Father Christmas Visits Mashonaland Flying Club (December 1960)

Father Christmas arrives by air for the Mashonaland Flying Club's annual children's party at Mt. Hampden. 

On the right Don Gillespie waits to sustain the visitor with a glass of refreshment.

---

Source Contact dated December 1960 which was made available by Mitch Stirling. Thanks Mitch

ORAFs records its thanks and appreciation to Glyn Hall for sharing this sketch  with ORAFs.

Comments are always welcome, please mail them to Eddy Norris at orafs11@gmail.com

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"Anywhere, anytime"

By Mitch Stirling (Air Rhodesia)

RUAC Salisbury.

“Anywhere, anytime”

The pleasure of flying a Beechcraft Baron around Rhodesia and being paid for it by Captain Colman Myers — managing director and founder of Rhodesia United Air Carriers — was something a budding young pilot would never forget.

Log Book.

A glance at my own log book of the 1970s brings back many happy memories of faces and places from my days at RUAC, Salisbury. In those days the pilot complement was: Ken Murrell, Charlie Bewes, Dave Rider, Phil Nobes, Ken Maurice, Dave [Boo] Addison, Vic Miles, Robin Cartwright, Roger Paterson, Martyn Taylor, Rob Jordan, John Grimes and, later, Rob Gaunt, Charles Paxton and Ken Edwards. 

RUAC Barons at Salisbury airport.

Of the above, Col Myers was particularly impressed with Vic Miles who, he said, was one of the few “natural” pilots he had ever met. Stan Murray was, most certainly, another. He was in charge of the Lonrho contract and operated a temperamental, super-charged Queen Air VP-WHH on their behalf. A most skilful pilot, with years of experience, Stan spoiled his passengers outrageously by providing them with the early morning paper and warm, hand-wrapped pies, whilst regaling them with his stories of “fine fishing”. He tied his own trout flies on stopovers. The passengers loved him. 

Above: Police Reserve Air Wing pilots Stan Murray and Dan Eardley [director of RUAC] and an observer. A number of RUAC pilots flew with PRAW and No 3 Squadron of the Rhodesian Air Force.

On the engineering, stores and administration side of the company were Chummy Page, Chuck Drake, Bob Richardson, Steve Rutherfoord, Carole Brooks, Sandy Paterson, Debbie Page and Tanny Palmer. “Washer”, one of the African assistants, seemed to be in all departments, simultaneously. He was everywhere. Unfortunately, many more names escape my fading memory, but perhaps readers will add their own memories in the comments section at the end of the article?

Pilots Rob Dalton [SAA retired] and Chris Marchant [Royal Brunei] were there at the time, as I recall, but they flew off to greener pastures at an early stage, as did many young pilots in those days. Promotion to a big jet, or the national carrier, was an ever-present temptation when the opportunity arose. Shortly after Zimbabwe's independence in 1980, Tudor Thomas and Mark McClean joined the company when their contracts to fly Hunters in Oman fell through. John Barnes from the Air Force arrived as well. Thomas the cat, Tudor’s namesake, was a special member of the office staff for many years to come!

With 1 000 hours of flying experience and an instrument rating, a successful young RUAC applicant joined a professional team of pilots whose network  covered domestic hubs, generally not serviced by Air Rhodesia, and regional destinations as far away as Zaire. And there were commuter and freight services to agricultural and mining projects around Rhodesia as well, so there was never any shortage of interesting places to visit. Safe, disciplined airmanship was learned behind the controls of a light twin or single engined aircraft, as bush flying experience was gained. That's where “real” pilots learned their trade, in a “seat of the pants, stick and rudder” flying environment. As an introduction to a career in commercial aviation, it was second to none. 

Inevitably there were mishaps and some accidents, as many of the bush strips were short and rough and a little “hairy” too, to say the least, especially as they were often situated right in the middle of Rhodesia's hot war zones. Flights into Ratelshoek in the eastern border tea plantations, or into Middle Sabi, Chisumbanje and Hippo Valley in the lowveld sugar estates, were very challenging for new pilots, as were remote airfields at tourist destinations on the Zambezi River and at various mines around the country — the emerald mine at Sovelele, gold at Umvuma and Cam and Motor, coal at Wankie, nickel at the Empress, iron ore at Buchwa, tin at Kamativi, phosphates at Dorowa. Flying was often carried out at tree-top level and seldom above 5 000 ft agl, unless cloud seeding. 

