FINN(COM) DAILY RECORD: FRIDAY, 17 DECEMBER 2004
Compiled by J. Brock (FINN)
Civil Aircraft on Falkland Islands Stamps
January 2005
By Geoff Moyer
G Moir, DFC and Bar, FRGS, FRPSL, looks at the stories behind some of the aircraft shown In the ever-widening realm of philately there is a growing interest in the thematic approach to the subject, one popular topic being aircraft on stamps. The Falkland Islands have produced many, featuring both civil and military aircraft. In this article I wish to concentrate on their civil use.
The first appears on the 3d. value of the omnibus issue of 1949 commemorating the 75th anniversary of the Universal Postal Union, and is of a Nene-Viking (Figs 1–2). This aircraft was the first to be converted to take Rolls Royce Nene turbo jets, requiring metal covered elevators and different engine mountings in under-slung nacelles.
The undercarriage had to be redesigned with twin wheel units to absorb higher landing weights and speeds. It was first flown by Vickers’ chief test pilot, Matt Summers, from Wisley Airfield in Surrey on 6 April 1948, but much of the subsequent test flying was carried out by Flt Lt G R Bryce, who had joined Vickers from the RAF to eventually become their chief test pilot.
Improving communications
When Sir Miles Clifford became governor of the Falkland Islands, he quickly became aware that if the economy of the Islands was to prosper, something had to be done to improve internal communications. It was while he was on a journey to South Georgia that he spent some time reading an account of the Flying Doctor Service in Australia, and realised there was the solution to his problem. In the summer of 1944 Sir Miles had a brief business trip to London, and whilst there instructed Major Pearce-Butler to look around for ex-RAF light aircraft that might form a pilot scheme. Two Austers were found, and a young airman, Vic Spencer, was recruited to fly them, the same Vic Spencer whose sketches were the basis of the 1952 definitive set, including the 4d. value which depicted an Auster (Fig 3).
These British Taylor-craft Austers, one a Mk IV and one a Mk V, were two of a series of light cabin monoplanes manufactured and supplied to the RAF for one of its Air Observation Post squadrons in support of artillery during World War II, a total of 255 being manufactured from the end of 1943 onwards. The two destined for the Falkland Islands were registered as G-AJCH and G-AJCI, changing to VP-FAA (Fig 4) and VP-FAB respectively. They were dismantled, crated and shipped from Southampton aboard the RRS John Biscoe during November 1948, arriving in early December that year. Re-assembled at the Port Stanley Racecourse, they were first flown from there on 3 March 1949. However, their arrival was at first greeted with scepticism by the inhabitants, even to the extent of a petition being drawn up saying they did not desire such a service! However, soon after the assembly and test flight, the Senior Medical Officer, Stewart Slessor, went to Sir Miles with a report that a child living close to North Arm settlement had acute appendicitis which, unless dealt with at once, might have fatal consequences. Did Sir Miles think it possible for the Auster to bring her in? He did, and in a telephone message to the farm manager, asked him to lay out sheep skins to indicate the wind direction and prepare a strip of fire formed by ‘goose grass’ to mark the ‘runway’.
Falkland Islands Government Air Service
Sir Miles put the proposition to Spencer, knowing he had no proper maps or navigation aids, but Spencer accepted the challenge immediately. Within an hour the little girl was on the operating table and soon safe and sound in bed. Her life had been saved, and from that moment the Islanders became air-minded; and so, too, was born the Falkland Islands Government Air Service, which has never looked back. The Auster portrayed bears the original markings of G-AJCH, later VP-FAA (Fig 5). The availability of this service was rather more restricted than was first expected, as the Auster could only land where settlements had adequate airstrips, and these were very few and far between. Indeed, when landing at the San Carlos settlement airstrip, the main wheels sank into soft ground causing the aeroplane to overturn and sustain damage to the fin and fuselage. Thankfully there were no casualties, but the aircraft had to be shipped to Stanley and thence to the UK for repairs and conversion to a floatplane, as all settlements were by the sea, there being no roads on the Islands outside Stanley at that time. This aircraft made its last flight in April 1956, being used for spares after it was withdrawn from service due to corrosion in the tail and framework. It was finally broken up and burnt in 1957.
