RAF Bovingdon - 1960s
Mercury Airways (SA) 1948-1949
Quite probably in South-West Africa. Photo:National Archives of Namibia.
It is believed that the English born entrepreneur and designer/manufacturer of domestic appliances Gordon Thomas Fillery (1914-1991) started his airline at Johannesburg in 1946 with three ex SAAF Avro Ansons. His fleet rapidly expanded with the purchase of DC3s of which nine were eventually registered to his company. We can trace the arrival and departure of Mercury Airways, to and from the British Isles by reading these old Newspaper Clippings. The source of which is The British Newspaper Archive.
5th July 1948. Lincolnshire Echo.
14th June 1948. Evening Telegraph.
4th August 1948. ZS-BWX (Written off near Paris later that year). Photo Associated Press.
Blackbushe not Bovingdon of which a little later.
4th August 1948. Daily Herald.
On the orders of 'The Ministry' fuelling facilities were withdrawn at short notice from Mercury Airways. Fortunately the Captain had sufficient for the return to Paris.
6th August 1948. Coventry Evening Telegraph.
27th August 1948. News Chronicle.
17th September 1948. News Chronicle.
18th September 1948. Yorkshire Observer.
13th October 1948. Yorkshire Post.
5th December 1948. The Sphere.
ZS-BWX crashed November 20th 1948. See continuation for account from the Air Hostess on board.
9th December 1948. Burton Observer.
18th February 1949. News Chronicle.
26th February 1949. Bristol Post.
13th March 1949. Weekly Dispatch.
I've run out of space for downloads so I'll do a follow up with a few snaps and links.
Last edited by OUAQUKGF Ops; 8th Oct 2023 at 09:15. Reason: Addit Gen
Mercury Airways (SA) 1948-1949 Cont
Two charter companies are mentioned that at one time or another carried passengers from London to Paris and return on behalf of Mercury Airways. Blue- Line Airways Ltd of Tollerton (Notttingham) was one. To quote Tony Merton Jones: 'Between September 27th and November 21st 1948 Blue-Line operated a series of charter flights (with Avro Ansons) from Croydon to Le Bourget, the passengers then boarded the Mercury Airways aircraft at Le Bourget to continue their journey to South Africa. These services were arranged by Ackroyds Air Travel, who were later fined for operating these services and Blue-Line Airways thus lost a valuable source of income during the winter months.'
In January 1949 Blue-Line purchased a single DC3. I wonder perhaps whether they had these Mercury charters in mind when they did this. In the event the DC3 didn't enter service until the end of February 1949 and in August 1949 the company ceased operations. In the meantime there being little work for the DC3 out of Tollerton it became a familiar sight at Bovingdon and Blackbushe and ranged as far afield as East Africa and The Persian Gulf.
Blue-Line Airways Avro Anson at Tollerton.
Blue-Line's DC3 at Tollerton. Photo: Dave Welch with thanks.
Trans-World Charter who were based at Bovingdon was the other company. However the extent of their involvement is unknown. Mr Fillery mentions that he is going to use them to operate flights for Mercury out of Bovingdon to Le Bourget . They operated Vickers Vikings.
Bovingdon 1950. Photo: Arthur Huswitt via NA3T.
Unfortunately Mercury Airways had a very poor safety record.
15th May 1948. Photo: Ken Fuller.
The thirteen occupants were killed - the majority were Mercury employees some with their family members. Link follows:
https://aviation-safety.net/database/operators/5688
A couple more South African Irregulars who used Bovingdon from time to time. Suidair International were up to the same sort of tricks as Mercury.
Photo and text Source: Ed Coates aircraft photos with thanks.
Photo and text Source: Ed Coates aircraft photos with thanks.
The above aircraft is now preserved at the Metheringham Airfield Visitor Centre in Lincolnshire. For a tiny bit of social history I have borrowed the following Pan African tit-bits from the Metheringham Airfield Facebook Page:
Photo: Chris Bill.
Photo:Chris Bill.
Air Hostess account of Mercury Airways Dakota ZS-BWX Accident near Orly 20th November 1948 below:
Liverpool Echo 16 December 1958 (BNA). Apologies for poor quality of text !
A bit of a dry read here but not without a dash of humour in places:
https://hansard.parliament.uk/Common.../CivilAviation
June Lupino Glen who survived the prang in the desert but was later stranded at Bovingdon when Mr Fillery sold out.
In January 1949 Blue-Line purchased a single DC3. I wonder perhaps whether they had these Mercury charters in mind when they did this. In the event the DC3 didn't enter service until the end of February 1949 and in August 1949 the company ceased operations. In the meantime there being little work for the DC3 out of Tollerton it became a familiar sight at Bovingdon and Blackbushe and ranged as far afield as East Africa and The Persian Gulf.
Blue-Line Airways Avro Anson at Tollerton.
