Ambassador, Argonaut & Hermes at Liverpool

[viscount]

The Airspeed AS.57 Ambassador at Liverpool
- introduction

Anyone around and on the Airport balcony during the 60's decade, will recollect the distinctive start-up of an Ambassador. The clank as the starter motor began to slowly spin the prop, the cough, splutter, bang, cough, bang, unsteady throb, settling to a deep rumble as the cylinders fired bringing the engine to life, emitting a great cloud of oil smoke into the prop wash. Stood on the balcony, the scene around you would disappear into a swirling smoky darkness, until the cylinders warmed and the oil burnt off. Oddly, while I still remember the sight, I don't recall much in the way of smell, or choking, despite the belching oily cloud. No doubt 'elf and safety would today have a fit at the public being so close behind an Ambassador start-up. Once started the aircraft would tremble, partly from the power of its big engines and partly the prop-wash over the triple fin tail. How mundane and ordinary a computer directed start-up by an A.319 or Boeing 737 is today.

Well, enough of 'balcony nostalgia' and on with the type-review account. The type first flew in 1947, and was unusual at the time in that it did not have family lineage from a military bomber. The type entered service with B.E.A., entering regular service between London and Paris Le Bourget 13th March 1952. Between 1947 and 1953 a total of only 23 were built including prototypes, to an order for 20 (although they operated 22 different aircraft). The type was also used as a test bed to develop the new generation of British aero engines with Bristol, Napier and Rolls Royce.

The Ambassador in service with B.E.A. was never recorded visiting Speke Airport, possibly as a result of the type being mainly used on European routes from London, rather than domestic services. Marketed as "Elizabethan" class, the aircraft was operated with upto 47 seats. Two aircraft were lost during service with B.E.A., G-AMAB was damaged beyond repair in a forced landing 9 km SW of Dusseldorf 8.4.55, with G-ALZU gaining notoriety when it crashed taking-off in snowy conditions at Munich 6.2.58 carrying Manchester United football team and officials. Final B.E.A. Elizabethan flight was performed by G-AMAF from Cologne/Bonn to London 30th June 1958.

Many of the Ambassadors ended up at Cambridge awaiting sale. Customers included the Royal Jordanian Air Force, King of Morocco, Globe Air of Switzerland, Overseas Aviation (CI), Norronfly of Norway, Butler Air Transport of Australia, Shell Aviation, Rolls Royce and Decca Navigator - however, quite a few of these sales fell through before delivery, or returned soon after. Most eventually ended up in the hands of three British independent airlines, BKS Air Services, Autair and Dan Air London. There some excellent (non-Liverpool) Ambssador photos to be found on: forum.keypublishing.co.uk/showthread.php?t=109756

It always surprises me that the first visit by an Airspeed Ambassador into Liverpool Airport was not until 1960. For a short period during the mid 60s, the aircraft of Dan Air, BKS and Autair were a relatively common sight at Speke. The type gained renewed notoriety in July 1968 when a BKS freighter careered into several other parked aircraft whilst landing at Heathrow. The last visit by the type into Liverpool was during early 1971, only a few months before the last flight by type worldwide August 1971.

Today just a single example of type survives worldwide, former Dan Air's G-ALZO which, although recently lovingly fully restored over several years by the Duxford Aviation Society, is currently dismantled in storage.

Studying the Ambassador at Liverpool Airport reveals big gaps in the information I have. My main source of information for these type reviews are the log-books kept by Phil Butler and others since the late 50's recording every visiting aircraft into Liverpool, no matter how ordinary, using original Tower/Landings records. However, regular activity by scheduled passenger and freight airliners and resident aircraft activity was not noted, bar the first visit by each airframe each year. I only have timetables from 1969 onwards, so the Ambassadors operated at a time when I cannot easily research regular scheduled activity. There could be further visits, however I am confident I have covered most, if not all, charter visits and know that I have every aircraft that visited in a year covered.

At the start of each year, I'll trace the arrival and in later years the retirement dates of the aircraft with the main operators. These dates are gleaned from 'Piston Engined Airliner Production List' Roach & Eastwood, TAHS 2007. Other references do vary on some dates though.

Despite these shortcomings, enjoy. If you can, do please illustrate with appropriate Ambassador photos.

[viscount]

Type Review -
The Airspeed Ambasador at Liverpool Airport

1960

By the end of 1960 BKS had 4 Ambassadors: G-AMAD 5.57, G-ALZT & G-ALZW 5.58 and G-AMAC del 6.60, while Dan Air had 3, G-ALZX, G-AMAE and G-AMAH all acquired 11.59.

First visit of type into Liverpool Airport fell to G-AMAH of Dan Air on Wednesday 6th April 1960, from and to Belfast/Nutts Corner with football supporters. However, there would be a further 8 visits by the type recorded by the end of the year, all by BKS aircraft.