The absence of on-board weather radar made things very interesting when flying in the rainy season. But, as far as I know, there was only one fatal crash due to weather. Beech Baron VP-YXM crashed near Tete in Mozambique in bad weather during the 1960s, killing all on board. The passengers were top management from the unfortunately named “Wright Rain” company.

Cessna 210s and 206s were used when flying into some of the rougher airfields like Skelton, Chiwira, Makugwe, Chiurgwe, Nyajena, Mazarabani and Tonje.  VP-YLT was one of the C 210s and the other was ZS-EWD, with the Robertson STOL conversion, fondly known as “Edward”. VP-WIR and VP-WCK were the C 206s.

 

VP-WDX was a Beech Queen Air which, in addition to its usual charter duties, was used for cloud seeding. It was sold to Brian Patten and a new, personalized registration was added, VP-YBP.

Aberfoyle.

Tashinga.

VP-WCK at a Middle Sabi farm strip.

VP-YLT at Tilbury. Bought specifically for cloud seeding.

A scheduled service from the old Perrem's airfield, Umtali, was introduced in 1978 using the C 206 VP-WCK. There were some interesting moments in the early days, particularly when Umtali was mortared by a group of “terrs” [for the second time]. Mortars were launched at the town from the ridge above the Aloe Park motel, where the resident pilot was staying at the time, and the Rhodesian Artillery boys, stationed at Impala Arms in the Vumba, traversed their guns and opened up on them with volleys of 25 pounders. Cordite and big bangs were in the Umtali air!

On another occasion the pilot of VP-WCK was briefed by the Grand Reef Air Force commander that there were confirmed reports of Strela [SAM-7] missiles in the Chipinga and Umtali area and to therefore fly below the lock-on height. Consequently, just north of Middle Sabi, he took small arms [AK47] hits — three rounds through the baggage compartment, one just aft of the wing spar and a round through the pilot's door, just missing his head. The bullet exited through the top of the instrument panel and windshield. When he saw tracer coming up, our pilot dived hard for the ground and very nearly collided with a high tree! His log book entry dated 19th March 1979 states: “Terrs hit aircraft abeam Cashel. Five bullet holes, Chisumbanje to Umtali, no injuries.”

Windscreen bullet holes.

VP-WCK at Chiwira, Honde Valley, showing the later matt grey, anti-strela paint job

VP-WCK at Perrem's.

Beechcraft Barons formed the backbone of the RUAC fleet, with type BE 58s VP-YKM and VP-WHV. They proved to be popular with passengers, offering easy access with their rear-entry doors. The BE 55s were: VP-WBX, VP-WHG, VP-WCX and ZS-FJP. One of them skidded off the end of Kamativi, damaging the propellers, but the author [conveniently] can't remember which one! Baron ZS-IJK was previously owned by the Malawi government, used by Kamuzu Banda as his personal aircraft and flown by Captain Richard Cook.

Another BE 55 at the time was VP-WAX. It went swimming in Lake Kariba at one stage. “Glassy water” effect was a very real danger on a hazy morning at Bumi Hills, when the waters of Kariba dam were mirror-smooth. Blue sky, perfectly reflected in the lake, could blur the horizon and cause momentary visual disorientation. Fortunately, in this instance, there were no injuries. The pilot stepped off the wing onto a rescue boat and the Selous Scouts retrieved the soggy aircraft in due course.

The gear-warning system on the Baron was a source of endless problems. The circuit breaker, to silence a very irritating audio warning whenever the throttles were retarded, was often manually “popped” OUT in flight by the pilots. But remembering to push the breaker back IN on landing, was a critical part of the landing checks that could easily be forgotten. An unhappy incident is recorded when one of the earlier pilots managed to land with the wheels UP at Risco [twice!]. The adage that there are those who have, those who will, and  those who will do again is a warning that should never be forgotten by pilots of any age and experience.

Above: VP-YWT Beech BE 55 was registered to RUAC in 1964, until at least 1976, then to Val and David Barbour in 1980.

