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**uy707** · 2006-02-03, 16:23

Buying the ticket....

.... Was not as straightforward as one could think of. It involved a few steps, all taking place at the airline's agency in downtown Douala and first of which was for issuing a wish list to be converted into firm bookings and leave a deposit. Booking the two first legs was a piece of cake, but processing the four next required the sending of a SITA telex to Madrid. I was explained the computerized systems I once heard of were still embriyonic and altogether limited to North America and parts of Western Europe. "Para recibir la repuesta desde Madrid" (recieving the answer from Madrid) took three full working days, as I also accepted the opportunity of a first free stop at Las Palmas/Gran Canaria and another at Madrid. Finally, IB agency dropped me a call and next visit was for payment and retrieving the handwritten four couponed ticket, the itinerary of which read Douala-Santa Isabel-Las Palmas-Madrid-Paris/LBG-Madrid-Santa Isabel-Douala leading to a final total of 7 sectors.

The big day

Paul Stoerkel, an old buddy drove me to the airport with his (justifiably) prized 1953 Chevrolet Bel Air. In the 1949 built terminal, it was business as usual, ie a nice mess turning the checking-in and associated chores into some cross country marathon as each departing passenger came in with her/his usual party of 10+ well wishers !!!. Adding to the story was a Friday, a very busy day in terms of trafic. Predictably it took over a hour to pay the departure tax, then get the boarding pass, then get the stamps on both the passport and the boarding pass courtesy of BOTH the custom office and the Suret� Nationale (National Security) !!! Then at last, Paul and I could go up to the bar upstairs where we accomodated ourselves on the outside spectators (see the avatar ...). Not less than a dozen airliners which had night stopped, were sharing the ramp. Filling the four main stands, the most noticeable were a Pan Am 707-320B being readied for the marathon back to JFK with en-route stops at Cotonou, Abidjan, Monrovia and Dakar a codeshare before time as the Clipper operated under dual flight numbers as Pan Am 121/Air Afrique (RK)050 joint service, an Air Afrique DC.8-53 which had landed at 5.45am from LBG and was due for another Le Bourget non-stop schedule at 10.15am, an Air Afrique DC.6B acting as a connector/feeder for the DC.8 undertaking another round robin to Yaound�, N'Gaound�r�, Garoua and Maroua. Providing for the competition to the latter was one of three Air Cameroun's DC.4. The four secondary stands were filed by another Air Cameroun DC.4, an Air Afrique DC.4, a Nigeria Airways Fokker 27 and ....our Iberia DC.3. Other players due to go before noon were french registered Air Cameroun's single L.1049 converted freighter and Cameroon Air Transport's two DH104s Doves and single Dornier DO.27 serving the English speaking western part of the country. Adding to the decor were Cameroon Air Force three C.47s, an Arm�e de l'Air Nord 2501 Noratlas twin boom and engined medium cargo aircraft and a french IGN/Institut G�ographique National Boeing B.17G Flying Fort locally dispatched to update Cameroon's maps.

To be continued

Alain

**Genessee** · 2006-02-03, 19:48

Originally posted by uy707

To be continued

I hope so, thanks for the good read.

**Chris@YYZ** · 2006-02-03, 23:40

good read!

**uy707** · 2006-02-04, 16:17

Thanks again for your comments, and here we go ....

Se ruega a los passajeros con destino a Santa Isabel de presentarse ....
(Passengers bound for Santa Isabel are requested to show at)

