of its scheduled services from Newcastle. Therefore it was agreed that Dragon Airways would take-over some of these services in June 1955. Consequently, Dragon's Herons flew the routes from Newcastle to Glasgow and Manchester, and international services from Newcastle to Copenhagen (once weekly) and Hamburg (twice weekly). This work provided Dragon Airways with 56 flying hours per week for the Heron fleet.

In July 1955, Dragon Airways applied to the A.T.A.C. for permission to operate a scheduled service between Liverpool and Paris/Le Bourget at a frequency of one or two services weekly. However, this service was not opened immediately.

Take-over and move of operating base

On 1st November 1955, Dragon Airways moved its operating base from Liverpool to Newcastle. At the same time, the Airline was bought out by Hunting-Clan, the Elder Demster and Tyne-Tees Steam Shipping Company airline. This take-over resulted in Dragon taking over the entire Hunting-Clan northern scheduled service network based on Newcastle. Dragon's resources were then reorganised and strengthened, and although the fleet of Herons was retained, the airline was able to use Hunting-Clan's higher capacity aircraft when the loads were heavy.

Summer 1956

For the summer season of 1956, a Vickers Viking was bought from Field Aircraft Services, this aircraft entered service with Dragon early in June 1956 on the routes from Newcastle to Paris via Liverpool (flown twice weekly), Bergen (flown once weekly, on Saturdays), Belfast (once weekly by Viking, twice by Heron) and London (once each weekday by Viking and twice each weekday by Heron). In addition, the Herons flew a daily service from Newcastle to Amsterdam and Dusseldorf, but the Heron service from Liverpool to Glasgow had now been suspended.

Towards the end of the summer season, Dragon cut may of its schedules - the Newcastle to London service became a once daily Heron flight, while the services to Bergen and Paris were suspended altogether at the end of September 1956. All the winter schedules were flown by the Herons, with the Viking kept in reserve. At the same time as the Airline was suspending and pruning away many of its services, it did apply to the A.T.A.C. for permission to open a scheduled service from Newcastle to Dublin and from London to Cork/Farmers Cross. However, these services were never opened and with mounting losses on most of the scheduled services, Dragon Airways was taken over by the British Aviation Services Group in February 1957. Dragon Airways thus became part of Silver City Airways' Northern Division - and so the name of Dragon Airways disappeared.

Dragon Airways Fleet:

G-AHPT DH.89A Dragon Rapide    1.54  "Peter Tare", sold 2.56
G-AIYP  DH.89A Dragon Rapide   6.53  leased, written-off Pwllheli 5.7.53
G-AKEM  Miles M.65 Gemini 1A   1.54  in service on take-over 2.57
G-AKOB  DH.89A Dragon Rapide   9.53  "Oboe Baker", sold 11.55
G-ANCI  DH.114 Heron 1B        6.55  "The Commander", in service on take-over 2.57
G-ANYJ  DH.114 Heron 2         5.55  "The Conqueror", in service on take-over 2.57
G-AOCH  Vickers V.621 Viking   6.56  in service on take-over 2.57
G-AODY  DH.114 Heron 2        12.55  "The Centurion", in service on take-over 2.57
Also a fleet of Auster and Hawk Trainer 3 aircraft in service with Liverpool Flying Club. 

Interesting to reflect that this pattern of an airline moving in to Liverpool, developing routes from Liverpool, then being taken over and moving away before running down Liverpool operations, has been repeated a number of times - read the Genair story and the comparison is easy to make, although clearly the detail is different.

[phb]

Brian, A few minor amendments -
For Wright Aviation - they also had several Miles Magisters, used for Air Cadet Flying Scholarship training. The Proctor G-AIAA was never owned by Wright Aviation; it was owned
by T. Wayman-Hales, although it was used for occasional charters and Army Co-Operation
flying by Wright Aviation, being maintained by them. The H.C. Watson (Chief Engineer) was
later with Federated Fruit (where he was Chief Pilot & Chief Engineer).

For Dragon, the correct name of G-AHPT was 'Peter Tare', from the phonetic alphabet in use at that time, (predating 'Papa Tango').

PHB

[viscount]

Phil,
Many thanks. At the time of your reply I was fishing around in G-INFO and realised that the lists in BIAL were inaccurate and incomplete.

From there I discovered Proctor V G-AIAA being owned by T.Wayman-Hales at Speke from 3.48 through to long after the 'sold 7.53' entry. Thank you for the information that the aircraft was indeed used by Wright Avn though. Presumably the 'sold 7.53' notation, should be 'use ended 7.53'

Also both Wright Aviation from summer 1953 and Dragon Airways until autumn 1955 used Taylorcraft Plus D G-AHAK at Liverpool. Also both Wright Aviation from summer 1950 and Dragon Airways until autumn 1955 used Miles M.14A Hawk trainer 3 G-ALOG. Also Austers G-AIBZ and G-AIGP , which are in the Wright Aviation list both passed onto Dragon Airways from early 1954 until early 1956. It could well be that further singles are missing from the fleet lists, certainly I suspect there are further Hawk Trainer/Magisters yet to be added.