VP-WAX with Colman Myers in control.

The company's “winged workhorses” were two BN 2-A Britten-Norman Islanders — VP-WHX and VP-WEX. They were known as the “constant noise, variable speed machines”, although the speed varied little from the target 65 knots for take-off and landing. There was a modest increase in speed during cruise to all of 120 kts TAS.

Z-WHX was shot-up at Quelimane in Mozambique at a later date, while contracted to the International Committee of the Red Cross. This resulted in some serious injuries. 

In Bulawayo, George Mawson, Richard Darlow, Roger Fenner, Chris Brittlebank, Barney Reichman, Garth Lee and Andy Searle were the pilots at the time, with Reg Reynolds and Chuck Osborne looking after maintenance. Judy Paxton was in the front office. But no story of RUAC would be complete without mention of engineer Laurie Hippman, who carried out the maintenance on the resident Islanders and “Dungbeetle” Apache VP-YDP. He was also the receptionist, telephonist and bookings clerk. Any “spare time” he had in his busy day was spent working on George Mawson's dreaded VW Beetle! Simon, Bernard and Lyshus, the African staff, always provided faithful, all-round service.

Bulawayo-Mashaba-Shabani proved to be a successful Islander route and a scheduled service was introduced. The Bulawayo Baron operated through Fort Victoria to Buffalo Range. It is interesting to note that RUAC engineers were experimenting with anti-Strela devices at the time. They re-routed the shrouded engine exhausts on the Baron to the inside of the cowling. This mod was not approved by Lycoming and caused quite a few raised eyebrows from passengers when they saw warm glows coming from “inside” the engines at night! 

Chris Brittlebank and Islander in anti-strela paint.

Hangar 2 Bulawayo.

VP-WHX in Bulawayo hangar with Reg Reynolds.

The RUAC team at Victoria Falls for the “Flight of Angels” and aerial game spotting consisted of Xavier van den Berg, John Wilson, Pat Weir and John Honman, with pilots from home bases in Salisbury and Bulawayo helping out in rotation. “Van” and his wife Sue, who ran the office, were the stalwarts at RUAC, Victoria Falls, for many years. He had over 14 000 hours when he retired, mostly spent over the cataract or up the river and adjacent game park, giving enormous pleasure to countless thousands of passengers. Dicky Bradshaw was the resident engineer, literally — he lived in the hangar — an unforgettable character with a wicked sense of humour and unquenchable thirst! His animated characterization of wild animals was hilarious.

Three Apaches were in use. VP-WCE  was a turbo-charged PA 23-160H, also used for cloud seeding in Matabeleland. PA 23-150 VP-YPP was previously owned by AG Burton of Salisbury. Apache VP-YOM PA 23-150 was sold to Monty Maughan. The Aztec in use, VP-WGD PA 23-250B, was a Northern Rhodesia machine in earlier times.

Two other RUAC pilots, Mike Grant and Eddie Marucchi, were involved in an unfortunate collision at Sprayview which became known as the “Fly United” incident. Blades from the propeller of Aztec VP-WGD inflicted some serious damage to the body of VP-YUR when they united on landing. WGD was repaired and flew again, but Aztec YUR’s wreck helped to increase the size of the rubbish dump behind the hangar which, over the years, became a treasure trove of aircraft parts. Engineer John Martin even found an undercarriage leg from an old Avro Anson buried in the junk. It was a veritable aviation museum, dating back to the days of Spencer's Air Service in the 1930s/1940s.

 VP-YUR.

“Fly United.”

Dicky Bradshaw on recovery.

Z-WGD flies again.

Sprayview has been swallowed up by urban encroachment in recent years.

On 2 November 1977 pilot Eddie Marucchi had another narrow escape. A heat-seeking SAM missile, launched from the north bank of the Zambezi, was fired at the Apache he was flying. But it homed instead on the heat emanating from a local hotel. The up-market Elephant Hills Casino Hotel was burnt to the ground.

Above: Apache VP-YPP, of missile fame, is now beyond mechanical repair and rotting away in Harare. Richard Muir in picture.

