It is quite easy to understand why ATEL believed early on that the Carvair would be pro- duced with success in large numbers. Many carriers and companies expressed interest in the conversion and the proposed variants. Interest ranged from casual inquiries to serious propos- als and contract negotiations. The exact number of aircraft is not known, however the list is quite impressive with more than 60 interested carriers. It was projected that as many as 100 Carvairs would be produced.8The list included:
Continentale Deutsche Luftreederei expressed interest in January 1961 to consider conver- sion of many of its DC-4s for work in the Congo.
The Aircraft Leasing Company of George Street London inquired in July 1961 for one con- version.
Iberia Airlines made inquires in July 1961. In 1964 the carrier ordered two with an option for five more for subsidiary AVIACO.
The Royal Canadian Air Force officials inspected G-ANYB, in 1962 and reviewed the facil- ities and production line. The possibility of converting the C-54GM North Star was considered. Portuguese and Spanish Air Forces in 1962 considered converting its entire C-54 military fleets.
Carlos Tejera of Caracas Venezuela expressed interest in purchasing one Carvair in 1962 for work in the developing oil industry.
The State of Hawaii recommended and approved the Carvair for inter-island ferry service in early 1962. Aloha and Hawaiian Airlines representatives visited Aviation Traders and were considered very interested. The state board of transportation favored sea-going surface trans- port and no commitment was made. The Carvair eventually flew with Pacific Air Express in 1983 and Hawaii Pacific Air in 1990, which were based at Honolulu. Both carriers competed against Aloha and Hawaiian Airlines cargo operations.
Sociedale Comercial Romar Ida of Lisbon Portugal made inquires in January 1962 for two C-54 conversions.
Lebanese based Middle East Airlines (MEA) expressed interest in January 1962. The car- rier was expanding and had become the first pure jet operator in the region with Comet 4s in 1960. MEA was owned by Sheik Najib Alamuddin. Yousif Bedas purchased control in 1961 in an effort to merge it with Air Liban. Financial problems emerged and after the initial inquiry there was no follow up with Carvair orders.
Trans Mediterranean Airlines (TMA) of Beirut inquired in January 1962 and made sev- eral additional inquiries, the last in 1966. There are some interesting aspects to the TMA inquiries. In 1963 Aviation Traders purchased a TMA DC-4 that was converted to Carvair 15. The carrier continued to consider Carvair conversion for its DC-4s and was hopeful the DC-6 conversion was forthcoming. After consideration and the realization that a fleet upgrade was needed TMA began leasing CL-44s in 1967.
East Anglian Flying Service (traded as Channel Airways) placed a tentative order for four Carvairs in February 1962. The first two ships had a delivery date set for May 1962. Channel Air- ways intended to compete with Aer Lingus in the car-ferry market between Bristol/Liverpool and Cork/Dublin. ATLB licenses were approved for the service and fares/schedules were given to travel agents. There daily round-trips were planned with an order placed for two ships valued at £360,000 ($1,008,360) to be delivered in May. In anticipation of service, DC-4 N33679 was purchased and British United Captain Bob Langley conducted crew training. The carrier applied for registration G-ARSF for conversion three, but it was eventually used by Channel Air Bridge.
Irish authorities restricted authority prompting Channel Airways to put car-ferry service on hold. Supplemental passengers could be transported on Bristol-Dublin but not Bristol-Cork. Channel Airways did not finalize the order and never operated Carvairs.
Air Fret and Air Corse in March 1962 considered joint ownership of one Carvair. At the same time Air Fret was also reviewing a possible Caravelle cargoliner model. In 1972 Air Fret actually purchased Carvair 15 which was in non-flyable condition at Nimes-Garons France. Later that year it was broken up by BAF for spares.
Airnautic requested quotes in March 1962 for converting two of the carriers C-54s. Fairways-Rotterdam held discussions and showed a firm interest in April 1962.
Great Circle Air Charters of New York made inquires in April 1962. No further talks were held after the initial inquiry.
Aero Consult of Buenos Aires considered in April 1962 operating Carvairs from Buenos Aires to River Plate resorts.
An Indian newspaper, The Hindu, published in Delhi, expressed interest in July 1962 in purchasing one Carvair for delivery of newspapers throughout India. Indian Airlines aircraft were being chartered at the time.