Blue-Line's DC3 at Tollerton. Photo: Dave Welch with thanks.
Trans-World Charter who were based at Bovingdon was the other company. However the extent of their involvement is unknown. Mr Fillery mentions that he is going to use them to operate flights for Mercury out of Bovingdon to Le Bourget . They operated Vickers Vikings.
Bovingdon 1950. Photo: Arthur Huswitt via NA3T.
Unfortunately Mercury Airways had a very poor safety record.
15th May 1948. Photo: Ken Fuller.
The thirteen occupants were killed - the majority were Mercury employees some with their family members. Link follows:
https://aviation-safety.net/database/operators/5688
A couple more South African Irregulars who used Bovingdon from time to time. Suidair International were up to the same sort of tricks as Mercury.
Photo and text Source: Ed Coates aircraft photos with thanks.
Photo and text Source: Ed Coates aircraft photos with thanks.
The above aircraft is now preserved at the Metheringham Airfield Visitor Centre in Lincolnshire. For a tiny bit of social history I have borrowed the following Pan African tit-bits from the Metheringham Airfield Facebook Page:
Photo: Chris Bill.
Photo:Chris Bill.
Air Hostess account of Mercury Airways Dakota ZS-BWX Accident near Orly 20th November 1948 below:
Liverpool Echo 16 December 1958 (BNA). Apologies for poor quality of text !
A bit of a dry read here but not without a dash of humour in places:
https://hansard.parliament.uk/Common.../CivilAviation
June Lupino Glen who survived the prang in the desert but was later stranded at Bovingdon when Mr Fillery sold out.
Last edited by OUAQUKGF Ops; 8th Oct 2023 at 20:56. Reason: Air Hostess Article added
Dolls Have a Narrow Squeak !
The loss of Hunting Air Travel Vickers Viking G-AHPD at Bordeaux (Merignac Airport) May 8th 1951. War Office Trooping Contract routing Gibraltar-Bordeaux-Bovingdon.
Unfortunately I have been unable to source any images of G-AHPD. This is another Viking at a later date in a slightly different livery. Photo: as captioned.
Yorkshire Observer May 9th 1951.
Birmingham Gazette May 10th 1951.
Leicester Mercury May 10th 1951.
Daily Record October 18th 1952.
News Chronicle October 18th 1952.
Of the period at Merignac. Somewhere I've got the registration of the DC4 - I'll put it on when I find it (bits of scribbled paper everywhere). F-BBDK. Incidentally can anybody identify the carrier and registration of the Sud-Ouest Bretagne?
Slight drift here:
This is the same DC4 named 'Ciel de Normandie' .
Bordeaux 1954 A Viking in the old Hunting Livery, not yet repainted 'Hunting Clan' which the company became in October 1953. Incidentally note the two hour plus transit time for G-AHPD at Bordeaux for what we used to call a 'Tech Stop' (Fuel) but also an opportunity for passengers and crew to stretch their legs and have lunch in the Airport Restaurant - those were the days !
Photo as captioned.
Credit British Caledonian Tribute Website.
A scarce relic obviously from prior to May 8th 1951. I'm guessing this flight is out of Bovingdon en-route to East Africa on one of the British Government Contracts.
All newspaper extracts are from The British Newspaper Archive.
https://baaa-acro.com/crash/crash-vi...ing-1-bordeaux
Unfortunately I have been unable to source any images of G-AHPD. This is another Viking at a later date in a slightly different livery. Photo: as captioned.
Yorkshire Observer May 9th 1951.
Birmingham Gazette May 10th 1951.
Leicester Mercury May 10th 1951.
Daily Record October 18th 1952.
News Chronicle October 18th 1952.
Of the period at Merignac. Somewhere I've got the registration of the DC4 - I'll put it on when I find it (bits of scribbled paper everywhere). F-BBDK. Incidentally can anybody identify the carrier and registration of the Sud-Ouest Bretagne?
Slight drift here:
This is the same DC4 named 'Ciel de Normandie' .
Bordeaux 1954 A Viking in the old Hunting Livery, not yet repainted 'Hunting Clan' which the company became in October 1953. Incidentally note the two hour plus transit time for G-AHPD at Bordeaux for what we used to call a 'Tech Stop' (Fuel) but also an opportunity for passengers and crew to stretch their legs and have lunch in the Airport Restaurant - those were the days !
Photo as captioned.
Credit British Caledonian Tribute Website.
A scarce relic obviously from prior to May 8th 1951. I'm guessing this flight is out of Bovingdon en-route to East Africa on one of the British Government Contracts.