After independence in 1980, Rhodesia United Air Carriers changed its name to RUAC (Pvt) Ltd and later to United Air Carriers (Pvt) Ltd, then to the abbreviated United Air (Pvt) Ltd. The “VP” prefix was erased from all aircraft registered in Zimbabwe, RUAC’s included, and replaced by the letter “Z”. 

And the rest, as they say, is history. But the enduring legacy of Colman Myers continued into the early years of the new Zimbabwe. The occasional accident endured as well, unfortunately, but “anywhere, anytime” remained the reassuring motto, as did “our aircraft will never leave without you”.

George Mawson's memento.

UAC Aztec Z-WGD at the Falls.

Obituary. It is with great sadness that I report the recent passing of Carole Brooks and Captain Xavier van den Berg — now “Flying with the Angels”.   

Photo credits, with thanks to: Sue and Calvyn van den Berg, George Mawson, John Hayler, Richard Darlow, Rod Bater, Ed Fleming, Deb and Allan Addison, Paul Maher, David Jessop, Richard Muir and the collection of Kjell O. Granlund in Oslo. [RUAC photos have wandered far and wide!] Research by David Newnham and Roger Paterson and John Reid-Rowland for his editing skills.

End

Thanks to Mitch for sharing these photographs and memories with ORAFs.

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Ref Rhodesia

A Tribute to Captain Colman Myers

A TRIBUTE TO CAPTAIN COLMAN MYERS —  FOUNDER OF RHODESIA UNITED AIR CARRIERS AND DEDICATED TO AVIATION IN RHODESIA.

.

Compiled by George R MAWSON, September 2013.

Colman Myers and DH Dragon Rapide of Victoria Falls Airways.

Colman Myers, born in Salisbury Southern Rhodesia in 1913, was the son of a pioneer photographer whose old pictures  — some dating back to 1897 — are stored in the National Archives. He was educated in the Belgian Congo and then at Milton School, Bulawayo, but after leaving school young Colman had difficulty deciding whether to be an electrician or a professional wrestler. As an amateur wrestler from the age of 16 he was unbeaten between 1929 and 1937, often giving away as much as 20 kgs to an opponent. When he decided to take a crack at the tougher South African opposition illness robbed him of his one chance at an amateur title, so he turned professional. "Over weekends I used to pick up 30 South African pounds — a lot of money in those days —  wrestling in Lourenco Marques, Mocambique and all over the Transvaal. I did quite well, but my weight was against me; it was the heavier boys who made the real money."

Newly married, Mr Myers returned to Bulawayo where he took on work as an electrician. However it was not long before World War II intervened and he joined up and left for Britain with the first draft of Royal Air Force recruits. At the age of 26 he was considered too old to fly and was given the job of physical training instructor with 44 (Rhodesia) Squadron. But later, when the age limit was raised, a friendly officer coached him through the maths he needed to qualify for pilot training and he spent the next few years, between 1942 and 1945, as an instructor in the Rhodesia Air Training Group. When the war ended he was back in Britain, awaiting posting to the Far East.    

But this never came and he returned to Bulawayo where he was given his electricians job back and promoted to foreman. However, the old job quickly palled, as he had been bitten by the "flying bug". This marked the beginning of a new era in his life. Buying a war surplus Tiger Moth in 1946 (VP-YJN: previously RATG, DX699) he advertised joy rides at £1 a head, which in one weekend earned him more than the £160 that the aircraft had cost him. He soon discovered that he could make more money giving flying lessons, before and after work, than he did as an electrician and he quickly saved enough to buy a new Piper Cub (VP-YFK). The time had come to quit the electrical business and start his own charter company. "I never really enjoyed the job, I was much happier getting paid for something I really enjoyed doing. We were pretty small to begin with — a secretary, engineer, office, one aircraft and myself as the pilot."

During 1948 he was approached by a Bulawayo Attorney Mr Abe Abrahamson, later a Southern Rhodesia Cabinet Minister, and told of the decision to start an Israeli Air Force. There was an urgent need for skilled flying instructors, and would he be willing to go? Mr Myers readily accepted the offer and travelled to the training base, a small flying field near Rome, as Israel itself did not have any training facilities of its own. The scheme had been going for just two months and things were still pretty disorganised and some sort of order was required. The Israelis had recruited a dozen or so Americans, a mixture of ex Army, Air Force, and Navy instructors, all with different training methods. It became obvious to Mr Myers that the ambitious scheme would get nowhere unless things were standardised. And he was equally convinced that the RAF training methods he had used during the Second World War, to turn out scores of pilots at flying schools in Rhodesia, were more practical and superior to the American system.  