Gate number 2, always funny, given the fact that DLA only then had two adjacent gates !!! But anyway, I came up in a new experience by hearing how an African voice accomodates Spanish. Boarding pass were duly ended over, no stub, they were the old style plastic variety reusable over again and again until the thing got torn apart !!!
Not less than 22 of us were gathered and led by an Air Afrique ground hostess to EC-ACK, our DC.3, in fact one of thousands of wartime built C.47Ds which were later snaped by a many airlines setting up their shops or restarting their businesses when they were decommissioned and offered for sale. Apparantly I was not the only one to enjoy IB rockbottom fares as most had ownward connections to France. Boarding the taildrager was pretty quick while bringing its share of amusement to the younger ones who probably only saw tri-cycle wheeled airliners at close quarter before. The cabin was tended by two guys and upward in the office "Senor Jimenez y su copiloto Senor Almodovar" were completing the last checks before firing up the Pratt & Whitney Twin Wasp Juniors. In the meantime, I picked up a window seat on the port (right) side. The later occured quickly amid some clouds of smokes, yet a few more minutes were spent on the stand to let the engines heat up and altogether allow an Air Cameroun DC.4 to taxy to runway. We finally taxyed to the holding point at a very sedate speed. No hurry as we were predictably next to the DC.4. Back on stage, things were developping and the Air Afrique DC.6B contributed in sandwiching Charlie-Kilo, which eventually entered the runway threshold as the Air Cameroun Four completed her take-off roll. My neighboor, a missionary, opened the conversation with " Ah about time ..." I replied by a "Not so fast, piston engined aircrafts need time for climbing ..." Finally, after several minutes, Capt Jimenez increased the revs and the DizzieTree made a small leap forward and went on her take off roll. In quick succession the tail wheel lifted off allowing the Grand Duchess'fuselage to be parallel with the runway surface. Rotation occured more or less 35 seconds later. As the GooneyBird started climbing, some passengers showed apprehension when the bordering Monkey Forest, in french Bois des Singes (bohah dey sunj), stretching under the right wing. Reason was probably one of the deadliest crash involving a chartered Caledonian Airways DC.7C in 1961 which occured shortly after taking off with the loss of all on board. Charly-Kilo banked on left and overflew the city and its harbour laying along river Wouri (Vooree) While gaining altitude, the DC.3 more or less charted the 50 mile long estuary before flying overwater and altogether exit the Cameroonian airspace. Overflying the Atlantic Ocean by the Guinea Gulf lasted just half an hour or so and descent was soon started as the island of Fernando-Po (now Bioko, pron BeeOkO) grew in size when framed by Senores Jimenez y Almodovar's windshield. The island scenery became eventualy large enough to fill the bottom of the windows and the finals were on when along the eastern shores. A couple of minutes later we overflew Santa Isabel's shoreline. Downtown here showed how coastal town are patterned the Spanish way with first a ring road runing along the shore, then La Plaza Mayor (main plazza), then the gobiernal palace, built in some Andalucian style. The Grand-Duchess eventually banked rightward to set herself in the runway glide path. Within two minutes or so, Charlie-Kilo touched down the single runway. Taxying to stand was short and soon she pulled along sister-ship EC-ACM.

To be continued

Alain

**uy707** · 2006-02-07, 14:40

In addition to DLA, both DC.3s served a domestic route linking SSG to Bata, in the continental landstrip known as Rio Muni and sandwiched by Cameroon and Gabon together with Sao Tom� y Principe, Libreville and Port Harcourt/Nigeria, the latter probably fueled by the scent of oil (sorry I could not resist to some word gaming

).
Complementing the resident Gooney-Birds were a N-registered Sikorsky S.55 chopper operating for Esso and EC-AMP, our tip-tank fitted Lockheed L.1049G Super Constellation being serviced for the journey back home. Perched atop the wings, some fuel attendants grappled with the un-rolling hoses linked to the fuel bowser parked quite a few feet below. Among them, an airline uniformed fellow, probably the F/E was ensuring the fuel guys didn't drop or lose the tank caps !!! A fixture with operations of piston propeliner driven airliners, these hoses allowed the replenishment of the tanks.
Transit in the tiny terminal was spent first in changing a few thousand XAF Francs into Pesetas and then observing the mix of passengers originating from Santa-Isabel.
Pegged to the French Franc and altogether french speaking countries' common currency unit, and now to the Euro, the XAF has been always popular with specialists of all kind outside the currency zone, especially in Nigeria !!!
The passenger mix from SSG ranged from Spanish colonial administrators, to priests, nuns, self-employed craftmen and even some American tech-reps with dour looking Galician fishermen in between. The latters crewed fishing boats prowling the Cameroonian waters for shrimps and were pretty regularely machine gunned with live amo by the Marine du Cameroun's patrol boats ... One more reason why diplomatic relations between Franco's Spain and Ahidjo's Cameroon were bad at least and streneous at best

