LUTON History and Nostalgia
Thread Starter
Join Date: Jul 2002
Location: In the sticks
Posts: 9,850
Likes: 0
Received 0 Likes
on
0 Posts
The Autair Ambassadors were definitely used on the Blackpool-Luton
https://books.google.co.uk/books?id=...0Luton&f=false
It is worth scrolling up and down the page for some general interesting photos and facts about Autair
Last edited by LTNman; 22nd Nov 2016 at 13:35.
Thread Starter
Join Date: Jul 2002
Location: In the sticks
Posts: 9,850
Likes: 0
Received 0 Likes
on
0 Posts
Confirmation that in 1964 they operated Ambassadors and Vikings to Blackpool.
This from their timetable
http://www.timetableimages.com/i-or/ou6406i.jpg
http://www.timetableimages.com/ttimages/ou1.htm
This from their timetable
http://www.timetableimages.com/i-or/ou6406i.jpg
http://www.timetableimages.com/ttimages/ou1.htm
Join Date: Apr 2009
Location: Luton
Posts: 548
Likes: 0
Received 0 Likes
on
0 Posts
Many thanks to everyone who has replied. I should have worded my statement slightly differently i.e. "not used on scheduled runs once the Heralds and 748s came into service". Just wondering where the Ambassadors flew after then - I have vague recollections of IT flights to the south of France but I could be wrong. I see the 1967/68 timetable has a scheduled route Luton-Berne. Was this operated for long and which aircraft type? Any info very much appreciated.
aceatco, retired
Join Date: Sep 2002
Location: one airshow or another
Posts: 1,431
Likes: 0
Received 1 Like
on
1 Post
They did. When G-ALZS slid off the end of the runway on 14 Sep 1967 it was on a charter back from Luxembourg. If memory serves, it had a local WI on board and the poor dears had to get off in the mud! Fortunately there were no injuries.
If you goggle the reg you can find a pic by airpixbycaz of it being broken up on the apron after its mishap.
If you goggle the reg you can find a pic by airpixbycaz of it being broken up on the apron after its mishap.
If you scroll down on LTNman's link to 'Colours in The Sky' you will find an example of my sweat and tears which produced the Crew Roster which gives you an idea of some of the Ambassador destinations in August 1966. One Ambassador operating the schedule: BLK-LTN (ex nightstop) then LTN-BLK-GLA-BLK-LTN then LTN-BLK and nightstop.
Most IT Charters with the Ambassador were operated to the Mediterranean Resorts, south to Djerba, also north eastern Italy (Rimini and Treviso) and Athens. Also many charters to destinations in what was then politically Western Europe. Not a great deal in Scandinavia apart from Denmark. I do remember how one winter we undertook an MOD charter to Bardufoss in Northern Norway. Unfortunately we had failed to appreciate the very low temperatures that would be encountered there and the Ambassador promptly went AOG as a result of the hydraulics icing up. I'm not sure if the crew got home in time for Christmas or not!
There were also regular charters from Luton to Berlin and back for Service Families at Christmas. A series of charters was operated to Hamburg for Licensed Victuallers Associations who visited the Breweries. As a callow youth I went along on one of these flights and have never been the same since.
The Ambassadors also operated 'Works Outings Charters' The Dutch bulbfields and Northern France being popular destinations in this respect. On a personal note I wangled a seat for my cousin and myself when we sent two Ambassadors to Le Touquet for the day on a 'Works Outing'. Together with the flight engineer and some of the cabin crew we hired a car, stocked up in the market and drove off on a glorious day for a picnic in a wonderfully isolated coastal spot. It was only on leaving there that we noticed the notices regarding land-mines.
From time to time Autair's Ambassadors acted as flying classrooms for the local schools. I recall going along and giving the commentary when we took a party of children down to the West Country to look at the Severn Bridge which had recently opened. What a stunning photo that would have made with the old Ambassador circling over the bridge. Dave Hampson was the skipper.