Access to information on aircraft owners, now in the public domain on www.caa.co.uk G-INFO section, was extremely limited when on file index cards at the time Tony Merton-Jones was putting together 'British Independent Airlines' in the the '70s.

I had not noticed the spelling slip in 'Peter Tare' - now corrected. Thanks for pointing that out.

Also I should point out that there are excellent photos of Wright and Dragon aircraft at Speke in Phil Butler's book. Everyone interested enough to be reading this thread should have one!
Brian.

[Beemer]

For and behalf of Viscount



A young Mr. Lyons of Mather Avenue awaiting a flight on Wright Airways Dragon Rapide. circa 1952/53.

[coaxingtin]

Beemer
That's fantastic! I had my very first flight in HPT (Peter Tare - as painted on the nose). It was at Hooton Park BoB show in 1955. Cost ten shillings (or was it five?) Took a lot of saved up pocket money.

[viscount]

Skytravel Ltd - A Liverpool based Airline

Again this is from the 1976 'British Independent Airlines since 1945' by Tony Merton-Jones, published by TAHS/MAS. I am sure that new knowledge has become uncovered in the 34 years since, however BIA/L has recorded much that would have been lost, so I make no apology for using it as a sole source. Hopefully, should others know more they will post the information to add to the story, certainly there is an inconsistency as a Taylorcraft is mentioned several times in the text, yet appear in the fleet list as an Auster Autocrat!.

SKYTRAVEL, 1946 - 1947

Genesis

Early in 1946 the owner of a private business in Liverpool purchased a second hand Taylorcraft for use as his personal aircraft. However, within a very short time discovered that a large number of business colleagues were hiring the aircraft for use on business trips. By the summer of 1946, this operation was running at a handsome profit to the Taylorcraft's owner, so as a result he decided to form his own charter company. Thus, on 20th June 1946, Skytravel was registered as an air transport company based at Liverpool Airport, with a capital of £10,000. The company's subscribers were Dorothy Hubbard and T. Holding, operations began immediately using the Taylorcraft.

Rapid Expansion

Skytravel immediately ordered a fleet of aircraft varying in size from four seat Percival Proctors to a thirty-two seat Bristol Wayfarer. Captain George Stanley Pine became Managing Director of the Company's northern division, and a maintenance base was established at Blackpool to undertake not only Skytravel's maintenance, but that of other operators. On August 15th, 1945, a new Proctor V joined Skytravel's Taylorcraft, and a fortnight later another Proctor was delivered to the company. These aircraft undertook pleasure flying at both Blackpool and Liverpool Airports, and a numerous passenger charter flights were made to the Isle of Man. By the end of 1946, two Airspeed Consuls and two DH.86s had also become members of Skytravel's fleet, and by November the airline was also advertising a Miles Aerovan and a Dakota for hire. The Aerovan was delivered to the company in January1947 and with eight passenger seats, this aircraft was available for hire at four shillings (20p today) per mile. The Dakota, although advertised by Skytravel as being fitted out as a twenty-two seater never entered service with the airline.

Late in 1946, the company prepared its plans for the 1947 charter programme. An office was opened at Gatwick Airport to accept bookings for the Bristol Wayfarer flights from Gatwick to South Africa. Services were flown to both Johannesburg and Nairobi with the aircraft equipped with thirty-two seats and a flight crew of six. The journey was made in easy stages by day only and on-board the passengers could take advanatage of a cocktail bar. The first of these flights was made by Skytravel in March 1947, and in addition this Bristol Wayfarer was available for ad-hoc passenger charter work. Throughout the winter of 1946 the Consuls were kept busy on charter flights radiating from Liverpool. The airline charged a rate of 2 shillings and sixpence per mile to charter these five seat aeroplanes, and destinations served during the winter included Cairo, India and Palestine. Numerous other charter flights were also made to Continental airports, and Skytravel's aircraft were also regular visitors to the Isle of Man.

For the 1947 summer season, Skytravel operated regular charter flights from the north of England to Ronaldsway, IoM. These services were flown from both Blackpool and Liverpool, with a fare of £5 being charged for a return from Liverpool, or £4/10/00 (today £4.50) return from Blackpool. These flights were operated mainly by the Consuls, DH.86s and the two Proctors. Three Auster Autocrats were acquired in the spring of 1947 for use on pleasure flying and light charter work out of Blackpool Airport, while a fourth Auster was acquired from the Royal Air Force for conversion to civil standards.

By 1947, the majority of Skytravel's maintenance was being carried out at Blackpool Airport, and the summer season saw many of Skytravel's services being flown from this airport. Numerous services were flown to the Isle of Man carrying holidaymakers from Easter onwards, and a second Miles Aerovan joined the company's fleet in July.

Operations run down

By late August the company had begun to run down its operations, and by the end of the month all flying had come to a halt. In September, the company was placed in voluntary liquidation and placed into the hands of Parkin Booth and Irving Buck, joint liquidators. The Skytravel fleet was then flown to Blackpool, and on Tuesday, 9th December the majority of the fleet came under the auctioneer's hammer. The most active aircraft flown by Skytravel were the two Consuls, which had flown an average of almost 400 hours apiece, while the Aerovan G-AIIG had logged only 60 flying hours during its 7 months with the company. The Wayfarer had accumulated a little over 200 flying hours, despite its long distance flights, while the Proctor V had flown 331 hours and the Proctor G-AHES only 73 hours. The other two Proctor !s were also in the sale, as was Skytravel's original Taylorcraft, in addition to the former Royal Air Force Auster still undergoing conversion.