He convinced the Israelis that the British methods were the best and within two months he had standardised the training syllabus and was then promoted to chief instructor. "We were turning out about 80 pilots at a time using an odd assortment of training aircraft, mainly Italian." By 1978 many of the men he had trained held key positions in the Israeli Air Force and directed the air strikes of that year in the Arab-Israeli war. By sheer coincidence the Minister of Defence, Ezer Weizman, was one of them. His spell as a full time instructor in Israel lasted for six months, during which "I was homesick for Rhodesia and anxious to see how my business was shaping."  

But, over the next four years, acting as an advisor, he made several trips back to Israel. "The early air force was a pretty crude affair," he recalls. "They were actually tossing bombs out of Piper Cubs and the chap who did the throwing was called the Bomb Chucker." Besides helping with training, Mr Myers regularly ferried new aircraft to Israel which the air force badly needed to build up its strength. This job had attendant dangers! On one occasion, whilst ferrying in a new plane from South Africa, he had to falsify his flight plan and give his destination as Cairo so that he could land en route and refuel at Wadi Halfa in the Sudan. Landing at Eilat, instead of Cairo, the aircraft was promtly surrounded by gun toting Israeli troops who wanted to know what he was doing there. "I can't speak Hebrew and things were pretty hairy until I was able to produce my letter of authorization from the Israeli government." 

Returning to Rhodesia, Mr Myers continued to expand his business, absorbing Zambesi Airways. And the acquisition of Victoria Falls Airways Pvt. Ltd. from Ted Spencer, marked the beginning of the Victoria Falls branch. The business became known as Air Carriers and by then its fleet consisted of the original Tiger Moth, a de Havilland Rapide, an Auster (which was selling charters for 10 pence a mile) and a Fairchild F.24 Argus war surplus aircraft. During the following year the operation gathered momentum and other smaller charter companies were acquired, including Commercial Air Services, Flights Pvt Ltd, Hunting Clan African Airways Pvt Ltd and Fish Air Pvt Ltd. At this stage the company changed its name to Rhodesia United Air Carriers. One major set back occurred in 1955 when a freak storm destroyed the Victoria Falls hangar, together with two D H Rapides and damaged several other aircraft. But the blow was temporary and the company quickly recovered, under Mr Myers' guidance, and by 1978 RUAC it was operating 13 aircraft — most of them twin engined machines, based in Salisbury, Bulawayo and Victoria Falls.

VP-YOK Cessna 195 Businessliner of Commercial Air Services.

VP-YOM  Apache PA-23 over Bulawayo in 1957.

VP-YFU, Fairchild F.24R Argus III of Air Carriers and Victoria Falls Airways at Marlborough in 1952/3 (with Liz Elliot)

Victoria Falls Airways

Old RUAC Advertisement

Old snap shot of Victoria Falls taken from a Rapide.

RUAC Fleet

Text for above reads:-

AIRCRAFT OF THE RUAC FLEET

Beechcraft Queen Air. The latest and finest in executive air transport seating four passengers in luxurious comfort and with utility seats for three more. There are cabin tables, a refreshment bar and toilet. The cabin is completely for airborne conferences or other business of a confidential  nature And it can carry seven passengers at over 200 m.p.h. non-stop from Salisbury to any point

in Southern Africa.

Hawker Siddeley Dove. This aircraft is well known and very popular throughout the world as an executive and feeder line transport aircraft. In the spacious cabin of the RUAC, version nine passengers can be seated in individual. J.P. seats very comfortably, quietly and privately. A large door permits easy and dignified entrance and exit and two big compartments provide adequate baggage/ cargo capacity.

Beechcraft Baron. A five passenger aircraft which combines superlative comfort with high cruising speed and long range capability Of interest to the medical services is a specially designed door to enable rapid and direct loading of stretcher patients. With passenger seats removed this door also permits loading of bulky cargo items. The Baron is the latest and most versatile light twin

engine aircraft available.