On Thursday 13th October G-ALZT positioned in from Lille, leaving the following day for Rotterdam. The passengers returned on Saturday 15th October on G-AMAC, the aircraft routing Rotterdam to Heathrow. From Saturday 19th November BKS were contracted to have available aircraft to add capacity to the Saturday night Aer Lingus airlift of newsprint to Dublin. On Saturday 19th November G-ALZT was used from Newcastle to Dublin, following the same route on 26.11, 10.12, 24.12 and 31.12 was G-ALZW. On 3.12 G-ALZW arrived from Newcastle, only to return there the following morning, but whether it was the weather, reduced load or technical problems that were the cause of the Dublin leg being cancelled has been lost in the mists of time.

1961

The BKS fleet remained constant at 4 aircraft. Shell Petroleum had two Ambassadors for VIP communication flights, G-AMAA and G-AMAG both acquired early 1959 and sold mid 1966, they were based at London/Heathrow.

The BKS Saturday evening Dublin newspaper flight continued for much of the year, with 35 flights noted in our records, although none after 11.11, operated by all the Ambassadors in their fleet. G-AMAC made its first appearance of the year on 7.1, G-ALZW 21.1, G-AMAD 28.1, with G-ALZT not until late in the year on 4.11. Most times the aircraft was positioned from Newcastle, however on occasions they arrived from Heathrow, Jersey, Southend, even Benbecula for the newspaper leg to Dublin.

On 15th April BKS's G-AMAC arrived from Heathrow to collect passengers for Tarbes (Lourdes), the aircraft arriving back the next day on the reverse routing. On Tuesday 16th May, G-AMAD operated from and to Newcastle, the reason why has long been lost. The first visit of the year by G-ALZT was on Saturday 7th, when it arrived from Newcastle and operated outbound to Tarbes, along with BKS Dakota G-AIWD, presumably a further Lourdes charter. Both aircraft returned the following day on a reverse routing.

G-AMAG of Shell Aviation called on 17th February from Heathrow, departing to Amsterdam. The same aircraft called again later in the year, routing from & to London/Heathrow on 8th December 1960. These were the only visits to Liverpool by a Shell operated Ambassador.

1962

BKS made no changes to its fleet of 4 Ambassadors. Globe Air of Switzerland had 3 Ambassadors, HB-IEK (del 11.60), HB-IEL (5.61), HB-IEM (2.62), while another HB-IEI (ex G-AMAF) was purchased for spares and dismantled Wymeswold during .62 and broken-up at Luton .63.

The enthusiast logs only note 9 weekends that the BKS Saturday night Dublin freighter operated, although there could well have been further operations than those recorded. G-ALZW on 13.1, 17.2, 2.6, with G-ALZT 20.1, 3.2, 24.2, 17.3, G-AMAC 7.4 and G-AMAD on 1.9, which is the final time noted that BKS Ambassador operated on the Dublin newspaper airlift. The only other BKS Ambassador visit was G-ALZW on 13.5 from and to Belfast Aldergrove twice in the same day.

Following a pattern of operation that looks very like a European Football team charter, on 26th March HB-IEL of Globe Air arrived from Basle and departed for Southend. A few days later, on 28th March HB-IEM operated from and to Basle.

1963

BKS acquired Ambassador number 4 with G-ALZR arriving 5.63, Dan Air's original fleet of 3 had increased with former engine test bed G-ALFR 3.61, G-ALZN 4.62 with G-ALZO and G-ALZY both arriving 2.63, making a fleet of 7.

Compared with previous years, there were very few visits by Ambassador aircraft during 1963. First another Lourdes pilgrimage weekend, with BKS's G-ALZT on Friday 22nd March from Newcastle, departing with passengers to Tarbes the following morning. The same aircraft returned on Sunday 24th from Tarbes and back to Newcastle early on Monday morning. The following weekend, for the Grand National meeting a charter brought BKS G-ALZW into Liverpool from and to London/Heathrow on Saturday 30th March. Finally G-ALZT called again on 21st April, from and to Newcastle.

Late in the year, for the first time since Spring 1960, Dan Air brought one of their Ambassadors to Liverpool again, using G-AMAE on regular scheduled flight DA403 from Kristiansund to Gatwick in leiu of the usual Dakota on 6th September 1963. While this might have been a sign of things to come, it would be Spring 65 before the next Dan Air Ambassador visits.

1964

In late 1963 Autair had acquired the 3 Globe Air Ambassadors and restored them as G-ALZS, G-ALZV and G-ALZZ. BKS continued with a fleet of 5, coverting G-ALZR to a freighter by 11.64. Dan Air's fleet of 7 were unchanged.

Another year with only a handful of Ambassador visits. First was Autair on 29th July with G-ALZV from and to Luton . Joining a small football charter airlift, on 16.12 both G-ALZS and G-ALZZ arrived from Luton and departed to Brussels. The following day 17.12 G-ALZZ returned from Brussels, leaving the next morning for Luton, however G-ALZS diverted away to Blackpool Squires Gate due to weather at Liverpool.