Politeonia Aerea SA, Madrid negotiated to purchase one Carvair in August 1962. The con- tract was contingent on the carrier receiving government approval of Barcelona — Palma serv- ice. Approval was not granted and the contract expired.
Linjeflyg inquired in September 1962 and expressed interest in initiating a Carvair oper- ation.
Pacific Western Airlines of Canada had VP of Operations Duncan McLaren review the Car- vair for Canadian and Arctic operations in 1962. The carrier opted for the standard DC-4, which was available at a lower cost.
Autair of Luton inquired in October 1962 into the possibility of a Carvair built as a heli- copter transporter. The company was an overseas helicopter operator established in 1952. It began flying Dakotas in 1960 and eventually became a successful scheduled passenger carrier with a network of inclusive tour services. The Carvair later proved to be suited for helicopter transport as well as other types of aircraft.
SAGAT, Torino discussed purchasing one or two Carvairs in October 1962. Market poten- tial was evaluated before dropping plans.
L. Asthner of Malmo late in 1962 proposed to operate Malmo— Hamburg car-ferry serv- ice. The Plans were to operate three Carvairs as Scandinavian Air Ferries, initially leasing one from BUAF beginning in May 1963. Financial backing came from a wood-pulp enterprise. The new carrier was never established.
Ansor Corporation of London (incorporated in the U.S.) discussed ordering three Carvairs for delivery in June, July, and September 1963. Two C-54B aircraft were to be traded in after delivery as partial payment.
Tunis-Air filed a letter of intent to purchase one Carvair late in 1964. The carrier received approval and planned car-ferry service on 01 June 1965 between Tunis and Marseilles. Aviation Traders reviewed the proposal to convert a C-54A to five-car 22-seats with a convertible fea- ture to 84-passnger configuration. Tunis-Air also reviewed an all cargo Caravelle at the same time but no orders were placed for either aircraft.
Austrian Airlines submitted plans late in 1964 to purchase and operate a long-range Car- vair (possibly G-APNH). The proposed route was Dublin — Manchester — Southend — Vienna.
Luft Lloyd reviewed the purchase of one aircraft in 1964.
Faucett Airlines inquired in December 1967 into the possibility of leasing one Carvair for an oil field support contract with Mobil Oil in Peru.
Aerovias Nacionales Transcontinental Ecuador (ANTENA) in May 1968 negotiated to advance stages a contract to purchase at least one Carvair for all cargo service between Ecuador and the United States (Miami). The contract was never signed. Prior to ATEL negotiations, ANTENA negotiated to purchase Carvair eight, EI-AMR, from Aer Lingus in September 1967. Company officials determined a new aircraft could be purchased at only a slightly higher cost. The transaction with Aer Lingus was never completed.
Air Congo of Leopoldville (Kinshasa) reviewed the potential of the Carvair. The DC-4 operator was formed in 1961 to assume the operations of SABENA-Afrique. It needed an air- craft capable of transporting lengthy cargo and cars, but considered the Carvair to expensive. During the same period the swing-tail CL-44 was reviewed. While searching for a less costly alternative to the Carvair and CL-44, Air Congo officials conceived the idea of a swing-tail mod- ification for its DC-4. The idea was presented to SABENA engineering and a kit was developed. The less expensive swing-tail modification was potential competition for the Carvair. Air Congo and SABENA relations deteriorated over time and were terminated in 1965 when Congo polit- ical leadership changed. In spite of this the plans for a swing-tail DC-4 conversion progressed.
SABENA built the first swing-tail DC-4 for Air Congo in 1966 at Brussels. Like the Car- vair the straight in loading could accommodate five pallets or 4–5 cars. Only a small number of conversions were built, like the Carvair it was an idea too late. Most carriers were phasing out the Douglas piston series aircraft for more modern equipment. In the 1980s Aero Services of the Congo owned two Carvairs and the first Swing-tail DC-4 at the same time.
With so much interest in the Carvair conversion it is easy to understand how ATEL offi- cials were overly optimistic in their projection of sales. Prior to the merger with Silver City, Channel Air Bridge initially ordered 10 with an option for eight more. Channel Air Bridge took delivery of the first three Carvairs built and placed a firm order for seven more. Initial enthu- siasm was strong with many interested carriers. There was also high interest in special models and variants such as DC-6 and DC-7 conversions.
