WHBM
do you think they did summer charters - night Palma or Barcelona - that sort of thing ? |
A charming thread, much enjoyed. I have many happy memories of flying on Aer Lingus 1-11s in the '60s and '70s to Lourdes, Barcelona and Le Bourget. Also to Manchester, Glasgow and Edinburgh. The Continental flights always seemed extra glamorous - mini long-haul trips with cocktails and real hot meals! Sometimes the GLA and EDI flights were combined and resultant low-altitude hop across central Scotland was a real thrill.
Talking of short hops, I would often sample some four-jet transAtlantic sophistication by taking the 707 and later 747 flights from SNN to DUB or BFS. And one lucky day - is this a record? - riding 707 EI-AMW from DUB to BFS. Now those really were the days...! Keep the stories coming, Goofer |
I think I like the 707 more than the 1-11. It's still a very handsome aeroplane. There is some film out there (YouTube ?) of the final Aer Lingus 707 flight, with Captain Joe Dible at the helm.
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Originally Posted by rog747
(Post 10254831)
WHBM
do you think they did summer charters - night Palma or Barcelona - that sort of thing ? The Viscounts were doing what seem to be holiday flights to Rennes, Jersey, Isle of Man, and even Blackpool. The only holiday charter flights by jet in 1966 seem to be on One-Elevens, BUA from Gatwick and British Eagle from Heathrow, both just fitting them in between schedules. They might have worked in the odd one from Manchester. The Med jet charter market was just starting to stir.
Originally Posted by Mooncrest
(Post 10254860)
I think I like the 707 more than the 1-11. It's still a very handsome aeroplane. There is some film out there (YouTube ?) of the final Aer Lingus 707 flight, with Captain Joe Dible at the helm.
https://www.rte.ie/archives/2016/102...us-boeing-707/
Originally Posted by goofer
(Post 10254854)
Talking of short hops, I would often sample some four-jet transAtlantic sophistication by taking the 707 and later 747 flights from SNN to DUB or BFS. And one lucky day - is this a record? - riding 707 EI-AMW from DUB to BFS. Now those really were the days...!
Do you recall the fare ? |
Slightly off-topic but one thing I recall about the EIN Commuter Fokker 50s is that they were always immaculately turned out. I guess the whole fleet stopped at Dublin every night, providing an opportunity for a brief spruce-up at least.
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Two-part home video of the 707 charter to Knock.
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Originally Posted by Mooncrest
(Post 10254860)
Captain Joe Dible at the helm.
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It was an Aer Lingus 1-11 that had the honour of performing the first jet airliner flights through Leeds Bradford some time in the 1960s. Not on a Dublin schedule- still Viscounts then - but a charter for Leeds United. It's a wonder EIN had time for the job given how busy the 1-11s were.
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WHBM
Once again thank for your wonderful recollections as always - I have asked the Q on the Aer Lingus staff/crew memories FB group about early years of any EI 1-11 charters and await replies. Re your comments - spot on.... quote: The only holiday charter flights by jet in 1966 seem to be on One-Elevens, BUA from Gatwick and Bournemouth Hurn (Bath travel) and British Eagle from Heathrow, both just fitting them in between schedules. They might have worked in the odd one from Manchester, and Liverpool (Lunn Poly Everyman) The Med jet charter market was just starting to stir. Hurn, saw Bath travel/Palmair began using BUA 1-11's from there quite early on, and British Eagle flew theirs down as far as Tunis and Djerba from London Airport. Channel AW (Mediterranean Holidays and Lyons Tours) and Laker (Lord Bros) both started 1-11 flights to the Med in 1967, and Autair (Clarksons) followed in 1968 The larger BAC 1-11 500 first began charters in 1969 with a fleet of 5 for BUA for Horizon and 3 for Caledonian AW operating for Global, In 1970 saw Court Line start ops with their large fleet (and 3 for BMA) These were the first airliners to be fitted with seat back grub... |
All four of the EI One-Elevens were not required for schedules midweek in the timetable I quoted, Saturday was the busiest day. Thus they likely had the capacity for one offs like football team charters on other days. They weren't busy at all.
At a pinch they could substitute a Viscount to free things up. The Saturday Manchester/Amsterdam flight I listed was the only schedule of the week on that route which was a jet, others were still on Viscounts. Aer Lingus always seem to have been fairly flexible with their aircraft arrangements, and still are, as a recent A330 flight from Heathrow to Dublin showed me. But the most surprising one must have been a dreary winter day in 1970, when I chanced to be at Bristol Lulsgate when their infrequent Viscount from Dublin also happened to be due, coming in about 2 hours late. It arrived as one of their original Boeing 720s, with just a half-Viscount (maybe less) of passengers. I wonder if it was the first Boeing ever to visit Bristol. |
Originally Posted by WHBM
(Post 10255357)
I wonder if it was the first Boeing ever to visit Bristol.
https://cimg9.ibsrv.net/gimg/pprune....c0bc9631f7.jpg January 1943. :O |
Forgot to mention the Aer Lingus rugby charters, at least one of which brought a full 707 load to 13/31 (6000ft) at Edinburgh/Turnhouse in ?1970. I remember seeing a photo in the Edinburgh evening paper, the caption asking "Is this a sign of things to come?" - a reference to debate at the time about the need for a longer, realigned runway.