Skytravel Fleet List

G-AIIG M.57 Aerovan 3       1.47 ISOC 9.47
G-AJWD M.57 Aerovan 4       7.47 ISOC
G-AIKS AS.65 Consul        11.46 ISOC
G-AIKZ AS.65 Consul        12.46 ISOC
G-AIRC J/1 Autocrat         3.47 ISOC
G-AJDZ J/1 Autocrat         5.47 ISOC
G-AJIP J/1 Autocrat         5.47 ISOC
G-AGYA P.28B Proctor 1       .47 ISOC
G-AGYB P.28B Proctor 1       .47 ISOC
G-AHES P.28B Proctor 1      8.46 ISOC
G-AHWW P.44 Proctor V       8.46 ISOC
G-AHJO B.170 Freighter IIA  1.47 ISOC
G-ACZP DH.86               10.46 ISOC
G-ADYH DH.86B              10.46 ISOC
G-AGTV J/1 Autocrat         ISOF ISOC    

ISOF = In service on formation 6.46. ISOC = In service on collapse 9.47

Typing this company story out, clearly (in today's terms) a company without a clearly thought through business plan, covering everything from pleasure flights to long-haul, multiple bases, and with over-rapid expansion, without establishing a clear core market first. A whole catalogue of financial errors in todays terms explains a life-span of little over a year.

[viscount]

Steiner's Air & Travel Services Ltd - A Liverpool based Operator

Again, this company history is from 'British Independent Airlines since 1946', the mammoth tome in 4 parts, compiled by Tony Merton Jones and published by TAHS/MAS in 1976. Rather brief account of another company in the immediate Post War period that lasted barely over a year.

STEINER 1946-1947[/center]

Steiner's Air and Travel Services was registered as an airline company on 6th November 1946, with a share capital of £100. This airline's founders were Mr.D.L.Steiner and Mrs.M.Steiner and operations began in November 1946 from Liverpool Airport with one DH.86 and a Percival Proctor. Early in 1947, the fleet expanded rapidly with the acquisition of Rapides, Consuls and Ansons. Throughout the summer of 1947 these aircraft made regular trips to the Isle of Man from Liverpool carrying holidaymakers, while numerous other flights were made to France and other European countries. In October 1947, however, several of the company's aircraft were sold to International Airways of Croydon. Subsequently, Steiner ran down its operations and by the end of the year all flying had come to an end.

Steiner's Fleet List:

G-ADUH DH.86B               11.46 ISOC
G-AFMF DH.89A Dragon Rapide  1.47 ISOC
G-AIUN DH.89A Dragon Rapide  8.47 ISOC
G-AHKH Avro 652A Anson 1     4.47 ISOC  "Liverpool Kestrel"
G-AITL Avro 652A Anson 1     7.47 Sold 10.47
G-AHWX P.44 Proctor V       10.46 Sold 11.47
G-AIOL AS.65 Consul         12.46 Sold 10.47 "Liverpool Hawk" 
G-AJGB AS.65 Consul          6.47 Sold 10.47 "Liverpool Cygnet"
G-AJGC AS.65 Consul          4.47 Sold 10.47 "Liverpool Liver"
G-AJGD AS.56 Consul          5.47 ISOC
G-AJGI AS.65 Consul          5.47 Sold 10.47
G-AJND AS.65 Consul         never delivered
G-AJNE AS.65 Consul         never delivered

To add a little confusion, the BIA/L index also contained a few corrections. However, the correction to Steiner's entry, was the same as the entry - so potentially there may be a problem with the aircraft individual names!


Copied from 'An Illustrated History of Liverpool Airport', 2003, PH Butler.

[viscount]

Airmotive (Liverpool) Ltd - a Liverpool Operator

Again, 'British Independent Airlines since 1946', the 1976 published tome in 4 volumes written by Tony Merton-Jones is the sole source of information here. Thank goodness for his intensive research published then, as without it companies such as this would have long ago faded away, a forgotten heritage.

AIRMOTIVE, 1950 - 1952

[/size][/center]

Airmotive (Liverpool) Ltd was formed at Liverpool Airport in January 1950 by Captain james Henry Hoggart-Hill, and charter operations began during the same month from Liverpool with one Dragon Rapide aircraft. Captain Hoggart-Hill became Chairman and Managing Director of this company. He had an interesting past, having originally learned to fly in 1929 and during the War had served as Chief Production test pilot of the Westland Aircraft Company. After the War he had flown for Air Contractors and during 1949 he was Airport Manager and Chief Pilot of Butlin Aviation, but at the end of the 1949 pleasure flying season he left Butlins to start his own company.

With one Dragon Rapide, Air Motive was mainly concerned with pleasure flying and the operation of Army Co-operation flights from Liverpool Airport. A sales office was also opened in London, and from its two bases the company acted as Aviation Consultants and as suppliers of aircraft and aero engines, accessories and equipment.