The only BKS Ambassador visit in 1964 was with their newly converted freighter G-ALZR on 29th November, quite likely with horses, given that the routing was in from Cambridge and onward to Dublin, two centres of the equine training business.

1965

No fleet changes during 1965. Autair 3 G-ALZS/ALZV/ALZZ. BKS 5 G-ALZR (ftr)/ALZT/ALZW/AMAC/AMAD. Dan Air 7 G-ALFR/ALZN/ALZO/ALZX/ALZY/AMAE/AMAH. Out these 15 aircraft, no less than 11 called at Liverpool during 1965.

1965 and 1966 were the busiest years for the Ambassador at Liverpool.

Autair's aircraft were to be found frequently at Liverpool. On 27th January G-ALZV operated from and to Rotterdam. For an LFC away game at Koln, G-ALZS arrived empty from Luton and departed for Cologne/Bonn on 10th February, returning early on 11th, before positioning back to Luton. For an unrecorded purpose G-ALZS returned on 14th February from and to Luton. On 28th April G-ALZZ routed f&t Rotterdam and later from Rotterdam to Luton. On 7th May G-ALZZ in from Blackpool and out to Belfast Aldergrove the next morning. Later in the year on 2nd October G-ALZZ from and to Luton and finally what looks like a football supporter's flight utilising G-ALZS in from Luton and out to Leige 15th December, returning with a reverse routing on 16th, with supporters for Standard Leige v LFC.

Phil Butler's Liverpool Airport book records that during the summer of 1965 Blackpool based tour operator, Gaytours (not what current teenagers might think, in the mid 60s gay = happy and carefree) operated a season of flights from Liverpool to Pisa and Barcelona flown by Autair Ambassadors. There is no record of this regular operation in the visitor logs, so I have no idea of how long the season was, day or the frequency of operation.

The only BKS Ambassador calling at Liverpool in 1965 was their freighter G-ALZR. On 29th April from Dublin to Cambridge, 9th June from Dublin and onwards to Heathrow, 10th September Leeds/Yeadon to Dublin, 20th October again Yeadon to Dublin and finally on 27th October from Dublin and onward to Heathrow. Very likely most visits were with horses.

The most exciting developments of the year linking Ambassadors and Liverpool Airport featured the operations of Dan Air. Firstly though a football supporters charter on 24th March with both G-ALZY from Gatwick to Rotterdam and G-ALZN Gatwick to Amsterdam, both aircraft returned on 25th on the reverse routing. G-ALZN was back again 29th April Benbecula to Gatwick, with G-ALZO 20th May Newcastle to Gatwick and later Gatwick to Newcastle, with 8 days later, 28th May G-ALFR Manchester to Glasgow. Some ofthese flights could have been substitute flights for Liverpool Dakota schedules.

Back on 9.1.62 Dan Air began a regular service between Liverpool and Rotterdam using Doves then Dakotas in addition to domestic air services through Liverpool. It would appear that Ambassadors replaced Dakotas on the Rotterdam service around 1st June 1965,as the logs show first visit of the year by G-AMAH on 1.6, G-ALZX 5.6 and G-AMAE 19.7 on regular scheduled services. On 4th October the log books record that Ambassador G-ALZY operated the first Liverpool to Amsterdam service, the Dutch link having transferred from Rotterdam. A result of the Ambassador being used on scheduled services is that other charter use of the aircraft by Dan Air is no longer recorded in the visitor log books.

1966

No change to the fleets of Autair or BKS during 1966. However, Dan Air during 1966 lost G-ALZX dbr landing at Beauvais 14.4.66, but gained G-AMAG from Shell 5.66. Although G-AMAA was also purchased from Shell it never entered service, being used for spares, so the active fleet remained at 7 aircraft.

BKS's freighter Ambassador G-ALZR called at Liverpool a number of times during the year. Firstly, presumably in connection with the Grand National meeting G-ALZR on 23rd March from and to Dublin and later the same day Dublin to Manchester, while on 28th March from and to Dublin. On 24th April from Dublin and possibly onto the IoM, 1st May from and to Dublin, 2nd May from Dublin to Southend, 18th May from Heathrow and on the following morning to Belfast Aldergrove, followed by from and to Belfast Aldergrove the same day, while the following day, 20th, from and to Aldergrove twice, then finally from Aldergrove to Heathrow (presume due to dock/ferry strikes). Finally at the end of the year, on 14th November from Dublin and onwards to Cambridge.

Autair's Ambassadors do not appear in the '66 logs on any charter flights, however did appear on regular flights, with G-ALZS noted on 4.6 and 18.6 and G-ALZZ on 3.7. Presumably this was a second summer season of I/T flights for Gaytours, but the logs don't provide any clue as to where the fortnightly series operated to. They also tantilise - did the series of flights end in early July, or did the scribe stop recording them?