While I was with Autair the company performed their last Mediterranean or Middle East Tour in 1966 when the Ambassador with one crew was tasked to trundle all the way round the Med in a leisurely fashion and be away for three weeks or so over Christmas. I was sent to London with the Crew's Passports to obtain the necessary visas. I think the tour visited Israel and thus had to route to and from Israel via Cyprus and then onwards to Egypt. I remember taking my dog with me to a deserted Luton Airport on Christmas Day to check the ops teleprinter and the progress or lack of it by the Ambassador.
Happy Days!
Most IT Charters with the Ambassador were operated to the Mediterranean Resorts, south to Djerba, also north eastern Italy (Rimini and Treviso) and Athens. Also many charters to destinations in what was then politically Western Europe. Not a great deal in Scandinavia apart from Denmark. I do remember how one winter we undertook an MOD charter to Bardufoss in Northern Norway. Unfortunately we had failed to appreciate the very low temperatures that would be encountered there and the Ambassador promptly went AOG as a result of the hydraulics icing up. I'm not sure if the crew got home in time for Christmas or not!
There were also regular charters from Luton to Berlin and back for Service Families at Christmas. A series of charters was operated to Hamburg for Licensed Victuallers Associations who visited the Breweries. As a callow youth I went along on one of these flights and have never been the same since.
The Ambassadors also operated 'Works Outings Charters' The Dutch bulbfields and Northern France being popular destinations in this respect. On a personal note I wangled a seat for my cousin and myself when we sent two Ambassadors to Le Touquet for the day on a 'Works Outing'. Together with the flight engineer and some of the cabin crew we hired a car, stocked up in the market and drove off on a glorious day for a picnic in a wonderfully isolated coastal spot. It was only on leaving there that we noticed the notices regarding land-mines.
From time to time Autair's Ambassadors acted as flying classrooms for the local schools. I recall going along and giving the commentary when we took a party of children down to the West Country to look at the Severn Bridge which had recently opened. What a stunning photo that would have made with the old Ambassador circling over the bridge. Dave Hampson was the skipper.
While I was with Autair the company performed their last Mediterranean or Middle East Tour in 1966 when the Ambassador with one crew was tasked to trundle all the way round the Med in a leisurely fashion and be away for three weeks or so over Christmas. I was sent to London with the Crew's Passports to obtain the necessary visas. I think the tour visited Israel and thus had to route to and from Israel via Cyprus and then onwards to Egypt. I remember taking my dog with me to a deserted Luton Airport on Christmas Day to check the ops teleprinter and the progress or lack of it by the Ambassador.
Happy Days!
Last edited by OUAQUKGF Ops; 23rd Nov 2016 at 09:08.
Between leaving school and joining the RAF I had a summer job working for Harry Carrass (is that how one spells it?) Catering driving a van putting the catering on Autair’s aeroplanes.
I remember sitting waiting for the arrival of G-ALZS to de-cater it and to take the bar back to customs.
I also remember there being no casualties until they were all back in the terminal building, and it was then reported that someone stood up, called for quiet, and asked all present to;
‘thank the good Lord for our deliverance from harm’
At which point a couple of the ladies fainted and needed medical attention.
All the temps working for Harry got the sack at the end of the summer season, but for a least a couple of months it was very ‘interesting’. How I remember the parties and the egg fights at 2am!
It even got me a ride in the back of one of the Heralds when Hazelden gave one of the pilots what I now know was a base check.
How times have changed!
I remember sitting waiting for the arrival of G-ALZS to de-cater it and to take the bar back to customs.
I also remember there being no casualties until they were all back in the terminal building, and it was then reported that someone stood up, called for quiet, and asked all present to;
‘thank the good Lord for our deliverance from harm’
At which point a couple of the ladies fainted and needed medical attention.
All the temps working for Harry got the sack at the end of the summer season, but for a least a couple of months it was very ‘interesting’. How I remember the parties and the egg fights at 2am!
It even got me a ride in the back of one of the Heralds when Hazelden gave one of the pilots what I now know was a base check.
How times have changed!
