Originally Posted by
sycamore
I think it is more likely a Britannia tailplane; there is no `external horn balance`,the elevators and ailerons are servo-tabbed,and there is an outer portion of the LE of the tailplane that `appears` to be somewhat discoloured,probably by the engine exhaust/dust.It also appears to have a more symmetrical aerofoil than the 1-11,and is low-set on the fuselage...You could go to Duxford or Kemble to check.....
Corfu (Ioannis Kapodistrias) International airport, is named after the first Governor of Greece and the first IT charters coming from the UK were from 1965 on Props such as Dan Air Ambassadors, BUA DC-6B, Autair Ambassadors and HS748.
The new International Terminal opened in 1972.
In 1973 the island was still fairly 'new' to the holiday brochures; just appearing for the mass package market.
Here's the thing though chaps;
No Bristol Britannia's in 1973 were going to Corfu from LGW and MAN.
Nor were any other package holiday Prop Jets going down to CFU.
Viscounts were still around until the very early 1970's flying Med IT charters for some Tour Operators from the UK regionals, using BKS, Channel AW, BMA, and Cambrian,
operating from BRS/CWL LPL CDD SEN MME LBA.
Caledonian and Donaldson had still used their Brits on holiday IT's, but Greece was not a usual destination, and by this time they had stopped flying them.
The only airline still flying the Britannia for IT package holidays in 1973 was Monarch (For Cosmos) and from what I recall a Brit was never put on that route for Cosmos, nor flying there for another Tour Company.
IF Monarch ever sent one to CFU (in lieu of a 720B) then it is a very remote possibility, but it would have been a LTN flight, or possibly from BHX.
Incidentally I do not recollect Cosmos Holidays ever featuring Corfu holidays that early on, although the 720B's had arrived in 1971.
(The Pprune LTN History MayFly archives might tell us more of those early Monarch 720B movements)
I don't even recall Britannia Airways ever flew their Brits to Corfu for Skytours in the 1960's, not until they got the 737's.
(I will check with old Britannia AW crew I know)
Horizon and 4S were going to Corfu with 1-11 Jets from 1969 - BUA BAC 1-11 500's,
and Laker 1-11's flew for Lord Bros from LGW, and for Arrowsmith from MAN.
Clarksons had been using Dan Air Comets also from 1969 from LTN and MAN, and began using the B727 in 1973.
MATO were flying from BHX using Dan Air.
Cambrian Airways started flying to CFU in 1971 from LPL and BRS/CWL with their 1-11's for Hourmont Travel, then as Cambrian Air Holidays.
BEA's Enterprise and Flair from 1970 used KT Comets to Corfu from LGW and MAN, then their 707's came a year later in 1971.
I first went to Corfu in 1973 and it was a BEA Airtours 707 on an Olympic Holidays charter.
Olympic Holidays were perhaps the first specialist Greek Tour Operator (still going today)
This is a treat -
BAC 1-11 500 1970 Corfu
Later -
Vic Fatah set up Sunmed 'Go Greek' who were a Greek holidays specialist Tour Operator in 1970 running package holidays to the Greek Islands using charter flights, considered most exotic at the time, as were the aforementioned Olympic Holidays also doing.
Olympic Airways also had own in-house tour operator Allsun Holidays, and flew their own night summer Charter flights in the early 1970's from LHR to CFU, RHO, HER and also to ATH using B707/720B and B727, and shared these flights with some other Tour Operators.
Allsun also used the BEA Trident Scheduled night flights from LHR to CFU, RHO and HER.
Are we any closer to 'Which wing is this 1973?'
Corfu Airport of course, is infamous for the BCAL BAC 1-11 500 RTO and over run accident into Mouse Island Lagoon the summer before in 1972,
and Cambrian Airways BAC 1-11 skipper Cedric Flood recalls :
Our own BAC 1-11 Corfu incident was probably closest to a disaster experienced by Captain Cedric Flood while taking off from Corfu bound for Liverpool, in the summer of 1971.
An engine failed just as the aircraft was lifting off, and the climb-out performance was greatly affected by the combination of high ambient air temperature, a full flight, and heavy take-off weight.
In fact the aircraft showed such little inclination to climb at all until the undercarriage doors had closed following retraction.
Even then, the rate of climb was minimal, but displaying considerable skill Cedric eased the aircraft around the circuit and successfully landed at a weight considerably in excess of the normal maximum permissible.