Without 1966 timetables I have no idea what frequency the Dan Air Ambassadors served Liverpool or the flights flown. The logs do reveal that all 8 Dan Air aircraft appeared at Liverpool during the year, with their first visit of the year recorded for G-ALZN 3.1 and noted again 27.4, G-ALFR 5.1, G-ALZY 11.2, G-ALZX 1.3 from Gatwick and again 10.3 (dbr 14.4), G-ALZO 12.5, G-AMAH 18.4, G-AMAE 20.5 and finally new acquisition G-AMAG 19.6.66.

1967

During 1967 Autair retired G-ALZS 9.67; while BKS retired G-ALZW 2.67 and converted G-ALZT and G-AMAD to freighters 10.67; while Dan Air retired G-ALFR 3.67 and G-ALZY 11.67

Autair appeared on 2nd February on a Cambrian Airways substitute charter when G-ALZS operated on flights CS502/503/536, connecting IoM, Liverpool and Heathrow, before possibly departing to Manchester (text amended after post #10 & #11). On 15th March G-ALZS again from and to Newcastle, while on 31st March G-ALZS was busy, from Luton to IoM, the from and to IoM, before from IoM again, but out back to Luton. At the other end of the year G-ALZZ operated on 21st October from and to Luton.

BKS used their freighter G-ALZR through Liverpool somewhat less than the previous year. On 30th January from Dublin to Stansted, 2nd February from Gatwick to Dublin, on 5th April in from Dublin, returning there the next morning, on 9th April in from Heathrow and out to Dublin, dropping off and then collecting Grand National Meet race-horses. While at the other end of the year, 28th October from Southampton and onwards to Dublin.

Dan Air Ambassador first visits of the year are recorded as: G-ALZY 2.1, G-ALZO 2.3, G-AMAH 21.3,G-AMAG 3.4, G-AMAE 24.5 and G-ALZN 31.5. Unfortunately I have no idea of times, frequency or routing of Ambassador services throughout 1967. As a sign of things to come a few years down the road, G-APDO a Comet 4 appeared on 3rd May, used for the first time as a substitute aircraft type on the Amsterdam schedule DA900/901.

1968

With G-ALZV withdrawn 5.68 the active fleet was down to just G-ALZZ; BKS withdrew G-ALZT 3.68 and G-AMAC 7.68, while G-AMAD crashed at Heathrow 3.7.68, leaving only the one, G-ALZR in service all year; while with Dan Air G-ALZN was withdrawn 3.68 and G-AMAG was dbr in a wheels-up landing at Manston 30.9.68.

Sole Autair appearance of 1968 brought in G-ALZV on 19th March from Amsterdam on weather diversion from Luton. Later the aircraft positioned out to Blackpool. This was the last appearance at Liverpool by an Autair Ambassador. Autair soon after became Court Line, a major I/T airline with Tristars and BAC.1-11s.

Visits by BKS were well down too. G-ALZR appearing on 25th March from Dublin and out to Leeds, and again 27th March in from Aldergrove and out to Leeds. The dates, but not the routings would indicate equine flights for the Grand National meeting. On 29th June G-AMAD routed from and to Prestwick on strike diversion from Manchester - this just days before the aircraft's final flight.

Although Dan Air started the year with 5 aircraft, they were down to just 3 Ambassadors by the end of the year. Ambassadors continued to be used at Liverpool on regular schedules throughout the year. First visits of the year were for: G-AMAG 1.1, G-AMAH 11.1, G-AMAE 13.2 and G-ALZO 29.3.

While I don't know the summer schedule frequency, the winter 68/69 schedule called for Ambassadors to appear at Liverpool only on Tuesday and Thursdays, 0930-0955, DA401/900, routing Newcastle-Teesside-Liverpool-Amsterdam, with the evening return, 1905-1935, DA901/402, AMS-LPL-MME-NCL. Other links between Liverpool, Bristol, Cardiff and Newcastle used Dakotas.

1969

Autair retired their final Ambassador G-ALZZ 5.69; BKS retired their last Ambassador G-ALZR 10.69; although Dan Air continued to operate their final 3 aircraft throughout year, although they acquired G-ALZR 10.69 from BKS for spares recovery at Lasham.

Before BKS retired their last Ambassador freighter, G-ALZR appeared a number of times in late March, all presumably in connection with the Grand National meeting. On 26th March from and to Dublin twice, and the following day again from and to Dublin. On 28th March from Deauville, departing to Dublin on 30th March, on which day it later operated from and to Dublin. This was the last appearance at Liverpool by a BKS Ambassador.