All newspaper extracts are from The British Newspaper Archive.
https://baaa-acro.com/crash/crash-vi...ing-1-bordeaux
Last edited by OUAQUKGF Ops; 4th Feb 2023 at 22:25. Reason: Spellin
Thank You - It's a pleasure .... I don't want to monopolize the thread, so contributions are very welcome. I've had to diversify things a bit as new images of old aeroplanes at Bovingdon are becoming more difficult to find. Having subscribed to the Newspaper Archive and with a bit of drift I will certainly be able to make a few more posts in due course before the thread finally runs out of steam..........
Yes I have used that for family history. I've found that you sometimes need to search using various terms to find what you need as the scanning process isn't perfect. I find it fascinating to read about all these long gone airlines..
Thread Starter
Thank You - It's a pleasure .... I don't want to monopolize the thread, so contributions are very welcome. I've had to diversify things a bit as new images of old aeroplanes at Bovingdon are becoming more difficult to find. Having subscribed to the Newspaper Archive and with a bit of drift I will certainly be able to make a few more posts in due course before the thread finally runs out of steam..........
I know there are developments at Bovingdon; the 'Dancing on Ice' studio has been operating for some years and now I understand ITV have applied to build more studios on parts of the main runway, the sunday market having been sent elsewhere however, according to what I can see on satellite photos,it looks as though the existing private airstrip has been restored to use; it has certainly been cleared of most of the containers which used to be there. There have also been murmurings about the control tower being partly restored.
Well that is good to hear XV490 and it is all thanks to you in the first place. Yes, airfields broaden our horizons..... All the best.
Last edited by OUAQUKGF Ops; 6th Feb 2023 at 09:29.
Thread Starter
'Stalag Luft III'
Bovingdon airfield will soon be playing its latest screen role, as infamous PoW camp Stalag Luft III, in Apple TV's Masters of the Air series, which is expected to be make its debut next month or in April. 'Tasters' have already appeared on the pay-per-view channel.
Accuracy hawks may question the use of the numeral '3' on the camp name board in the photo (instead of the Roman 'III'), or whether any such sign would have existed at all. The set at Bovingdon is said to have cost more than £5m.
Meanwhile some US advisers on the series have noted that "woke" elements in various episodes ignore historical fact.
Accuracy hawks may question the use of the numeral '3' on the camp name board in the photo (instead of the Roman 'III'), or whether any such sign would have existed at all. The set at Bovingdon is said to have cost more than £5m.
Meanwhile some US advisers on the series have noted that "woke" elements in various episodes ignore historical fact.
Last edited by XV490; 8th Feb 2023 at 14:54.
It all looks rather flammable - better tip off the fire section - now where did I see them last ?
(Bovingdon 1954).
(Bovingdon 1954).
Last edited by OUAQUKGF Ops; 8th Feb 2023 at 15:11. Reason: Avoiding Temptation
Hunting Air Travel - Early Years - 1945-1949
Hunting Air Travel was formed in December 1945. Their first Operating Base was at Luton with a small fleet of Percival (an associated company) Proctors, DH Dragon Rapides and Avro 19s.
Percival Proctor 5.
Now as usual I have a problem sourcing images of aeroplanes in their original liveries - so the following aeroplanes previously saw service with Hunting Air Travel . Should I by any chance in the future find images of them in the Hunting livery I'll add them to the post.
This DH Rapide saw service with Hunting Air Travel/Air Transport etc 1946-1957. Seen at Southampton June 1957. Photo Barry Friend with thanks.
This Avro 19 G-AHXK was with Hunting Air Travel 1946-1948. Here with Sivewright Airways of Ringway, Manchester. On 7th February 1950 undercarriage problems required a diversion to Sivewright's maintenance base at Barton Aerodrome for a wheels up landing. Not executed quite as neatly as the identical case of an RAF Anson at Bovingdon whose pilot managed to stop the engines with the props horizontal prior to touchdown. Photo as captioned.
In February 1947 Hunting Air Travel moved their operating base to Gatwick prior to the introduction of their first DH Dove in April and their first Vickers Viking in May. A company presence was also established at Croydon Airport during the period 1947-1948.
Torquay Herald Express 23rd May 1947 (BNA)
Evening Despatch May 23rd 1947. (BNA)
Yorkshire Observer May 24th 1947. (BNA) Apologies for poor quality !
Turning to Tony Merton Jones wonderful book (British Independent Airlines 1946-1976) : The first Viking G-AHPJ was delivered on May 5th 1947 and crew training commenced at Gatwick. Its first commercial flight was made on May 13th when the aircraft was flown to Italy to undertake crew training, returning with three tons of strawberries for the London Markets. On the 23rd of May G-AHPJ operated a charter flight from Verona to Croydon carrying three and a half tons of fruit. After a three and a quarter hour flight Captain Rogers brought the Viking over the threshold of R/W 12 at Croydon and held the aircraft at ninety knots approx three to four feet above the runway. The aircraft touched, bounced badly and on the second touchdown the undercarriage collapsed. At the subsequent inquiry, it transpired that the aircraft had been 189 lbs above its permitted all up weight and that the centre of gravity was just over one inch aft of its limit. It was later established that the fruit (Strawberries and Cherries) had absorbed condensation en-route and that during the flight the cargo had shifted.