Upon these reflections, boarding was called for the Vuelo con destinos a Las Palmas y Madrid-Bajajas and soon we lined at the bottom of the airstairs tucked at the rear main exit, with possibities of examing our Connie at close quarters as a bonus. The welcome comitee on board was somewhat ceremonious as the purser and four stewardesses lined up along the corridor next to the rear galley. The cabin was configurated in all economy, and it was up to every one to select her/his seat. Some of the Galician fishermen refused to mingle with the three Brittany fellows who also connected from Douala. The latters, three brothers of the Rigwoual family were also notorious to be tough guys, not a luxury, as at sea, competition for the shrimps was rife and negociations were often conducted with boat-hoaks

Referred to as "El Caudillo" (el ka-oo-dee-yoh) owing to strickingly looking like General Franco, the veteran and seasoned purser settled the matter by accomodating the Rigwouals one end of the cabin and their Galician nemesis at the opposite one, with us acting as dormant buffers in between

I selected a right-side window seat overlooking the propellers and altogether got the neighbooring aisle one as a bonus ...
According to the fact sheet placarded by the galley panels, our crew members at the office were los senores Capitan Alvares, Copiloto Nunez, Radio-y-Navigator Bayo-Bayo and Ingenior Olarte, as the keynote guy thanks to the intricacies of the Connie and her mighty but temperamental Wright Cyclones. Starting the latters in a long succession amid clouds of heavy smoke was Mr Olarte's first big task and I could figure him sitting in front the oversized F/E panel approportionately filled with seamingly countless switches and gauges while taking extreme care of the fuel mix, oil pressure, associated manifold and more ... Standing at a safe distance from the spinning propellers, the Bomberos (bomb-ey-ross/firemen) waited stoically for the signal from the deck they could clear the area by trailing their wheel carted extinguishers. They did not ask twice, when allowed to walk back to their air conditioned rooms. Mike-Papa immediately initiated a slow taxy to runway. Upon the threshold some ultimate checks with the revs were conducted and about 25/30 minutes after departing the stand, the Connie indulged herself to a long taking-off roll and equally long, soft angle slopped climb to FL180 which was eventually reached before flying over ... Lagos.

**uy707** · 2006-02-07, 17:02

Under the music aired by the finely tuned Wright Cyclones, the Connie started charting her path across the West African skies. First with the drink trolley putting purposefully forward some Xeres wines, the in-flight service was started when overflying Lom�/Togo and then came lunch, more liquors and coffee in long succession... amid clouds of smoke courtesy of some cigarette-addicts spread out cabin wise. Yesterday's separation and nowaday's total ban were still part of Sci-Fi ! The lenghy service helped offsetting the lack of audio and movie on board. Other ways to spend time ranged from browsing in the few magazines avialable, most in Spanish and chatting with the flight attendants and fellow passengers. And next to introducing with Consuela, Pilar, Victoria and Conchita, I spent some time with the American oil field researchers on their (long) way home to Oklahoma for a well-deserved vacation. As for the award for the most joyful fellows, the four Equatorial-Guinean students on their way back to the Spanish university and expressing in their typical african accent punctuated by resounding outbursts of laugh took the cake

Off-course, and starting with the "Caudillo", not everybody appreciated this kind of entertainement. Anyway, "El Caudillo" did not either appreciate our interest with the girls, especially Pilar