Fitting floats
It seemed that the problem of internal communications could now be solved, although land-based aircraft were not recommended. The idea of fitting floats to an Auster could, however, offer a solution to the problem.
As late as the 1950s, the sea remained the main highway for those living and working in ‘the camp’. Outside Stanley, every homestead and settlement was close to the sea. In 1950 a Noorduyn Norseman 5 floatplane, a Canadian-built utility transport aircraft powered by a single Pratt and Whitney Wasp engine, which could carry up to nine passengers, and was owned and operated by Falkland Islands Dependency Survey, was being used to rescue men marooned in Antarctica before it returned to Deception Island in the South Shetlands. Here it was dismantled, crated and sent to the Falkland Islands Government, and later sold to the Falkland Islands Government Air Service. This aircraft, using the registration letters VP-FAD, remained in service until August 1951, when it was withdrawn owing to advanced corrosion in the undercarriage legs, engine bearings and other parts. This aircraft is featured on the 40p value of the short set of 1996 to commemorate transport and the Capex Stamp Exhibition of that year (Fig 6).
Encouraged by the success of the Norseman, the Falkland Islands Government sought another similar aircraft and selected the DHC-2 Beaver, which again was a single-engine utility bush type transport aircraft, and which could be operated as land-craft or as a floatplane, purchasing direct from the De Havilland Corporation. This aircraft was shipped to Stanley on the Fitzroy, arriving 6 July 1953, its registration eventually given as VP-FAF. It served its purpose well, its last flight being on 6 June 1967, when it was sold to I J Dorny of Mexico City, departing on the RMS Darwin in late 1967 (Fig 7).
Tossing out the mail bags
A replacement DHC-2 Beaver aircraft was purchased direct from the De Havilland Aircraft Company (Canada) Ltd and shipped aboard the Fitzroy, the assembly and test flights being carried out by J Kerr on 29 September 1955. Again there was some confusion over the aircraft’s registration. It was delivered carrying the registration VPFAF, when in fact it was registered VP-FAG. Although the paperwork was amended on 21 July 1956, the aircraft continued to carry VP-FAF right to the end of its life. Piloted by G Toye on one of its flights, it capsized and sank while taking off from the Moro, Douglas Station, East Falkland, in the summer of 1956, fortunately with no casualties. The aircraft was salvaged and shipped on the RRS Shackleton, but was considered too badly damaged and was broken up and used for spares. The 3p value of the 1979 issue commemorating the centenary of the Universal Postal Union depicts a Beaver doing a mail run (Fig 8). In many cases where there were no passengers to land or pick up, the aircraft would simply fly low and toss out any mail bags.
The Beaver floatplane was very popular, and is also illustrated on the 13p value of the set commemorating the bicentenary of manned flight (Fig 9). This aircraft, too, was purchased direct from the De Havilland Aircraft Company (Canada) Ltd as a landplane, and flown to Stanley Racecourse via South America in March 1967.
Converted to a floatplane, it was flight tested by I T Campbell in early June, and remained in service until 14 October 1976, when it capsized and sank at Mare Harbour. Mr Campbell, a very popular pilot, was tragically drowned, but his passenger was later found clinging to a rock and saved, with no major injuries. Carried by the tide, the superficially damaged aircraft beached itself, inverted, at Johnson’s Island. It was duly recovered and taken to Stanley by the Monsunen on 17 October 1976. Following careful examination it was declared ‘beyond economical repair’ and was used for spares.
Shrapnel damage
Yet one more Beaver floatplane was brought into service, VP-FAY, also flown to Stanley via South America. It remained in service until grounded by the Argentines on 2 April 1982. Whilst parked on the slipway it suffered extensive shrapnel damage as the result of British bombardment on 11/12 June. It was assessed as repairable but it was blown over on to its back during a severe gale on 28 July 1982, and completely wrecked (Fig 10). Between the years 1953 and 1985, the Falkland Islands Government Air Service operated a total of seven DHC-2 Beaver aircraft, both as landplanes and floatplanes. These aircraft formed the foundation on which the Falkland Islands Government Air Service was built.