August 7th 1948. Boarding a Dove at Croydon for Jersey.
Very popular they were too - resulting in Hunting Air Travel being prosecuted at Croydon Court on March 11th 1949 for infringing section 23 of the Civil Aviation Act. It was alleged that between June 5th 1948 and August 28th 1948 flights were made every Saturday between Croydon and the Channel Islands, of forty flights made during August alone it was claimed that thirty six were booked by London Travel agents. It was said that the airline sometimes tried to avoid these regulations by persuading one of the passengers to sign an agreement chartering the whole aircraft. The Chairman of the Court had little sympathy for BEA who feared the competition and fined Hunting Air Travel £1 on each of the two charges and £15 costs (Merton Jones).
In early 1948 Hunting Air Travel together with their associated Maintenance Organization Field Aircraft Services moved their Viking operating base to Bovingdon.
Undated but captioned as Overseas Food Corporation staff boarding after a tech stop at Juba, South Sudan. En route from Dar-es-Salaam to Bovingdon. This important contract for a weekly flight from Bovingdon to 'Dar' and return commenced on November 1st 1948. Each round trip notched up a flying time of fifty hours. Much to Hunting's surprise and disappointment the contract was not renewed when it lapsed a year later and was given to BOAC. However the company would over the next few years receive several very lucrative contracts. Indeed the number of trooping flights alone operating out of Bovingdon, about 500 annually 1951-1954, kept Hunting Air Travel/Air Transport very busy. (Merton Jones with thanks).
Percival Proctor 5.
Now as usual I have a problem sourcing images of aeroplanes in their original liveries - so the following aeroplanes previously saw service with Hunting Air Travel . Should I by any chance in the future find images of them in the Hunting livery I'll add them to the post.
This DH Rapide saw service with Hunting Air Travel/Air Transport etc 1946-1957. Seen at Southampton June 1957. Photo Barry Friend with thanks.
This Avro 19 G-AHXK was with Hunting Air Travel 1946-1948. Here with Sivewright Airways of Ringway, Manchester. On 7th February 1950 undercarriage problems required a diversion to Sivewright's maintenance base at Barton Aerodrome for a wheels up landing. Not executed quite as neatly as the identical case of an RAF Anson at Bovingdon whose pilot managed to stop the engines with the props horizontal prior to touchdown. Photo as captioned.
In February 1947 Hunting Air Travel moved their operating base to Gatwick prior to the introduction of their first DH Dove in April and their first Vickers Viking in May. A company presence was also established at Croydon Airport during the period 1947-1948.
Torquay Herald Express 23rd May 1947 (BNA)
Evening Despatch May 23rd 1947. (BNA)
Yorkshire Observer May 24th 1947. (BNA) Apologies for poor quality !
Turning to Tony Merton Jones wonderful book (British Independent Airlines 1946-1976) : The first Viking G-AHPJ was delivered on May 5th 1947 and crew training commenced at Gatwick. Its first commercial flight was made on May 13th when the aircraft was flown to Italy to undertake crew training, returning with three tons of strawberries for the London Markets. On the 23rd of May G-AHPJ operated a charter flight from Verona to Croydon carrying three and a half tons of fruit. After a three and a quarter hour flight Captain Rogers brought the Viking over the threshold of R/W 12 at Croydon and held the aircraft at ninety knots approx three to four feet above the runway. The aircraft touched, bounced badly and on the second touchdown the undercarriage collapsed. At the subsequent inquiry, it transpired that the aircraft had been 189 lbs above its permitted all up weight and that the centre of gravity was just over one inch aft of its limit. It was later established that the fruit (Strawberries and Cherries) had absorbed condensation en-route and that during the flight the cargo had shifted.
August 7th 1948. Boarding a Dove at Croydon for Jersey.
Very popular they were too - resulting in Hunting Air Travel being prosecuted at Croydon Court on March 11th 1949 for infringing section 23 of the Civil Aviation Act. It was alleged that between June 5th 1948 and August 28th 1948 flights were made every Saturday between Croydon and the Channel Islands, of forty flights made during August alone it was claimed that thirty six were booked by London Travel agents. It was said that the airline sometimes tried to avoid these regulations by persuading one of the passengers to sign an agreement chartering the whole aircraft. The Chairman of the Court had little sympathy for BEA who feared the competition and fined Hunting Air Travel £1 on each of the two charges and £15 costs (Merton Jones).
In early 1948 Hunting Air Travel together with their associated Maintenance Organization Field Aircraft Services moved their Viking operating base to Bovingdon.