The Dragon Rapide was sold in June 1952 and all air charter operations were suspended, followed shortly afterwards by the winding up of Airmotive (Liverpool) Ltd. However, the Airmotive Company continued to operate from its London offices for many years afterwards, acting as aviation consultants, and also dealing in the sale of aircraft and in their ferrying and flight testing.

Airmotive's Fleet List:

G-AFOI DH.89A Dragon Rapide  1.50 Sold 6.52 

[/size]

This is not the only one aircraft operator to be established at Liverpool, in more recent times Air International (1989-1992) and Air Express (2001-2002). Hopefully, I'll cover these eventually, but have to do some basic research first!

[viscount]

North West Air Services Ltd

Again this entry is from 'British Independent Airlines since 1946', compiled by Tony Merton-Jones, 1976, from the local detail included I sense the pen Phil Butler though and access to the aircraft's log books. I was an eleven year-old at the time, and do not recall the name 'North West Air Services' attached to the pleasure flying operation at Liverpool. However as this is the only account I've seen on the pleasure flying operation of G-AOJH, and an aircraft which has had a number of comments made in previous threads, it is an appropriately interesting story to include here. This is the story of the operation by Harry Paterson, the aircraft was operated again from Liverpool ten years later by John Lewery.

NORTH WEST, 1957 - 1961

(operators of G-AOJH)[/div]

North West Air Services was a little known charter company established at Ringway Airport, Manchester, late in 1957 to undertake pleasure flying and aerial photographic work with a de Havilland Fox Moth. The founder of this adventurous company was Mr Harry Paterson, but before operations could commence he needed a Fox Moth. The aircraft he purchased was a 1947 Canadian built example, previously Pakistan registered and imported into Britain by Mr Whyham/Blackpool & Fylde Aero Club (noted at Squires Gate by PHB 9.6.56). This was transported (still marked AP-ABO) from Blackpool by road, along with a Tiger Moth, to Manchester Ringway on 21st September 1957 to complete an overhaul and conversion onto the British register.

Initial pleasure flying operations during summer 1958 were from beside the Ringway public enclosure alongside the pre-war Ringway terminal. However this location put him in direct competition with the established Airview's pleasure flight operation. There are two recorded visits to Liverpool Speke, on 1st April and 5th July 1958. It is thought that members of 'Ringway Spotters' manned Harry's kiosk at Manchester and at least one of the flights was a club visit led by the late Barry Abraham. Maybe it was during these visits that Harry Paterson spotted the potential at Liverpool for his niche operation away from cut throat competition at Ringway. The aircraft arrived at Speke Airport, Liverpool, on 20th August 1958, and work began on winter maintenance in preparation for the 1959 season. Not only did Harry Paterson move his aircraft, he also moved home from Heald Green to Church Road, Garston, Liverpool (change of address notified mid January 1959).

Summer Season 1959

Then, on Monday 23rd March 1959, G-AOJH took to the air once more in the hands of Captain Paterson. The aircraft took off from Speke at 6 o'clock and after some test flying, the aircraft made a radar approach to Liverpool and touched down at 6:38pm. Three days later, the Fox Moth received its Certificate of Airworthiness, so on Friday 27th March the company commenced commercial pleasure flying operations from Speke. On each pleasure flight, three people sampled the delights of true bi-plane flying, with the first fortunate people taking to the air in the Fox Moth's cabin at one o'clock. Three other trips were made that afternoon before the aircraft was put away for the night, and on the following day six trips were made.

This pleasure flying continued from Speke, and on most weekends the Fox Moth would be a regular sight at Liverpool carrying out 10 minute circuits of the airfield, and a good deal of pleasure flying was also carried out during the week. The busiest spring day for the Fox Moth was 30th March, when no less than 14 trips were made, but the daily average was approximately four trips per day. All these flights were made by Captain Paterson, and on 19th June the Fox Moth made its first flight away from Liverpool's circuit when it undertook a photographic sortie over the Bromborough area during the afternoon. The first landing away from Liverpool by the Fox Moth was not made until 11th July, when it operated a return trip to Coventry. Flights of this nature, though, were rare and the only other charter flights made by the Fox Moth for the remainder of the year were to Barton (July 26th), New Brighton (August 15th) and Cosford (September 19th). The season's joy riding came to an end on October 21st with a single seven minute pleasure flight from Liverpool. The very last flight of year was made a week later, on 28th October 1959, when G-AOJH spent almost an hour on an aerial photographic mission from Liverpool.

Summer 1960

The Fox Moth spent the winter hibernating in one of Speke's hangars, and it did not emerge again until April 1960. North West Air Services began flying operations again on 2nd April 1960, when Captain Paterson chartered a Federated Air Transport Dragon Rapide, G-ANZP, for an afternoon's joy riding. Two days later, on 4th April, the Fox Moth spread its wings once more and took off from Liverpool at 3:30 pm for a half hour of aerial photography. Further aerial photography was undertaken by the Fox Moth on 7th April and on 9th April this aircraft carried its first pleasure flight customers of the season. On 15th April, the Fox Moth made two trips from Liverpool to Wallasey Beach, and throughout the remainder of the summer, North West Air Services undertook a great deal of pleasure flying from Wallasey Beach, especially at weekends. 1960 also saw the operation of a greater number of charter flights than in 1959, and several flights were made during the year to Barton and New Brighton. One of the longer distance flights made by the Fox Moth was a charter from St.Athan to Manchester and on to Holywell on 15th June 1960.

