The Luxembourg registration LX-IOG appeared on the instrument panel data plate but was not immediately assigned to the aircraft. When the aircraft had the Luxembourg registra- tion issued it was LX-IOH. Ship five also had the registrations reversed. The registrations became confused in Luxembourg since Carvair four and five had the U.S. registrations issued in reverse order. Interocean determined it was easier to change the registrations on the actual aircraft rather than try and sort out the paper work. Ship four was N9758F (LX-IOH) and ship five was N9757F (LX-IOG).
Three Interocean pilots arrived on 12 September from Luxembourg in the Interocean Aero Commander. The group included Captains G.R. Morris, A.P. Fairchild and Robert Dedman. Captain Morris, who had been furloughed from TWA, became director of operations for Inte- rocean in the Congo. Robert Dedman left Seven Seas Airline for the better pay at Interocean.1 Later in the program another ex–Seven Seas pilot, Paul Rakistis, arrived at Southend. After training in England for Interocean, Dedman went to the Congo to qualify other pilots on the Carvair. Fairchild and Rikistis also flew in the Congo and re-appeared in the Carvair story for more than 30 years with at least three other operators.
Most of the aircrews at Interocean were seeking positions with the scheduled airlines. Fly- ing in the Congo was grueling with most pilots logging more than 200 hours a month for months in a row. It was a quick way to build time as Captain in a four engine aircraft with a schedule of two months on and a month off in Europe. Captain Morris encouraged Dedman to build as much Carvair time as possible in order to apply at TWA.2
Aviation Traders Captains Cartlidge and Langley began the Interocean training program on 13 September 1962. Carvair four received the Certificate of Airworthiness on 14 September after three certification flights totaling seven hours. The new Carvair remained in white top and black line with bare metal bottom blue trim engine cowlings, and no titles. The last four days of training were in the cockpit. In order to obtain FAA certification N9758F left Southend for Frankfurt Germany on 20 September commanded by Captain G.R. Morris. United States officials from the FAA met the aircraft there for testing and certification.
After U.S. certification Captain Robert Dedman and F/O Ken Windsor picked it up and conducted an acceptance flight with FAA Inspector David Switzer. Dedman and Windsor along with Switzer flew the new Carvair from Frankfurt (EDDF) to home base at Luxembourg. The proving flight continued on to Malta (LMLI) and overnighted. The next day they flew to Kano Nigeria (DNKK) and again overnighted. On the 29th they flew to Douala Cameroon (FKKD) and the final segment to Leopoldville Congo (FCAA) (now Kinshasa). After reviewing the Car- vair with company officials, crew rest, and servicing, the Interocean crews began training on 03 October. On 09 October Dedman and John Koontz operated N9758F on the first flight (UN- 119) to Albertville (FCRF)(now Kalemie). They continued shuttling UN personnel and equip- ment throughout the Congo flying 26 legs between 09 and 26 October.3
Captain Dedman returned N9758F to Southend for additional maintenance via Leopoldville, Douala, Kano, and Tripoli on 29 October 1962. Dedman was at the controls com- ing over France empty en route to Southend when giant cumulus clouds were encountered. As an inch of ice built up on the wings, Dedman added more power. As the ice continued to build the Carvair began to sink and even with max power could not hold altitude. French ATC granted a rapid decent and after several tense maneuvers they came out of the clouds at a lower alti- tude with warmer air melting off some of the ice. They arrived at Southend with ice still falling off. Dedman was almost terminated as he sternly informed Interocean officials that the aircraft could not be flown until de-icing boots were installed. They had been omitted for cost and weight reduction with the belief they were not required in Africa and tropical areas. The assump- tion was almost a costly mistake that Interocean officials reconsidered. After installation of deicing boots test flights were performed on 17–18 November.4
Upon completion of additional modifications, both Interocean ships flew in formation over
Interocean N9758F after unloading 55 gallon drums of fuel at Albertville (Kalemie), Congo, during United Nations peacekeeping operations (photograph by Capt. Paul Rakistis).
Southend on 18 November 1962. Carvair four carrying U.S. registration N9758F commanded by Captain Dedman with F/O Paul Rakistis and Frank Gamble departed that same day to Pisa (LIRP) and Khartoum (HSSS) en route to ONUC operations at Leopoldville (Kinshasa) Congo. The U.N. operations took the Carvairs from Leopoldville as far south as N’dola Zambia, as far north as Stanleyville (Kisangani) and east to Usumbura (Bujumbura Burnadi). The mis- sions included supplies for the mine at Bakawanga (Mbuji-Mayi); military supplies and troops to Kolwezi, Elizabethville (Lubumbashi), Stanleyville (Kisangani), and Kamina; fuel drums from Albertville (Kalemie) to Kamina; meat and booze to Lulabourg (Kanaga); and produce from Goma.