Undated but captioned as Overseas Food Corporation staff boarding after a tech stop at Juba, South Sudan. En route from Dar-es-Salaam to Bovingdon. This important contract for a weekly flight from Bovingdon to 'Dar' and return commenced on November 1st 1948. Each round trip notched up a flying time of fifty hours. Much to Hunting's surprise and disappointment the contract was not renewed when it lapsed a year later and was given to BOAC. However the company would over the next few years receive several very lucrative contracts. Indeed the number of trooping flights alone operating out of Bovingdon, about 500 annually 1951-1954, kept Hunting Air Travel/Air Transport very busy. (Merton Jones with thanks).
Last edited by OUAQUKGF Ops; 11th Feb 2023 at 11:04. Reason: Corrections
Overdue at Malta 16th February 1952
The loss of Vickers Viking G-AHPI 'Greta' Hunting Air Transport Passenger Charter Flight 16th February 1952 Bovingdon-Nairobi. Sectors Bovingdon-Nice-Nightstop Malta.
This is the only image that I can find of G-AHPI taken at Bovingdon on 16th May 1949.
Looking north-east over the Sicani Mountains of south-western Sicily. The village of Burgio (left) . The Summit (1426m) of Monte delle Rose highlighted in red. Bivona below and to right.
Daily Herald 18/2/52.
The northern slopes of Monte Rose. Image taken at approx 900m amsl. Lower tree-line highlighted on 1100m amsl contour. Aircraft is said to have impacted at 1040m amsl. Some changes in arboreal growth will have occurred over the intervening years. The summit of the mountain is to the left and hidden from view.
Birmingham Post 18/2/52.
Most accounts state that the aircraft impacted with the northern slope of the mountain - but mention has also been made of impact on the western slope. For good measure a view here of the W/N/W side of Monte Rose.
Coventry Evening Telegraph 18/2/52.
The Sphere 1/3/52.
Yorkshire Post 19/2/52.
In the event the transportation of the dead on litters off the slope proved impossible and was abandoned, the bodies being left by the wreck, while medics continued their body count (February 19th).
Nottingham Evening Post 20/2/52.
Birmingham Daily Post 21/2/52.
17 Victims, of whom only five had been identified, were flown out of Palermo to London on Friday, February 22nd. The remaining thirteen victims were due to be flown out on Sunday, 24th February. Kenyon's Website notes that their specialist services were undertaken in connection with this air crash.
Accident Summary Below:
https://baaa-acro.com/index.php/cras...inta-31-killed
Burgio.
All extracts are from The BNA.
This is the only image that I can find of G-AHPI taken at Bovingdon on 16th May 1949.
Looking north-east over the Sicani Mountains of south-western Sicily. The village of Burgio (left) . The Summit (1426m) of Monte delle Rose highlighted in red. Bivona below and to right.
Daily Herald 18/2/52.
The northern slopes of Monte Rose. Image taken at approx 900m amsl. Lower tree-line highlighted on 1100m amsl contour. Aircraft is said to have impacted at 1040m amsl. Some changes in arboreal growth will have occurred over the intervening years. The summit of the mountain is to the left and hidden from view.
Birmingham Post 18/2/52.
Most accounts state that the aircraft impacted with the northern slope of the mountain - but mention has also been made of impact on the western slope. For good measure a view here of the W/N/W side of Monte Rose.
Coventry Evening Telegraph 18/2/52.
The Sphere 1/3/52.
Yorkshire Post 19/2/52.
In the event the transportation of the dead on litters off the slope proved impossible and was abandoned, the bodies being left by the wreck, while medics continued their body count (February 19th).
Nottingham Evening Post 20/2/52.
Birmingham Daily Post 21/2/52.
17 Victims, of whom only five had been identified, were flown out of Palermo to London on Friday, February 22nd. The remaining thirteen victims were due to be flown out on Sunday, 24th February. Kenyon's Website notes that their specialist services were undertaken in connection with this air crash.
Accident Summary Below:
https://baaa-acro.com/index.php/cras...inta-31-killed
Burgio.
All extracts are from The BNA.
Last edited by OUAQUKGF Ops; 16th Feb 2023 at 16:34. Reason: Correction.
Post Script
This Flight Information Chitty dates from some years after the accident. I'm assuming that the routing is Malta-Nice perhaps on a Safari Air Service from East Africa. It gives some idea of the normal route that the company pilots would take in this part of the Mediterranean. I believe that G-AHPI had encountered thunderstorms in the region of Sardinia. I have not seen the Anglo/Italian Accident Report in the archives at Kew. It is not available digitally, runs to 192 pages and the cost of a copy is prohibitive !
Last edited by OUAQUKGF Ops; 16th Feb 2023 at 14:27.
A Few Timetables Hunting Air Transport - Hunting Clan Air Services
The East African Safari Air Service first operated from Bovingdon on 14th June 1952. Images which are thought to be of the inaugural flight can been found on Page 19 #373.