Despite a London-Berne service being featured on Autair's Timetable for Winter 1967/68 I cannot remember such a service operating. No mention of Berne on Autair's Summer 1968 Timetable. Perhaps they were hoping to start a winter service for Skiers. They certainly operated a series of ski-holiday charter flights roundabout that time using the HS748s and flying from Luton to Zurich. Still it's a long time ago and I could well be wrong!
Join Date: Apr 2009
Location: Luton
Posts: 548
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Apr 2009
Location: Luton
Posts: 548
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Apr 2009
Location: Luton
Posts: 548
Likes: 0
Received 0 Likes
on
0 Posts
Does anyone by any chance have any colour photos of the Luton Flying Club Cessna's in their original 1960's colours? G-ARZF, G-ASTV, G-ASUE and G-ASVF are the ones I am looking for. Google search draws a blank.
aceatco, retired
Join Date: Sep 2002
Location: one airshow or another
Posts: 1,431
Likes: 0
Received 1 Like
on
1 Post
Here's one but probably not what you are looking for 
GASUE in 1965 after it acquired a new fuselage. There are some on the FB group Luton Classic Movements but I am unsure of the copyright.
GASUE in 1965 after it acquired a new fuselage. There are some on the FB group Luton Classic Movements but I am unsure of the copyright.
further to my post 1830.
I left school in July 1967, did a flying scholarship immediately, and then went to Harry's to cater Autairs aeroplanes.
During that flying scholarship Phil J*****ry sent me solo on G-ASUE the first week in August 1967. Nice to see her again!.
I left school in July 1967, did a flying scholarship immediately, and then went to Harry's to cater Autairs aeroplanes.
During that flying scholarship Phil J*****ry sent me solo on G-ASUE the first week in August 1967. Nice to see her again!.
Join Date: Apr 2009
Location: Luton
Posts: 548
Likes: 0
Received 0 Likes
on
0 Posts
Thanks vintage ATCO. Gives me an idea of the shade of brown which is what I am looking for. I remember G-ASSO and G-ASTV as red, G-ARZF as a different scheme in blue and G-ASVF as dark blue. They were repainted around 1968 with larger registrations.
After hitch-hiking through Germany in late summer 1966 my chum and I flew as pax DUS-LTN in an Autair Ambassador early in September (can't remember the exact date or the aircraft reggie).
The flight was uneventful until mid-cruise when one of the cabin crew dropped a tray of cutlery in the galley. The clatter instantly silenced all conversation in the cabin for a few moments, with the passengers nervously looking for the source of the noise.
The night landing was firm, but of course in those years the threshold of R26 sloped upwards and therefore required an earlier flare and later power reduction to avoid same, especially in strong westerly wind conditions when this topographical anomaly triggered an associated downdraught.
IIRC the theshold was raised some years later to reduce this problem.
The flight was uneventful until mid-cruise when one of the cabin crew dropped a tray of cutlery in the galley. The clatter instantly silenced all conversation in the cabin for a few moments, with the passengers nervously looking for the source of the noise.
The night landing was firm, but of course in those years the threshold of R26 sloped upwards and therefore required an earlier flare and later power reduction to avoid same, especially in strong westerly wind conditions when this topographical anomaly triggered an associated downdraught.
IIRC the theshold was raised some years later to reduce this problem.
Thread Starter
Join Date: Jul 2002
Location: In the sticks
Posts: 9,850
Likes: 0
Received 0 Likes
on
0 Posts
Reading an old accident report the runway had the following characteristics.
Runway 26 2160mx46
Landing threshold of 26 was 504ft above mean sea level. Upward slope gradient of 1-66 for the first 500m then level at 525ft before dropping to 514ft.
From memory years later the 26 end was raised by building up the layers of tarmac to deduce the hump in the middle. Also the shear drop at the 26 end was removed and a more gentle slope was put in.
Runway 26 2160mx46
Landing threshold of 26 was 504ft above mean sea level. Upward slope gradient of 1-66 for the first 500m then level at 525ft before dropping to 514ft.
From memory years later the 26 end was raised by building up the layers of tarmac to deduce the hump in the middle. Also the shear drop at the 26 end was removed and a more gentle slope was put in.