Dan Air's remaining 3 Ambassadors first visited during 1969 on G-AMAE 7.1, G-AMAH 29.1 and G-ALZO 11.2. The summer timetable was a complex one and was in operation 26th April to 15th September. The Ambassadors operated on a Monday and Friday through LPL 0930-0950 and 1830-1850 routing NCL-LPL-NCL-Kristiansund-NCL-LPL-NCL; on a Tuesday and Thursday through LPL 0930-1000 and 1910-1940 NCL-LPL-AMS-LPL-NCL; while on a Wednesday through Liverpool 0930-0950 and 1830-1850 routing NCL-MME-LPL-MME-NCL-MME-LPL-MME-NCL. The Dakotas connected Liverpool to Bristol and Cardiff and on Tuesday and Thursdays also to Newcastle.

The autumn shoulder period 16.9 to end of September saw the withdrawal of the Kristiansund leg, the Mon & Fri leg to Newcastle though was unchanged.

From early October '69 through to June 1970 the Ambassadors only appeared at Liverpool on Tuesdays and Thursdays, 0930-0955 DA401/900 and 1905-1935 DA901/402 NCL-MME-LPL-AMS-LPL-MME-NCL.

1970

Throughout 1970 Dan Air continued to operate their remaining 3 Ambassador aircraft, with no further retirements.

The Dan Air aircraft first visited for the year: G-AMAH 1.1, G-AMAE also 1.1 and noted again 27.1, with G-ALZO noted on 13th January, not on the regular schedule, but routing inbound from Gatwick and out to Cologne/Bonn.

As covered above the Ambassadors were scheduled through Liverpool on Tuesday and Thursdays. From early July the twice weekly Amsterdam flights continued, but now the aircraft arrived as DA402A on Tuesday from Newcastle at 0930 and departed on DA900 to AMS at 0955, returning on DA901 at 1905. The aircraft would then sit at Liverpool until DA900 to AMS on Thursday 0955, returning DA901 from AMS at 1905, then as DA403A to Newcastle at 1930. This pattern of flights continued through to the end of October, in November Comets took over an increased schedule on the Liverpool-Amsterdam route.

The regular use by Dan Air of the Ambassador on scheduled services through Liverpool lasted from early June 1965 through to end of October 1970.

1971

Dan Air's remaining Ambassadors were retired during 1971, G-AMAH 3.71, G-AMAE 6.71 and the final Ambassador flying worldwide, G-ALZO during 9.71.

The logs show that just the one Ambassador called at Liverpool in 1970. G-ALZO on 2nd February substituted for the Nord 262 on the DA403 flight from Cardiff and onto Newcastle. While it is possible that the same aircraft did visit again later in the year, unrecorded, this is unlikely.

So during a relatively short span of just 12 years, 1960-1971, the Ambassador became a symbol of the 60s decade at Liverpool Airport, fondly recalled with nostalgia of a time when aviation was exciting and aeroplanes types had their own characters.

[Deleted]

"What a fantastic aircraft the Ambassador was. It certainly makes all today's Ryanairs and easyJets totally boring!!"
Dave Graham.

I'll use this minimal and effectively 'dead' post to bring forward some watermarked images from page 3 and further images of Ambassadors at Speke together, below the information regarding the span of visits and the aircraft involved. Naturally Dan Air's aeroplanes will dominate.



Dan Air AS.57 Ambassador G-AMAH. This aircraft was acquired 11/59, and at the time of this visit on 6th April 1960 on a football charter from Belfast/Nutts Corner had not acquired full Dan Air scheme.



Ambassador G-AMAG of Dan Air is clearly a summer 1968 as the background Britannia is G-ANCH in Ghana Airways colours.



This is G-ALZS in Autair's blue scheme, clearly on the apron at Speke. This aircraft most often during the summers of 1965 and 1966 while operating I/T flights for Gaytours of Blackpool, however looking over at the trees of Stockton's Wood (Speke Hall) this shot could well have been a winter charter 1964, 1965 or 1966.



British Eagle Viscount G-AOCB framing G-AMAH AS.57 Ambassador of Dan Air. A fairly typical apron scene for August 1967.



Usually photographed on the ground, here G-ALZY is seen in April 1968 on finals for 28 (now 27).



Not a perfect image of Dan Air's G-AMAE. Mind you commercially processed prints usually cropped inside the edge of a negative, and if the composition was tight, then the nose (or tail) would not appear on your print.





Two cameras loaded with different film, same subject, with only a few steps to the right between the shots. 4th June 1965.



G-ALZY 14th October 1965, a regular sight as they were often parked around on the Western on days when the Amsterdam flight did not operate.



While G-AMAG was spotted on 26th December 1967, taking a Christmas break at Speke.