Winter 1960 and into 1961

North West Air Services' major work was the operation of pleasure flights from Liverpool Airport and Wallasey Beach, and 1960 proved to be a profitable year for this activity. All the Company's flying was still undertaken by Captain Paterson, but on 5th October 1960, the Fox Moth was piloted by Captain Clements for two quick circuits of Liverpool Airport. pleasure flying was so buoyant at the end of the year that the Fox Moth did not go into winter hibernation in October, with operations continuing throughout the winter. During December, the company spent most weekends joy riding, and one pleasure flight was even made on Christmas Eve! Several aerial photographic sorties were also made in December. The aircraft did not fly in Janaury 1961, taking to the air for the first flight of the year on 1st February. For much of the early part of 1961 the Company's activities continued unchanged.

North West Air Services' operations were brought to a sudden and sad end, though, when the Fox Moth was damaged in an accident at Speke with a vehicle. Subsequently, although the Fox Moth was repaired, North West Air Services did not resume operations, and so ended another historic chapter of aviation.

Fleet List:

G-AOJH DH.83C Fox Moth      8.58 Damaged 1961 and sold.

NB The original 'British Independent Airlines since 1947' account modified September 2011 in the light of new information from PHB, which has been woven into the initial paragaphs regarding 1957/1958. BPJ.

Subsequent Pleasure Flying from Speke 1968-1970.

The Fox Moth was sold to J.S.Lewery (ownership change April 1963) at Blackpool and susequently at Southampton. After a succession of owners G-AOJH is still airworthy and active today, but it has lost it's red and yellow colours. It returned with 'Captain Johnny' Lewery to pleasure fly at Liverpool again summers of 1968, 1969 and possibly 1970.

Our complete records of visiting aircraft at Liverpool at the time paid scant attention to activity by residents. However our logs do record little of the activity by G-AOJH. She arrived from Blackpool/Squires Gate 1st June 1968 and was considered a resident aircraft during the summer, pleasure flying from Speke and Birkdale Sands.

The following year shows her as being delivered in from Wolverhampton (EGBL) on 16th April 1969 and again considered based for the summer flying pleasure flights from Speke and Birkdale Sands. There is a random record that on 31st August showing she landed inbound from Woodvale and departed to Birkdale Sands, so maybe by late August she was not often to be seen at Speke.

For the 1970 season she is recorded as arriving from Blackpool on 4th April, staying until departing to Birkdale Sands on 14th April. Only other recorded movement during 1970 is an arrival from Woodvale 3rd July and departure to Birkdale on 5th July. She was not considered by us to be a Speke resident during 1970, so it is unknown if these were the only movements, or if others went unrecorded; or indeed if any pleasure flying was undertaken from Liverpool or not during the summer. Pleasure flying continued for a number of seasons in the early 70s from Birkdale Sands, but 'JH did not call at Liverpool again after 1970.

After a lifetime associated with aviation John Lewery passed away 17th November 2009.



A late 50s image of Fox Moth G-AOJH at Speke, presumably with Harry Paterson at the controls.



An (almost certainly, due to the British Eagle steps) 1968 image of Fox Moth G-AOJH again at Speke, presumably the taller gent is John Lewery. I had not appreciated before that the colour scheme had changed between the two periods of use from Liverpool, although the main colours for both were red and cream.

[calflier]

Just like to thank Viscount for his excellent work in documenting LPL operators from the past,I cant wait for the Starways entry.

[denim402]

Yes, just like to also thank Viscount for his excellent work, I have been reading these entries since they started!
Great reading, along with great photo's!

[viscount]

Federated Fruit Company Ltd
Federated Air Transport Ltd.

Probably the final entry on this thread as when I cover Starways, the entry will be long and important enough to justify a thread of its own. Putting Starways to one side for now, Federated is the other most recalled operator from the 50s/early '60s era. Already covered in some of Garstonboy's superb photo-threads, Federated clearly draws the nostalgia out from those around at the time. Although very much local in its impact, as Federated's active fleet was relatively small, it is still fondly recalled - likely in modern terms an example of 'entrepreneurship reacting to a local market niche' at its best.

Once again, no apologies for using Tony Merton-Jones tour-de-force 'British Independent Airlines since 1946' (pub.1976 by TAHS/MAS) as the main source, with additional fleets notes from MAS Flypast in 1971 and updated by Dave Graham in Flypast 1981:6. While I have seen other articles, the BIA/L one appears to be the best in terms of local detail - indeed I sense the hand of Phil Butler in the compilation of this account.

The final paragraphs have been totally revised, with much new first hand information from Federated pilot, Cedric Flood passed on by Phil Butler. Very many thanks for correcting and adding detail to this story.