It would appear that, although a useful aircraft, the Beaver became increasingly expensive to fly. Furthermore, there were times when the weather was favourable for flying, but the seas were too rough for the aircraft to land. Therefore, if the internal service was to continue its success, there must be a return to land-based aircraft, and that considered the most suitable was the Britten-Norman Islander, a versatile aircraft which would carry nine passengers in normal conditions, but could easily be modified for ambulance work, freight carriage and a wide range of other requirements. Its great advantage was an extremely short take-off and landing requirement, but there was no suitable landing area other than Stanley Race Course.
Agreement with Argentina
1971 was a memorable year for the inhabitants of the Falkland Islands. Up to that time, although there had been an airmail service since 1944, both mail and passengers had come and gone through Montevideo, Uruguay, which had meant an 11,000 mile trip in either direction, mostly on the RMS Darwin (Fig 11). Now that vessel was withdrawn, being too costly to maintain. However, a Communications Agreement was subsequently signed which resulted in all mail and personnel passing through Argentina. At first the Argentinians used amphibious aircraft, but a contract had been given to an English company to construct an airfield from which land planes could operate.
However, the Argentines agreed to construct a temporary airfield at Hookers Point from which they commenced operating with the F-27 and later the F-28 aircraft, manufactured in Holland by Fokker. These aircraft were flown and operated by crews from LADE (Lineas Aeras del Estade), the state airline that also forms part of the Argentine Air Force. The F-27 (Fig 12) was better known as the Fokker Friendship, which is a short range airliner powered by two Rolls Royce turbo prop engines. It could carry up to 52 passengers and was normally operated by a crew of four. Introduced after the F-27 on fights to the Falkland Islands, the F-28 was known as the Fokker Fellowship. It was powered by two Rolls Royce Spey turbo prop engines, and could carry up to 66 passengers plus a crew of four (Fig 13). Mail was also conveyed, postal rates being the same to Argentina as for ordinary internal Falklands mail, 2d. or 1p per oz. The F-27 first flew on 15 November 1972, and the F-28 on 13 May 1978. These aircraft are illustrated on the 1979 issue to commemorate the opening of Stanley Airport.
Stanley Airport first became operational on 1 May 1979 (Fig 14) but the Islanders remained dependent on Argentina for air transport as it had no landing area large enough for intercontinental wide-bodied jets and was only useable by Islander aircraft and some privately owned aircraft for internal flights.
Casualties of the 1982 Invasion
The 25p value celebrating the opening of Stanley Airport also illustrates a Cessna aircraft. At one time there were three in the Islands, all privately owned and all subsequently casualties of the 1982 invasion.
The first, owned by R Pitaluga of Gibraltar Station, Salvador, East Falkland, was delivered in April 1974. It was test flown from Hookers Point, the temporary airstrip. After the invasion the owner was interned in Stanley and his aircraft grounded at Stanley Airport. In May 1982 it was badly damaged during a Sea Harrier raid and further damaged during subsequent British shelling and bombing attacks. It was considered recoverable but to my knowledge repairs were never carried out.
The second Cessna aircraft was purchased by the Governor of the Falkland Islands, Sir Rex Hunt, and ferried to Port Stanley in January 1982. As with Robin Pitaluga’s aircraft, it was impressed by the Argentines and suffered similar damage during the subsequent attacks. It has never been repaired. The third Cessna, purchased new in 1976, was for the use of William Luxton, Director of the Chartres Sheep Farming Co at Chartres, West Falkland. It, too, was at Stanley Airport and suffered the same fate as the others.