[danairamb]

Thanks to you all for the considerable effort to obtain this information. The only thing that I can add is that LPL-AMS service by Dan Air started with a three times a week MO WE FR schedule which was changed after a couple of years to Tu TH service. This brought back some of my happiest memories and probably the most memorable flight for me during that era. The photos were also incredible thanks Mike. My brico i do well recall the two Ambassadors on the apron at one time, I remmember a late border and them having to reopen the forward door (starboard side) after start up to allow a tardy passenger to board, the lady was so embarrassed.
I have many pics from LHR in the 50s that show those unique Ambassador steps with the equipment at the apron, B.E.A. ground equipment of that era was all painted a deep yellow. The LPL ones should have been preserved, I would have kept them happily. They were originally painted an olive green which was later changed to red. I remember equally well the EI F-27 steps, later painted over in LPL Airport colours. We could start a thread just about airline steps, every airline had its own except for Cambrain probably because their Pionairs and early Viscount 700s used integral air stairs.
Great post, thanks so much to you all

David in Ottawa

[danairamb]

Another recollection. The pax door hinges were not totally reliable, so often ground staff had to hold it steady while pax embarked or disembarked.
We used to make many jokes about the ambassador, because of its rough edges but it was the plane we loved to hate. Why is the Duxford example now dismantled following all that resoration work?

David in Ottawa

[viscount]

DanAirAmb, I'm sorry that I cannot answer your question regarding the exhibit policy at Duxford. Even with the most recent extension of the AirSpace hangar, there is not enough display space indoors, although the situation is much improved on what it was. I cannot find any reference on the web as to the current situation of the DAS Ambassador, so the following is gleaned rather than published.

Unfortunately airliners have always been somewhat of a cinderella item when it comes to museum display space. The Duxford Aviation Society are highly unusual in Britain in having a collection of airliners, but have not been included in I.W.M. museum space at Duxford. Don't forget that it is not that long ago that the BA airliner collection was scrapped as it did not fit the policy of the RAFM at Cosford. Even the DAS have not taken on the acquisition of a HS.748, dispite its significance as a British airliner.

Following extensive restoration work, it is unusual for an exhibit not to be put in pristine condition on public view. However, I for one, would rather that the sole Ambassador was kept dismantled indoors, than displayed outdoors. It would be much better that the Ambassador and Viscount 701 at Duxford were on inside display, joning the Dan Air York, which is on display in the AirSpace building. It is not only the Ambassador, the Ju.52/AAC.1 is in the same position post restoration at Duxford. Thank goodness the Vulcan and Victor at both Cosford and Duxford are now displayed indoors.

Bit of a ramble, but its the best explanation I can offer.

[Deleted]

Viscount, your description of the Ambassador starting up was almost poetic, and exactly as I remember it.
Whilst I have only anecdotal evidence, I would agree that there were never that many Ambassador visitors to LPL in those days, and the only regular operation was the Dan-Air LPL-AMS service.

[danairamb]

I hear you regarding outdoor displays, at our local National Canadian Aviation Museum the state of some airliners including an ex Air Canada Viscount, and a North Star/Argonaut leaves a lot to be desired due to their being left outside for extended periods.
I also remember the ground-hugging capabilities when I flew in the Ambassador taking off from LPL for AMS with a full load (rare for that route, but it was the Thursday before Easter 1970) and the take off run seemed to last forever. I was taking a movie of the take off but I was using an old fashioned camera that needed winding up and it ran out long before we became airborne.

[northbynorthwest]

Brian, wonderful evocative thread brought memories flooding back. My father flew to/from AMS a number of times on the Ambassador, but the lack of frequency meant that he usually ended up flying LPL-LHR on British Eagle and connecting to AMS on KLM Electras. The service never operated more than three times a week. I also remember Dan Air starting a nighttime freighter schedule LPL-AMS-LPL with an Ambassador, twice weekly from memory. I don't remember the year, but it was very short lived - I am sure only a matter of 2-3 months.

[viscount]

THE CANADAIR C-4 ARGONAUT AT SPEKE

On a similar theme and period to the Ambassadors, I am reminded of visits by the Canadair C-4 Argonaut while searching through the enthusiast visitor records.

The Canadair C-54M/DC-4M and C.4 were pressurised versions of the Douglas C-54/DC-4 airliner, with a DC-6 nose and fitted with RR Merlin engines. All the 71 aircraft produced went to the Royal Canadian Air Force, Trans Canada Airlines and the British Overseas Airways Corporation. BOAC acquired 22, all delivered in 1949, with the first leaving the fleet in 1957, the last in 1960. Operated by several small British independent airlines during the first half of the 60's, the type in passenger service did not last long after the 'Stockport Disaster' crash in 1967.

1958

Canadair C.4 Argonaut G-ALHG of British Overseas Airways Corporation (BOAC) landed at Liverpool on 20th January 1958 at the conclusion of a charter flight, inbound from Singapore. It later continued on to London Air Port/LAP - as Heathrow was then known (source MGAE 'Merseyside Aeronews' magazine). Added a month later (late August) Phil Butler has continued research into this flight and from his notes at the time thinks the flight probably actually originated at Chittagong, and was a charter bringing the crew of a ship home. The last stop before arrival at Liverpool has an old sequence code of ITKO, which Phil is fairly sure is Rome/Ciampino (now LIRA).