FEDERATED AIR TRANSPORT, 1954-1961

The Concept

Federated Air Transport was formed as the air transport division of the Federated Fruit Company by Mr R.J.Gates - a Liverpool based fruit and vegetable wholesaler. In the early 1950s, Mr Gates had entered into an agreement with Wright Aviation whereby Wright would operate aircraft on behalf of Federated Air Transport. However, this deal fell through when Wright went into liquidation late in 1953. Mr. Gates proceeded with his plans and bought two Transair of Croydon Avro Ansons and the Starways Dragon Rapide, taking on former Wright Aviation staff and renting space in Hangar No.4. With these aircraft, operations started early in 1954 flying mushrooms and other perishable vegetables from Ireland to Liverpool for distribution to wholesalers in the north of England.

Early in 1955, five former Royal Navy Dominies (Dragon Rapides) were purchased, although only one was ever converted for civilian use by the company. In mid 1956 several former Royal Navy Ansons were also purchased, and while one was delivered in by air, none entered service, being used as a source of spares. Also in mid 1956 Federated moved into Hangar 50, providing greater space for the growing fleet.

Not all the work undertaken was carrying fresh produce. In September 1957 for example, Dragon Rapide G-ANZP was flown down to Colerne by Mr Gates for the Battle of Britain Air Display to conduct pleasure flights there. It carried MGAE members day return from Liverpool in the process. On 22nd January 1958, Anson G-ALXC was damaged in a wheels-up landing at Liverpool, and with Anson G-AIPA just sold, this left just the Rapides to carry out the company's flying programme, so a further Anson was purchased from B.K.S. later in the same year. However, during 1959, this 'new' Anson spent most of the year out on lease to Hunting Aerosurveys departing 2nd March 1959, returning to Speke on 18th January 1960.

In addition to carrying vegetables, fruit and mushrooms on behalf of Mr.R.J.Gates' vegetable company, Federated also undertook ad-hoc charter work, including the carriage of newspapers and other types of cargo. Amongst the ad-hoc charters undertaken by Federated during 1959 was a flight by the Rapide G-ANZP to Tollerton on 8th June piloted by Captain Paterson, and a flight to Abingdon, again by Rapide, on 29th August piloted by Captain Watson.

Busiest Year

1960 was one of Federated's busiest years, with the Anson G-ALXC and the Rapide G-ANZP carrying out most of the flying. The Anson operated an almost daily service, excluding weekends, between Dublin and Liverpool carrying mushrooms and a variety of vegetables. In addition, at 7am (or earlier) on several mornings every week, one of the Ansons would position from Liverpool to Manchester, where a load of newspaper and other freight was collected and then flown to the Isle of Man. From the Isle of Man, the aircraft would either return empty direct to Liverpool, or it would continue onto Dublin and collect a load of vegetable produce before flying back to Liverpool in the early afternoon. To operate these flights, Feberated employed a staff of three pilots - Captains Flood, MacKenzie and Watson. Mr. Gates himself occasionally took to the air in one of Federated's aircraft, for example on the morning of 29th September 1960 he spent an hour local flying at Liverpool in the Rapide.

The service from Liverpool to Dublin to collect the produce would normally leave Liverpool shortly after 2pm, and then return to Liverpool by 7pm in the evening. However, if more than one flight was required from Dublin on a particular day, then the aircraft would leave Liverpool a good deal earlier. By September, Captain MacKenzie had left the Company, and Captain Flood and Captain Watson now normally took it in turns to pilot the aircraft. By the autumn of 1960, only one service a day was generally flown from Dublin to Liverpool, but on some days more services were flown. For instance, on 24th October 1960, the Rapide left Liverpool at 07.15, collected the morning's newspapers at Manchester, flew to the Isle of Man where it off-loaded its cargo, then returning home to Liverpool, touching down at 10.25 in the hands of Captain Watson. Shortly before midday, the same Rapide was airbourne again this time on course for Dublin piloted by Captain Flood. The Rapide returned to Liverpool with its cargo of mushrooms, landing at 15.46, and within the hour was airbourne again for Dublin with Captain Flood in command. The crossing from Dublin to Liverpool was a fairly long one for the now aging and slow Rapide, and after leaving Dublin shortly before 19.30, the Rapide finally touched down at Liverpool shortly after 21.00, it's days work complete - the only Federated aircraft to have flown that day.

Ironically enough, although 24th October had been a very busy day, 25th October was to be the day when it operated its last commercial flight for Federated. At 07.18 the Rapide left Liverpool for Manchester , and after taking on the morning's newspapers, it arrived at the Isle of Man at 09.30, with a departure at 10.20 for Liverpool. Fifty minutes later, at 11.08, Captain Watson placed the Rapide on to the ground at Liverpool for the last time. Although the aircraft remained at Liverpool with Mr.R.J.Gates, it did not fly again commercially for Federated Air Transport.

By the end of October, therefore, Federated Air Transport only had one Anson, G-ALXC, still flying regularly. During November and December, this aircraft flew on most weekdays, with flights rarely made at weekends. The newspapers were still flown from Manchester to the Isle of Man, but this service was now coming to an end although it ceased regular operation on 25th November 1960, one more service was flown by G-ALXC on 2nd December. Subsequently, the Anson was solely used on the Dublin to Liverpool run, although the occasional ad-hoc charter flight was still flown. On 16th December, the Anson flew from Dublin to Manchester, followed by a Manchester to Belfast charter on Monday 19th December - this was Federated's last visit to Manchester. During 1960, other charter flights had also been made - mainly in the Rapide, these flights included a trip from Liverpool to Staverton by G-ANZP on 12th October 1960 piloted by Captain Watson.