Floatplanes phased out
In 1977 the FIGAS review committee considered the future aircraft requirements of the service, taking into account the fact that virtually every settlement and homestead now had its own grass airstrip. It was decided that floatplanes would be gradually phased out in favour of landplanes. With this in mind, a Britten-Norman BN-2A-27 Islander (Fig 15) was purchased by the UK Overseas Development Administration for FIGAS. This twin-engined aircraft with a range of nearly 700 miles and a maximum cruising speed of 142 knots, could carry up to nine passengers and, importantly, could be speedily converted to carry a stretcher as an Air Ambulance.
Built and first flown in Bucharest, Romania, on 29 September 1978, it was ferried to Bembridge, Isle of Wight, for fitting out and painting. Departing via North and South America on 12 September 1979, it arrived at Stanley Airport on 4 October 1979. During this flight it carried its Falkland Islands Registration VP-FAY (Fig 16).
The first of a number of proving flights was made prior to the aircraft’s first operational flight to Darwin, East Falkland, and Dunnose Head, West Falkland, on 11 October 1979. This was primarily for a medical evacuation, although mail is known to have been carried to Stanley on the return flight.
Destroyed
Sadly, a Royal Navy Sea Harrier of No 800 Squadron, when attacking Stanley Airport on 1 May 1982 following the invasion of the Falkland Islands by Argentine Forces, destroyed this aircraft. Prior to its destruction it had been impressed into service and used by the Argentine forces. Since the loss of VP-FAY during the 1982 conflict, FIGAS has acquired a total of eight Britten-Norman Islander type aircraft. Rehabilitation Funds provided by the UK Government met the cost of two of these aircraft. One aircraft has since been sold and one lost in an accident near to Stanley in June 1987, resulting in six aircraft being in service at the present time. Two of these have been modified for use in fishery protection, having a distinctive black nose housing which contains the aircraft’s search radar. One such aircraft is shown on the 72p value of the ‘Fisheries’ issue of July 1993 (Fig 17).
Of the remaining four aircraft, three are used for scheduled and ad-hoc passenger, mail and freight services. The 40p value of the 1994 ‘Falkland Beaches’ issue (Fig 18) shows one such aircraft on the beach at Pebble Island, which is used as the landing strip once the Upland Geese have been moved off! The remaining aircraft is kept in an air ambulance configuration for emergency use within the Islands.
First direct flight
Another aircraft is portrayed on the two-stamp commemorative issue of 1978 to celebrate the 26th anniversary of the first direct flight to Stanley from Southampton, made in April 1952 (Fig 19). This was a ‘one off ’ flight and not the introduction of a regular airmail service, although mail was carried both ways. Actually there was already an airmail service in operation, but all such correspondence had to go by sea to Montevideo first. The first direct airmail service did not commence until 1985, with the opening of the now famous Mount Pleasant Airport.
This aircraft, built by Short Brothers Ltd as a four-engined Sunderland Mk III flying boat, originally for the Royal Air Force, became, in 1943, one of 12 aircraft of this type that were converted for use by the British Overseas Airways Corporation (BOAC) as passenger aircraft direct from the Shorts production line. BOAC named these aircraft the ‘Hythe’ class. In addition to carrying the British Civil Registration G-AGJN and named Hudson (Fig 20), it also carried code letters OQZN and RAF serial ML755 until the end of its wartime service. In its passenger role this aircraft had a range of some 2,350 miles and could carry up to 24 passengers with a flight crew of seven.
Entering service in March 1944, it served with BOAC until January 1949. Aquila Airways, who operated the charter flight on behalf of the Falkland Islands Company, acquired this aircraft in February 1949. The schedule and route for the return journey are shown. There was but one variation on the outward journey: to land at Madeira (Figs 21–22). From Antarctica to the UK in 36 days!