French carrier Compagnie Air Transport (CAT; known as CieAir Transport) purchased Bris- tols from Silver City in 1961 to operate car-ferry service. The market exchange agreement gave CAT a 25 percent stake in the English — French car-ferry market. After the Carvair was intro- duced CAT held talks with ATEL stating it would order DC-6 conversions for contract work and car-ferry service to Corsica. The order was never acted on and no DC-6 conversions were produced. CAT eventually purchased second hand DC-4 Carvairs.
Although there was great enthusiasm and optimism at ATL the merger of associate com- pany Channel Air Bridge with Silver City Airways possibly contributed to the demise of the Carvair. The short haul car-ferry traffic peaked in 1962. The decline was because of multiple reasons. The road systems in England and Europe were greatly improved and the drive on/off sea ferries grabbed market share. There were many competing freight companies lowering the fares. This hurt the short-haul car-ferry, which was already being sustained by freight. Only the long haul could show a profit on vehicles alone. Despite these facts no one seemed to notice and the potential for sales was believed to be good.
Linea Expresa Bolívar CA of Caracas requested a quote to convert one or more of its DC- 4M aircraft to Carvairs. The conversion included re-engine with Wright R-2600 and re-certi- fication. Aviation Traders gave a quote of £400,000 ($1,120,400) each but the carrier never responded.
Aviation Traders investigated the possibility of converting the DC-4M North Star, which was powered by liquid, cooled Merlin engines. The project was dropped because of their being only 23 un-pressurized version built for the Royal Canadian Air Force (RCAF). Because of the low number of types available ATEL would have needed to acquire the entire fleet. Twenty commercial pressurized DC-4M versions were built but not available.
Despite a tremendous amount of interest from many carriers generating great optimism, and aviation trade publications printing many stories and progress reports, ATEL did not receive any major orders.
Additional Carriers and Corporations expressed interest in converting their fleets to Car- vair standards under license. Aviation Traders would produce the nose and conversion kits, which would be shipped to the particulars for conversion. The list is as varied as those inter- ested in the complete converted aircraft.
Avianca of Columbia operated a large fleet of DC-4 types and seriously considered the option of purchasing kits.
As early as May 1961 Fairey Aviation of Halifax Canada expressed interest in becoming the conversion licensee for the American continent. Lockheed Aircraft Services also expressed the same interest in June 1961. Pacaero Engineering of Santa Monica California, the city where many DC-4s were manufactured, also reviewed the possibility of becoming the licensed con- version base in America.
In 1965 after the success of the Carvair with several carriers and its performance in spe- cial situations Air France expressed interest in the conversion. The plan was to purchase the kits
from ATEL and convert the aircraft at Toulouse. Several factors were considered in putting the project together. Air France was soliciting orders from associate companies in North Africa and other areas, which would actually cut in to the ATEL market of potential buyers. However, if the orders materialized 24 DC-4/C-54s of the Air France fleet would also be converted result- ing in additional sales.
The project advanced to the serious planning stage leaving ATEL officials quite optimistic. Unfortunately the orders did not materialize and the plan was terminated by the French when lack of orders on unrelated projects at the Toulouse plant caused massive cut backs in man- power. The situation became so serious French officials considered closing the plant.
Car-ferry service proved to be seasonal on all but a few routes. The Royal Aeronautical Society conducted seminars to try and interest any carriers in the Southern Hemisphere to con- sider the Carvair. The idea was that even if Philippine and Indonesian carriers were not inter- ested in purchasing Carvairs, they could be leased during the English winter off-season.
The order of the first Carvair for Ansett in 1965 prompted ATEL to draw up contingency plans for contract production by Hong Kong Aircraft Engineering (HAECO). It was anticipated that Ansett would require eight conversions. It was further speculated that the Australian Avia- tion Ministry would stipulate that Trans Australian Airways (TAA) would require eight as well. Aviation Traders previously conducted design test and feasibility studies on DC-6 and DC- 7 Carvair conversions with Rolls-Royce Dart engines as an upgrade to the less reliable radial engines. It was proposed to re-engine an existing C-54 Carvair with G-APNH as the obvious choice. Subsequent studies in 1964 revealed that without pressurization and with limited fuse- lage strength the C-54 airframe was not suitable for turbine power. The project was cancelled in the early design stages and G-APNH retained the Pratt & Whitney R-2000-7M2 engines.