Birds Eye

Flight of Angels

Text for above reads:-

FLIGHT OF THE ANGELS

(Duration 15 minutes)

Winging low over The Folls and gorges, one thrills at the grandeur of this magnificent sight that can only be truly absorbed from the air. No traveller can claim to have viewed this natural wonder of the world in its entirety without seeing it from the air.

This aptly named flight in a twin-engined Piper Aztec is designed for the keen photographer and adventurous traveller, giving a bird's eye view of Africa's greatest geographical feature - VICTORIA FALLS.

SPRAYVIEW AIR SAFARI

(Duration 30 minutes)

Departures from Sprayview are in the early morning or late afternoon, the ideal time to view Africa's paradise of wildlife. Your journey takes you along the Chamabonda Vlei, across thickly forrested areas to Chunda Loop on the mighty Zambesi, then down the South Bank to The Falls. You circle the mist of Mosi-Oa-Tunya and capture the brilliance of one of nature's miracles.

This flight is designed to give the visitor with limited time in Victoria Falls the opportunity to see as much of the mighty spectacle and surroundings as possible.

ZAMBESI SKY SAFARI

(Duration 75 minutes)

Take-off in a twin engined Piper Aztec aircraft is timed to catch wild life on the move. You circle low over herds, roaming the wide savannah and bushland. One of the most densly populated areas of wildlife in Africa, you are assured of excellent game viewing. Pilots are specially chosen for their ability to spot wildlife in their natural environment, and when they do, swoop low over them enabling passengers an excellent view that will be cherished for a life time.

On your return this superb flight is climaxed with a breathtaking look at The Falls.

Transport

United Air Charters provides a courtesy transport service to and from Sprayview aerodrome for all their passengers in Victoria Falls.

A minimum of four passengers is required on all flights. This can be arranged when making your reservation.

CONTACT US ON VICTORIA FALLS 220 OR THROUGH ANY UNITED TOURING COMPANY OFFICE. 

DH 89A Rapide VP-YOL over the "The Grand old Lady" of the Falls.

Despite heading a burgeoning business, Mr Myers refused to stay desk bound, preferring the cockpit and a singularly fortunate flying record; there were only two mishaps in 37 years. 

Soon after World War II an Auster Autocrat he was flying had lost its propeller over Wankie National park. Cutting the engine, Mr Myers managed to glide down and land in a clearing near a herd of elephants. He then had a 16 kilometre hike to the nearest game camp for help. Later the aircraft was dismantled and hauled to Dett and reassembled with a new propeller. Mr Myers used the main road as a runway and flew back to Bulawayo. 

"We never did find the old one," he said.

Nearly 30 years were to pass before the next mishap. Indulging in low level aerobatics near Bulawayo in his own small aircraft, a Tipsy Nipper, he was suddenly in trouble when the engine cut out. "I didn't have the height to start her again and ended upside down in a mealie  (Maize) field." He was in contact with Bulawayo control tower throughout and gave an ongoing account of what was happening, until some help arrived and he was able to get out of the cockpit. "I was most fortunate that the aircraft did not catch fire as I was trapped inside.'' 

Over the years Mr Myers piloted many mercy missions, from Italian workmen injured on the Kariba Dam project, to emergency appendicitis cases.   

He also flew Rhodesia's first cloud seeding operation, "Nobody knew quite what to expect. The Cessna Centurion we picked for the mission had no de-icing equipment and we were called on to fly at around 22 thousand feet in temperatures of -15° to -10° centigrade, but all went well. "The only hitch, in fact, was on the ground with a barrage of complaints about too much rain and hail. What made us laugh was that the complaints came in before we had even started seeding!"   

Mr Myers had little sympathy for old timers who complained that modern developments in aviation, particularly in instrumentation, had taken a lot of the fun out of flying. "In the old days flying could be really dicey, flying in and out of hills in thick guti (mist) just to get from Bulawayo to Fort Victoria was no fun at all.  Now you fly over it all, and if necessary land on instruments at the other end; it's much easier and far safer." 