Goofer |
Originally Posted by goofer
(Post 10255686)
Forgot to mention the Aer Lingus rugby charters, at least one of which brought a full 707 load to 13/31 (6000ft) at Edinburgh/Turnhouse in ?1970. I remember seeing a photo in the Edinburgh evening paper, the caption asking "Is this a sign of things to come?" - a reference to debate at the time about the need for a longer, realigned runway.
Goofer |
First flight on a BAC1-11, as a pax, was December 1965 from Gatwick to Hannover, a troop charter.
Always thought it a shame that BAC didn't use a fairing between the bottom of the leading edge of the tail fin and the top of the cabin, similar to the VC10, would have finished it off perfectly! |
Originally Posted by DaveReidUK
(Post 10255746)
Probably either 1971 or 1973 - the Irish international was only at Murrayfield in odd-numbered years. There are several copies of the same photo of EI-APG at Edinburgh on the 'Net, quoting both of those years, I don't know which is right.
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Originally Posted by parabellum
(Post 10255922)
Always thought it a shame that BAC didn't use a fairing between the bottom of the leading edge of the tail fin and the top of the cabin, similar to the VC10, would have finished it off perfectly!
Probably either 1971 or 1973 - the Irish international was only at Murrayfield in odd-numbered years. |
Originally Posted by WHBM
(Post 10259952)
Very off topic but it will have been 1972 then when France were at Murrayfield and I was in Edinburgh, went out to the old Turnhouse to see what was there in the afternoon. Three Air Charter Caravelles on the ramp, quite a sight at a time when jets there were confined to a couple of B-Cal One-Elevens per day.
Re jets, BEA did put Comets on some of the EDI/LHR schedules in the late 1960s, but then reverted to Vanguards when the Comets were retired around 1970, before putting Tridents on some flights (whose landing technique on the old runway involved reverse thrust before touching down). BEA also had Super One-Elevens, of course, which operated EDI/MAN throughout that period. |
The Caravelle flight engineer was meant to repack the brake parachute themselves at places like Edinburgh where there was not a company engineer trained in it, but I believe they just stuck it in the hold and left it for Paris to sort out if it wasn't on the MEL for the return. Parachutes were required on the Caravelle 3 (which Air France bought to the end) and 6N, the 6R and subsequent models had reversers, after both United Airlines and the FAA had a collective fit at the mere suggestion that the parachutes might blow around US airports (a couple of South American operators already ran them into Miami, I wonder if they were prohibited there).
Don't recall BEA Comets to Edinburgh. They did to Glasgow, mainly to counter the British Eagle One-Eleven from Heathrow, but when the latter went under at the end of 1968 they didn't have to try so hard. I was there all through the New Runway debate, through to its commissioning (and new terminal), and recall then the first Comets I saw in there were Dan-Air who started holiday flights. Yes, although it was one of the last Vanguard routes and BEA maintained that Tridents were not possible without the new runway, once construction began they started the transition and it was all Trident to Heathrow before the new runway opened (which I think coincided with the start of the Edinburgh Shuttle). We humble students could just about afford the B Cal "Moonjet", the cheap One-Eleven that left at 10pm to Gatwick. Was it £10 ? Not even a glass of water. Shades of 2018. I last used the old runway probably 10 years ago in a 146. |
Originally Posted by WHBM
(Post 10260022)
Don't recall BEA Comets to Edinburgh. They did to Glasgow, mainly to counter the British Eagle One-Eleven from Heathrow, but when the latter went under at the end of 1968 they didn't have to try so hard. I was there all through the New Runway debate, through to its commissioning (and new terminal), and recall then the first Comets I saw in there were Dan-Air who started holiday flights.
They were certainly a fairly common sight in the late 1960s, though those may have been ad-hoc replacements for the Vanguard on the day, rather than timetabled as Comets. They included the Olympic-liveried ones from time to time, and I even managed to blag a tour of G-ARCO on the ramp just a few weeks before it was blown up over the Med in October 1967. We humble students could just about afford the B Cal "Moonjet", the cheap One-Eleven that left at 10pm to Gatwick. Was it £10 ? Not even a glass of water. Shades of 2018. |
Yes indeed, couple of Comets scheduled in 1968
http://www.timetableimages.com/ttima...6/be686-28.jpg A BEA Comet only seated 89, compared to 135 in a Vanguard, the same timetable tells us, so substituting one for the other on the day was not commonly practicable; this was though apparently done when the Tridents were later subbed for Vanguards, it being outside limits for the former when a significant crosswind was forecast on the old Edinburgh runway, which in best Scottish tradition (see Prestwick, Aberdeen) was at right angles to the prevailing wind. I wonder how both crewing and reservations coped with decisions on the day. |
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