Engineers continued studies to improve the design of the Carvair and increase payload and range. Aviation Traders received inquires as early as 1961 for possible conversion of the DC-7. United States carrier Eastern Airlines operated DC-7s and had a large number of surplus air- craft they were unable to sell in the secondary market. The carrier seriously considered con- versions to extend the utilization and operational life of the fleet in a cargo role. Alaska airlines, under Charles Willis Jr. expressed interest in the early Carvair but reviewed the possibility of converting its DC-6 and -7s with and extended top with room for 20 passengers.
On 03 December 1964 Freddie Laker announced that ATEL was proceeding with a £500,000 development program to re-engine the Carvair with 1.740 e.s.h.p Rolls-Royce Dart 510 engines. It was estimated that operating cost would be reduced by 25 percent. Studies for a DC-7 Car- vair had been done in early development but abandoned. Now ATEL considered the DC-7 nec- essary to increase sales since many operators were reluctant to purchase piston powered aircraft in the turbine age. A number of operators had inquired and expressed strong interest in tur- bine models as well as DC-6 and -7 conversions. It was reasoned that surplus Dart engines were available for as little as £5,000. The Super Carvair would be more comfortable and quiet when the 13-foot propellers were replaced with 10-foot units. The performance, payload and range would be increased and the Dart engines would move the c.g. forward easing balancing prob- lems with the current model.
In reality a Dart powered DC-4 version was never offered. The inquiries came to matu- rity in 1965 when ATEL design and engineering offered three models of advanced Carvair con- version. The study stated that the new type could be built, test flown and certified within 18 months of firm orders. The three models were:
1. DC-6B un-pressurized with Carvair nose.
2. DC-6B pressurized with Carvair nose and Rolls Royce Dart 8 engines.
3. DC-7B un-pressurized with Carvair nose retaining the Wright R-3350 power plant. Fuselage length would increase from 108 feet 11 inches to 117 feet 6 inches.
Aviation Traders displayed a model of a DC-7 version at Farnborough in 1966 with Rolls Royce 3,180 hp Dart Rda.14s. The increased capacity would hold five cars and 58 to 82 passen- gers in rear cabin and upper deck. A swing-tail version of the DC-6 and -7 was also reviewed. The operational cost of the DC-6 was lower than the DC-4 however the conversion cost of the non pressurized DC-7 with piston engines was only 50 percent of the DC-6 prompting several operators to express interest. The primary reason DC-6 and -7 Carvairs were never built was cost. The second hand market price for a DC-7 was between $100,000 and $150,000 compared to $225,000 to $330,000 for the older DC-6. Add to that the conversion cost for a Dart pow- ered DC-6B estimated at £250,000 ($700,250). Compared to £120,000 ($336,120) for the stan- dard version it did not make economic sense in the emerging turbine age.
Aviation Traders had publicly announced as early as 1960 that Ansett-ANA was interested in obtaining conversion kits for all cargo configurations. Ansett-ANA then reviewed and con- sidered ordering one DC-6 conversion. The DC-7 was not an option since they were never cer- tified in Australia. Fred Olsen Air of Norway an operator of DC-6As expressed interest and was expected to place an order for the DC-7B conversion. No firm orders were ever placed and the project of a Super Carvair was eventually dropped.
Three versions of the original C-54 Carvair conversions were planned. The car-ferry, the combination mixed passenger/cargo freighter, and a long-range freighter. A moveable bulk- head allowed for changing roles of the aircraft between five car/20 passengers (actually 22) or 32 passenger/cargo combi configuration. Once they were produced the seating configurations were altered to meet the needs of the carriers up to 65 passengers.
In 1964 Freddie Laker announced that ATEL would go forward with a Dart powered DC-7 Carvair. Wind tunnel test had been conducted at Cranfield in 1959. A model of the Carvair 7 was displayed at Farnborough in 1966 (courtesy Guy Craven).
The full freighter version has the passenger cabin and lavatory removed leaving a cargo hold length of 80 feet with no bulkheads. It was believed that this version would appeal to the air ministry to transport rockets and military cargo. In reality only the three ships built for Ansett were pure freighters and they did not have long range fuel tanks. The only aircraft with long- range additional fuel tanks is Carvair 11 and it was not a pure freighter.
The freighter concept was not well accepted and a total of only five ships were ever built as cargoliners. Two of them, ships four and five, were converted back to car-ferry standards in 1963 after returning from United Nations work in the Congo. The few ships that survived into the late 1970s and 80s became freighters by removing the passenger cabins. All of the later cargo