Not less than 8 hours elapsed until Mike-Papa performed a text book landing at Las Palmas under the colors and lights of the night. Eventually, the Connie came to an halt somewhere in the line of outer stands where she was sandwiched by two mighty Bristol Britannias. Waiting for the typical Spanish trailer-tractor combination ground transfer when standing below the left wing and stabilizer provided us with an opportunity of having a close watch on the night stopping Air Spain's one , shapes of which was enhanced by at the flood-lit stands. Things were however hectic by the other Britannia, a, ahah, you bet,

a most fitting Britannia Airways fleet (sorry I could not resist either

) member on her way back with another party of holiday makers. Finally, the Pegaso powered mechanical combination pulled along and we all stepped in shortly afterward. In the meantime, a Dan Air Comet 4 and a Condor Boeing 727-100 taxyied in front of us. Too bad most of the things were in the dark.

To be continued

Alain

**uy707** · 2006-02-09, 16:29

Stop over at las Palmas was worth the effort but three days later I had to resume the journey up to Paris, this part of which started in the wee morning at a bus stop waiting for one of the plentiful green Gua-Guas (RRwaRRwa, intercity bus, not a Cuban exclusive as for the name !!!) criss crossing the island. The one I finally boarded was due to call somewhere along the main highway and close to the airport. Thirty minutes or so later, I stepped out at a lonely place on the pavement shoulder materialized by some tiny and a little bit decrepit sign-post, then I was up to walk across the two lane road and walk about half a mile to reach the terminal. On this occasion, I praised myself to listen to NObody's advice as for luggage and keep going LIGHT !!! With just my usual shoulder strap bag and an UTA collapsible cabin suitcase, la faturacion de equipajes (fahtoorahSSIOn dey eykiPAhrress/checking-in) was again a piece of cake baked in no time

in sharp contrast to many residents enslaved by real collections of baggages of all size

Boarding was called about an hour and half later and transfer to plane was again the wonderfull Spanish treat with the trailer and associated Pegaso truck engine trudging its way across the tarmac until mated by the right aircraft. And .... to some surprise immediately followed by sheer pleasure for me, the Spanish road connection pulled along EC-BJC, a rare Convair CV990 Coronado.

NEITHER A MISPRINT NOR A MISTAKE the rare bird was really our airliner of the moment as Juliet-Charlie was wet-leased to Iberia by Spantax and showed in a mixed livery featuring the owner's cheatline and the contractor's titles and tail color scheme. My boarding pass called for getting on board the aircraft through the main rear exit, which allowed some close observation of the distinctive "K�chemann Carrots" protuding over the wing surface and extending further from the intrados. A Coronado's exclusive, they reportedly helped to smooth the airflow by delaying the formation of shock-waves.
([photoid=315672] to show you the carrots)
On board the configuration showed a five abreast seating arrangement distributed in rows of two leftside and three across the corridor. I landed in a window seat left, just aft the wings to have a full view of the "K�chemann Carrots", flaps and so on. The flight was fairly well patronized and tending to the cabin left in all 155 seater economy layout were three gentlemen and a lady. Spooling up the General Electric power plants went on quite fast and about a mere 15 minutes next to leaving the stand, we were airborne. In-flight service consisted of a snack plus coffee and was proceeded with fairly fast to allow some chat with the cabin crew members. I was told Spantax stood as SPANish Air TAXi as was founded in 1960 by a pilot and a stewardess. Based Palma de Mallorca, but setting up secondary bases at Spain's most popular destinations, the airline quickly carved a niche in the ad-hoc charter and inclusive tour markets by adding used Douglas DC.7Cs. The Coronados were the first jets and proved so popular despite some disastrous operational economics that BX kept them in service well into the eighties and altogether became the last airline to operate the type. EC-BJC had been aquired from American Airlines just a few months earlier along sister-ship BJD. Built as the 22nd CV990 out of a total production of 37, at least half of which has seen service under BX colors, Juliet-Charlie started her life as N5610. Heavy maintenance was contracted to Swissair, which also and off-course sold most of their Coronados to their Spanish client from 1974 ownward when they were disposed of !!!
The encyclopedic purser, who happened to be the third person to be hired by the airline, also pointed out the jet-engines were the same as on the supersonic B.58 "Hustler" delta winged and four engined mid size bomber, albeit minus the afterburners. Boy, thanks to this conversation culminated by a tour in the cockpit, I did not see time going on and soon descent was initiated and finally the Coronado landed at Bajajas just 2 hours and 10 minutes after rotation from LPA.