Commenced on 15th May 1953. With effect from March 1st 1954 this service transferred to Northolt as being more convenient for London.
No doubt used on the Newcastle Service. Hunting Air Transport livery, date c1953-54. It would be interesting to know the location - possibly named on the obscured roof.....
In October 1953 The Clan Line Shipping Group bought an interest (which would subsequently be a controlling interest) in Hunting Air Transport.
Photo as captioned.
I wish this was a photograph of Bovingdon but such images I cannot find. Perhaps general public access through the main gate at Bovingdon was restricted and enthusiasts were encouraged to stay very much on the other side of The Fence. I believe this is Woolsington (Newcastle) probably 1954 on a very overcast day with rain forecast at the destination. Hunting Clan had by this time established a significant presence at Newcastle offering flights to Northern Europe and Scandinavia. I must say when you read about the amount of work this company had one can only conclude that they had a very hard-working Commercial Department. I don't know if this was a morning departure or not. When one worked a Night Shift in Ops it was always a bit of a relief to get the morning schedules away and running smoothly before the day shift took over. There really is nothing worse than coming in for a Day Shift to be faced by a heap of crap. I remember years ago now, when on Night Shift with BIA at LGW, it snowed. Nothing unusual about that except that it was the first day of Easter, ice and snow not forecast, and the company de-icing rig was de-commissioned. Frozen solid the Heralds sat there until lunchtime, just over 50% of the fleet grounded. Very very late newspapers, mail and passengers to the Channel Islands and elsewhere that day. The directors were not impressed and the ice hit the fan. On a warmer note Dakota G-AMYW was registered to Hunting Surveys and was destroyed without loss or injury in a forced landing in Saudi Arabia April 8th 1967.
This Safari Service, initially low frequency, was operated like others, in partnership with Airwork. Commenced June 26th 1953. This is the earliest timetable I can find 22nd April 1956 by which time Biarritz was used in place of Bordeaux for tech stops and with arrivals/departures at London Airport North.
Photo as captioned. Taken by the J.K. Evans's Father who was the Captain of G-AHPB - Seen at Salisbury (Belvedere) Airport in 1953.
I once had the good fortune to go along as ballast on a Viking C of A Airtest. I can't remember if it was G-AHPB or G-AGRW both of which had at one time been with Hunting Clan, but were then working towards their retirement from Autair when I knew them. It really was rather invigorating if not a little tense when each engine was feathered in turn over the featureless fens..........
Operated jointly with Airwork - I think but I'm not sure, that Hunting Clan's first service was on June 21st 1954 from Bovingdon.
Photo as captioned. G-AGRP tech stop at Abidjan - thought to be taken on Hunting Clan's initial Service from Bovingdon.
Avro York G-ANGF came into service with the airline in April 1954 operating initially from Bovingdon. Seen here at Heathrow in 1959 she was withdrawn from use that July.
On October 3rd 1954 the transfer of Hunting Clan's Operations from Bovingdon to Northolt (and later Heathrow) commenced. Their maintenance facility (Fields) remained at Bovingdon for the time being.
Mention of Avro Yorks. The 'Africargo' Service commenced on July 23rd 1955.
Here I should say a big thank-you to Bjorn Larsson for sharing his Timetables with us.
Photo Kenya Airports Authority. Embakasi Airport Nairobi 1958.
Last edited by OUAQUKGF Ops; 9th Mar 2023 at 21:13.
Time Table Archive
You may or may not be familiar with this excellent web-site https://timetableimages.com/
Last edited by OUAQUKGF Ops; 22nd Jun 2023 at 11:16.
The Loss of C47 42-93041 November 1st 1945
Leicester Evening Mail November 3rd 1945. (BMA).
The accident received little coverage in British Newspapers.
C47 42-93041 was from The USAAF 30th Air Depot Group (Illesheim) recently loaned with crew to the 344th BG at Schleissheim Airfield (highlighted) near Munich, Germany.
It was flying from Bovingdon to Schleissheim with a crew of four and twenty six passengers when it flew into a small mountain near a rock formation known as The Bernsteinfelsen at approx 600 M amsl. I have not yet been able to access the accident report. I have seen it stated that the crew mistook the city of Karlsruhe for that of Augsburg and were following the River Rhine in the belief that they were following the River Lech. The accident happened about half an hour before sunset (it was said to be foggy) as a climb into cloud was commenced. Recently a memorial has been dedicated to those who lost their lives.
View to the east with a highlight over the Bernstein.
I take the liberty of transcribing an article by Ditmar Glaser from the Schwarzwaelder Newspaper Group - November 12th 2021.