With the delivery of the Carvairs, Interocean submitted the following crew names to the U.N. for credentials. The list, which included Walter B. McCarthy, General Manager Interocean Congo Division, requested UN identification for the following crew and five un-named mechan- ics.5
W.B. McCarthy L.M. Flint M.E. Oberg
M. Ogden R. Tluszcz M. Pearce
O.V. Braken J.M. Harris M.E. Thompson
R.M. Tracy D. Fenno E. Courtemanche
S. Wheatley G. Pearson E. Boudreau
J. Meade J. Johnson J. Webster
R. King J. Kent D. Bolt
A. Cadwell C. Pollock C. Wheatley
P. Rakisits K. Winsor J. Koontz
R. Dedman H. Heaney M. Polski
G.R. Morris A.P. Fairchild
Interocean crews became accustomed to primitive loading methods in the Congo war zone. Loading of a boat on LX-IOH at Kamina Base proved to be a challenge for the military winch and local crane (photograph by Capt. Paul Rakistis).
Interocean also submitted a list on 26 November 1962 of seven DC-4s and two Carvairs that would be operating in the Congo. The Carvairs were still recorded with U.S. registrations. This list indicates that both Carvairs operated in the Congo with U.S. registrations for at least a month. Carvair four was registered to Interocean on 10 December 1962 as LX-IOG. The reg- istration was withdrawn and re-assigned to Carvair five on December 17 because of a paper- work problem. The decision was made to repaint the registrations on the aircraft rather than to try and sort out the clerical error.
On 18 December registration LX-IOH was assigned to Carvair four. Still wearing registra- tion N9758F it was officially transferred to Luxembourg based Interocean Airways on 29 Decem- ber 1962. The purchase transaction from associate company Intercontinental was not signed until January 1963. According to Captain Dedman the Luxembourg registration was applied to the aircraft in January 1963 and it returned to Southend 02 February 1963 as LX-IOH. It main- tained dual registration until 27 February 1963 when the U.S. registration was cancelled. Ded- man continued flying LX-IOH making his last Carvair flight with D. Fenno on 13–14 June from Leopoldville to Elizabethville and return.
Carvair four was sent to the Congo for military vehicle ferry work under United Nations contract. The aircraft was chartered by the air division of Organisation des Nations Unies au Congo (ONUC) to assume the mission previously operated by Italian Air Force C-119s. Labor and political unrest forced Belgium to grant the Congo independence on 30 June 1960. Eleven days later the Premier of the Katanga Province, Moise Tshombe, seceded from the republic, fol- lowed by Kasai province. The Congo was suddenly thrust into civil war. The United Nations sent in a peacekeeping force because of the tension between then President Joseph Kasavubu and rebel leader Patrice Lumumba. Kasavubu in an army coup arrested Lumumba and turned him over to Moise Tschombe of Katanga province who witnessed his execution by a Belgian mercenary.
Tschombe and the Union Miniere Mining Company, based in an area of western Katanga called Bakwanga, had a contract with Seven Seas Airlines to transport supplies to the remote area. The mining company played a strategic role in supplying a major portion of the worlds industrial diamonds.
Seven Seas competed with U.S. based Intercontinental for UN relief contracts while expe- riencing financial problems. Intercontinental/Interocean reviewed the possibilities of securing additional contracts in the event Seven Seas became insolvent. Intercontinental was experienc- ing certification problems in the U.S. In order for the company to survive the operation needed to expand, which prompted the forming of Interocean in 1960. Seven Seas paid pilots $4.75 per statue mile for straight line distance flights.6This alone created a turn over in pilots and insta- bility in keeping flight crews. Seven Seas ceased operations in 1961 creating a windfall for Inte- rocean. After the collapse of Seven Seas, Interocean purchased four more DC-4s with three of them later becoming Carvair conversions.
United Nations secretary Dag Hammarskjöld was killed in a plane crash while en route to negotiate peace in the Congo. UN secretary U Thant submitted a national reconciliation plan in 1962 and in December Tshombe’s troops fired on the peace keeping UN forces. Carvair N9758F arrived in the Congo for the first time on 29 September for trials and training. It arrived the second time about 19 November. It returned to Southend after the Congo trials for main- tenance on 29 October. The de-icing boots had not been installed before ferrying to Frankfurt for FAA certification.