**uy707** · 2006-02-09, 17:30

Taxy and parking were however pretty long thanks to the overall pattern of the airports. On the bright side, they were plenty aircrafts worth the observation. Another Spanish wheeled connection drove up to the terminal where I showed up at the connection counter. Flight to Paris/le Bourget was due two hours later, time enough for another coffee, then get a glimpse of the area and the scenery outside. The two hours elapsed fairly fast and soon we were up to another ramp tour. Iberia still operated then a wide assortment of airliners clearly illustrating the transition when jets were already ruling most of the skies, but their propeller-driven predecessors had not yet bowed out ... So Convair 440s and Lockheed L1049Gs, including "my" AMP mixed with Sud Aviation SE210 Caravelle VIRs, Douglas DC.8-50s and brand new Douglas DC.9-30s

Adding to the decor were an Air France Caravelle III, a BEA Trident, a KLM Lockheed Electra, a Lufthansa 727-100 and a Cubana de Aviacion Bristol Britannia. Finally the trailer pulled along Caravelle VIR EC-ARI [photoid=243675] to which we boarded through the rear collapsible integrated airstairs at the top of which a purser and three attractive brunettes took charge of the welcome comitee. I let myself get seated by one of the latters, a slender and half long haired still in her twenties and named Imelda, to whom I stated a wish for a window seat left side and altogether avoid those three-seat rows on the other, as with the Coronado. Accomodating everyone went on pretty quickly and I happened to inherit of an empty seat next to mine. The large sized triangular window, a Caravelle distinctive fixture, only asked to turn as some promising vintage point. P/A were in Spanish, English and French, and Captain Sastre was our flight boss. The Rolls Royce Avons were spooled up with a quarter of an hour and soon afterward we set off our way to the runways. Rotation eventually occured at a steep angle 10 minutes or so after vacating the stand. In typical Caravelle way, climbing took another 10 minutes or so, but in-flight service was initiated when we overflew Zarragozza. Here too, first came the drink trolley under the care of Imelda and the purser, then a hot meal set in china and silver and featuring "pollo" (poyo/chicken) and rice pilaf as the main course. Coffee materialized when close to Nantes. However, the F/As had no time enough to properly conclude with the duty free which had been on offer by the rear galley anyway.
Finally Romeo-india kiss landed at LeBourget on runway 28/10, meaning westerly winds and usually associated BAD weather :nono: The ramp scene revealed some interesting visitors ranging from an Aeroflot high perched twin engined Tupolev TU104, to a departing United Arab Airlines, Egypt Air's predeecessor, brand new Boeing 707-320C with a wide array of British charters including a Dan Air twin-engined/triple tailed Airspeed Ambassador... The Caravelle pulled along between a pair of resident UTA DC.8-33s ready to fly south on the alpha stands. Excellent, the ones adjacent to the art-deco terminal built back in 1937. More good news, getting there was on feet due to proximity so that more of the traffic could be glimpsed on. Once inside and after clearing the customs, I made the then MANDATORY-AT-LEAST-72hrs-PRIOR-TO-DEPARTURE-TIME return confirmation at the airline's ticketing counter. In the process, I left a relative's telephone number and adress. This made, I went upstairs to the viewdeck, in time to see a departing Overseas National DC.8-33.

The end

Next to come : the return to Douala

Thanks for reading and keeping with the report. Your comments welcome

**sab319** · 2006-02-10, 15:33

nice report, it's like you actually flew it

**uy707** · 2006-02-10, 18:04

Thanks a lot.
Alain

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