Final Days

Federated Air Transport's commercial days were now drawing to a close as a result of a new requirement that all commercial operators required an Air Operator's Certificate (AOC), to become effective on 1st April 1961. Before that an initial visit by a Ministry Inspector, who was horrified to discover that Cliff Watson and Cedric Flood were the entire staff, handling engineering, piloting and the paperwork. The Inspector informed Reg Gates that there was no chance of being awarded an AOC unless he emoloyed seperate pilots, engineers and office staff to handle the paperwork. Reg Gates considered moving up to a full commerical operation under the new rules, with something like a Dakota, but lost interest when he worked out the costs! One option was to operate as a private operation flying just the mushrooms for Federated Fruit, so not requiring an AOC. However without the income from other work such as newspapers and freight, this was not favoured by the pilots as they had just obtained their Commercial Licences. So the decision was taken to shut down operations.

Federated's operations continued right upto the deadline date. Cedric Flood's log-book shows he flew G-ALXC on 25th, 27th and 28th March 1961 and G-AMBE on 30th and 31st March - almost certainly the last mushroom flight and the last of the Company.

The two Ansons were sold to BKS Ltd, and required ferrying to Southend. On 7th April 1961 Cliff Watson set off in G-AMBE, with Cedric Flood in G-ALXC in formation. Near Lichfield the radio on Cliff Watson's aircraft failed, so they turned back to Speke together. On 12th April, they again set off in formation and made it together to Southend, and handed over the aircraft to BKS.
After nearly taking up a job offer with BKS, Cedric Flood got a job with Cambrian Airways at Rhoose/Cardiff and later ending up flying with British Airways.

The Rapide remained with the Gates family for personal use and was later replaced by another, then Aero Commanders and a finally a larger twin Cessna, but no further operations were undertaken by Federated Air Transport.

The import of fresh food, especially mushrooms, through Liverpool continued for many years, but mainly on aircraft of Aer Lingus, as hold freight, on freight aircraft or combi freight/passenger Viscounts and eventually Boeing 737QCs.

FLEET LIST:

G-AIBB  DH.89A Dragon Rapide    12.53  Sold  7.58
G-ANZP  DH.89A Dragon Rapide     3.55  Last Op. 10.60, subsequently used as a private transport
G-AIPA  Avro 652A Anson 1        3.54  Sold  2.58
G-ALXC  Avro 652A Anson 1        3.54  In service on closure 31.3.61, sold 4.61.  Lsd out 5.54 - 9.56     
G-AMBE  Avro 652A Anson 1       10.58  In service on closure 31.3.61, sold 4.61.  Lsd out 3.59 - 1.60

Subsequent Aircraft, Privately Operated by the family:

G-ANZP  DH.89A Dragon Rapide    10.60  wfu  7.62, sold 11.64   R.J.Gates t/a Federated Fruit Co
G-AKJS  DH.89A Dragon Rapide     7.62  Sold 11.64  R.J.Gates t/a Federated Fruit Co
G-ARGW  Aero Commander 500B     10.64  Sold 12.74  R.J.Gates t/a Federated Fruit Co
G-BCPZ  Rockwell Commander 500S  1.75  Sold  8.76  Greenline Refrigerated Transport Ltd
G-BENE  Cessna 402B              4.77  Sold 10.85  Greenline Refrigerated Transport Ltd

Detailed Airframe Histories (fuller list, based on that published in 1981):

DH.89A DRAGON RAPIDES/DOMINIES

G-AIBB c/no.6813, formerly NR725. Purchased from Starways 12.53. Sold to Luton Airways 7.58 (although not registered to them until 12.59). Sold in Senegal 8.61, becoming F-OBVJ, subequent fate ?

G-AKJS c/no.W.1002, formerly E-0228, built 1947. Delivered from Perth to Liverpool 3.7.62, ex Airwork at Scone. Private aircraft of R.J.Gates, replacing G-ANZP. Ferried to Panshangar 3.11.64 after sale. Cancelled 6.65 as sold in France for the recovery of spares. Purchased by Harold Best-Devereux and used in the construction by Rousseau Aviation at Dinard of three Fokker D.VII flying replicas for the film 'Blue Max' and 'Darling Lili'.

G-ANZP c/no.6682, formerly HG697. Acquired 3.55 ex RAS Stretton. Converted for civilian use by Federated Air Tansport at Speke. Last operated for Federated 25.10.60, but retained by R.J.Gates after Federated Air Transport ceased operations. Withdrawn from use at Speke 7.62 when replaced by G-AKJS. Delivered out by air, on a temporary Permit to Fly, 3.11.64 to Panshangar - the same day as its replacement also departed to the same destination! Cancelled 6.65 as sold in France for the recovery of spares. Purchased by Harold Best-Devereux and used in the construction by Rousseau Aviation at Dinard of three Fokker D.VII flying replicas used in the filming of 'Blue Max' and 'Darling Lili'.