1960

The first British independent to purchase former BOAC C-4 Argonauts was Overseas Aviation, who also acquired a number of former Trans Canada DC-4M aircraft too. Few of their aircraft were flown before the operator ran out of finance. On 29th June 1960 G-ALHK arrived from Hatfield and departed for Hawarden.

1962

Within the same same week of 1962 came the only two traced visits of the year. On 22nd June OY-AAI of Flying Enterprise of Denmark, operated from and to Malmo, Sweden, departing the following day. On 24th June G-ALHY of Derby Airways arrived from their Burnaston (Derby) base to operate an outbound charter to Perpignan (a common IT destination of the period), later returing from Perpignan and onto Manchester the following day. This appears to be a 'one-off' flight, so would speculate that it was a sub-charter to Starways or Euravia, but have no evidence for this.

1964

A number of charters brought Argonauts to Liverpool during 1964.
On 26th March 1964, there wer two of the three Derby Aviation aircraft on the same day. G-ALHG arrived from Burnaston and departed to Rome/Ciampino. The same aircraft overated the reverse routing a few days later on 4th April. Meanwhile on 26th G-ALHS also arrived from Burnaston and departed with charter passengers for Tarbes and a Lourdes pilgimage. The same aircraft returned on the reverse routing 2nd April. On what appears to be a sub-charter, G-ALHG was at Liverpool again on 20th May, from Burnaston to Palma de Majorca, returning the next day on the reverse routing.

Another British independent to operate the Argonaut was Air Links, who operate four of the type. Their G-ALHT called at Liverpool, presumably on sub-charters on 29th May routing Gatwick to Tarbes and on 7th June from Gatwick to Oporto, Portugal. While, finally on 12th June somewhater shorter-haul charter arriving from Gatwick and onwards to Isle of Man, later in the day returning Isle of Man to Gatwick.

Quite definitely on sub-charter, Derby Airways operated G-ALHG on 25th July on Aer Lingus service EI186/187, from & to Dublin. Later in the year, on 5th September, G-ALHY was flown on behalf of Aer Lingus on service EI188/189 from and to Dublin. Derby Airways announced on 30.7 that it would be renamed 'British Midland Airways' wef 1.10.64. The first visit by a BMA Argonaut was a few days later, on 10th October when G-ALHS operated Burnaston-Basle, Switzerland, returning on 13th October on the reverse routing - which looks rather like being football team charter.

1965

On 10th February G-ALHG operated, what looks to have been a football supporters charter, in empty from Burnaston and out to Hamburg, returning on 11th on the reverse routing.

On 1st April BMA moved their base from Burnaston to Castle Donnington/East Midlands Airport. For the whole of summer season 1965 BMA was the principal operator contracted to provide IT flights from Liverpool for CTA Cathedral Touring Agency, Arrowsmith and YTC Universal. G-ALHS seems to have started off the season on 8th May, with both G-ALHY and G-ALHG noted on 12th May. Therafter any BMA Argonaut flights are ignored in the visiting aircraft record, as are the destinations served.

A further Lourdes pilgrimage charter brought Transglobe to Liverpool. This airline was the former Air Links, renamed 1.8.65 on arrival of their first Britannia aircraft. Transglobe, on 3rd September used two aircraft, G-ALHM and G-ALHI, both positioned in from Gatwick and out with passengers for Tarbes. On 9th September G-ALHM returned from Tarbes and flew out to Dusseldorf the next morning, while G-ALHI arrived, presumably in the early hours of 10th September, operating from and to Tarbes.

1966

On 14th April BMAs G-ALHY routed from EMA to Glasgow, later returning from Glasgow, and flew out to Birmingham on 15th. On 5th May G-ALHY returned, this time in from Luton and out to Glasgow, returning on 6th on the reverse routing, presumably a football charter as a minor airlift is evident in the logs.

BMA again operated for CTA, Arrowsmith and Universal as one of a number of airlines contracted for the summer IT season from Liverpool. G-ALHG is noted as making its first visit of the year on 7th May and G-ALHS on 21st May. Thereafter all BMA Argonaut operations are not oted for the summer.

1967

Final appearance of an Argonaut at Speke was on the evening of 15th July when BMAs G-ALHS operated through EMA to Munich.

The crash of G-ALHG at Stockport on approach to Manchester Airport on 4th June 1967 signalled the end to British Argonaut operations, the remaining two aircraft being retired by November.

[danairamb]

This was, as always, a pleasure to read. I well remember seeing my first Argonaut at Speke in August 65. We were at the airport very late as my cousin's inbound Cambrian Viscount from Belfast was delayed. So we saw a BMA Argonaut (doubtless on an IT flight). It had been newly painted so we thought it was a new plane, which was quite a testament to the BMA colour scheme. The sound of the merlins was also unforgettable.
As I previously mentioned we have one on display here in Ottawa at the National Aerospace Museum. Its in RCAF colours, but I wish it was painted in the TCA scheme

David in Ottawa.