Correspondence
On the return flight bore cancellations from 21 April to 1 May 1952, the aircraft departing on 2 May (Fig 23). One special cover, from Graham Land in Antarctica, is dated 4 April with the date slugs inverted. It is reported to have reached Stanley via the John Biscoe in record time simply to make this flight. Posted on 4 April, it was received in the UK on 10 May— just 36 days (Fig 24)! By far the greatest development in civilian air transport to and from the Falkland Islands was the construction, at long last, of a major airport capable of taking wide-bodied intercontinental jets; the aircraft used by the RAF on its present twice a week scheduled service from Brize Norton to mount Pleasant Airport is the three-engined Lockheed Tri-star, illustrated on the 54p value of the set commemorating the opening of Mount Pleasant Airport in 1995 (Fig 25). This type of aircraft is also shown on the 15p value (Fig 26) of the 75th anniversary of the Royal Air Force issue.
Following the 1982 conflict, the RAF found that they needed aircraft with which they could reinforce the Falkland Islands should there be any further threat to their sovereignty.
The solution was the purchase from British Airways of six second-hand Lockheed L-1-11 Tri-star 500 aircraft, powered by three Rolls Royce RB-211 turbofan engines. The first two entered service with No 216 Squadron RAF in August 1983 as passenger transports. On 12 May 1985 a Tri-star visited the new Mount Pleasant Airport in the Falkland Islands on the occasion of its opening by HRH Prince Andrew. The initial purchase of the six ex-British Airways Tri-stars was later supplemented with the purchase of three ex-Pan American aircraft.
Conversions
In the meantime Marshall’s of Cambridge were converting the original six aircraft to a tanker/freighter configuration, making them three-point refuelling tankers. The three ex- Pan-American aircraft remained in a passenger/freighter configuration, being used mainly on the Falkland Islands Service.
There is one more aircraft that has been shown, this time on the 73p issued to commemorate the visit by Princess Anne in 1996 (Fig 27). It is a Sikorsky S.61N flying over the infamous Hall at Goose Green where so many of the settlement’s inhabitants were incarcerated during 1982. It was in 1993 that Bristow Helicopters were awarded a Ministry of Defence contract to operate three twin-engined helicopters in support of the Falkland Islands Garrison.
These operations commenced from Stanley Airport in the latter half of that year under the control of the RAF, being tasked with the transportation of personnel, mail, freight and stores to the more remote locations within the Islands. Although these helicopters retained their civilian registrations and were flown by Bristow’s civilian pilots and crewmen, and were maintained by their civilian engineers, they were fitted with military communications equipment and were allowed to carry armed personnel and military ordnance. With the opening of Mount Pleasant Airport, Bristow’s Helicopters moved there from Stanley Airport and continued to operate until 1998, when the contract was transferred to Bristol Helicopters Ltd, operating as British International Helicopters, who are operating the contract at the present time (June 2004).
Copyright © 2004 Stanley Gibbons Ltd.
FIH on the trail of ferry acquisitions
By Rebecca Bream
Published: December 16 2004 02:00
Falkland Islands Holdings will look for more acquisitions in the UK ferry business following its £8m takeover of Portsmouth Harbour Ferry, the Aim-traded group said yesterday.
David Hudd, chairman of FIH, said the Portsmouth Ferry deal, struck earlier this month, "will transform our business". Until now FIH has been based in the Falkland Islands, where it has a portfolio of businesses stretching from fishing to hotels to insurance.
"We will be looking at other ferry opportunities and we have a few ideas," said Mr Hudd. FIH said turnover for the half year to September 30 rose 10 per cent to £5.42m, despite the continued lack of activity in the fishing sector.
FIH's shipping businesses had recovered, it said, from the poor performance in 2003.
The Upland Goose Hotel made a "significant loss", but a management team from Sodexho, the French catering company, was introduced in October "to improve performance and standards". Pre-tax profits fell from £300,000 last time to £294,000. Earnings per share emerged at 3p (3.2p).
The Portsmouth Ferry business, founded in 18883, carries 3.5m passengers a year across Portsmouth Harbour. It was cash-generative and would allow FIH to keep raising its dividend, Mr Hudd added.
As well as diversifying into the UK ferry market, in the past six months FIH has spun off two natural resources exploration companies. Falkland Oil and Gas and Falkland Gold and Minerals are now separately quoted on Aim, and FIH holds a 18 per cent stake in the oil business and a 14 per cent stake in the gold venture. "We are a long-term investor in these companies," said Mr Hudd.