Twice rewarded for his services to aviation in Rhodesia, Mr Myers received the Pat Judson Trophy and the Royal Aeronautical Society (Rhodesia Division) Award in 1968 for his outstanding contributions to aviation. In 1976 he was appointed a member of the Legion of Merit in recognition of his 36 years of service. At the age of 65 he was still flying and reckoned he had a few more years in the cockpit ahead of him. "I am convinced my early years of wrestling are paying dividends today, I am still pretty fit." 

Apache PA-23.

Aztec

Final Approach, Sprayview.

Pilot Charles Bewes.

Close up of Pilot Bewes

Text for above reads:-

Our aircraft will never leave without you

On charter, the aircraft and its pilot are exclusively at your service. Just say where and when you wish to go, in a modern twin-engine aircraft, then leave the rest to RUAC. For over 25 years our experienced pilots have been flying businessmen, tourists and others in VIP comfort direct to points far and wide across Central and Southern Africa. Rhodesia's most experienced charter operators also offer a speedy air ambulance service. For details see your travel agent. Air Rhodesia or RUAC.

RUAC

RHODESIA UNITED AIR CARRIERS

From Salisbury, Bulawayo and Victoria Falls

SALISBURY

P.O. Salisbury Airport. Tolophone 50505 - Telex:No. RH4I32

BULAWAYO

P.O. Bulawayo Airport. Telephoro: 82283

VICTORIA FALLS

P.O. Victoria Falls. Telephone. 220

After Hours: 214.

Flights

RU1, RU2 and RU3

are from Victoria Falls

(Sprayviow Aerodrome)

Acknowledgement — Photographs of Sable. Karlba and Gemsbok by Mitch Spencer, Sopers .Victoria Falls.

Printed by City Printers.

FARES ARE SUBJECT TO CHANGE WITHOUT NOTICE.

The Queen Air advertisement

Pilot Stan Murray with Dan Eardley boarding.

Text for above reads:-

ISN'T IT TIME YOU FLEW QUEEN AIR?

"["HERE are many reasons why the men who appreciate the good things in life always fly Queen Air They like its comfort and speed The way it cruises effortlessly at over 200 m p h. taking them to far distant places quickly and easily in executive style

They enjoy the luxury of the Queen Air s spacious cabin — its wall-to-wall carpeting, four contoured reclining chairs, foldaway desk tables, refreshment cabinets and comfortable cloakroom And the way they can convert the cabin into a private secluded conference room or office in the sky simply by closing a compartment door An office where they can work without interruption while flying smoothly around the country visiting branch offices, isolated farms and mining or engineering projects in remote areas The Queen Air is exclusively theirs while they travel and the only time-table is the one they choose to fit their own crowded schedules.

ITALICS (There is also utility space for three more passengers if you want to take /unior members of your staff or your secretary with you ) END ITALICS

Most of all men at the top like the Queen Air's record of reliability and safety A record zealously guarded by RUAC's experienced pilots and highly qualified ground crew.

Isn't it time you too flew Queen Air?

THE Queen Air with its unparalleled comfort and luxury is undoubtedly the pride of the RUAC fleet But it is only one of the charter aircraft maintained by RUAC at Salisbury. Bulawayo and Victoria Falls. If you need to send staff out on a quick sales campaign want to land technicians at a remote construction site; deliver machinery or raw materials to a stalled production line or need an aerial ambulance to fly an injured employee to hospital-

Telephone RUAC—there's a Baron, Apache or Aztec waiting to do the job for you. They are all comfortable, reliable aircraft piloted by men who have flown the African continent in good weather and bad Men who know they can rely on their aircraft because the RUAC fleet is maintained by highly qualified engineers in RUAC's own workshops.

Why waste time?

RUAC is only a telephone call away

RHODESIA UNITED AIR CARRIERS

Tel. Salisbury 50505 

P O. Box AP 50, Salisbury Airport.

Telex: RH 4132. Cables: RUAC.

or

Tel Bulawayo 82283 (After hours 89280).

P 0 Box QP 81, Queens Park, Bulawayo

Cables RUAC

or

Tel Victoria Falls 220 (After hours 214}

P.O Victoria Falls

Cables. RUAC

or

Telephone your nearest Travel Agent

Queen Interior

Text for above reads:-

RUAC added a Queen Air to its fleet to solve problems - the problems  or people like you - the man at the top who wants to go places quickly, easily and in executive comfort. The Queen Air is a time tested proven aircraft specifically tailored to meet the needs of busy executives who expect - and get - the best.

