Nigeria Trooping 1954/55
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Nigeria Trooping 1954/55
Mate of mine recalls that his first aviation experiences involved Trooping Flights to & from Nigeria (Ikeja, Lagos) with Blackbushe probably being the UK base
Outward was 11 March 1954 on an Argonaut and the more memorable was about 1 December 1955 on a York that involved an engine loss and return to Kano
He seems to recall the engine loss was as a result of an on board fire, and they continued in same a/c after 4/5 days delay for an engine repair/change
He is wondering if anyone can tell him what Airline and any other pertinent info?
PZU - Out of Africa (Retired)
Outward was 11 March 1954 on an Argonaut and the more memorable was about 1 December 1955 on a York that involved an engine loss and return to Kano
He seems to recall the engine loss was as a result of an on board fire, and they continued in same a/c after 4/5 days delay for an engine repair/change
He is wondering if anyone can tell him what Airline and any other pertinent info?
PZU - Out of Africa (Retired)
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BOAC I'd have thought, as they were the only airline in 1954-5 in Europe using the Argonaut (and that was also its BOAC class name). Were they still using Yorks in 1954-5 for passenger work/trooping; or had they already relegated them to freight only?
I base all the above on what I've read over the years, because if you'll take a look at my age to the left, you'll see I definitely wasn't around in 1954-5!
I base all the above on what I've read over the years, because if you'll take a look at my age to the left, you'll see I definitely wasn't around in 1954-5!
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As your mate is definite about the date and probably Blackbushe, I'd say it was more likely that he flew on an Airwork Hermes. As Proplinerman has stated, BOAC were the only UK operator of the Argonaut at the time, but the fleet had been pressed back into scheduled service due to the grounding of the Comet 1 fleet. This was following the G-ALYP accident.
As for the York, I would suggest Hunting Clan.
As for the York, I would suggest Hunting Clan.
Yorks to Africa
Possibly Skyways who I believe had the contract to fly pupil pilots for the Rhodesian Air Training Group from the UK to Livingstone (N. Rhodesia) and return 1951 - 1953.
Possibly Skyways who I believe had the contract to fly pupil pilots for the Rhodesian Air Training Group from the UK to Livingstone (N. Rhodesia) and return 1951 - 1953.
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I agree with G-ALHI-more likely to have been an Airwork Hermes, as, having thought about it, I've never read that BOAC did trooping work. I think their attitude was that they could leave that kind of "grubby" work to the upstart independents, with their "old-fashioned" aircraft.
Oh and by the way georgeablelovehoweindia, here's a link to very nice photo of your namesake aircraft (not taken by me, tho I soooooo wish I had been around photographing propliners in 1965) in its latter service days: G-ALHI Canadair C-4 Argonaut Air Links LPL 03SEP65 | Flickr - Photo Sharing!
Oh and by the way georgeablelovehoweindia, here's a link to very nice photo of your namesake aircraft (not taken by me, tho I soooooo wish I had been around photographing propliners in 1965) in its latter service days: G-ALHI Canadair C-4 Argonaut Air Links LPL 03SEP65 | Flickr - Photo Sharing!
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And-thread drift-looking at georgeablelovehowindia, could someone possibly set out the whole of the old style (British?) phonetic alphabet please? I would like to see the full version, as I only know the modern (presumably international) Alpha, Bravo, Charlie etc one.
Wiki is your friend!
A Able M Mike Y Yoke
B Baker N Nan Z Zebra
C Charlie O Oboe 0 Zero
D Dog P Peter 1 One
E Easy Q Queen 2 Two
F Fox R Roger 3 Three
G George S Sail/Sugar 4 Four
H How T Tare 5 Five
I Item U Uncle 6 Six
J Jig V Victor 7 Seven
K King W William 8 Eight
L Love X X-ray 9 Nine
A Able M Mike Y Yoke
B Baker N Nan Z Zebra
C Charlie O Oboe 0 Zero
D Dog P Peter 1 One
E Easy Q Queen 2 Two
F Fox R Roger 3 Three
G George S Sail/Sugar 4 Four
H How T Tare 5 Five
I Item U Uncle 6 Six
J Jig V Victor 7 Seven
K King W William 8 Eight
L Love X X-ray 9 Nine
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And-thread drift-looking at georgeablelovehowindia, could someone possibly set out the whole of the old style (British?) phonetic alphabet please? I would like to see the full version, as I only know the modern (presumably international) Alpha, Bravo, Charlie etc one.
Yes, I goofed on India vs Item on my handle. Only fellow Senior Anorak 1st Class and long time chum Discorde has ever picked me up on it.
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Thanks a lot for that G-ALHI (and I certainly hadn't spotted your I/India/I/Item error-wasn't even aware of it till now!). This list duly printed out for future reference.