[Beemer]

Original colour slide Brian Bond, via John Pope and many years in Viscount's Wardrobe! The Argonaut is an evocative night apron shot of G-ALHG on 26th March 1964 as seen from the balcony. Derby Aviation became British Midland later in the year.



Another colour image, same aircraft G-ALHG but now re-branded to British Midland. Seen on 7th May 1966



Canadair C-4 Argonaut G-ALHS, undated



This time it is G-ALHG, print dated 25th July 1966



A May or June 1964 photo of Canadair C-4 Argonaut G-ALHT at Liverpool while operated by Air Links.

[danairamb]

Awesome shots, and as you say, the Argonaut is so evocative - especially of the Argonaut scene I described in my previous post. I flew in both G-AMAH and G-A0CB (British Eagle's City of Edinburgh). The latter was LPL-NQY on July 23rd, 1966. This was my third Viscount flight and I saved 3 pounds 5 shillings for the one way fare to join my family on holiday in Cornwall - I was 11, and flying was a much more appealing way to get there than the long road trip in the back seat with my two brothers. I remember the interior of CB (previously owned by Cubana) at that time was much more spacious and luxurious than the higher density layout Cambrian 701s I had flown in previously. I think later on CB was equipped with more seats and I know that by the time she flew with Invicta in the late 60s she carried over 70 pax.
Thanks again Viscount and Beemer, great pics.

David in Ottawa

[viscount]

THE H.P. HERMES AT SPEKE

Keeping to theme of immediate post War passenger airliners, another type that springs to mind is the Handly Page Hermes. In all 29 were produced of all marks, with 24 Hermes IV being supplied to BOAC in 1949 and 1950. In service they were replaced by the Argonaut, but put back into service on the gounding of the Comet 1. All the remaining aircraft sold during the late 50s, mostly serving with British operators such as Airwork, Britavia, Air Links, Silver City, Skyways and Air Safaris. The last were withdrawn from civilian operation late 1962. None survive compete, although the whole fuselage of G-ALDG is in the AirSpace Museum at Duxford. Just the one visit of the type to Liverpool Airport is recorded in the log-books.

1959

On 18th July 1959 G-ALDI of Britavia called at Speke on a charter flight, operating from and to Gatwick. A 'one visit wonder', there are surprisingly few airliner types that potentially should have visited Liverpool but didn't. The Hermes came to close, and fortunately a photo exists to prove the visit too!


For more about the Hermes, try www.en.wikipedia.org/wiki/Handley_Page_Hermes



The sole visit by a Handley Page Hermes to Liverpool G-ALDI is the subject of this image, parked around on the Banks Road, Western Apron.

[viscount]

HANDLEY PAGE (READING) HPR-1 MARATHON AIRCRAFT AT SPEKE

Another of the British immediate post War airliners that were produced in only modest numbers and barely lasted in service into the 1960's. Including prototypes, 43 were built between 1946 and 1951, many serving with the R.A.F. while a few were sold to B.E.A., West African Airways, and Union of Burma. Only a handful entered the second hand market, with Derby Aviation eventually using three 1955-1960. No complete Marathons survive today, although a section of G-AMEW still exist with the Miles Aviation Museum collection. Research since this topic was first typed has extended 3 known visits in 1959 to 5 known visits, adding 2 during 1956.

More on en.wikipedia.org/wiki/Handley_Page_Marathon
Also, there are some excellent 'Garstonboy' photos on the 'Memories from further afield' section of this forum. www.derbsoft.proboards.com/thread/2634/ near end of initial photo post

1956

The first visit by a Marathon to Speke was on 8th August 1956, G-AMGW of Derby Aviation. It was not recorded at the time why the visit, or where the aircraft came from and flew out to. The second visit was a month later, on 5th September. Again G-AMGW was the aircraft involved and it arrived from Burnaston, Derby Aviation's base, and departed to Blackbushe.

1958

On 9th August 1958 two Derby Aviation Marathons G-AMGW at 0835 and G-AMEW at 0845 appeared on the same day, both operating from and to Burnaston, but diverting into Liverpool from the Isle of Man, due no doubt, to the notorious Manx fog closing Ronaldsway. Just a few days later, on 11th August, G-AMGW appeared at Liverpool again, this time on charter to Starways, substituting for one their own aircraft, arriving from Heathrow at 1830, later departing at 1908 back to Derby's base at Burnaston.




I've yet to come across any photos of a Derby Airways Marathon at Speke in the late 50s. However, this is a fine image of G-AMGW possibly at Burnaston, Derby Aviation's base. Included it as I'm sure some are puzzled as to what a Miles/Handley Page HPR-1 Marathon was like.