BAS scientist presents the Royal Institution Christmas Lectures 2004
British Antarctic Survey (BAS) scientist, Professor Lloyd Peck presents this years Royal Institution Christmas Lectures 2004 on the subject of the most extreme place on Earth: Antarctica. In a series of three sparkling one-hour programmes - Ice People, Ice Life and Ice World - Prof. Peck reveals the biggest questions, discoveries and controversies in Antarctic science.
In Ice People, the first programme, Lloyd Peck explores how the coldest, windiest and loneliest place on Earth affects the bodies and minds of humans living there. To investigate the body's limits, he sits in a tank of freezing water to induce hypothermia and is blasted by gusts in a wind tunnel. He travels to the BAS Rothera Research Station on the Antarctic Peninsula to find out what it's like to live and work thousands of miles from home in a tiny, isolated community.
The extraordinary adaptations that animals, plants and other organisms have made to cope with the harsh Antarctic environment are examined in Ice Life. Prof. Peck introduces fish with antifreeze and huge sea spiders more than a foot across. He finds the fattest creature on the planet, discovers how elephant seals can dive down a mile beneath the surface and why the continent's largest and most ferocious land predator is the size of a pin head. An eye is also cast into the future. With a warming climate in parts of Antarctica, how will these highly specialized creatures cope?
Ice World explains why it is vital that scientists try and understand this remarkable wilderness. Why is Antarctica a frozen continent? It is encrusted in moving ice up to 4km thick. Why are the millions and millions of tons of ice so important to all of us? Fossilized remains from dinosaurs and forests show that it wasn't always this way. Where did all the ice come from? Prof. Peck gets close and personal with mighty icebergs and descends into the depths of glaciers to uncover the past, present and future of Antarctica. He'll demonstrate how a piece of ice can reveal the climate secrets of the last half a million years, how Antarctica affects our weather systems and discuss environmental change. Is global warming a reality?
This years Christmas lectures are designed for young people aged 14-18 but will appeal to everyone. Tune into Channel 4 on 27, 28 and 29 December to get to grips with all things Antarctic.
© Copyright Natural Environment Research Council British Antarctic Survey 2004.
FIBS NEWS DIRECT: 17 DECEMBER 2004
WITNESS COMES FORWARD AFTER POLICE APPEAL:
A person has contacted Police after an appeal for a witness with reference to a vehicle fire on Wednesday night. The vehicle fire occurred at 10 John Street. A member of the public reported the fire just before midnight. The Royal Falkland Islands Police are investigating the incident and say that they are grateful to members of the public for information obtained.
STANDING FINANCE COMMITTEE REPORT:
Nearly £30,000.00 is to be reimbursed to FIDC for expenses that have been incurred for repairing the bow thrusters on the Tamar FI, as agreed at the Standing Finance Committee on Thursday afternoon. FIDC, who own the vessel, are responsible for all defects that may arise in the first five years of the charter to Island Shipping Limited. As they have only just received the vessel, FIDC agreed to pay for the repairs, although had hoped to recover some of the costs through insurance. Standing Finance Committee was also informed of a future claim that will be submitted for replacement of the pitch plate, which is due to happen in April 2005. It is estimated that the cost will be in the region of £19,000.00 for the parts, plate and engineering fees.
HARBOUR SHIPPING AND FISHING NEWS:
Experimental Scallop Trawler, Crocha You Yo came into the harbour this morning and the Tamar and yacht, Tara, are at East Jetty. There are three vessels fishing in the Zone and catches have been moderate.
GUIDES COMMISSIONER TO LOSE LOCKS FOR CASH:
Jane Cotter has been dared to have her hair cut very short and coloured to raise funds to send Girl Guides to an overseas camp next year. Wendy, from Hair 4U has agreed to take up the scissors and dye for free on Wednesday. If you would like to sponsor Jane, forms are available at the KEMH shop and at the Speedwell Store. You can also contact Jane directly on 21792.
(100X Transcription Service)