The LX-IOH Interocean registration was not official until 10 December 1962, indicating the aircraft was operating in UN military operations by U.S. carrier Intercontinental prior to Interocean ownership or at least Luxembourg registration. Captain Robert Dedman flew DC- 4s for Seven Seas in the Congo prior to signing on with Interocean. In 1962 when hostilities in the Congo created additional flying to support the UN mission his Congo experience made him
a perfect choice for the Carvair assignment. Although he was the third Interocean pilot to obtain a rating, for a short time he was the only Carvair rated pilot in the Congo.
Carvairs four and five were based at Leopoldville (now Kinshasa) for the Congo ONUC contract work. Details are sketchy, but it is known that the Carvair was used to transport some military equipment such as armored vehicles to Elizabethville (now Lubumbashi). It also trans- ported military equipment for the occupying force in Kolwezi, which was a major stronghold for the rebel forces in Katanga. LX-IOH saw combat when it was reported that over 3000 rebels troops were at Kolwezi. The Carvair was called in to lead a combat assault mission along with four DC-4s and a C-46 loaded with ammunition. After F-86s softened up the area Captain Ded- man went in first with LX-IOH carrying two armored cars with crews followed by the troops in the DC-4s.7
The Carvair could lift 30 drums (55 gal) of fuel at a time. The fuel drums were transported from Albertville (now Kalemie) on Lake Tanganyika to a base at Kamina Central Congo. The fumes were so strong the aircraft were flown with the emergency exits open to vent the cargo hold. The Carvair was put to the test while in the Congo under wartime conditions of unim- proved fields and overloading making the always feared mechanicals common place. While hauling seven tons of supplies to the diamond mining camp at Bakwanga (now Mbuhi-Mayi) LX-IOH damaged a tire landing on the slag runway. Since there were no spares or mechanics Captain Dedman and First Officer John Koontz decided to takeoff with the blown tire. The empty aircraft with 20-degree flaps skipped along the gravel runway for a short takeoff with- out any other damage to the airframe. Dedman was severely scolded for the unauthorized take- off and threatened with a reprimand. After review it was obvious he had not other choice under wartime conditions. The two of them gained much experience under adverse conditions in the Congo. Dedman carried his experience to TWA and Koontz later went on to Continental Air- lines where he became the pilot for company president Robert F. Six.8
Starters were also common failures that had to be dealt with in the adverse conditions. The crews carried a bungee strap with a leather pouch attached. Locals were enlisted to turn the prop through as the crew hit the switch. This was not always successful and most of the time locals were not interested in this dangerous task. The more frequently used technique was the rolling start. If the aircraft was empty the engine was windmilled until it started and the take- off continued and if loaded it was run to 80 knots. If the engine started the crew taxied back down the runway and made a standard takeoff.
Engine loss under these conditions increased the chances of having to abandon the Car- vair. In such an incident LX-IOH sheared a prop shaft at Elizabethville (Lubumbashi). Cap- tain Dedman was forced to do a three-engine takeoff to fly back to Leopoldville (Kinshasa). The prop was secured by tying it off for the 6-hour flight. Dedman was suspended for the inci- dent but after the FAA investigated he was commended for an outstanding job and re-instated. On 26 February 1963, after daily abuse, LX-IOH returned to Southend for much needed main- tenance departing back to the Congo on 06 March.9
After hostilities stabilized, as part of the reduction in United Nations ONUC strength the two Carvairs took part in transporting an Indian infantry brigade from the Congo to Mombasa Kenya. After the Congo mission Interocean advertising stated that LX-IOH in tandem with the other Carvair uplifted an entire mechanized military division from Leopoldville to Mombasa. This was somewhat public relations exaggeration by Interocean to demonstrate the ability of the Carvair to transport large loads. In fact it was not a division, not mechanized, or heavily motorized. There were some vehicles and considerable infantry support equipment. Mombasa was the loading point for the UN Indian military force ships returning back to India. Almost all the vehicles belonged to the United Nations and were left behind by Indian forces. The Car- vairs were utilized to position these vehicles when needed by the occupying forces.
neutral but in practice they were against Tshombe and his breakaway republic of Katanga. All ONUC charter contracts were terminated in July 1963 for economical reasons. Tshombe who had fought the UN troops surrendered on 14 January 1963. Kasavubu named Tshombe to the position of Premier as part of the agreement to quell the open civil rebellion. Tshombe con- tracted foreign mercenaries who along with Belgian paratroopers were airlifted by U.S. aircraft. Their objective was to defeat a communist-backed regime in the northeast. They were success- ful in defeating the communist. The Carvairs had already been withdrawn by this time and were not used in this action.