76 years ago, the worst plane accident in the Bab Herrenalb region to date occurred on The Bernstein. A memorial stone has now been erected not far from the crash site. The driving forces behind it were the brothers Peter and Roland Bittman from Michelbach. On November 1st 1945 at 4.30 pm an American Military plane crashed about 70 metres below the amber rock. 4 Crew and 22 soldiers died, four survived. The young soldiers were based in Oberschleissheim near Munich and had been on leave in London. The machine first grazed treetops and finally crashed on a steep mountain slope above Michelbach. The plane broke into pieces, exploded and caught fire. It was a miracle that there were survivors. Three injured were able to free themselves from the wreckage, they pulled a badly injured comrade from the wreck. Then they went to get help (which is said to have arrived 4 hours after impact). One went over the mountain in the direction of Bernbach where he was found by a forest worker sitting in the woods by the wayside and was brought to Bernbach. In a tavern they met German women and French soldiers none of whom spoke English. They fetched the Teacher from Bernbach who was able to act as an interpreter and explain what had happened. The two other survivors went downhill and met helpers in Sulzbach.
Looking South-east. Bernbach highlighted.
In 1994 Peter Bittman conducted research with Timo Bittman and Manfred Herm from Michelbach but were unable to discover the cause of the accident. When 2015 marked the 70th anniversary of the accident, Peter and Roland Bittman and Manfred Mayer from the press office of the city of Gaggenhau tried again and were successful. They located an aircraft engineer and local researcher Gunter Braun in Oberschleissheim, who knew how the accident occurred. Apparently bad weather and the alleged lack of experience of the 23 year old pilot and 22 year old navigator were to blame. For the memorial Arne Gluckstein, Head of PR at ForstBW Western Black Forest District, procured the necessary permits. District Forester Andreas Bach allocated a site on the Bernsteinweg, a salient about 50 metres above the accident site. Contemporary witnesses Franz Kratz (90) from Moosbronn and Rudolf Barner (92) from Gaggenau were also present at the public dedication of the memorial stone.
The heavy Memorial Stone used was from the Crash Site. Roland Bittman is seen here. Source: Schwarzwaelder bote.
Source: Schwarzwaelder bote.
The historic airfield at Schleissheim, Post-War. Essentially a training airfield dating back to 1912.
Ernst Udet on the occasion of the Airfield's 25th Anniversary - April 1st 1937. Dachau Concentration Camp was some seven kilometres distant.
Source BFH with thanks.
344th BG returned to the USA at the end of 1945. They left their Martin Marauders behind to be disposed of in any convenient manner, this image from Spring 1946.
Photo: as captioned.
https://www.deutsches-museum.de/en/f...ield-buildings
https://www.baaa-acro.com/crash/cras...nalb-26-killed
Bahne Andressen 1922-1945. Captain of 42-93041. He lies in Oakland Cemetery, Keokuk, Iowa. His image extracted by 'Nelda' from the Coleman Flying School, (Coleman, Texas) Class 44E Yearbook.
Tempus Fugit
Last edited by OUAQUKGF Ops; 11th Mar 2023 at 17:33. Reason: Links added
A Few Post-War Snippets with Embellishments
All the extracts are from The British Newspaper Archive. Mostly with a very brief mention of Bovingdon hence the drift...........
News Chronicle 10 November 1945
Rougham (Bury St Edmunds) Airfield. Photo: American Air Museum in Britain.
The 64th Bomb Group were still in residence at the time of the above incident. The 64th left Rougham in December 1945 having in the immediate post-war period operated leaflet drops over Europe and repatriations from Germany.
Wikipedia.
Western Morning News 27 March 1947
The American Air Force Flights came from Frankfurt and Munich. Britain was also in receipt of international aid and food parcels from Commonwealth countries such as Canada and Australia.
Hoveringham, Notts. Photo Nottingham Post.
On the 17th/18th March 1947 the River Trent over-topped its banks in Nottingham and widespread flooding affected the town and the surrounding countryside.
Yorkshire Post 28 March 1947
247 Squadron Royal Air Force were the first Squadron to operate the DH Vampire. Flying Officer Carter would have been flying an F1 Vampire. Seen here is an F3 Vampire of 247 Squadron at West Malling in September 1949.
The Courier and Advertiser 6 January 1948
The Citizen 11 January 1948
It must have been a 'No News Day' !
Manchester Evening News 18 February 1948
Wolverton Express and Bucks Weekly 25 June 1948
Pigeon Racing enjoyed a renaissance after the end of World War 11. Bovingdon operators British Nederland Air Services and Blue Air flew many Racing Pigeons to The Continent. Nederland's Dakotas would take the birds as far afield as Nantes and Cannes. Their single Miles Aerovan was also utilized for this purpose but on shorter sectors such as Bovingdon to The Channel Islands. (Later) I've just found another clipping the gist of it being that 9,000 Racing Pigeons were flown from Bovingdon to Brussels in five aeroplanes on 15 June 1951. The cost to the clubs involved worked out at 2/6d per Pigeon. Pilots were instructed to fly at 'a low level' the pigeons being averse to high altitudes. The birds were released the next day to race back to The North Country !