In my planespotting days (1971-6), I remember that I rather liked Sabena, because they were the only major European airline still using their aircraft's registrations as call signs, rather than flight no's. So you could "cop" them, even at night! I think tho that they switched to flight no's by the latter part of my planespotting years.
And could someone older than me please confirm that airline use of the registration rather than flight no's was universal in "the good old days?" I believe that to have been the case from a doco I watched many years ago about the crash of BMA Argonaut G-ALHG in Stockport. In this, the tower at M/C and the Captain of the aircraft both use the call sign "Golf Alpha Lima Hotel Golf," tho shortened after initial call up to "Hotel Golf."
Plus, from the same tragic incident, I read in a book about it, that the last aircraft to land at M/C before Hotel Golf made its approach, was a BEA Vanguard "Echo Delta/" ie G-APED.
In my planespotting days (1971-6), I remember that I rather liked Sabena, because they were the only major European airline still using their aircraft's registrations as call signs, rather than flight no's. So you could "cop" them, even at night! I think tho that they switched to flight no's by the latter part of my planespotting years.
And could someone older than me please confirm that airline use of the registration rather than flight no's was universal in "the good old days?" I believe that to have been the case from a doco I watched many years ago about the crash of BMA Argonaut G-ALHG in Stockport. In this, the tower at M/C and the Captain of the aircraft both use the call sign "Golf Alpha Lima Hotel Golf," tho shortened after initial call up to "Hotel Golf."
Plus, from the same tragic incident, I read in a book about it, that the last aircraft to land at M/C before Hotel Golf made its approach, was a BEA Vanguard "Echo Delta/" ie G-APED.
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Using the aircraft registration for the callsign went out with the introduction of computerisation and repetitive flight plans (RPL). With this, the flight numbers are stored in the system, for the whole summer/winter series. One immediate benefit; it was no longer necessary to refile the whole flight plan in the event of an aircraft change.
Airlines were 'encouraged' by ATC to file RPL, and I'm pretty sure that BEA were using flight number callsigns by 1970, possibly a year or so earlier, when the flight plan format changed to the one we know today.
Dear old British Air Ferries were still filing flight plans with registrations in 1976. (I know, 'cause I flew for them.) However, along came a keen young ops chap who proceeded to file RPLs, to the consternation of the 'old guard' and confusion across 'La Manche' on the changeover day.
"Who eez calling me?"
"Air Ferries nine zero two."
"Ou?"
"Air Ferries nine zero two, Victor Foxtrot nine zero two, you know ... BAF!!"
"Ah ... BAF! I have eet now! Cleared to the Lima Tango ... etc."
It all settled down after a week or so.
Airlines were 'encouraged' by ATC to file RPL, and I'm pretty sure that BEA were using flight number callsigns by 1970, possibly a year or so earlier, when the flight plan format changed to the one we know today.
Dear old British Air Ferries were still filing flight plans with registrations in 1976. (I know, 'cause I flew for them.) However, along came a keen young ops chap who proceeded to file RPLs, to the consternation of the 'old guard' and confusion across 'La Manche' on the changeover day.
"Who eez calling me?"
"Air Ferries nine zero two."
"Ou?"
"Air Ferries nine zero two, Victor Foxtrot nine zero two, you know ... BAF!!"
"Ah ... BAF! I have eet now! Cleared to the Lima Tango ... etc."
It all settled down after a week or so.
Back to 1954-55 Nigeria flights.
If colleague went out on an Argonaut, this was most likely on the BOAC scheduled service from Heathrow to Lagos, which Argonauts had taken over by this time. There was very little spare time on the Argonaut fleet for charters, they were the most reliable BOAC type at the time. 11 March 1954 was when the first Comet grounding was still in place, and BOAC were chartering in rather than out.
BOAC were very happy to conduct military work but they expected to be paid the full fare for it, and a long-running Whitehall feud between the Min of Civil Aviation (BOAC/BEA) and the Min of Defence (forces to move) over charges had led to almost all the charter work being given to independents. However, individuals still formed a significant amount of the load on scheduled services.
Regarding the Yorks coming home, there was still a good choice in 1955 from various operators, and Blackbushe was a favoured arrival point. Much of the long-range military charter work had gone to the multiple independent operators of the old BOAC Hermes fleet, the unpressurised and older Yorks were second choice, but a number of independents still had them on hand, as did BOAC themselves for freight operations (quite an amount of which was taking out replacement engines to main line aircraft broken down somewhere downroute). Freight and passenger charters weren't so distinct in those days, seats would be bolted in or out as required, as indeed they would be turned to face rearwards for RAF charters
If colleague went out on an Argonaut, this was most likely on the BOAC scheduled service from Heathrow to Lagos, which Argonauts had taken over by this time. There was very little spare time on the Argonaut fleet for charters, they were the most reliable BOAC type at the time. 11 March 1954 was when the first Comet grounding was still in place, and BOAC were chartering in rather than out.