JUST close the compartment door (above) and the Queen An cabin converts into an airborne conference room or office, Foldaway desk tables (right) provide ample work space while the well fitted refreshment cabinet(centre right) carries hot and cold dunks and meals. And at your journeys end the aircraft door (far right) allows maximum ease of exit.

VP-YWT

Text for above reads:-

Cool and quiet flight at 225 m.p.h.

Even while cruising at 225 m.p.h. the Baron's special insulation and the three bladed propellors driven by World Renowned Continental Engines help to en sure a restful journey. And though you may travel under the African sun, there is no temperature problem. For the Baron is fitted with individual passenget ventilators. You can adjust them as you wish.

Luxurious RUAC Beechcraft Baron

Pilot Bill "Jonah" Jones.

Air Safaris and Pleasure Flights Advertisements

Text for above reads:-

UNITED AIR CHARTERS (PVT) LTD

United Air Charters also operate from our capital city and from Bulawayo. We have more than 30 years experience in the Tourist and Air Charter business and we lead the field — fee choice is yours. You have every right to expect experience and efficiency from the people you chose to fly with.

Business, pleasure, air-ambulance or hot shot cargo, we offer personal service to most destinations in Africa.

We have a versatile fleet of twin erujined aircraft includung  a sleek executive jet at your disposal.

Contact our offices on—

Bulawayo — 26318 (24 Hz. Service)

Harare — 50505 (24 Hz. Service)

Victoria Falls - 220 (After Hrs. 574)

"Scenes so lovely must have been gazed upon by angels in their flight." David Livingstone

Rhodesia by Light Aircraft

Text for above reads:-

Above: Exciting game-viewing flights can be undertaken over the Victoria Falls

National Park.

Left: A few minutes after landing at Wankie airfield, the air traveller can be taken on a comprehensive game-viewing drive in micro-buses that provide an ideal mobile viewing- platform.

Left: The world's greatest waterfall, the 1½-mile-wide 350- foot-high Victoria Falls, the Immensity of which can only be truly appreciated from the air. Game-viewing, river cruises and sight-seeing are other daytime activities, while at night the thrills of the Casino (right) attract the visitors

Commemorative ashtray

Of his decision to step down as RUAC's managing director in 1978 Mr Myers said, "It's just that I've had enough of running a business." He remained a director of the company and was open to giving flying lessons and general flying. But in 1983 when taking off on a photographic flight with a photographer as passenger, the engine failed at about 50 to 60 feet. Behind their seats was 300lbs of photographic equipment. "I put  the nose down, but was concerned that all the photo equipment would shoot forward and crush us against the instrument panel. I eased the control column back and we hit the ground very hard." The passenger had leaned forward with his hands resting on the instrument panel and on impact both his wrists were broken. Mr Myers himself suffered a compression fracture of his spine and was in severe pain thereafter, remaining crippled and unable to walk. I last saw him at his home in August 1985. He was not well at all, complaining of constant pain night and day, and could only shuffle around with the help of a Zimmer frame. 

Captain Colman Myers passed away on 5 November 1985 at the age of 72. Thus ended the life of a truly great pilot and fine gentleman who was greatly appreciated by his pilots and staff. His experience, leadership and devotion to the company was largely responsible for making Rhodesia United Air Carriers into the largest charter operator in Central Africa. 

From the brochure "Rhodesian Light Aircraft"

RUAC over the Falls

Photo credits, with thanks, to everyone on the Facebook site "They Served Africa with Wings" who contribute generously to our growing photo archive of aviation in Africa. And to George Mawson himself — thanks for adding some great old RUAC adverts. David Newnham's definitive register of Rhodesian aircraft is forever helpful. 

A sequel to this article will show that Colman Myers' wonderful legacy to aviation lived on... in the form of United Air Carriers and United Air Services, Zimbabwe.

Thanks to Mitch for sharing this story with ORAFs, thanks also to all those that contributed information and photographs to Mitch.

Comments are always welcome, please mail them to Eddy Norris at orafs11@gmail.com 

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