Photo Lep Transport History Peter Skerry
Air Transport Charter Dakota being loaded with Racing Pigeons at Gatwick c1950. This company lost Dakota G-AJBG at Bovingdon in 1948. See page 7 #128.
Mercury and Herald 27 August 1948
(I wouldn't like to have been caught riding my bike on the pavement in those days ! )
The Sheep Market in the once prosperous town of Hawick in what is now The Scottish Borders.
More Follows:
News Chronicle 10 November 1945
Rougham (Bury St Edmunds) Airfield. Photo: American Air Museum in Britain.
The 64th Bomb Group were still in residence at the time of the above incident. The 64th left Rougham in December 1945 having in the immediate post-war period operated leaflet drops over Europe and repatriations from Germany.
Wikipedia.
Western Morning News 27 March 1947
The American Air Force Flights came from Frankfurt and Munich. Britain was also in receipt of international aid and food parcels from Commonwealth countries such as Canada and Australia.
Hoveringham, Notts. Photo Nottingham Post.
On the 17th/18th March 1947 the River Trent over-topped its banks in Nottingham and widespread flooding affected the town and the surrounding countryside.
Yorkshire Post 28 March 1947
247 Squadron Royal Air Force were the first Squadron to operate the DH Vampire. Flying Officer Carter would have been flying an F1 Vampire. Seen here is an F3 Vampire of 247 Squadron at West Malling in September 1949.
The Courier and Advertiser 6 January 1948
The Citizen 11 January 1948
It must have been a 'No News Day' !
Manchester Evening News 18 February 1948
Wolverton Express and Bucks Weekly 25 June 1948
Pigeon Racing enjoyed a renaissance after the end of World War 11. Bovingdon operators British Nederland Air Services and Blue Air flew many Racing Pigeons to The Continent. Nederland's Dakotas would take the birds as far afield as Nantes and Cannes. Their single Miles Aerovan was also utilized for this purpose but on shorter sectors such as Bovingdon to The Channel Islands. (Later) I've just found another clipping the gist of it being that 9,000 Racing Pigeons were flown from Bovingdon to Brussels in five aeroplanes on 15 June 1951. The cost to the clubs involved worked out at 2/6d per Pigeon. Pilots were instructed to fly at 'a low level' the pigeons being averse to high altitudes. The birds were released the next day to race back to The North Country !
Photo Lep Transport History Peter Skerry
Air Transport Charter Dakota being loaded with Racing Pigeons at Gatwick c1950. This company lost Dakota G-AJBG at Bovingdon in 1948. See page 7 #128.
Mercury and Herald 27 August 1948
(I wouldn't like to have been caught riding my bike on the pavement in those days ! )
The Sheep Market in the once prosperous town of Hawick in what is now The Scottish Borders.
More Follows:
Last edited by OUAQUKGF Ops; 25th Mar 2023 at 17:48.
A few more post-war snippets.
Daily Mirror 3 March 1949
Illustrated,Sporting and Dramatic News 4 May 1949 (What a Mouthful)
Grimsby Evening Telegraph 31 October 1949
Snippets about weather diversions are liberally scattered throughout the papers of the period with flights to London diverting to Bovingdon or Hurn. However the aircraft types involved are almost never mentioned. It was interesting to read of a Stratocruiser at Bovingdon. In what was left of one's mind, a hazy vision of a pristine BOAC aeroplane remained until it became clear that BOAC Stratocruisers didn't enter service until 1950. This has left us with two possibilities (pictured in 1949) below. I don't suppose that if, on this occasion, the crowds had turned out at Bovingdon - they would have got through the main gate.
London Airport
Probably the inaugural PAA Stratocruiser service from New York April 1949
OR
Schiphol 1949. American Overseas' Transatlantic Stratocruiser Service to London commenced in August 1949.
Evening Despatch 16 December 1949
This was of interest because I could find nothing about this in any newspapers or indeed on the internet. As this post has been much driven by the weather I might be forgiven for thinking that flooding had also occurred in The Near East. However I suddenly realized that there had been a Flood, not of Water but of Mankind.
On the road from Jerusalem to Lebanon 9th November 1948. Palestinians fleeing their homes during the Arab-Israeli War, probably never to return.
The United Nations Relief and Works Agency for Palestinian Refugees in The Near East was created in 1949 and continues its work..........
Bucks Examiner 5 January 1962.
Photo William Schneider
Photo William Schneider
We had yet to enjoy the Winter of 1962-3 !!
Last edited by OUAQUKGF Ops; 24th Mar 2023 at 21:11. Reason: Spelin