BOAC were very happy to conduct military work but they expected to be paid the full fare for it, and a long-running Whitehall feud between the Min of Civil Aviation (BOAC/BEA) and the Min of Defence (forces to move) over charges had led to almost all the charter work being given to independents. However, individuals still formed a significant amount of the load on scheduled services.
Regarding the Yorks coming home, there was still a good choice in 1955 from various operators, and Blackbushe was a favoured arrival point. Much of the long-range military charter work had gone to the multiple independent operators of the old BOAC Hermes fleet, the unpressurised and older Yorks were second choice, but a number of independents still had them on hand, as did BOAC themselves for freight operations (quite an amount of which was taking out replacement engines to main line aircraft broken down somewhere downroute). Freight and passenger charters weren't so distinct in those days, seats would be bolted in or out as required, as indeed they would be turned to face rearwards for RAF charters
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Crewsair took over the West African trooping contract from Hunting from April 1952 and operated 80 flights pa. I am not sure of the UK point of departure but they routed Bordeaux - Gib - Gao - Kano - Lagos - Accra with the occasional flight going on to Sierra Leone. How long this went on for I don't know but to my knowledge neither Airwork nor BOAC operated WA trooping flights.
I was in Kano in 1954 - 1955 but at that point was only dimly aware I was alive.
I was in Kano in 1954 - 1955 but at that point was only dimly aware I was alive.
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Trooping Nigeria 1955-58
My first trip was in Jan 55. Started from London Assembly Centre in Goodge Street deep shelter. Left early morning,I think to Stansted?. There was a damaged aircraft near the airfield entrance. Because of fog we went back to Goodge Street.
Next day took off in I think a York crewed by the RAF. The flight was very bumpy,I think over the Alps. We had families on board and the aircraft was very messy. We stopped at Tripoli for some time whilst the craft was cleaned up.This delay meant that we flew over the desert in daylight which was a good sight.I believe we landed in Kano.
In 1956 I flew from Kaduna in a DC3 Dakota operated by a charter company based at Blackbushe, On my return trip that year ,again a Dakota carrying about 28 passengers including families.
First stop was Rock Hotel at Gibraltar,Villa Cisneros in Spanish Morocco ,a military airbase. I remember that once we overnighted in Las Palmas, ostensibly for repairs. I had the impression that the visit was really because the crew had not been there before!!
I made 2 more trips up to about June 1958 all with the same company at Black bush, Ports of call or stopover included Bathurst,Freetown,Accra Lagos and Kaduna,
The journeys were most interesting as the cruising height was low.
I think the charter company may have been Eagle . I have a photograph somewhere of the arrival of the first trooper at Kaduna 55/56.
Next day took off in I think a York crewed by the RAF. The flight was very bumpy,I think over the Alps. We had families on board and the aircraft was very messy. We stopped at Tripoli for some time whilst the craft was cleaned up.This delay meant that we flew over the desert in daylight which was a good sight.I believe we landed in Kano.
In 1956 I flew from Kaduna in a DC3 Dakota operated by a charter company based at Blackbushe, On my return trip that year ,again a Dakota carrying about 28 passengers including families.
First stop was Rock Hotel at Gibraltar,Villa Cisneros in Spanish Morocco ,a military airbase. I remember that once we overnighted in Las Palmas, ostensibly for repairs. I had the impression that the visit was really because the crew had not been there before!!
I made 2 more trips up to about June 1958 all with the same company at Black bush, Ports of call or stopover included Bathurst,Freetown,Accra Lagos and Kaduna,
The journeys were most interesting as the cruising height was low.
I think the charter company may have been Eagle . I have a photograph somewhere of the arrival of the first trooper at Kaduna 55/56.
BOAC did indeed do Forces charter work with the Argonaut. My first overseas posting to Khormaksar was via this means. Very civilised! Routing Heathrow - Rome - Cairo - Khormaksar. Leather seats, classy service, free drinks and four Merlins in max 'growl' mode - bliss!
The return, 2 years and 7 and a half weeks later, was with Airworks (?) Hermes and a quite different kettle of fish!!
The return, 2 years and 7 and a half weeks later, was with Airworks (?) Hermes and a quite different kettle of fish!!
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I correct myself on my earlier post. Leafing through some old copies of Aeroplane recently I found the following: On 25 November 1949, Airwork were granted a six month contract to provide trooping flights to West Africa. Four to six Viking flights a month were laid on to take troops and their families to Kano, Kaduna, Lagos, Freetown and Accra. The journey was three days long. There were night stops in Gibraltar and Kano plus a day’s stop in West Africa. Up to the awarding of this contract, all troop movements to West Africa had been by sea.