G-AOAO c/no.6844, formerly NR756. Acquired 3.55 ex RNAS Stretton by road. Never flown or used by Federated. Sold, along with another example to Hants & Sussex Aviation 1.56. Became F-BHGR and noted stored at Etampes in 1972.

X7437 c/no.6578. Acquired 4.55 ex RNAS Stretton by road. Some civil conversion work done by Federated, but little progress made. Some comic painted G-AZZZ on the fuselage by 6.55! Sold to Continental Aircraft Services at Croydon 3.56, overhauled by them and it was registered G-APJW 1.58. Sold in France 8.62 as F-BHOB. Withdrawn from use by 1970.

X7498 c/no.6615. Acquired 4.55 ex RNAS Stretton by road. Fuselage later resold to Vendair at Croydon, who used it in the repair to another damaged aircraft.

untraced Acquired 3.55 ex RNAS Stretton by road. Sold 1.56 as a spares source to Hants & Sussex Avn, along with complete G-AOAO.

AVRO 652 ANSON 1:

G-AIPA formerly EF866. Acquired 3.54 ex Transair of Croydon. Delivered to Derby Airways 15.2.58 at Burnaston. Withdrawn from use 4.60.

G-ALXC formerly MH182. Acquired 3.54 ex Transair of Croydon. To Republic Air Charters 5.54 and registered to them 24.6.54 as EI-AGQ. Used for European freight charters from Shannon until 7.56, when abandoned at Ostend after suffering engine trouble. Federated re-possessed it and brought it back to Speke. Restored as G-ALXC 9.56. Made a wheels up landing at Speke 22.1.58, but repaired and re-entered service with Federated. Flown to Rochford/Southend 12.4.61 on sale to BKS. On the fire heap there in 1968.

G-AMBE formerly EG228. Arrived Liverpool 2.10.58 ex BKS at Newcastle. Leased out to Hunting Aerosurveys and delivered to Teversham 2.3.59; returned to Federated 18.1.60 from Yeadon on completion of lease. Operated final Dublin-Liverpool mushroom flight 31.3.61. Flown to Southend 12.4.61 on sale to BKS, wfu 12.61 and scrapped there late 1962.

N9828 Arrived 25.2.56 from RNAS Anthorn. Flown by RAF ferry pilot to Hawarden and collected from there by a Federated pilot. Purchased for civil conversion, but this was forestalled when the ARB banned further Anson 1 conversions. Eventually disposed of to the Airport Fire Service and used for fire practice.

MG741, MH228 & NK167 Acquired from RNAS Anthorn 6.56 and delivered by road, for possible conversion. Civil conversion not proceeded with, used as a spares source and all eventually scrapped.

OTHER TWINS:

G-ARGW Aero Design Commander 500B, c/no.981-22. Delivered from Panshangar 16.10.64, replacing G-AKJS. Company aircraft of R.J.Gates t/a Federated Fruit Co. Ltd. Left Liverpool 23.12.74 for Staverton, replaced by stop-gap Commander 560F G-ASYA used 23.12.74 until 21.1.75. Last based in the UK at Leavesden before sale in the USA 2.79, becoming N721LA.

G-BCPZ Rockwell Shrike Commander 500S, c/no.3200, formerly N57274. New aircraft, purchased from agents Glos Air of Staverton and delivered to Liverpool from Staverton 21.1.75, replacing stop-gap G-ASYA. Registered to Greenline Refrigerated Transport Ltd, another Gates' family company and used by Mr.P.Gates, Mr.R.J.gates' son. Utilisation was low, it left Liverpool 28.8.76 for a new Gloucester based owner. Eventually sold in the USA as N47AC 2.83.

G-BENE Cessna 402B, c/no.1037, formerly N98668. New aircraft, purchased from agents, Westair of Blackpool and delivered to Liverpool, via IoM on 7.4.77 some 8 months after the departure of G-BCPZ. Registered to Greenline Refrigerated Transport Ltd. Left Liverpool for Blackpool 8.10.85. Later exported to Belgium 11.88.

So it now over to others to raid their photo collections to illustrate this thread.

[Deleted]

Viscount:
Thanks for the story on Fed Fruit. It's exactly as I remember it. As those of a certain age will know, I spent a lot of time with Messrs Watson and Flood doing everything from sweeping out the hangar to unloading the aircraft, engine maintenance and repairs to the fuselage (always under supervision of course!). This was rewarded with many flights to MAN/IOM/DUB.
It was through them that I developed my love of aviation, (I had originally planned to go into the Merchant Navy), and I shall forever be grateful to them for their patience with me, especially when they were teaching me to fly! The one thing I could always guarantee to do properly was retract the undercarriage on the Ansons, which required a lot of turns on the handle!
I've been in touch with Cedric Flood from time to time, and he was recently flying floatplanes in Scotland. Cliff passed away many years ago, but they were both two of the nicest guys you could ever wish to meet.

[Deleted]

:)Viscount, nice piece, lot of work gone into this one. I remember the Dragon Rapides being in the old MSAE clubhouse when I first joined.

Great Days -Great Aircraft

Bob