After the Congo operation ended in July 1963 LX-IOH was operated by Interocean on ad- hoc charter flights until 1965. The ONUC titles were removed and both aircraft were operated without lettering for a short time. Interocean began advertising in a number of trade publica- tions beginning in August. Both aircraft returned to Aviation Traders in March 1964 for main- tenance and repainting. Beginning with LX-IOH they were re-configured with the rear passenger cabin for dual-purpose work. The passenger windows were added and were visible in April 1965 promotional photos. The nose door chemical toilet was installed on an as needed basis but the curtain remained.
After return from overhaul in 1963 Interocean began a promotional advertising campaign emphasizing the Carvairs’ portable ramp systems. Advertisements stated that Interocean Car- vairs had lifted more than 1,012 automobiles, trucks, jeeps, armored cars, trailers, and artillery pieces and moved more than 1,800,000 pounds of cargo, generators, jet engines, and hydraulic lifts.10
Limited cargo service was operated under contract to Italian carrier Alisud late in 1963 and early 1964. Alisud ceased operations in February 1964. After the cargo contract with Alisud, Interocean operated limited car-ferry service on the Naples to Palermo routes for Spanish car- rier AVIACO.
It is generally believed that the ramp system was removed when the passenger cabin and rear windows were installed. However, the ramps remained with the aircraft and were used as needed until the aircraft was sold to the French carrier CieAir Transport (CAT). The ramps were removed on or about 28 April 1965 when it was at Stansted for maintenance and repaint- ing for CAT. It is most likely the nose door toilet was permanently removed at this time. The mounting remained in the nose door after the passenger cabin was added in March 1964. The actual toilet was installed for cargo missions.
The ramp system, although very useful, limited the aircraft to very specialized cargo mis- sions. Interocean was not financially flush enough to maintain an aircraft for such limited use. The exception was the UN Congo contract, which required the ramps. The ramps occupied a cargo or car-ferry position reducing the capacity. It was apparent when the Carvair arrived in the Congo that ramps were heavy and required considerable manpower to set up. They were not used at Leopoldville or Albertville because scissor loaders were available. After return from the Congo they were stored for occasional use on specialized cargo work.
LX-IOH operated a charter from Gatwick to Findel Airport Luxembourg on 30 June 1964 and another cargo charter from Gatwick to Athens on 06 August 1964. Interocean continued flying oil contracts, commercial and military cargo charters including one flight for the British military to RAF Changi Singapore. Both Interocean Carvairs flew a number of charters to Helsinki, Rome, and Turin. Other charters flown by LX-IOH included Stansted — Benin City Nigeria on 20 December 1964 and Gatwick — Milan on 06 January 1965.
The certificate for U.S. associate company, Intercontinental, expired in March 1964. The CAB refused to renew it citing questionable practices. Interocean was left to stand alone but began experiencing problems by the spring of 1965. The carrier seized the opportunity to dis- pose of the Carvairs when French carrier CieAir Transport tendered and offer. LX-IOH ferried Luxembourg to Stansted on 28 April 1965 for overhaul prior to delivery.
Compagnie [C
ie] Air Transport (CAT)
LX-IOH was the first CAT Carvair to receive French registration and the second of four ships it eventually operated. The carrier had been a partner with Silver City Airways since 1961 and closely linked to British United Air Ferries after the Silver City and Channel Air Bridge merger. Three Bristol 32s were originally transferred to CAT for operation in conjunction with BUAF service from Le Touquet and Calais to Lydd and separately operated Nice/Nimes to Cor- sica. Bournemouth and Cherbourg were added with the arrival of the Carvairs. A separate serv- ice was added in the Mediterranean division to Nice and Perpignan.
Compagnie (or, Cie) Air Transport (CAT) purchased Carvair four from Interocean in April and it received a check-4 and repaint at Stansted prior to delivery to Le Touquet on 19 June 1965. Press releases stated it was being converted from cargo to car-ferry but in reality Intero- cean added the 17-passenger cabin a year earlier. It was being changed from 17-seat 5-car car- ferry to a 55-seat convertible cabin. It was registered in France as F-BMHU and named “Cdt